WO2020196348A1 - Dispositif d'entraînement de véhicule - Google Patents

Dispositif d'entraînement de véhicule Download PDF

Info

Publication number
WO2020196348A1
WO2020196348A1 PCT/JP2020/012534 JP2020012534W WO2020196348A1 WO 2020196348 A1 WO2020196348 A1 WO 2020196348A1 JP 2020012534 W JP2020012534 W JP 2020012534W WO 2020196348 A1 WO2020196348 A1 WO 2020196348A1
Authority
WO
WIPO (PCT)
Prior art keywords
oil passage
oil
pressure
switching valve
hydraulic pressure
Prior art date
Application number
PCT/JP2020/012534
Other languages
English (en)
Japanese (ja)
Inventor
智志 吉田
一輝 小嶋
Original Assignee
アイシン・エィ・ダブリュ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by アイシン・エィ・ダブリュ株式会社 filed Critical アイシン・エィ・ダブリュ株式会社
Publication of WO2020196348A1 publication Critical patent/WO2020196348A1/fr

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/12—Details not specific to one of the before-mentioned types
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • This technology relates to a vehicle drive that has a cooler that cools the oil.
  • a vehicle drive device such as an automatic transmission or a hybrid drive device mounted on a vehicle is provided with a hydraulic control device for shifting and lubricating, and for cooling the oil used for the hydraulic control.
  • a cooler is provided (see, for example, Patent Document 1).
  • This Patent Document 1 includes a mechanical oil pump driven by a drive source and an electric oil pump driven independently as a hydraulic source, and is based on the hydraulic pressure generated by the oil pumps. When supplied as lubricating oil, the oil is cooled by a cooler, and then the cooled oil is supplied to the transmission mechanism to lubricate the transmission mechanism.
  • the starting clutch in the vehicle drive device that is engaged at the time of starting is slip-engaged in order to make the starting smooth, the amount of heat generated is particularly large at the time of starting.
  • the oil temperature is low and the oil viscosity is high, the pressure loss in the cooler becomes large, and in turn, the supply amount of the lubricating oil to the starting clutch may decrease.
  • the purpose is to provide the device.
  • the drive device for this vehicle is The starting friction engaging element that is engaged at the time of starting, A hydraulic pressure source that generates hydraulic pressure and With a cooler that cools the oil, A first lubricating oil passage that supplies lubricating oil to the starting friction engaging element, A first oil passage that supplies the hydraulic pressure of the hydraulic pressure source to the first lubricating oil passage via the cooler, and A second oil passage capable of communicating the upstream side of the first oil passage with respect to the cooler and the downstream side of the first oil passage with respect to the cooler so as to bypass the cooler.
  • the first solenoid valve capable of outputting the first signal pressure and A first switching valve that is interposed in the second oil passage and is switched between a communication state in which the second oil passage is communicated and a cutoff state in which the second oil passage is cut off by the first signal pressure. Equipped with.
  • lubricating oil can be supplied to the starting friction engaging element via the cooler through the first oil passage, but the first switching valve is brought into a communicating state.
  • the second oil passage bypasses the cooler to supply the lubricating oil to the starting friction engaging element, and it is possible to prevent a decrease in the supply amount of the lubricating oil.
  • the block diagram which shows the drive device for a vehicle which concerns on this embodiment The hydraulic circuit diagram which shows a part of the hydraulic pressure control device in the small lubrication state which concerns on 1st Embodiment.
  • the hybrid drive device 1 is suitable for use in, for example, an FR (front engine / rear drive) type vehicle, and the input shaft 1A is drive-connected to the engine 2 as a drive source. Further, the hybrid drive device 1 has a stator 3a and a rotor 3b inside the case 6, and power transmission between the rotary electric machine (motor generator) MG as a drive source, the engine 2, the motor MG, and the wheels 9. As an engine disengagement clutch that is arranged between the transmission mechanism 5 provided on the path, the engine 2 on the power transmission path, and the motor generator (hereinafter, simply referred to as a motor) MG, and can disengage the engine 2.
  • a motor motor generator
  • the clutch K0 and the motor MG and the transmission mechanism 5 on the power transmission path can connect and disconnect the power transmission between the engine 2 and the motor MG (that is, the drive source) and the transmission mechanism 5, especially the vehicle. It is provided with a starting clutch (starting friction engaging element, drive transmission clutch) WSC which is engaged at the time of starting, and a control unit (ECU) 31.
  • a starting clutch starting friction engaging element, drive transmission clutch
  • ECU control unit
  • the control unit 31 includes a CPU 32, a RAM 33 that temporarily stores data, and a ROM 34 that stores a processing program.
  • a control signal to each solenoid valve of the hydraulic control device 40, and a control unit of the engine 2 ( Various signals such as a control signal to (not shown) and a control signal to the motor MG are output from the output port.
  • the input port of the control unit 31 is configured to input detection signals from various sensors such as the hydraulic switch 62, which will be described later.
  • the drive is connected to the rotary shaft 1B which is drive-connected to the motor MG, and is also drive-connected to the engine 2 by engaging the clutch K0.
  • a mechanical oil pump 21 that is driven by at least one of the motor MG and the engine 2 is provided.
  • the rotating shaft 1B is rotatably supported by the bearing B1 with respect to the support wall 6a supported by the case 6.
  • a damper device or the like is usually provided between the engine 2 and the clutch K0 to absorb the pulsation of the engine 2 and transmit the rotation thereof.
  • the transmission mechanism (T / M) 5 is composed of a transmission mechanism capable of changing the transmission path based on the engagement state of a plurality of frictional engagement elements (clutch and brake) and achieving, for example, forward 6th speed and reverse speed. .. Further, a propeller shaft 8 is driven and connected to an output shaft (not shown) of the speed change mechanism 5, and the rotation output to the propeller shaft 8 is transmitted to the left and right wheels via a differential device or the like.
  • the speed change mechanism 5 may be, for example, a stepped speed change mechanism that achieves forward 3 to 5 speeds or forward 7 speeds or higher, and may be a belt type continuously variable transmission, a toroidal type continuously variable transmission, or the like. It may be a continuously variable transmission mechanism, that is, any transmission mechanism may be used.
  • the clutch K0, the motor MG, the start clutch WSC, and the transmission mechanism 5 are sequentially arranged from the engine 2 side to the wheel 9 side, and both the engine 2 and the motor MG, or the motor MG, or
  • the control unit (ECU) 31 controls the hydraulic control device 40 to engage the clutch K0 and the start clutch WSC, and the EV travels only with the driving force of the motor MG.
  • the clutch K0 is released to disconnect the transmission path between the engine 2 and the wheels 9.
  • the hybrid drive device 1 includes a mechanical oil pump (MOP) 21 and an electric oil pump (E-OP) 22 as hydraulic pressure generators for generating hydraulic pressure (primary pressure) used in the hydraulic pressure control device 40. It is equipped.
  • the mechanical oil pump 21 is provided so that a drive gear is driven and connected to the rotating shaft 1B. That is, the mechanical oil pump 21 is provided with the engine 2 and the motor MG when the clutch K0 is engaged. When the clutch K0 is released, the engine is rotationally driven in conjunction with the motor MG.
  • the electric oil pump 22 is configured to be electrically driven by an electric motor (not shown) independently of the mechanical oil pump 21, and is driven / stopped based on an electronic command from the control unit 31. Be controlled.
  • An oil temperature sensor 41 for detecting the oil temperature is provided inside the hydraulic pressure control device 40, and the detected oil temperature is output to the control unit 31.
  • the electric motor (not shown) that drives the electric oil pump 22 is used only for driving the electric oil pump 22, is completely independent of the transmission path between the engine 2 and the wheels 9, and does not transmit the driving force to the wheels 9. It is a thing.
  • FIGS. 2 to 4 showing a hydraulic control device 40 1, 2 a normal state (small lubrication state), FIG. 3 is large lubrication state, FIG. 4 shows a low-temperature state.
  • the hydraulic control device 40 1 roughly includes a primary regulator valve (regulator valve) 42, a secondary regulator valve 43, a solenoid valve (second solenoid valve) SRL1, and a solenoid valve (first solenoid valve) SRL2. , A first lubrication switching valve (second switching valve) 44, a second lubrication switching valve (first switching valve) 45, and the like are provided. Further, the hydraulic control device 40 1 is connected to the mechanical oil pump 21 and the electric oil pump 22 as a hydraulic pressure generating source with the hydraulic pressure is supplied, it is connected so as to communicate with the cooler 70.
  • the hydraulic control device 40 1, the first lubrication circuit (first lubricating oil passage) for supplying lubricating oil towards the starting clutch WSC as indicated by an arrow A in FIG. 1 81, the arrow C in FIG. 1
  • the second lubricating circuit (second lubricating oil passage) 82 that supplies lubricating oil toward the outer peripheral side of the motor MG, the clutch K0, the inner peripheral side of the motor MG, and the bearing as shown by arrow B in FIG.
  • Third lubrication circuit (third lubricating oil passage) 83 that supplies lubricating oil toward B1, and fourth lubrication that supplies lubricating oil toward each part of the speed change mechanism 5 as shown by arrow D in FIG. It is connected to the circuit (fourth lubricating oil passage) 84 so as to communicate with each other.
  • the line pressure PL adjusted by the primary regulator valve 42 becomes larger than the hydraulic pressure PEOP output by the electric oil pump 22. It is arranged so as to prevent the line pressure PL from flowing back to the electric oil pump 22. Further, the check ball 51 connected to the oil passage b1 is closed by a spring (not shown), and when the oil pressure of the oil passage b1 becomes equal to or higher than a predetermined pressure, the oil pressure of the oil passage b1 is released to remove the hydraulic pressure of the oil passage b1 so that the electric oil pump 22 The high pressure is prevented from acting on the electric oil pump 22, that is, the electric oil pump 22 is protected.
  • the mechanical oil pump 21 driven by the engine 2 or the motor MG sucks oil from the strainer 20 and opens the check ball 52 to open the oil passages a1, a2, a3 as a line pressure circuit.
  • the hydraulic pressure PMOP is generated in a4, a5, and a6, and the line pressure PL is adjusted in detail by the primary regulator valve 42 described later.
  • the check ball 52 prevents the hydraulic pressure PEOP from the electric oil pump 22 from flowing back to the mechanical oil pump 21 when the mechanical oil pump 21 is stopped, for example, when the vehicle is stopped during EV traveling. It is preventing.
  • the primary regulator valve 42 includes a spool 42p, a spring 42s that urges the spool 42p to one side, a feedback oil chamber 42a, a hydraulic oil chamber 42b, a discharge port 42c, and a pressure adjusting port 42d. ing.
  • Spool 42p of the primary regulator valve 42 for example a control pressure P SLT outputted from the linear solenoid valve SLT which is not shown in accordance with the throttle opening degree, and the urging force of the spring 42s, the feedback via the oil passage a3
  • the amount of communication (opening amount) between the pressure adjusting port 42d and the discharge port 42c is adjusted according to the feedback pressure fed back to the oil chamber 42a, and thereby the oil passages a1 to a6 connected to the pressure adjusting port 42d.
  • the hydraulic pressure is adjusted as the line pressure PL.
  • the line pressure PL regulated by the primary regulator valve 42 engages with each clutch (including the clutch K0 and the start clutch WSC) of the transmission mechanism 5 and each hydraulic servo of the brake via the oil passage a5.
  • the line pressure PL is also supplied to the modulator valve (not shown), and outputs the modulator pressure P MOD that suppresses the line pressure PL to the following constant pressure.
  • the hydraulic pressure discharged from the discharge port 42c of the primary regulator valve 42 is supplied to the oil passages c1, c2, c3, c4, c5, c6, c7, c8, c9, c10, c11, c12, c13, and particularly oil. is pressure regulated to a secondary pressure P SEC by being supplied from the road c4 to the secondary regulator valve 43.
  • the secondary regulator valve 43 is configured in substantially the same manner as the primary regulator valve 42, and includes a spool 43p, a spring 43s for urging the spool 43p to one side, a feedback oil chamber 43a, and a hydraulic oil chamber 43b. It is configured to have a pressure port 43c and a discharge port 43d.
  • Check ball 54 which is an example of a check valve, and more particularly when the hydraulic pressure P EOP of the electric oil pump 22 is switched first lubricating switching valve 44 as described later is supplied to the oil passage e2, c13, an oil passage The backflow from c12 to the secondary regulator valve 43 (downstream side to upstream side) is blocked. Further, the check ball 54 is located in the oil passages c1 to c13 of the lubricating oil flowing from the secondary regulator valve 43 toward the first lubrication circuit 81, and is arranged on the downstream side of the second lubrication circuit 82 to the fourth lubrication circuit 84.
  • the solenoid valve SRL1 is composed of, for example, a normally closed type and is configured to freely output the signal pressure P SL1 .
  • the above-mentioned modulator pressure P MOD is input, and a command from the control unit 31 is given.
  • the signal pressure P SRL1 is output to the hydraulic oil chamber 44a of the first lubrication switching valve 44 described later via the oil passage f1 by being controlled on by, and the signal pressure P SRL1 is not output by being controlled off. To do.
  • the solenoid valve SRL2 is composed of, for example, a normally closed type and is configured to freely output the signal pressure P SL2 .
  • the above-mentioned modulator pressure PMOD is input, and the control unit 31
  • the signal pressure P SRL2 is output to the hydraulic oil chamber 45a of the second lubrication switching valve 45 described later via the oil passage g1 by being controlled on by the command of, and the signal pressure P SRL2 is not controlled by being controlled off. Make it an output.
  • the first lubrication switching valve 44 includes a spool 44p, a spring (urging member) 44s that urges the spool 44p to one side, a hydraulic oil chamber 44a, an input port 44b, an output port 44d, and an input port 44c. And an output port 44e.
  • the second lubrication switching valve 45 includes a spool 45p, a spring (urging member) 45s that urges the spool 45p to one side, a hydraulic oil chamber 45a, an output port 45b, an input port 45c, and an input port 45d. And an output port 45e.
  • the second lubrication switching valve 45 is in the upper position (blocked state) in the figure in which the spool 45p is urged by the urging force of the spring 45s, the input port 45d and the output port 45e communicate with each other, and the input port 45c is shut off.
  • the modulator pressure PMOD is input to the input port 45d. Further, the output port 45e is connected to a hydraulic switch 62 that electrically outputs an ON signal to the control unit 31 when a hydraulic pressure equal to or higher than a predetermined pressure is input. Therefore, when the spool 45p is in the upper position in the drawing, the hydraulic switch 62 inputs the modulator pressure PMOD and detects whether or not the second lubrication switching valve 45 is in the lower position in the drawing. In particular, when the solenoid valve SRL2 is off-controlled and the hydraulic switch 62 does not output an on signal, the control unit 31 has an abnormality in which the spool 45p of the second lubrication switching valve 45 sticks to the lower position in the figure. The state will be detected.
  • the operation of the hydraulic control device 40 1.
  • the solenoid valve SRL1 and the solenoid valve SRL1 and the normal state are used. Both solenoid valves SRL2 are off-controlled, the first lubrication switching valve 44 is in the upper position in the figure, and the second lubrication switching valve 45 is also in the upper position in the figure, in the state shown in FIG.
  • the mechanical oil pump 21 When the engine 2 or the motor MG is driven, the mechanical oil pump 21 generates the hydraulic pressure PMOP toward the oil passage a1, and when the electric oil pump 22 is turned on and controlled.
  • the electric oil pump 22 generates a hydraulic pressure PEOP toward the oil passage b1, and the electric oil pump 22 passes through the oil passages b1 and b2, the input port 44c and the output port 44e of the first lubrication switching valve 44, and the oil passage a6. It communicates with the pressure adjusting port 42d of the primary regulator valve 42. That is, the line pressure PL is regulated by the primary regulator valve 42, and the secondary pressure P SEC is further regulated by the secondary regulator valve 43 based on one or both of the hydraulic pressure PMOP and the hydraulic pressure PEOP .
  • the control unit 31 determines the start of the vehicle, and supplies engagement pressure to the hydraulic servo of the start clutch WSC to engage the start clutch WSC.
  • the solenoid valve SRL2 is turned off and the solenoid valve SRL1 is turned on, and the spool 44p of the first lubrication switching valve 44 is switched to the lower position in the figure by the signal pressure P SRL1 .
  • the mechanical oil pump 21 is driven.
  • the secondary pressure PSEC is used as the lubrication pressure as described above, and the lubricating oil flowing based on the lubrication pressure passes through the cooler 70 and enters the second lubrication circuit 82, the third lubrication circuit 83, and the fourth lubrication circuit 84. Each is supplied.
  • the hydraulic pressure PEOP of the electric oil pump 22 input to the input port 44c is output from the output port 44d to the oil passage e2. It is supplied to the first lubrication circuit 81 via the oil passage c13.
  • the EOP is directly supplied to the first lubrication circuit 81, in other words, the hydraulic pressure P EOP larger than the secondary pressure P SEC becomes the lubrication pressure, and the lubrication pressure is applied to the first lubrication circuit 81 based on the secondary pressure P SEC.
  • Lubricating oil with a flow rate (second flow rate) larger than the flow rate (first flow rate) when supplying is supplied that is, the amount of lubricating oil supplied to the starting clutch WSC becomes a large flow rate state, and the slip is engaged at the time of starting. It is possible to sufficiently lubricate (cool) the starting clutch WSC, which is combined and generates a large amount of heat.
  • the check ball 54 Since the hydraulic pressure P EOP of the electric oil pump 22 is larger than that of the secondary pressure P SEC , the check ball 54 does not open, and the lubricating oil supplied by the hydraulic pressure P EOP of the electric oil pump 22 is supplied to the first lubrication circuit 81. It will be performed independently of the second lubrication circuit 82 to the fourth lubrication circuit 84.
  • the control unit 31 turns off the solenoid valve SRL1 and returns the spool 44p of the first lubrication switching valve 44 to the upper position in the drawing, and the first Lubricating oil is supplied to the lubricating circuits 81 to 84 through the cooler 70, and the hydraulic pressure PEOP of the electric oil pump 22 is also used as the main pressure of the line pressure PL and the secondary pressure P SEC. Will be.
  • the mechanical oil pump 21 is driven, but the electric oil pump 22 has a low oil temperature and a high oil viscosity. Therefore, it cannot be driven (when it is driven, the durability of the electric oil pump 22 is affected).
  • the second lubricant switching valve 45 Since the second lubricant switching valve 45 is switched to the lower position in the figure, the secondary pressure P SEC that is supplied to the oil passage c6 is supplied to the oil path e1 via the input port 45c and the output port 45b, further Since the first lubrication switching valve 44 is switched to the upper position in the drawing, it is supplied to the oil passage e2 via the input port 44b and the output port 44d, and is supplied to the first lubrication circuit 81 via the oil passage c13. Lubrication.
  • the second lubrication in the oil passages c1 to c13 as the first oil passage for supplying the hydraulic P MOP (secondary pressure P SEC ) of the mechanical oil pump 21 to the first lubrication circuit 81 via the cooler 70, the second lubrication.
  • the switching valve 45 By switching the switching valve 45, the lubricating oil is supplied through the oil passages c6, e1 and e2 as the second oil passage that communicates the upstream side (oil passage c5) and the downstream side (oil passage c13) of the cooler 70. It is supplied to the first lubrication circuit 81. Therefore, the second lubrication switching valve 45 is interposed in the oil passages c6, e1 and e2 as the second oil passage, and switches from the state of blocking the second oil passage to the state of communicating with the second oil passage.
  • the secondary pressure PSEC is supplied from the oil passage c7 to the oil passages c8 to c11 via the cooler 70, and the lubricating oil is also supplied to the second lubrication circuit 82 to the fourth lubrication circuit 84.
  • oil viscosity is high increases hydraulic losses, since the flow path resistance in the cooler 70 is large, lubrication pressure supplied based on the secondary pressure P SEC is often the oil passage c6 flows hardly flows through the oil passage c7 Therefore, the oil pressure of the oil passages c8 to c11 is lower than that of the oil passage c13, and the check ball 54 is closed.
  • the oil temperature is low, and the lubricating oil is supplied to the first lubricating circuit 81 by bypassing the cooler 70, as compared with the case where the lubricating oil is supplied to the first lubricating circuit 81 via the cooler 70, for example.
  • the lubricating oil is supplied to the first lubricating circuit 81 via the cooler 70, for example.
  • the control unit 31 turns off the solenoid valve SRL2, returns the spool 45p of the second lubrication switching valve 45 to the upper position in the drawing, and the first The lubricating oil is supplied to the lubricating circuits 81 to 84 through the cooler 70.
  • the secondary pressure PSEC can be supplied to the first lubrication circuit 81 when the oil temperature is low, but the oil temperature rises to normal temperature. In this case, it becomes difficult for the oil to flow into the cooler 70, and there is a possibility that the cooling of the oil temperature does not proceed, and there is a possibility that the supply of the lubricating oil to the second lubricating circuit 82 to the fourth lubricating circuit 84 also decreases. Further, when a large amount of lubricating oil flows through the first lubrication circuit 81 and the starting clutch WSC becomes excessively lubricated, the drag resistance of the starting clutch WSC increases, which hinders the improvement of the fuel efficiency of the vehicle.
  • the control unit 31 determines an abnormal state of the second lubrication switching valve 45 when the hydraulic switch 62 outputs an on signal even though the solenoid valve SRL2 is turned off, and the second lubrication switching is performed.
  • the solenoid valve SRL1 is turned on and the spool 44p of the first lubrication switching valve 44 is switched to the lower position in the drawing.
  • the space between the oil passage e1 and the oil passage e2 is cut off, the secondary pressure PSEC is prevented from flowing to the first lubrication circuit 81 as it is, and it is possible to allow the secondary pressure PSEC to flow to the cooler 70.
  • the hydraulic pressure PEOP of the electric oil pump 22 flows into the first lubrication circuit 81 (similar to the above-mentioned large lubrication state).
  • a large flow rate is not required for the first lubrication circuit 81, it can be dealt with by stopping the electric oil pump 22. In this case, it is preferable that the engine 2 is not stopped, that is, the mechanical oil pump 21 is always driven.
  • the cooler 70 is provided by the oil passages c7 to c13 by setting the second lubrication switching valve 45 to the upper position (disengaged state) in the drawing.
  • the lubricating oil can be supplied to the start clutch WSC via the oil passage c6, e1 and e2
  • the cooler 70 is bypassed by setting the second lubrication switching valve 45 to the lower position (communication state) in the figure.
  • Lubricating oil can be supplied to the starting clutch WSC, and it is possible to prevent a decrease in the supply amount of the lubricating oil.
  • Hydraulic control device 40 2 according to the second embodiment, as shown in FIG. 5, which was directly communicated with the second lubricant switching valve 45 oil passage c13 through the oil passage e1 from, in other words
  • the first lubrication switching valve 44 is not interposed in the oil passages c6, e1 and e2 as the second oil passage, as compared with the first embodiment. Therefore, when the spool 45p of the second lubrication switching valve 45 sticks to the lower position in the drawing, the secondary pressure PSEC remains supplied to the first lubrication circuit 81 without going through the cooler 70, but the first lubrication switching. Since the structure of the valve 44 can be simplified and the operation of the oil passage can be simplified, the cost can be reduced.
  • FIG. 6 the hydraulic control device 40 1 similar to that of the hydraulic control device 40 3 is shown in simplified, the line pressure PL is shown with simplified to be pressure regulated by primary regulator valve 42, a secondary regulator Although the valve 43 is omitted, the oil passage c6 ⁇ c13 are those secondary pressure P SEC is supplied as well as lubrication pressure.
  • the hydraulic control device 403 has an oil passage by a check valve 145 as a switching valve instead of the second lubrication switching valve 45 in the first embodiment. It switches between a cut-off state and a communication state between c6 and the oil passage e1.
  • the check valve 145 includes a plate-shaped member 145B in which the through hole 145a is formed, a cup-shaped member 145P which is a cup-shaped member capable of closing the through hole 145a, and a cup-shaped member 145P.
  • a spring 145s that urges the spring 145s and a spring 145s are provided, and the signal pressure P SRL2 from the solenoid valve SRL2 is input to the inside of the cup-shaped member 145P so as to act in the same direction as the urging force of the spring 145s. Has been done.
  • the urging force of the spring 145s is when the secondary pressure P SEC in the oil passage c6 is entered into the through hole 145a, the smaller biasing force than the force cup 145P is receiving through the through-hole 145a It is set. Therefore, when the solenoid valve SRL2 is off-controlled and the signal pressure P SRL2 is not output and the secondary pressure P SEC is supplied to the oil passage c6, the cup-shaped member 145P is separated from the plate-shaped member 145B and the oil passage is separated. The secondary pressure P SEC flows through e1, and the communication state is established.
  • the cup-shaped member 145P is made into a plate-shaped member in combination with the urging force of the spring 145s. It comes into contact with 145B, closes the through hole 145a, and is in a shutoff state in which the oil passage c6 and the oil passage e1 are blocked from each other.
  • the communication state and the cutoff state can be switched by the on / off control of the solenoid valve SRL2, and the response is slower and the controllability is not good as compared with the second lubrication switching valve 45 in the first embodiment.
  • the structure having the same function as the second lubrication switching valve 45 in the first embodiment can be simplified, and the cost can be reduced.
  • the drive device (1) for this vehicle is The starting friction engaging element (WSC) that is engaged at the time of starting, Hydraulic pressure sources (21, 22) that generate hydraulic pressure and A cooler (70) that cools the oil and A first lubricating oil passage (81) for supplying lubricating oil to the starting friction engaging element (WSC),
  • the first oil passage (c1, c2, c3, c5, c7, c8, c12) that supplies the hydraulic pressure of the hydraulic pressure source (21,22) to the first lubricating oil passage (81) via the cooler (70).
  • a second oil passage capable of communicating with the downstream side of the cooler (70) of c1, c2, c3, c5, c7, c8, c12, c13).
  • the first solenoid valve (SRL2) capable of outputting the first signal pressure and A communication state that intervenes in the second oil passage (c6, e1, e2) and communicates with the second oil passage (c6, e1, e2) by the first signal pressure, and the second oil passage (c6).
  • E1, e2) are provided with a shutoff state and a first switching valve (45,145) that can be switched to.
  • the oil passages c1, c2, c3, c5, c7, c8, c12, and c13 supply the lubricating oil to the starting clutch WSC via the cooler 70.
  • the oil passages c6, e1 and e2 can bypass the cooler 70 and supply the lubricating oil to the starting clutch WSC. It is possible to prevent a decrease in the supply amount of
  • the first switching valve (45, 145) is switched to the shutoff state when the oil temperature is the first oil temperature, and is in the communication state when the oil temperature is the second oil temperature lower than the first oil temperature. It is switched to.
  • the start clutch WSC bypasses the cooler 70. Lubricating oil can be supplied to the vehicle, and a decrease in the supply amount of lubricating oil can be prevented.
  • the drive device (1) for this vehicle is A second lubricating oil passage (82, 83, 84) for supplying lubricating oil to a portion other than the starting friction engaging element (WSC), and A check that intervenes in the first oil passage (c1, c2, c3, c5, c7, c8, c12, c13) to allow lubricating oil to pass from the upstream side to the downstream side and block backflow from the downstream side to the upstream side.
  • the second lubricating oil passage (82, 83, 84) communicates on the upstream side of the check valve (54) in the first oil passage (c1, c2, c3, c5, c7, c8, c12, c13).
  • the first lubricating oil passage (81) and the second oil passage (c6, e1, e2) are the check valves in the first oil passage (c1, c2, c3, c5, c7, c8, c12, c13). It communicates on the downstream side of (54).
  • the second lubrication switching valve 45 or the check valve 145 is in a communicative state and the lubricating oil is supplied to the starting clutch WSC by bypassing the cooler 70, the second lubrication circuit 82 to 4 is used by the check ball 54.
  • Lubricating oil does not flow through the lubricating circuit 84, and a sufficient flow rate of the lubricating oil to the first lubricating circuit 81 (starting clutch WSC) can be secured.
  • the hydraulic pressure generation source is a mechanical oil pump (21) driven by a driving source that outputs a driving force for traveling of a vehicle, and an electric oil pump (21) that can be driven independently of the mechanical oil pump (21). 22) and A line pressure circuit (a1) that is connected to an engagement control hydraulic circuit (47) that controls the starting friction engagement element (WSC) and supplies a line pressure (PL) to the engagement control hydraulic circuit (47).
  • the hydraulic pressure source A regulator valve (42) that regulates the line pressure (PL) using hydraulic pressure as the original pressure, The second solenoid valve (SRL1) capable of outputting the second signal pressure and The first state in which the hydraulic pressure generated by the electric oil pump (22) is supplied to the line pressure circuits (a1, a2, a3, a4, a5, a6) by the second signal pressure, and the electric oil pump (22).
  • the oil pressure PEOP of the electric oil pump 22 is used as a line pressure circuit.
  • the hydraulic pressure PEOP of the electric oil pump 22 is directly supplied to the first lubrication circuit 81 (start clutch WSC). Can be done.
  • the second to fourth lubrication circuits 82 to 84 and the like are connected via the engagement circuit 47 (clutch and the like) and the secondary regulator valve 43.
  • the hydraulic pressure PEOP of the electric oil pump 22 that was also supplied can be directly supplied to the first lubrication circuit 81, and the amount of lubricating oil supplied to the starting clutch WSC is increased to a large flow state, especially at the time of starting. This makes it possible to sufficiently lubricate (cool) the starting clutch WSC, which is slip-engaged at the time of starting and generates a large amount of heat.
  • the drive device (1) for this vehicle is The second switching valve (44) is interposed between the first switching valve (45, 145) of the second oil passage (c6, e1, e2) and the first lubricating oil passage (81).
  • the hydraulic pressure supplied from the first switching valve (45, 145) in the communication state in the first state is communicated with the first lubricating oil passage (81), and the communication is performed in the second state.
  • the hydraulic pressure supplied from the first switching valve (45,145) in the state is cut off.
  • the line pressure PL to the first lubrication circuit 81 (starting clutch WSC) by the first lubrication switching valve 44 occurs. It is possible to flow a large amount of lubricating oil through the cooler 70, and it is possible to prevent the cooling of the oil by the cooler 70 from being stopped.
  • the first switching valve (45) includes a spool (45p), an urging member (45s) that urges the spool (45p) in one direction, and upstream of the second oil passage (c6, e1, e2).
  • the spool (45p) has an input port (45c) communicating with the side and an output port (45b) communicating with the downstream side of the second oil passage (c6, e1, e2) by the first signal pressure. ) Is switched to switch between the communication state and the cutoff state.
  • the communication state and the cutoff state of the input port 45c and the output port 45b can be switched by the spool 45p, and the controllability is improved as compared with the case where the second lubrication switching valve is configured by the check valve, for example. Can be done.
  • the first switching valve (145) includes a cup-shaped member (145P) and a plate-shaped member (145B) having a through hole (145a) communicating with the upstream side of the second oil passage (c6, e1, e2).
  • a urging member (145s) that urges the cup-shaped member (145P) so as to close the through hole (145a) of the plate-shaped member (145B), and the input of the first signal pressure causes the urging member (145s).
  • the cup-shaped member (145P) is pressed at a position that closes the through hole (145a) of the plate-shaped member (145B) to enter the blocking state, and the cup-shaped member (145P) is not input with the first signal pressure. Is pressed by the hydraulic pressure of the hydraulic pressure source, the cup-shaped member (145P) and the plate-shaped member (145B) are separated from each other, and the communication state is established.
  • the communication state and the cutoff state of the through hole 145a can be switched by the cup-shaped member 145P, and the cost can be reduced as compared with the case where the second lubrication switching valve is switched by the spool, for example.
  • the drive device (1) for this vehicle A rotary electric machine (MG) that outputs the driving force for driving the vehicle as a drive source, When engaged, the engine (2) as a drive source and the rotating electric machine (MG) are driven and connected, and when released, the engine (2) and the rotating electric machine (MG) are separated from each other.
  • a speed change mechanism (5) that shifts the rotation of the drive source (2, MG) and When engaged, the drive source (2, MG) and the transmission mechanism (5) are driven and connected, and when released, the drive source (2, MG) and the transmission mechanism (5) are disconnected. Equipped with a drive transmission clutch (WSC) to release The starting friction engaging element is the drive transmission clutch (WSC).
  • the starting clutch WSC is lubricated by bypassing the cooler 70. Oil can be supplied, and it is possible to prevent a decrease in the supply amount of lubricating oil.
  • a so-called parallel hybrid drive device 1 in which the drive rotation of the engine 2 and the motor MG is changed by the speed change mechanism 5 is used as an example.
  • the present invention is not limited to this, and any hybrid drive device such as a split type hybrid drive device may be used, and further, an automatic transmission that shifts the rotation of the engine 2 without a motor. It doesn't matter if there is.
  • a vehicle that idle-stops the engine 2 will be equipped with an electric oil pump for supplying hydraulic pressure to the automatic transmission during the idle-stop system.
  • the case where the second lubrication switching valve 45 having the spool 45p is used as the first switching valve will be described, and in the third embodiment, the first switching will be described.
  • the case where the check valve 145 having the cup-shaped member 145P is used as the valve has been described, but the present invention is not limited to these, and communication or blocking between the oil passage c6 as the second oil passage and the oil passage e1 is performed. Any switching valve that can be used will do.
  • the cooling oil 70 may be bypassed and the lubricating oil may be supplied to the starting clutch WSC depending on other conditions.
  • the lubricating oil may be supplied to the starting clutch WSC by bypassing the cooler 70 regardless of other conditions.
  • the hydraulic pressure PEOP of the electric oil pump 22 can be supplied to the start clutch WSC by switching the first lubrication switching valve 44, but the first lubrication has been described. Without providing the switching valve 44, the hydraulic pressure PEOP of the electric oil pump 22 is always supplied as the main pressure of the line pressure PL, and the flow rate of the lubricating oil to the start clutch WSC is small only by switching the second lubrication switching valve 45. And a large flow rate may be used.
  • the one having the second lubrication circuit 82 to the fourth lubrication circuit 84 in addition to the first lubrication circuit 81 for supplying the lubricating oil to the starting clutch WSC has been described.
  • the configuration may include only one lubrication circuit 81, and any other lubrication portion may be used.
  • the oil that has passed through the cooler 70 is supplied to the second lubrication circuit 82, the third lubrication circuit 83, and the fourth lubrication circuit 84, respectively.
  • a modulator valve is provided between the cooler 70 and the second lubrication circuit 82 and the third lubrication circuit 83 to supply the lubrication pressure to be supplied to the second lubrication circuit 82 and the third lubrication circuit 83 (that is, the motor MG). It may be configured to remain constant.
  • This vehicle drive device can be used for an automatic transmission, a hybrid drive device, a vehicle transmission device, etc. mounted on a vehicle, and particularly supplies lubricating oil to a starting friction engaging element via a cooler. It is possible to use it, and it is suitable for those which are required to prevent a decrease in the supply amount of lubricating oil for the starting friction engaging element.
  • Vehicle drive device (hybrid drive device) 2 ... Engine 5 ... Transmission mechanism 21 ... Hydraulic oil source, mechanical oil pump 22 ... Hydraulic source, electric oil pump 42 ... Regulator valve (primary regulator valve) 44 ... Second switching valve (first lubrication switching valve) 45 ... 1st switching valve (2nd lubrication switching valve) 45b ... Output port 45c ... Input port 45p ... Spool 45s ... Biasing member (spring) 47 ... Hydraulic circuit for engagement control (engagement circuit) 54 ... Check valve (check ball) 70 ... Cooler 81 ... First lubrication oil passage (first lubrication circuit) 82 ...

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • General Details Of Gearings (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un dispositif d'entraînement hybride, lequel dispositif comporte un embrayage de démarrage mis en prise quand un véhicule démarre, une pompe à huile mécanique (21), une pompe à huile électrique (22), un refroidisseur (70) qui refroidit de l'huile, et un premier circuit de lubrification (81) qui délivre de l'huile de lubrification à l'embrayage de démarrage. Un dispositif de commande de pression hydraulique (401)) comprend : des canaux d'huile (c1, c2, c3, c5, c7, c8, c12, c13) qui délivrent une pression hydraulique au premier circuit de lubrification (81) par l'intermédiaire du refroidisseur (70) ; des canaux d'huile (c6, e1, e2) aptes à communiquer de façon à contourner le refroidisseur (70) ; et une seconde vanne de commutation de lubrification (45) disposée dans le trajet des canaux d'huile (c6, e1, e2), la seconde vanne de commutation de lubrification (45) étant commutée entre un état de communication pour permettre la communication avec les canaux d'huile (c6, e1, e2) et un état de coupure pour interrompre les canaux d'huile (c6, e1, e2).
PCT/JP2020/012534 2019-03-28 2020-03-19 Dispositif d'entraînement de véhicule WO2020196348A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2019064935A JP2020165461A (ja) 2019-03-28 2019-03-28 車両用駆動装置
JP2019-064935 2019-03-28

Publications (1)

Publication Number Publication Date
WO2020196348A1 true WO2020196348A1 (fr) 2020-10-01

Family

ID=72611997

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2020/012534 WO2020196348A1 (fr) 2019-03-28 2020-03-19 Dispositif d'entraînement de véhicule

Country Status (2)

Country Link
JP (1) JP2020165461A (fr)
WO (1) WO2020196348A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114379352A (zh) * 2020-10-22 2022-04-22 马自达汽车株式会社 车辆

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20240026967A1 (en) * 2021-03-16 2024-01-25 Aisin Corporation Vehicle drive device

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000046156A (ja) * 1998-07-28 2000-02-18 Nissan Motor Co Ltd 車両用自動変速機の作動油冷却装置
JP2000205301A (ja) * 1999-01-12 2000-07-25 Mitsubishi Motors Corp オイル供給装置
JP2007211968A (ja) * 2006-02-13 2007-08-23 Toyota Motor Corp 車両用ロックアップクラッチ付流体伝動装置の油圧制御装置
JP2009133362A (ja) * 2007-11-29 2009-06-18 Aisin Aw Co Ltd 自動変速機の油圧制御装置
US20090188767A1 (en) * 2008-01-26 2009-07-30 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Hydraulic system of a clutch of a motor vehicle transmission
JP2014073740A (ja) * 2012-10-04 2014-04-24 Nissan Motor Co Ltd 車両制御装置
JP2018096381A (ja) * 2016-12-07 2018-06-21 アイシン・エィ・ダブリュ株式会社 駆動伝達装置及び車両用駆動伝達装置

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000046156A (ja) * 1998-07-28 2000-02-18 Nissan Motor Co Ltd 車両用自動変速機の作動油冷却装置
JP2000205301A (ja) * 1999-01-12 2000-07-25 Mitsubishi Motors Corp オイル供給装置
JP2007211968A (ja) * 2006-02-13 2007-08-23 Toyota Motor Corp 車両用ロックアップクラッチ付流体伝動装置の油圧制御装置
JP2009133362A (ja) * 2007-11-29 2009-06-18 Aisin Aw Co Ltd 自動変速機の油圧制御装置
US20090188767A1 (en) * 2008-01-26 2009-07-30 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Hydraulic system of a clutch of a motor vehicle transmission
JP2014073740A (ja) * 2012-10-04 2014-04-24 Nissan Motor Co Ltd 車両制御装置
JP2018096381A (ja) * 2016-12-07 2018-06-21 アイシン・エィ・ダブリュ株式会社 駆動伝達装置及び車両用駆動伝達装置

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114379352A (zh) * 2020-10-22 2022-04-22 马自达汽车株式会社 车辆
EP3988362A1 (fr) * 2020-10-22 2022-04-27 Mazda Motor Corporation Véhicule
CN114379352B (zh) * 2020-10-22 2023-06-02 马自达汽车株式会社 车辆

Also Published As

Publication number Publication date
JP2020165461A (ja) 2020-10-08

Similar Documents

Publication Publication Date Title
JP6048576B2 (ja) 油供給装置
CN107178611B (zh) 车辆用控制装置
JP6036277B2 (ja) 車両用伝動装置
JP6107930B2 (ja) 車両の油圧制御装置
JP2007187202A (ja) 変速機の油圧制御装置
WO2020196348A1 (fr) Dispositif d'entraînement de véhicule
JP2007205371A (ja) 自動変速機の制御装置
CN110431332B (zh) 油供给装置
US8342997B2 (en) Hydraulic control device for automatic transmission
US20120283901A1 (en) Control system for hybrid vehicle
JP4385752B2 (ja) 変速機の潤滑装置
JP2014052034A (ja) 自動変速機の油圧制御装置
JP6532595B2 (ja) 油圧制御装置
JP7131419B2 (ja) 車両用駆動装置の油圧制御装置及びハイブリッド車両
JP7420531B2 (ja) 車両
JP7456064B2 (ja) 車両用駆動装置
JP4862830B2 (ja) 流体伝動装置用の制御装置
CN113382904A (zh) 车辆用驱动装置
JP7336497B2 (ja) 車両用駆動装置の油圧回路
JP2015197148A (ja) 車両用駆動装置の油圧制御装置
JP2020163983A (ja) 車両用駆動装置
WO2022209384A1 (fr) Dispositif d'entraînement de véhicule
JP6943203B2 (ja) 油供給装置
JP2022145970A (ja) 車両用駆動装置
JP2015017624A (ja) 車両用潤滑装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 20778336

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 20778336

Country of ref document: EP

Kind code of ref document: A1