JP2013199978A - Power device - Google Patents

Abstract

A power device capable of reliably preventing unnecessary operation of a hydraulic pressure supply means and suppressing power consumption is provided.
When a pressure sensor 92 is disposed in a brake fluid passage 77 on the hydraulic brake 60A, 60B side of the brake fluid passage switching valve 74, and the hydraulic pressure in the oil chamber S1 of the hydraulic brake 60A, 60B is changed from high pressure to low pressure. After the electric oil pump 70 is controlled from the high pressure mode to the low pressure mode, the brake oil passage switching valve 74 is controlled from the valve opening position to the valve closing position.
[Selection] Figure 21

Description

  The present invention relates to a communication state of a drive source, a hydraulic connection / disconnection means arranged on a power transmission path between the drive source and the driven device, and a hydraulic oil passage connected from the hydraulic supply means to the hydraulic connection / disconnection means The present invention relates to a power device that includes a control valve that switches between a shutoff state and a shutoff state.

  As a power device of this type, a hydraulic control device for a vehicle drive device described in Patent Document 1 is conventionally known. In the hydraulic control device 200 of this drive device, as shown in FIG. 24, hydraulic oil discharged from the electric oil pump 270 is supplied to a hydraulic brake (hydraulic connection / disconnection means) 260A via a regulator valve 273 and a brake control valve 274. The hydraulic oil pump (hydraulic supply means) 270 is operated in two modes, a high pressure mode and a low pressure mode.

  The brake control valve 274 is connected to a pump oil passage 272 connecting the electric oil pump 270 and the brake control valve 274 and a brake oil passage 275 connected to the hydraulic brakes 260A and 260B, and the pump oil passage 272 and the brake oil passage 275 are communicated with each other. ·Cut off. In a state where the pump oil passage 272 and the brake oil passage 275 communicate with each other, the pressure oil of the electric oil pump 270 is supplied to the working chambers of the hydraulic brakes 260A and 260B and the hydraulic brakes 260A and 260B are engaged, and the pump oil passage 272 In a state where the brake oil passage 275 is cut off, the hydraulic brakes 260A and 260B are released.

  A switching control valve 277 that controls switching between the regulator valve 273 and the brake control valve 274 connects the pump oil passage 272 to the pilot oil passage 276 when the solenoid 277a is energized, and the brake control valve 274 to which the pilot oil passage 276 is connected. Is opened to connect the pump oil passage 272 and the brake oil passage 275, and the set oil pressure of the regulator valve 273 is switched from the low pressure oil pressure PL to the high pressure oil pressure PH. Further, when the energization to the solenoid 277a is stopped, the pump oil passage 272 and the pilot oil passage 276 are disconnected, the brake control valve 274 is closed, the pump oil passage 272 and the brake oil passage 275 are shut off, and the regulator The set hydraulic pressure of the valve 273 is switched from the high pressure hydraulic pressure PH to the low pressure hydraulic pressure PL.

  That is, when releasing the engaged hydraulic brakes 260A and 260B, the solenoid 277a is de-energized, the set hydraulic pressure of the regulator valve 273 is switched from the high pressure hydraulic pressure PH to the low pressure hydraulic pressure PL, and the brake control valve 274 is closed to pump oil. The path 272 and the brake oil path 275 are blocked. At that time, the electric oil pump 270 is switched from the high pressure mode to the low pressure mode.

JP 2011-31742 A

  However, in the hydraulic control device 200 described in Patent Document 1, when releasing the engaged state of the hydraulic brakes 260A and 260B, the timing of de-energizing the solenoid 277a that closes the brake control valve 274 and the electric oil pump 270 in the low pressure mode. There is no specific description about the timing of switching to the operation, and depending on the timing, the electric oil pump 270 may continue to operate unnecessarily, and wasteful power may be consumed.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a power unit that can reliably prevent unnecessary operation of a hydraulic pressure supply unit and suppress power consumption.

In order to achieve the above object, the invention described in claim 1
A driven device (for example, a rear wheel Wr in an embodiment described later);
A drive source (for example, electric motors 2A, 2B, and 2C in embodiments described later) connected to the driven device so as to be capable of transmitting power;
An oil chamber disposed on a power transmission path between the drive source and the driven device and for switching the power transmission path between a connected state and a shut-off state (for example, a first operation in an embodiment described later) Chamber S1), and when the oil pressure in the oil chamber is a first oil pressure (for example, a high pressure in an embodiment described later), the power transmission path is connected, and the oil pressure in the oil chamber is lower than the first oil pressure. Hydraulic connection / disconnection means (for example, hydraulic brakes 60A and 60B in the later-described embodiment) that shuts off the power transmission path at two hydraulic pressures (for example, a low pressure in the later-described embodiment);
A hydraulic pressure supply means (for example, an electric motor in an embodiment described later) is connected to the hydraulic connecting / disconnecting means via a hydraulic oil path (for example, a line oil path 75 and a brake oil path 77 in an embodiment described later). Oil pump 70),
A hydraulic pressure supply means control device (for example, a control device 8 in an embodiment described later) for controlling the operating state of the hydraulic pressure supply means;
A valve body (for example, in an embodiment described later) that can be switched between a first operating position (for example, a valve opening position in an embodiment described later) and a second operating position (for example, a valve closing position in an embodiment described later). And a control valve that communicates with the hydraulic oil passage when the valve body is in the first operating position and shuts off the hydraulic oil passage when the valve body is in the second operating position. For example, a brake oil passage switching valve 74) in an embodiment described later,
A control valve control device (for example, a control device 8 in an embodiment described later) for switching and controlling the control valve between the first operating position and the second operating position;
Oil pressure detecting means (for example, a pressure sensor 92 in an embodiment described later) for detecting the oil pressure of the hydraulic oil path (for example, a brake oil passage 77 in an embodiment described later) closer to the hydraulic connecting / disconnecting means than the control valve. When,
A power device (for example, a rear wheel drive device 1 in an embodiment described later),
When the hydraulic pressure in the oil chamber of the hydraulic connection / disconnection means is the first hydraulic pressure, the control valve control device controls the control valve to the first operating position, and the hydraulic pressure supply means control device When the hydraulic pressure supply means is controlled to a first operating state (for example, a high pressure mode in an embodiment described later), and the hydraulic pressure in the oil chamber of the hydraulic connection / disconnection means is the second hydraulic pressure, the control valve control device Controls the control valve to the second operating position, and the hydraulic pressure supply control device controls the hydraulic pressure supply means in a second operating state in which the supplied hydraulic pressure is lower than in the first operating state (for example, in an embodiment described later). Control to low pressure mode)
When the hydraulic pressure in the oil chamber of the hydraulic connection / disconnection means is changed from the first hydraulic pressure to the second hydraulic pressure, the hydraulic pressure supply means control device moves the hydraulic pressure supply means from the first operating state to the first hydraulic pressure. The control valve control device controls the control valve from the first operating position to the second operating position after controlling to the two operating states.

Moreover, in addition to the structure of Claim 1, the invention of Claim 2 is
The control valve control device controls the control valve from the first operating position to the second operating position when the hydraulic pressure of the hydraulic oil passage by the hydraulic pressure detecting means detects the second hydraulic pressure. Features.

In addition to the configuration of claim 1 or claim 2, the invention of claim 3
A cooling oil passage (for example, an after-mentioned implementation) for supplying the cooling oil to a cooling section (for example, a cooling section 91 in an embodiment to be described later) that is a cooling section or a lubrication section between the drive source and the power transmission path. The first oil passage 76a, the second oil passage 76b, and the common oil passage 76c) are further provided.

Moreover, in addition to the structure of Claim 3, the invention of Claim 4 adds to the structure of Claim 3,
The cooling oil passage is a switching valve body (for example, described later) that can be switched between a first position (for example, a low pressure side position in an embodiment described later) and a second position (for example, a high pressure side position in an embodiment described later). A cooling / lubricating oil passage switching valve (for example, a cooling / lubricating oil passage switching valve 73 in an embodiment described later) having a switching valve body 73a) in the embodiment of
The cold-lubricating oil passage is formed so that the flow path resistance is different when the switching valve body is in the first position and in the second position.

Moreover, in addition to the structure of Claim 4, the invention of Claim 5 adds to the structure of Claim 4,
The cooling / lubricating oil path switching valve includes a restoring means (for example, a spring 73b in an embodiment described later) for biasing the switching valve body from the second position toward the first position;
An oil chamber (for example, an oil chamber 73c in an embodiment described later) containing oil that urges the switching valve body in the direction from the first position to the second position;
It is characterized by providing.

Moreover, in addition to the structure of Claim 5, the invention of Claim 6 is
When the hydraulic pressure supply means control device controls the hydraulic pressure supply means to the first operating state, the switching valve body is located at the second position,
When the hydraulic pressure supply means control device controls the hydraulic pressure supply means to the second operating state, the switching valve body is located at the first position.

Moreover, in addition to the structure of Claim 6, the invention of Claim 7 is
The flow resistance of the cold oil passage is larger when the switching valve body is in the second position than when the switching valve body is in the first position.

Moreover, in addition to the structure of Claim 3, the invention of Claim 8 is
The second hydraulic pressure is a hydraulic pressure capable of supplying the cold oil to the cold oil passage.

Moreover, in addition to the structure in any one of Claims 1-8, the invention of Claim 9 is
The hydraulic pressure supply means is an electrically driven electric hydraulic pressure supply device (for example, an electric oil pump 70 in an embodiment described later).

  According to the first aspect of the present invention, the hydraulic oil passage can be shut off by the control valve after detecting the operation state of the hydraulic pressure supply means, and unnecessary operation of the hydraulic pressure supply means can be suppressed. In addition, the operating oil pressure acting on the hydraulic connection / disconnection means can be accurately detected as compared with the case where the oil pressure detection means is disposed in the vicinity of the hydraulic pressure supply means.

  According to the second aspect of the present invention, it is possible to reliably detect the hydraulic pressure in the hydraulic oil passage and shut off the control valve regardless of only the operation state of the hydraulic pressure supply means, and unnecessary operation of the hydraulic pressure supply means. Can be prevented more reliably and wasteful power consumption can be suppressed.

  According to the third aspect of the present invention, in addition to the hydraulic oil passage, the cold oil supply passage is connected to the hydraulic supply means, and the hydraulic supply and the cold oil supply can be performed by one hydraulic supply means. And the degree of freedom in design is improved.

  Moreover, according to the invention of Claim 4, the flow volume supplied to a cooling part can be adjusted with the operating position of a switching valve body.

  According to the fifth aspect of the present invention, the cold-lubricating oil passage switching valve can be automatically operated in accordance with the oil pressure in the oil passage.

  According to the sixth aspect of the invention, the cold oil passage is switched in accordance with the operating state of the hydraulic pressure supply means, and the flow resistance of the cold oil passage is changed in response to the change in the discharge hydraulic pressure of the hydraulic pressure supply means. Can be changed.

  According to the seventh aspect of the present invention, when the discharge pressure of the hydraulic pressure supply means is high, the flow resistance of the cold oil passage increases, and excessive oil outflow to the cold oil portion is suppressed, Oil can be efficiently supplied to the connection / disconnection means.

  According to the invention described in claim 8, by supplying only the minimum hydraulic pressure capable of supplying the cold oil, the operating state of the hydraulic pressure supply means can be suppressed, and the power consumption can be reduced. Can do.

  Further, according to the ninth aspect of the invention, it is possible to operate independently of other members as compared to the mechanically driven hydraulic pressure supply means.

1 is a block diagram showing a schematic configuration of a hybrid vehicle that is an embodiment of a vehicle on which a power unit according to the present invention can be mounted. It is a longitudinal cross-sectional view of the rear-wheel drive device as a power unit which concerns on this invention. FIG. 3 is a partially enlarged view of the rear wheel drive device shown in FIG. 2. It is a perspective view which shows the state with which the rear-wheel drive device was mounted in the flame | frame. It is a hydraulic circuit diagram of the hydraulic control device of the first embodiment. (A) is explanatory drawing when a cold oil passage switching valve is located in a low pressure side position, (b) is an explanatory drawing when a cold oil passage switching valve is located in a high pressure side position. (A) is explanatory drawing when a brake oil path switching valve is located in a valve closing position, (b) is explanatory drawing when a brake oil path switching valve is located in a valve opening position. (A) is explanatory drawing at the time of non-energization of a solenoid valve, (b) is explanatory drawing at the time of energization of a solenoid valve. FIG. 3 is a hydraulic circuit diagram of the hydraulic control device while traveling and in a released state of the hydraulic brake. It is a hydraulic circuit diagram of the hydraulic control device in a weakly engaged state of the hydraulic brake. It is a hydraulic circuit diagram of the hydraulic control device in the engaged state of the hydraulic brake. It is a graph which shows the load characteristic of an electric oil pump. It is the table | surface which described the relationship between the operating state of an electric motor, and the state of a hydraulic circuit about the relationship between the front-wheel drive device in a vehicle state, and a rear-wheel drive device. It is a speed alignment chart of the rear-wheel drive device in a stop. It is a speed alignment chart of the rear-wheel drive device at the time of forward low vehicle speed. It is a speed alignment chart of the rear-wheel drive device at the time of forward vehicle speed. It is a speed alignment chart of the rear-wheel drive device at the time of deceleration regeneration. It is a speed alignment chart of the rear-wheel drive device at the time of forward high vehicle speed. It is a speed alignment chart of the rear-wheel drive device at the time of reverse drive. It is a timing chart in vehicle travel. It is a timing chart in the case of releasing a hydraulic brake at the time of regenerative traveling on a downhill. It is a hydraulic-circuit figure of the hydraulic control apparatus of 2nd Embodiment. It is a block diagram which shows schematic structure of the hybrid vehicle which is other embodiment of the vehicle which can mount the power unit which concerns on this invention. 2 is a hydraulic circuit diagram described in Patent Document 1. FIG.

  First, an embodiment of a vehicle drive device as a power unit 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 electric motors 2A and 2B of the rear wheel drive device 1 on the rear wheel Wr side are connected to the battery 9 via a PDU (power drive unit) (not shown). Energy regeneration 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 as a whole, and includes an electric motor 2A and 2B for driving an axle, and a planetary gear type reduction gear for reducing the drive rotation of the electric motors 2A and 2B. The machines 12A and 12B are arranged coaxially with the axles 10A and 10B. The electric motor 2A and the planetary gear type reduction gear 12A control the left rear wheel LWr, and the electric motor 2B and the planetary gear type reduction gear 12B control the right rear wheel RWr, and the electric motor 2A, the planetary gear type reduction gear 12A, the electric motor 2B, The planetary gear type speed reducer 12B is disposed symmetrically in the vehicle width direction within the speed reducer case 11. As shown in FIG. 4, the speed reducer case 11 is supported by the support portions 13 a and 13 b of the frame member 13 that is a part of the frame that is the skeleton of the vehicle 3 and the frame of the rear wheel drive device 1 (not shown). Has been. The support portions 13a and 13b are provided on the left and right with respect to the center of the frame member 13 in the vehicle width direction. In addition, the arrow in FIG. 4 has shown the positional relationship in the state in which the rear-wheel drive device 1 was mounted in the vehicle.

  The stators 14A and 14B of the electric motors 2A and 2B are respectively fixed inside the left and right ends of the speed reducer case 11, and annular rotors 15A and 15B are rotatably arranged on the inner peripheral sides of the stators 14A and 14B. . Cylindrical shafts 16A and 16B surrounding the outer periphery of the axles 10A and 10B are coupled to the inner peripheral portions of the rotors 15A and 15B, and the cylindrical shafts 16A and 16B are decelerated so as to be coaxially rotatable with the axles 10A and 10B. The machine case 11 is supported by end walls 17A and 17B and intermediate walls 18A and 18B via bearings 19A and 19B. In addition, the rotational position information of the rotors 15A and 15B is transmitted to the end walls 17A and 17B of the reduction gear case 11 on the outer periphery on one end side of the cylindrical shafts 16A and 16B, and the control controllers (not shown) of the motors 2A and 2B. Resolvers 20A and 20B are provided for feedback.

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

  The sun gears 21A and 21B are formed integrally with the cylindrical shafts 16A and 16B. Further, for example, as shown in FIG. 3, the planetary gears 22A and 22B include large-diameter first pinions 26A and 26B that are directly meshed with the sun gears 21A and 21B, and a second pinion having a smaller diameter than the first pinions 26A and 26B. The first and second pinions 26A and 26B and the second pinions 27A and 27B are integrally formed in a state of being coaxially and offset in the axial direction. The planetary gears 22A and 22B are supported by the planetary carriers 23A and 23B, and the planetary carriers 23A and 23B are supported so as to be integrally rotatable with the axially inner ends extending inward in the radial direction and being spline-fitted to the axles 10A and 10B. Along with the bearings 33A and 33B, the intermediate walls 18A and 18B are supported.

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

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

  By the way, a cylindrical space is secured between the speed reducer case 11 and the ring gears 24A and 24B, and hydraulic brakes 60A and 60B that constitute braking means for the ring gears 24A and 24B are provided in the space portions in the first pinion 26A, 26B overlaps in the radial direction and overlaps 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. The hydraulic brakes 60A and 60B are connected to an electric oil pump 70 disposed between the support portions 13a and 13b of the frame member 13 described above, as shown in FIG.

  More specifically, the pistons 37A and 37B have first piston walls 63A and 63B and second piston walls 64A and 64B in the axial direction, and the piston walls 63A, 63B, 64A and 64B are cylindrical. Are connected by inner peripheral walls 65A and 65B. Therefore, an annular space that opens radially outward is formed between the first piston walls 63A and 63B and the second piston walls 64A and 64B. This annular space is formed on the inner periphery of the outer wall of the cylinder chambers 38A and 38B. It is partitioned in the axial direction left and right by partition members 66A and 66B fixed to the surface. A space between the left and right dividing walls 39 of the speed reducer case 11 and the second piston walls 64A and 64B is a first working chamber S1 (see FIG. 5) into which high-pressure oil is directly introduced, and the partition members 66A and 66B and the first piston wall A space between 63A and 63B is a second working chamber S2 (see FIG. 5) that is electrically connected to the first working chamber S1 through a through hole formed in the inner peripheral walls 65A and 65B. The second piston walls 64A and 64B and the partition members 66A and 66B are electrically connected to the atmospheric pressure.

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

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

  Also, a space is secured between the coupling portions 30A and 30B of the ring gears 24A and 24B facing each other in the axial direction, and only power in one direction is transmitted to the ring gears 24A and 24B in the space to transmit power in the other direction. A one-way clutch 50 is arranged to be shut off. The one-way clutch 50 has a large number of sprags 53 interposed between an inner race 51 and an outer race 52. The inner race 51 is connected to the small diameter portions 29A, 29B of the ring gears 24A, 24B by spline fitting. It is configured to rotate integrally. The outer race 52 is positioned by the inner diameter side support portion 40 and is prevented from rotating.

  The one-way clutch 50 is configured to engage and lock the rotation of the ring gears 24A and 24B when the vehicle 3 moves forward with the power of the electric motors 2A and 2B. More specifically, the one-way clutch 50 is engaged when rotational power in the forward direction on the motors 2A, 2B side (rotation direction when the vehicle 3 is advanced) is input to the wheel Wr side. When the rotational power in the reverse direction on the electric motors 2A and 2B is input to the wheels Wr, the non-engagement state is established, and when the rotational power in the forward direction on the wheels Wr is input to the electric motors 2A and 2B, it is not engaged. The engaged state is established when the rotating power in the reverse direction on the wheel Wr side is input to the electric motors 2A, 2B while being engaged.

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

Next, a hydraulic circuit constituting the hydraulic control apparatus according to the present invention will be described with reference to FIGS.
The hydraulic circuit 71 supplies oil that is sucked from an oil suction port 70 a disposed in the oil pan 80 and discharged from the electric oil pump 70 through a cold oil path switching valve 73 and a brake oil path switching valve 74. , 60B can be supplied to the first working chamber S1, and can be supplied to the cooling unit 91 such as the electric motors 2A, 2B and the planetary gear type speed reducers 12A, 12B via the cooling oil passage switching valve 73. Composed. 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 on the hydraulic brakes 60A and 60B side of the brake oil passage switching valve 74. In the present embodiment, the sensor 92 only needs to constitute at least a pressure sensor (hydraulic pressure detecting means) that detects the hydraulic pressure.

  The cold oil passage switching valve 73 includes a first line oil passage 75 a on the electric oil pump 70 side that constitutes the line oil passage 75 and a second line oil passage on the brake oil passage switching valve 74 side that constitutes the line oil passage 75. 75 b, a first oil passage 76 a communicating with the cooling portion 91, and a second oil passage 76 b communicating with the cooling portion 91. Further, the cooling / lubricating oil passage switching valve 73 allows the first line oil passage 75a and the second line oil passage 75b to always communicate with each other and the line oil passage 75 is selectively used as the first oil passage 76a or the second oil passage 76b. A switching valve body 73a for communicating, a spring 73b for biasing the switching valve body 73a in a direction (rightward in FIG. 5) for communicating the line oil passage 75 and the first oil passage 76a, and the switching valve body 73a for line oil. And an oil chamber 73c that presses the line oil passage 75 and the second oil passage 76b in the direction (leftward in FIG. 5) in communication with the oil pressure of the passage 75. Therefore, the switching valve body 73a is urged by the spring 73b in a direction (rightward in FIG. 5) 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 the direction in which the line oil passage 75 and the second oil passage 76b communicate with each other (leftward in FIG. 5).

  Here, the urging force of the spring 73b is a switching valve as shown in FIG. 6 (a) in the oil pressure of the line oil passage 75 that is input to the oil chamber 73c while the electric oil pump 70 is operating in the low pressure mode described later. It is set so that the body 73a does not move and the line oil passage 75 is blocked from the second oil passage 76b and communicated with the first oil passage 76a (hereinafter, the position of the switching valve body 73a in FIG. 6), when the electric oil pump 70 is operated in the high pressure mode described later, the hydraulic pressure in the line oil passage 75 is input to the oil chamber 73c, and the switching valve body 73a moves as shown in FIG. Thus, the line oil passage 75 is set to be cut off from the first oil passage 76a and communicated with the second oil passage 76b (hereinafter, the position of the switching valve body 73a in FIG. 6B is referred to as a high pressure side position). ).

  The brake oil passage switching valve 74 includes a second line oil passage 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. 5) and the direction in which the valve body 74a communicates with the second line oil passage 75b and the brake oil passage 77 by the oil pressure of the line oil passage 75 (leftward in FIG. 5) And an oil chamber 74c that presses the Therefore, the valve body 74a is urged by the spring 74b in a direction (to the right in FIG. 5) that blocks the second line oil passage 75b and the brake oil passage 77, and is input to the oil chamber 74c. The hydraulic pressure of 75 enables the second line oil passage 75b and the brake oil passage 77 to be pressed in a direction (leftward in FIG. 5).

  The urging force of the spring 74b is the hydraulic pressure of the line oil passage 75 that is input to the oil chamber 74c while the electric oil pump 70 is operating in the low pressure mode and the high pressure mode. 7 (b), the brake oil passage 77 is cut off from the high-position drain 78 and communicated with the second line oil passage 75b. That is, regardless of whether the electric oil pump 70 is operated in the low pressure mode or the high pressure mode, the oil pressure of the line oil passage 75 input to the oil chamber 74c exceeds the urging force of the spring 74b, and the brake oil passage 77 is increased. Shut off from the position drain 78 and communicate with the second line oil passage 75b.

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

  The oil chamber 74 c of the brake oil passage switching valve 74 is connectable to a second line oil passage 75 b constituting the line oil passage 75 via a pilot oil passage 81 and a solenoid valve 83. The solenoid valve 83 is 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. 8). 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. 8, the solenoid valve 83 is provided on a three-way valve member 172 and a case member 173, and is energized by receiving a power supplied via a cable (not shown) and a solenoid 174. A solenoid valve body 175 that is pulled right by receiving an exciting force, a solenoid spring 176 that is housed in a spring holding recess 173a formed at the center of the case member 173, and biases the solenoid valve body 175 leftward, A guide member 177 which is provided in the direction valve member 172 and slidably guides the advancement / retraction of the solenoid valve body 175.

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

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

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

  In the solenoid valve 83, the solenoid valve body 175 is moved to the left by receiving the urging force of the solenoid spring 176 as shown in FIG. 8A by deenergizing the solenoid 174 (no power supply). When the tip of the opening / closing protrusion 175a of the solenoid valve body 175 pushes the ball 187, the first axial hole 185 is opened, and the root of the opening / closing protrusion 175a of the solenoid valve body 175 is the second axial hole 186. , The second axial hole 186 is closed. Accordingly, the second line oil passage 75b constituting the line oil passage 75 communicates with the oil chamber 74c from the first axial hole 185 and the first radial hole 183 via the pilot oil passage 81 (hereinafter, FIG. 8). (A) The position of the solenoid valve body 175 may be referred to as a valve opening position.)

  Further, by energizing the solenoid 174 (power supply), the solenoid valve body 175 moves to the right against the urging force of the solenoid spring 176 by receiving the exciting force of the solenoid 174 as shown in FIG. When the oil pressure from the through hole 188a pushes the ball 187, the first axial hole 185 is closed, and the root portion of the opening / closing protrusion 175a of the solenoid valve body 175 is separated from the second axial hole 186, The second axial hole 186 is opened. Thereby, the oil stored in the oil chamber 74c is discharged to the oil pan 80 through the first radial hole 183, the second axial hole 186, and the second radial hole 184, and the second line oil passage 75b. And the pilot oil passage 81 are shut off (hereinafter, the position of the solenoid valve body 175 in FIG. 8B may be referred to as a valve closing position).

  Returning to FIG. 5, in the hydraulic circuit 71, the first oil passage 76 a and the second oil passage 76 b merge on the downstream side to form a common oil passage 76 c, and the common oil passage 76 c is formed at the junction. A relief valve 84 is connected to discharge the oil in the common oil passage 76c to the oil pan 80 through the relief drain 86 and reduce the oil pressure when the line pressure exceeds a predetermined pressure.

  Here, as shown in FIG. 6, the first oil passage 76a and the second oil passage 76b are respectively provided with orifices 85a and 85b as flow path 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 pressure reduction amount in the first oil passage 76a during operation in the low pressure mode, and the oil pressure in the common oil passage 76c in the high pressure mode and the low pressure mode is substantially equal.

  Thus, the cold-lubricating oil passage switching valve 73 connected to the first oil passage 76a and the second oil passage 76b is more springy than the oil pressure in the oil chamber 73c when the electric oil pump 70 is operating in the low pressure mode. The urging force of 73b wins, and the switching valve body 73a is positioned at the low pressure side position by the urging force of the spring 73b, and the line oil passage 75 is cut off from the second oil passage 76b and communicated with the first oil passage 76a. The oil flowing through the first oil passage 76a is reduced in pressure due to the passage resistance at the orifice 85a, and reaches the cooling portion 91 via the common oil passage 76c. On the other hand, when the electric oil pump 70 is operating in the high pressure mode, the hydraulic pressure in the oil chamber 73c is greater than the biasing force of the spring 73b, and the switching valve body 73a is positioned at the high pressure side position against the biasing force of the spring 73b. Then, the line oil passage 75 is cut off from the first oil passage 76a and communicated with the second oil passage 76b. The oil flowing through the second oil passage 76b is depressurized by the orifice 85b, receiving a flow resistance larger than that of the orifice 85a, and reaches the cooling portion 91 via the common oil passage 76c.

  Therefore, when the electric oil pump 70 is switched from the low pressure mode to the high pressure mode, the oil passage having the small flow resistance is automatically switched from the oil passage having the small flow resistance to the oil passage having the large flow resistance in accordance with the change in the oil pressure of the line oil passage 75. It is suppressed that excessive oil is supplied to the cooling unit 91 in the mode.

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

  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. The state (SOC), the hydraulic pressure of the brake fluid passage 77 detected by the pressure sensor 92, and the like are input, while the control device 8 receives a signal for controlling the internal combustion engine 4, a signal for controlling the electric motors 2A and 2B, a solenoid valve 83, a control signal to the solenoid 174, a control signal for controlling the electric oil pump 70, and the like are output.

  That is, the control device 8 functions as an electric motor control device that controls the electric motors 2A and 2B, and a connection / disconnection control device (control valve control device, hydraulic pressure supply control) that controls the hydraulic brakes 60A and 60B as connection / disconnection devices. Including at least a device). The control device 8 as the connection / disconnection means control device controls the electric oil pump 70 and the solenoid 174 of the solenoid valve 83 based on the driving state of the electric motors 2A and 2B and / or the driving command (driving signal) of the electric motors 2A and 2B. . The electric oil pump 70 may be controlled by rotational speed control or torque control, and is based on the target hydraulic pressure in the first working chamber S1 and the second working chamber S2. Furthermore, it is preferable that the determination is made based on the actual hydraulic pressure and the target hydraulic pressure in the first working chamber S1 and the second working chamber S2 detected from the pressure sensor 92.

  In the present embodiment, the electric oil pump 70 and the hydraulic brake 60 </ b> A include the first line oil passage 75 a on the upstream side of the cold-lubrication oil passage switching valve 73, the second line oil passage 75 b on the downstream side, and the brake oil passage 77. , 60B, a first oil passage 75a on the upstream side of the cold oil switching valve 73, a first oil passage 76a, a second oil passage 76b, a common oil passage 76c, A cold oil passage that communicates between the electric oil pump 70 and the cold oil portion 91 is formed, and a cold oil passage switching valve 73 is provided across the hydraulic oil passage and the cold oil passage.

Next, the operation of the hydraulic circuit 71 of the rear wheel drive device 1 will be described.
FIG. 5 shows the hydraulic circuit 71 in a state where the hydraulic brakes 60A and 60B are released while the vehicle is stopped. In this state, the control device 8 does not operate the electric oil pump 70. Thus, the switching valve body 73a of the cold oil path switching valve 73 is positioned at the low pressure side position, the valve body 74a of the brake oil path switching valve 74 is positioned at the valve closing position, and hydraulic pressure is supplied to the hydraulic circuit 71. Not.

  FIG. 9 shows a state in which the hydraulic brakes 60A and 60B are released during traveling of the vehicle. In this state, the control device 8 operates the electric oil pump 70 in the low pressure mode. Further, the control device 8 is energized to the solenoid 174 of the solenoid valve 83, and the second line oil passage 75b and the pilot oil passage 81 are shut off. Thus, the valve body 74a of the brake oil passage switching valve 74 is positioned at the valve closing position by the urging force of the spring 74b, and the second line oil passage 75b and the brake oil passage 77 are shut off, and the brake oil passage 77 and The high position drain 78 is communicated, and the hydraulic brakes 60A and 60B are released. The brake oil passage 77 is connected to the storage portion 79 via a high position drain 78.

  Further, in the cold oil passage switching valve 73, the urging force of the spring 73b is larger than the hydraulic pressure of the line oil passage 75 operating in the low pressure mode of the electric oil pump 70 inputted to the oil chamber 73c at the right end in the figure. The switching valve body 73a is positioned at the low pressure side position, and the line oil passage 75 is cut off 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 refrigeration unit 91.

  FIG. 10 shows the hydraulic circuit 71 in a state where the hydraulic brakes 60A and 60B are weakly engaged. The weak engagement means a state in which power can be transmitted but is fastened with a weak fastening force with respect to the fastening force of the hydraulic brakes 60A and 60B. At this time, the control device 8 operates the electric oil pump 70 in the low pressure mode. Further, the control device 8 deenergizes the solenoid 174 of the solenoid valve 83 and inputs the hydraulic pressure of the second line oil passage 75 b to the oil chamber 74 c of the brake oil passage switching valve 74. As a result, the hydraulic pressure in the oil chamber 74c is superior to the urging force of the spring 74b, the valve body 74a is positioned at the valve open position, the brake oil passage 77 and the high position drain 78 are shut off, and the second line oil passage. 75b and the brake oil passage 77 are communicated, and the hydraulic brakes 60A and 60B are weakly engaged.

  At this time, similarly to the release of the hydraulic brakes 60A and 60B, the cold-lubricating oil path switching valve 73 is in the low-pressure mode of the electric oil pump 70 in which the urging force of the spring 73b is input to the oil chamber 73c at the right end in the figure. Since it is larger than the hydraulic pressure of the line oil passage 75 during operation, the switching valve body 73a is positioned at the low pressure side position, and 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 refrigeration unit 91.

  FIG. 11 shows the hydraulic circuit 71 in a state where the hydraulic brakes 60A and 60B are engaged. At this time, the control device 8 operates the electric oil pump 70 in the high pressure mode. Further, the control device 8 deenergizes the solenoid 174 of the solenoid valve 83 and inputs the hydraulic pressure of the second line oil passage 75 b to the oil chamber 74 c at the right end of the brake oil passage switching valve 74. As a result, the hydraulic pressure in the oil chamber 74c is superior to the urging force of the spring 74b, the valve body 74a is positioned at the valve open position, the brake oil passage 77 and the high position drain 78 are shut off, and the second line oil passage. 75b and the brake oil passage 77 are communicated, and the hydraulic brakes 60A and 60B are fastened.

  Since the oil pressure of the line oil passage 75 input to the oil chamber 73c at the right end in the figure during operation in the high pressure mode of the electric oil pump 70 is greater than the urging force of the spring 73b, the cold oil passage switching valve 73 is a switching valve body. 73a is positioned at the high pressure side position, and 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 refrigeration unit 91.

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

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

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

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

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

  At this time, as shown in FIG. 10, in the hydraulic circuit 71, the electric oil pump 70 operates in the low pressure mode (Lo), the solenoid 174 of the solenoid valve 83 is not energized (OFF), and the hydraulic brakes 60A, 60B Is in a weak fastening state. As described above, when the forward rotational power of the electric motors 2A and 2B is input to the wheel Wr, the one-way clutch 50 is engaged and power can be transmitted only by the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel with the motors are also weakly engaged, and the electric motors 2A and 2B and the wheels Wr are connected to each other, so that forward rotational power input from the electric motors 2A and 2B is temporarily received. Therefore, even when the one-way clutch 50 is disengaged due to a decrease in power, it is possible to prevent power transmission from being disabled between the motors 2A, 2B and the wheels Wr. Further, the rotational speed control for connecting the electric motors 2A, 2B and the wheels Wr to the connected state at the time of shifting to deceleration regeneration, which will be described later, becomes unnecessary. The fastening force of the hydraulic brakes 60 </ b> A and 60 </ b> B at this time is a weak fastening force as compared with deceleration regeneration and reverse travel described later. By making the fastening force of the hydraulic brakes 60A, 60B when the one-way clutch 50 is engaged smaller than the fastening force of the hydraulic brakes 60A, 60B when the one-way clutch 50 is not engaged, the hydraulic brake 60A , Power consumption for fastening 60B is reduced. Further, in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85a through the first oil passage 76a, supplied to the cooling portion 91, and the cooling portion 91 is lubricated and cooled. Yes.

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

  At this time, as shown in FIG. 10, in the hydraulic circuit 71, the electric oil pump 70 operates in the low pressure mode (Lo), the solenoid 174 of the solenoid valve 83 is not energized (OFF), and the hydraulic brakes 60A, 60B Is in a weak fastening state. Thus, when the forward rotational power on the wheel Wr side is input to the electric motors 2A and 2B, the one-way clutch 50 is disengaged and power transmission is impossible only with the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel with the clutch 50 are weakly engaged, and the motors 2A and 2B and the wheels Wr can be connected to each other so that the power can be transmitted. Rotational speed control is not required when shifting to the hour. In addition, the fastening force of the hydraulic brakes 60A and 60B at this time is also a weak fastening force as compared with deceleration regeneration or reverse travel described later. Further, in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85a through the first oil passage 76a, supplied to the cooling portion 91, and the cooling portion 91 is lubricated and cooled. Yes.

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

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

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

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

  At this time, as shown in FIG. 9, in the hydraulic circuit 71, the electric oil pump 70 is operated in the low pressure mode (Lo), the solenoid 174 of the solenoid valve 83 is energized (ON), and the hydraulic brakes 60A and 60B are released ( OFF). Accordingly, the accompanying rotation of the electric motors 2A and 2B is prevented, and the electric motors 2A and 2B are prevented from over-rotating at the high vehicle speed by the front wheel drive device 6. Further, in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85a through the first oil passage 76a, supplied to the cooling portion 91, and the cooling portion 91 is lubricated and cooled. Yes.

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

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

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

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

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

  Subsequently, when the accelerator pedal is further depressed to change from front wheel drive to four wheel drive (AWD), the one-way clutch 50 is engaged (ON) again. When the vehicle speed reaches from the middle vehicle speed range to the high vehicle speed range, the ENG traveling (FWD) by the internal combustion engine 4 is performed again. At this time, the one-way clutch 50 is disengaged (OFF), and the hydraulic brakes 60A and 60B are released (OFF) while the electric oil pump 70 is operating (Lo) in the low pressure mode. And at the time of deceleration regeneration, it will be in the state similar to the time of the deceleration regeneration mentioned above. When the vehicle stops, the electric oil pump 70 is not operated (OFF), the one-way clutch 50 is disengaged (OFF), and the hydraulic brakes 60A and 60B are released (OFF).

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

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

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

  FIG. 21 is a timing chart when the hydraulic brake is released during regenerative traveling on a downhill. Usually, the vehicle speed rises and exceeds the separation threshold for releasing the hydraulic brakes 60A and 60B when the electric oil pump 70 is operating in the low pressure mode as in the above-described forward high vehicle speed. . However, during regenerative traveling on a downhill, when the hydraulic brakes 60A and 60B are engaged and the electric oil pump 70 is operating in the high pressure mode, the wheel speed gradually increases and exceeds the threshold, and the hydraulic brake 60A , 60B may be controlled to be released (OFF).

  In this case, the control device 8 first switches the operation mode of the electric oil pump 70 from the high pressure mode to the low pressure mode. Then, after detecting that the pressure in the brake fluid passage 77 has dropped and the pressure detected by the pressure sensor 92 in the brake fluid passage 77 has become low, the solenoid 174 of the solenoid valve 83 is energized. As a result, the second line oil passage 75b and the pilot oil passage 81 are shut off, and the valve body 74a of the brake oil passage switching valve 74 is positioned at the valve closing position by the biasing force of the spring 74b, so that the second line oil passage 75b. And the brake oil passage 77 are shut off to release the hydraulic brakes 60A and 60B (OFF).

  In the timing chart shown in FIG. 20, the same situation may occur when stopping from regeneration or when stopping from reverse travel. In this case, similar control is performed.

  As described above, according to the present embodiment, the pressure sensor 92 is disposed in the brake oil passage 77 on the hydraulic brakes 60A and 60B side of the brake oil passage switching valve 74, and the hydraulic pressure in the oil chambers of the hydraulic brakes 60A and 60B. Since the electric oil pump 70 is controlled from the high pressure mode to the low pressure mode after the brake oil passage switching valve 74 is controlled from the open position to the closed position, the operating state of the electric oil pump 70 is changed. After detection, the hydraulic oil passages 75b and 77 can be shut off by the brake oil passage switching valve 74, and unnecessary operation of the electric oil pump 70 can be suppressed. Further, compared with the case where the pressure sensor 92 is disposed in the vicinity of the electric oil pump 70, the hydraulic pressure acting on the hydraulic brakes 60A and 60B can be accurately detected.

  The control device 8 controls the brake oil passage switching valve 74 from the open position to the closed position when the hydraulic pressure of the brake oil passage 77 detected by the pressure sensor 92 is detected as the second hydraulic pressure. Regardless of the operating state, the oil pressure in the brake oil passage 77 can be reliably detected and the brake oil passage switching valve 74 can be shut off, and unnecessary operation of the electric oil pump 70 can be prevented more reliably and wasted. Power consumption can be suppressed.

  Further, since the cooling oil passage 76c for supplying the cooling oil to the cooling portion 91 between the electric motors 2A and 2B and the power transmission path is further provided, the cooling oil passage 76c is an electric oil in addition to the hydraulic oil passages 75 and 77. Connected to the pump 70, hydraulic pressure supply and cold oil supply can be performed with one electric oil pump 70, and the degree of freedom in design is improved.

  Further, since the cooling oil passage switching valve 73 is formed so that the flow path resistance is different between when the switching valve body 73a is at the low pressure side position and when it is at the high pressure side position, the cooling valve body 73a is cooled depending on the operating position of the switching valve body 73a. The flow rate supplied to the lubrication part 91 can be adjusted.

  In addition, the cooling oil passage switching valve 73 biases the switching valve body 73a in the direction from the high pressure side position to the low pressure side position, and biases the switching valve body 73a in the direction from the low pressure side position to the high pressure side position. And the oil chamber 73c for storing the oil to be operated, the cold-lubricating oil passage switching valve 73 can be automatically operated in accordance with the oil pressure in the oil passage 75.

  When the control device 8 controls the electric oil pump 70 to the high pressure mode, the switching valve body 73a is located at the high pressure side position, and when the control device 8 controls the electric oil pump 70 to the low pressure mode, the switching valve body 73a is located at the low pressure side position. Therefore, it is possible to switch the cold oil passage 76c in accordance with the operating state of the electric oil pump 70, and to change the flow resistance of the cold oil passage 76c in response to a change in the discharge hydraulic pressure of the electric oil pump 70. it can.

  Further, since the flow resistance of the cold oil passage 76c is larger when the switching valve body 73a is at the high pressure side position than when the switching valve body 73a is at the low pressure side position, the discharge pressure of the electric oil pump 70 is higher. Occasionally, the flow resistance of the chilled oil passage 76c is increased, and excessive oil outflow to the chilled portion 91 is suppressed, and oil can be efficiently supplied to the hydraulic brakes 60A and 60B.

  In addition, since the second hydraulic pressure is a hydraulic pressure that can supply the cold oil to the cold oil passage 76c, only the minimum hydraulic pressure that can supply the cold oil is supplied, so that the operating state of the electric oil pump 70 is increased. Can be suppressed, and power consumption can be reduced.

  Further, since the hydraulic pressure supply means is an electrically driven electric oil pump 70, it can be operated independently of other members as compared with a mechanically driven oil pump.

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

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

In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.
For example, the rear wheel drive device 1 of the present embodiment is configured such that the planetary gear type speed reducers 12A and 12B are provided in the two electric motors 2A and 2B, respectively, and the left rear wheel LWr and the right rear wheel RWr are respectively controlled. However, the present invention is not limited to this, and one electric motor 2C and one speed reducer 12C may be connected to a differential device (not shown) as shown in FIG.
Further, the front wheel drive device 6 may use the electric motor 5 as a sole drive source without using the internal combustion engine 4.
Further, in each valve mechanism, the shut-off state includes not only the case where the flow path is completely closed, but also includes a mode in which the flow path is restricted with respect to the communication state within a range in which the effects of the present invention are achieved.
Moreover, although oil was illustrated as a liquid provided for cooling or lubrication, you may use not only this but another liquid.
Moreover, although the spring 73b as the restoring means has been illustrated, the invention is not limited thereto, and the spring 73b may be configured by a liquid chamber, an electromagnetic valve, or the like.
Moreover, although the wheel of a vehicle was illustrated as a driven device, it is not restricted to this, It can also be set as a ship, the propeller of an aircraft, etc.

1 Rear wheel drive system (power unit)
2A, 2B, 2C Electric motor (drive source)
8. Control device (hydraulic supply means control device, control valve control device)
60A, 60B Hydraulic brake (hydraulic connection / disconnection means)
70 Electric oil pump (hydraulic supply means, electric hydraulic supply device)
73 Cooling oil passage switching valve 73a Switching valve body 73b Spring (restoring means)
73c Oil chamber 74 Brake oil passage switching valve (control valve)
74a Valve body 75 Line oil passage (hydraulic oil passage)
75a First line oil passage (hydraulic oil passage)
75b Second line oil passage (hydraulic oil passage)
76a First oil passage (cold oil passage)
76b Second oil passage (cold oil passage)
76c Common oil passage (Cooled oil passage)
77 Brake oil passage (hydraulic oil passage)
91 Cooling section 92 Pressure sensor (hydraulic pressure detecting means)
S1 First working chamber (oil chamber)
Wr Rear wheel (driven device)

Claims (9)

A driven device;
A drive source connected to the driven device so as to be able to transmit power;
An oil chamber is disposed on a power transmission path between the drive source and the driven device, and the oil chamber is provided for switching the power transmission path between a connected state and a shut-off state. Hydraulic connecting / disconnecting means for bringing the power transmission path into a connected state when the hydraulic pressure is applied, and cutting off the power transmission path when the hydraulic pressure in the oil chamber is a second hydraulic pressure lower than the first hydraulic pressure;
A hydraulic pressure supply means connected to the hydraulic connection / disconnection means via a hydraulic oil passage so as to be able to transmit the hydraulic pressure;
A hydraulic pressure supply means control device for controlling an operating state of the hydraulic pressure supply means;
A valve body that can be switched between a first operating position and a second operating position; and when the valve body is in the first operating position, the valve body communicates with the hydraulic oil passage; A control valve that shuts off the hydraulic oil passage when in the operating position;
A control valve control device for switching and controlling the control valve between the first operating position and the second operating position;
A hydraulic pressure detecting means for detecting a hydraulic pressure of the hydraulic fluid path closer to the hydraulic connecting / disconnecting means than the control valve;
A power unit comprising:
When the hydraulic pressure in the oil chamber of the hydraulic connection / disconnection means is the first hydraulic pressure, the control valve control device controls the control valve to the first operating position, and the hydraulic pressure supply means control device When the hydraulic pressure supply means is controlled to the first operating state, and the hydraulic pressure in the oil chamber of the hydraulic connection / disconnection means is the second hydraulic pressure, the control valve control device moves the control valve to the second operating position. The hydraulic pressure supply means control device controls the hydraulic pressure supply means to a second operating state in which the supplied hydraulic pressure is lower than the first operating state,
When the hydraulic pressure in the oil chamber of the hydraulic connection / disconnection means is changed from the first hydraulic pressure to the second hydraulic pressure, the hydraulic pressure supply means control device moves the hydraulic pressure supply means from the first operating state to the first hydraulic pressure. After controlling to 2 driving | running states, the said control valve control apparatus controls the said control valve from a said 1st operating position to a said 2nd operating position.   The control valve control device controls the control valve from the first operating position to the second operating position when the hydraulic pressure of the hydraulic oil passage by the hydraulic pressure detecting means detects the second hydraulic pressure. The power plant according to claim 1, wherein   The power according to claim 1 or 2, further comprising a cooling oil passage for supplying cooling oil to a cooling portion or a cooling portion between the driving source and the power transmission path. apparatus. The cold-lubricating oil path includes a cold-lubricating oil path switching valve having a switching valve body that can be switched between a first position and a second position,
4. The power according to claim 3, wherein the cold-lubricating oil passage is formed so as to have a different flow path resistance when the switching valve body is in the first position and in the second position. apparatus. The cold-lubricating oil passage switching valve includes a restoring means for biasing the switching valve body from the second position toward the first position;
An oil chamber for containing oil for urging the switching valve body from the first position toward the second position;
The power unit according to claim 4, further comprising: When the hydraulic pressure supply means control device controls the hydraulic pressure supply means to the first operating state, the switching valve body is located at the second position,
6. The power plant according to claim 5, wherein when the hydraulic pressure supply means control device controls the hydraulic pressure supply means to the second operation state, the switching valve body is located at the first position.   7. The power plant according to claim 6, wherein the flow resistance of the cold oil passage is larger when the switching valve body is in the second position than when the switching valve body is in the first position. .   The power device according to claim 3, wherein the second hydraulic pressure is a hydraulic pressure capable of supplying the cold oil to the cold oil passage.   The power apparatus according to any one of claims 1 to 8, wherein the hydraulic pressure supply means is an electrically driven electric hydraulic pressure supply apparatus.

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