JP5774962B2 - Vehicle drive device - Google Patents

Description

  The present invention relates to a vehicle drive device including a friction engagement mechanism that is held in a slipping state or a fastening state by an urging means when the engine is stopped.

  In recent years, idling stop vehicles have been developed in which the engine is automatically stopped when the vehicle stops to reduce the fuel consumption of the engine. The idling stop vehicle automatically stops the engine when a predetermined stop condition is satisfied, and automatically restarts the engine when a predetermined start condition is satisfied. Further, even in a hybrid vehicle equipped with an engine and an electric motor, it is common to automatically stop the engine when the vehicle is stopped.

  Incidentally, an automatic transmission equipped with a plurality of hydraulic clutches and hydraulic brakes (hereinafter referred to as hydraulic clutches including the hydraulic brakes) is mounted in the power transmission system of the vehicle. In addition, in order to supply the control oil pressure for the clutch to the automatic transmission, the automatic transmission is provided with an oil pump driven by an engine. However, in the idling stop vehicle, the engine and the oil pump are stopped when the vehicle is stopped, so that the hydraulic clutch cannot be maintained and is released. When the oil pump is driven again as the engine is restarted, the hydraulic clutch is rapidly engaged due to an increase in hydraulic pressure, and an engagement shock is generated in the hydraulic clutch.

  In order to avoid the release of the hydraulic clutch when idling is stopped, it may be possible to avoid a decrease in hydraulic pressure when the engine is stopped by installing an electric oil pump or accumulator. This is a factor in increasing the cost of the idling stop vehicle. For this reason, a power transmission device has been developed in which a spring is assembled to the piston of the hydraulic clutch so that the hydraulic clutch is not completely released even when the control hydraulic pressure of the hydraulic clutch is lowered. (For example, refer to Patent Document 1). In this way, by energizing the piston of the hydraulic clutch with the spring, the hydraulic clutch is not completely released even when the oil pump is stopped, and the engagement shock of the hydraulic clutch at the time of engine restart is suppressed. Is possible.

Japanese Patent Laid-Open No. 2006-9973

  However, since the power transmission device of Patent Document 1 has a structure in which the piston of the hydraulic clutch is biased toward the fastening side by a spring, the hydraulic clutch is provided with a cancel oil chamber for supplying hydraulic oil when released. Yes. That is, in order to completely release the hydraulic clutch, it is necessary to supply hydraulic oil to the cancel oil chamber. For this reason, when the engine is stopped when the oil pump is stopped, the hydraulic oil cannot be supplied to the cancellation oil chamber of the hydraulic clutch, and the hydraulic clutch is held in the slipping state or the engaged state. It was impossible to control. Thus, it is conceivable to employ an electric clutch (clutch mechanism) that does not use hydraulic pressure in order to control the vehicle to a neutral state even when the engine is stopped. However, when the electric clutch is employed, it is necessary to always energize the electric clutch when the vehicle is traveling, which is a factor that increases the power consumption of the electric clutch.

  An object of the present invention is to suppress power consumption of a clutch mechanism provided for neutral control.

A vehicle drive device according to the present invention is a vehicle drive device including an engine that is automatically stopped under a predetermined stop condition and automatically restarted under a predetermined start condition. A friction engagement mechanism provided in a power transmission path between the wheels and moved to a fastening state by moving the hydraulic piston in a fastening direction, and moved to a releasing state by moving the hydraulic piston in a releasing direction; When the friction engagement mechanism is fastened, hydraulic oil is supplied to drive the hydraulic piston in the fastening direction, and when the friction engagement mechanism is released, hydraulic oil is supplied to move the hydraulic piston in the release direction. And an oil pump that is assembled to the friction engagement mechanism and urges the hydraulic piston in a fastening direction, and the friction engagement when the oil pump stops and the engine stops. An urging means for holding the structure in a slipping state or a fastening state, and provided in the power transmission path, are switched to a fastening state in which the power transmission path is connected when a travel range is selected, while the power transmission path is selected when a non-traveling range is selected. anda clutch mechanism is switched to the released state of cutting, said clutch mechanism includes the an electromagnetic drive unit for switching and controlling the clutch mechanism by energizing when the engine is stopped, the hydraulic oil from the oil pump during engine operation A hydraulic drive unit that switches and controls the clutch mechanism, and when the engine is operated, energization to the electromagnetic drive unit is interrupted after the hydraulic pressure supplied to the hydraulic drive unit exceeds a predetermined value. .

  According to the present invention, a clutch mechanism that can be switched between an engaged state and a released state is provided in the power transmission path, and this clutch mechanism includes an electromagnetic drive unit that is used when the engine is stopped and a hydraulic drive unit that is used when the engine is operating. I have. Thus, when the engine is stopped when the oil pump is stopped, the clutch mechanism can be released using the electromagnetic drive unit, and the vehicle can be controlled to the neutral state. Further, when the engine that drives the oil pump is operated, the clutch mechanism can be fastened using the hydraulic drive unit, and the power consumption can be suppressed by interrupting the energization of the electromagnetic drive unit.

It is the schematic which shows the vehicle drive device which is one embodiment of this invention. It is the schematic which shows a part of drive device for vehicles with a control system. It is the schematic which shows the structure and control system of an input clutch. (a) And (b) is explanatory drawing which shows the operating condition of the input clutch at the time of engine operation. (a) And (b) is explanatory drawing which shows the operating condition of the input clutch at the time of an engine stop. (a) And (b) is explanatory drawing which shows the operating condition of the input clutch at the time of abnormality of a control circuit part. It is the schematic which shows the structure and control system of an input clutch with which the vehicle drive device which is other embodiment of this invention is provided. (a) And (b) is explanatory drawing which shows the operating condition of the input clutch at the time of engine operation. (a) And (b) is explanatory drawing which shows the operating condition of the input clutch at the time of an engine stop. (a) And (b) is explanatory drawing which shows the operating condition of the input clutch at the time of abnormality of a control circuit part.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic view showing a vehicle drive device 10 according to an embodiment of the present invention. As shown in FIG. 1, the vehicle drive device 10 includes an engine 11, a torque converter 12, a continuously variable transmission 13, and a forward / reverse switching mechanism 14. A continuously variable transmission 13 is connected to the engine 11 via a torque converter 12 and an input clutch (clutch mechanism) 15. The continuously variable transmission 13 is connected to a front wheel (drive wheel) 17 f via a forward / reverse switching mechanism 14 and a front differential mechanism 16. Further, a rear wheel (drive wheel) 17 r is connected to the continuously variable transmission 13 via a forward / reverse switching mechanism 14 and a transfer clutch 18. Thus, the input clutch 15 and the forward / reverse switching mechanism 14 are provided in the power transmission path 19 between the engine 11 and the drive wheels 17f and 17r.

  The illustrated vehicle drive device 10 has an idling stop function, and automatically stops the engine 11 when a predetermined stop condition is satisfied, and automatically restarts the engine 11 when a predetermined start condition is satisfied. It is starting. The stop condition of the engine 11 includes a stop state (vehicle speed = 0 km / h) and depression of a brake pedal. Further, the starting condition of the engine 11 includes releasing the brake pedal and depressing the accelerator pedal. The starter motor for starting and rotating the engine 11 may be a starter motor that engages with a ring gear (not shown) of the engine 11 that protrudes at the time of starting, or a starter motor that always engages with the ring gear via a one-way clutch. It may be a motor. Further, the alternator may function as a starter motor.

  The torque converter 12 connected to the engine 11 includes a pump impeller 21 connected to the crankshaft 20, and a turbine runner 23 facing the pump impeller 21 and connected to the turbine shaft 22. The torque converter 12 is provided with a lockup clutch 25 that directly connects the front cover 24 and the turbine runner 23. The continuously variable transmission 13 includes a primary shaft 30 and a secondary shaft 31 that is parallel to the primary shaft 30. A primary pulley 32 is provided on the primary shaft 30, and a primary oil chamber 33 is defined on the back side of the primary pulley 32. The secondary shaft 31 is provided with a secondary pulley 34, and a secondary oil chamber 35 is defined on the back side of the secondary pulley 34. Further, a drive chain 36 is wound around the primary pulley 32 and the secondary pulley 34. By adjusting the hydraulic pressure of the primary oil chamber 33 and the secondary oil chamber 35, the pulley groove width can be changed to change the winding diameter of the drive chain 36, and the continuously variable transmission from the primary shaft 30 to the secondary shaft 31 is possible. It becomes.

  In order to transmit engine power from the torque converter 12 to the continuously variable transmission 13, an input clutch 15 and a gear train 40 are provided between the torque converter 12 and the continuously variable transmission 13. The input clutch 15 includes a clutch drum 41 coupled to the turbine shaft 22 and a clutch hub 42 accommodated therein. A friction plate 41 a is attached to the inner peripheral surface of the clutch drum 41, and a friction plate 42 a is attached to the outer peripheral surface of the clutch hub 42. The clutch drum 41 accommodates a piston 43 that faces the friction plates 41a and 42a. By moving the piston 43 in the fastening direction, the friction plates 41a and 42a are pressed, and the input clutch 15 is switched to the fastening state. On the other hand, by moving the piston 43 in the release direction, the pressure on the friction plates 41a and 42a is released, and the input clutch 15 is switched to the released state. Thus, in order to switch the input clutch 15 by moving the piston 43, the input clutch 15 is provided with an electromagnetic drive unit 44 and a hydraulic drive unit 45. By energizing the electromagnet 46 included in the electromagnetic drive unit 44, the piston 43 moves in the fastening direction and the input clutch 15 is fastened. On the other hand, by shutting off the energization of the electromagnet 46, the piston 43 is released. And the input clutch 15 is released. Further, by supplying the hydraulic oil to the fastening oil chamber 47 provided in the hydraulic drive unit 45, the piston 43 moves in the fastening direction and the input clutch 15 is fastened, while the hydraulic oil is discharged from the fastening oil chamber 47. As a result, the piston 43 moves in the releasing direction and the input clutch 15 is released. The configuration of the electromagnetic drive unit 44 and the hydraulic drive unit 45 will be described in detail with reference to FIG. The gear train 40 includes a drive gear 40 a connected to the clutch hub 42 via a clutch output shaft 48 and a driven gear 40 b connected to the primary shaft 30.

  The operation unit 50 installed in the passenger compartment is provided with a select lever 50a operated by the driver. The select lever 50a can be operated to a D range (forward travel range) and R range (reverse travel range) that are travel ranges, and a P range (parking range) and N range (neutral range) that are non-travel ranges. Yes. When the select lever 50a is operated to the D range or R range, the electromagnet 46 of the electromagnetic drive unit 44 is energized when the engine is stopped, and the fastening oil chamber of the hydraulic drive unit 45 is operated when the engine is operating. The hydraulic oil is supplied to 47 and the input clutch 15 is switched to the engaged state in which the power transmission path 19 is connected. On the other hand, when the select lever 50a is operated to the P range or the N range, the energization to the electromagnet 46 of the electromagnetic drive unit 44 is cut off when the engine is stopped, and from the fastening oil chamber 47 of the hydraulic drive unit 45 when the engine is operated. The hydraulic oil is discharged, and the input clutch 15 is switched to a release state in which the power transmission path 19 is cut. Thus, when the engine is stopped, the switching control of the input clutch 15 is executed using the electromagnetic drive unit 44, and when the engine is operated, the switching control of the input clutch 15 is executed using the hydraulic drive unit 45.

  In order to output engine power from the continuously variable transmission 13 toward the drive wheels 17 f and 17 r, the forward / reverse switching mechanism 14 is connected to the secondary shaft 31 via a gear train 51. The gear train 51 includes a drive gear 51 a fixed to the secondary shaft 31 and a driven gear 51 b fixed to the forward / reverse input shaft 52 of the forward / reverse switching mechanism 14. Further, the forward / reverse switching mechanism 14 includes a double pinion planetary gear train 53, a forward clutch 54 and a reverse brake 55. The planetary gear train 53 of the forward / reverse switching mechanism 14 includes a sun gear 56 that is fixed to the forward / reverse input shaft 52 and a ring gear 57 that is rotatably provided radially outward of the sun gear 56. A plurality of planetary pinion gears 58 and 59 are provided between the sun gear 56 and the ring gear 57 so as to mesh with each other. Planetary pinion gears 58 and 59 connecting the sun gear 56 and the ring gear 57 are rotatably supported by a carrier 60, and the carrier 60 is fixed to a forward / reverse output shaft 61.

  The forward clutch (friction engagement mechanism) 54 of the forward / reverse switching mechanism 14 includes a clutch drum 62 fixed to the forward / reverse input shaft 52 and a clutch hub 63 fixed to the carrier 60. A plurality of friction plates 62 a and 63 a are provided between the clutch drum 62 and the clutch hub 63, the friction plate 62 a is mounted on the inner peripheral surface of the clutch drum 62, and the friction plate 63 a is the outer periphery of the clutch hub 63. It is attached to the surface. In the clutch drum 62, a hydraulic piston 64 that presses the friction plates 62a and 63a is slidably provided. A fastening oil chamber 65 is defined on one side of the hydraulic piston 64 accommodated in the clutch drum 62, and a release oil chamber 66 is defined on the other surface side of the hydraulic piston 64. Further, a spring (biasing means) 67 is incorporated in the fastening oil chamber 65, and the hydraulic piston 64 is biased in the fastening direction by the spring 67. The fastening direction is a direction in which the hydraulic piston 64 approaches the friction plates 62a and 63a, and the release direction to be described later is a direction in which the hydraulic piston 64 moves away from the friction plates 62a and 63a.

  The hydraulic piston 64 can be moved in the fastening direction by supplying the hydraulic oil to the fastening oil chamber 65 of the forward clutch 54 and discharging the hydraulic oil from the release oil chamber 66. Thus, the hydraulic piston 64 can be pressed to bring the friction plates 62a, 63a into the engaged state, and the forward clutch 54 is switched to the engaged state. On the other hand, by discharging the hydraulic oil from the fastening oil chamber 65 and supplying the hydraulic oil to the release oil chamber 66, the hydraulic piston 64 can be moved in the release direction. As a result, the hydraulic piston 64 can be released to disengage the friction plates 62a and 63a, and the forward clutch 54 is switched to the released state. Even when hydraulic oil is discharged from both the fastening oil chamber 65 and the release oil chamber 66, the hydraulic piston 64 is biased in the fastening direction by the spring 67, so that the forward clutch 54 is in a slipping state. Or it is controlled to a fastening state. The sliding state of the forward clutch 54 is a state where there is no play set between the friction plates 62a and 63a, and is a state before the friction plates 62a and 63a are completely fastened. That is, the sliding state of the forward clutch 54 is a state in which the friction plates 62a and 63a are in light contact with each other, and is a state in the process of the forward clutch 54 shifting from the released state to the engaged state.

  Further, the reverse brake 55 of the forward / reverse switching mechanism 14 includes a brake drum 70 fixed to a case (not shown) and a brake hub 71 fixed to the ring gear 57. A plurality of friction plates 70 a, 71 a are provided between the brake drum 70 and the brake hub 71. The friction plate 70 a is attached to the inner peripheral surface of the brake drum 70, and the friction plate 71 a is the outer periphery of the brake hub 71. It is attached to the surface. A hydraulic piston 72 that presses the friction plates 70a and 71a is slidably accommodated in the brake drum 70. Further, a fastening oil chamber 73 is defined on one surface side of the hydraulic piston 72. By supplying hydraulic oil to the fastening oil chamber 73, the hydraulic piston 72 can be moved in the fastening direction, and the reverse brake is performed. 55 can be switched to the engaged state. Note that a return spring (not shown) is assembled to the hydraulic piston 72 of the reverse brake 55, and the reverse brake 55 is switched to the released state by the spring force by discharging hydraulic oil from the fastening oil chamber 73.

  Note that during forward travel in which the D range is selected, the reverse brake 55 is released and the forward clutch 54 is engaged. As a result, the forward / reverse input shaft 52 and the forward / reverse output shaft 61 are directly connected, so the engine power input to the forward / reverse input shaft 52 is transmitted to the forward / reverse output shaft 61 in the same rotational direction. On the other hand, during reverse travel where the R range is selected, the forward clutch 54 is released and the reverse brake 55 is engaged. Thereby, since the ring gear 57 is fixed, the engine power input to the forward / reverse input shaft 52 is transmitted to the forward / reverse output shaft 61 in the reverse rotational direction. In this way, by controlling the forward clutch 54 and the reverse brake 55 provided in the power transmission path 19, it is possible to switch the rotational direction of the forward / reverse output shaft 61.

  Here, FIG. 2 is a schematic view showing a part of the vehicle drive device 10 together with a control system. As shown in FIG. 2, the vehicle drive device 10 is provided with an oil pump 74 such as a trochoid pump in order to supply hydraulic oil to the input clutch 15, the forward / reverse switching mechanism 14, and the like. Further, in order to control the supply of hydraulic oil to the fastening oil chamber 47 of the input clutch 15, the fastening oil chamber 65 and release oil chamber 66 of the forward clutch 54, the fastening oil chamber 73 of the reverse brake 55, etc., Is provided with a valve unit 75 having a plurality of solenoid valves. The oil pump 74 and the valve unit 75 are connected via an oil passage 76, and hydraulic oil discharged from the oil pump 74 is supplied to the input clutch 15, the forward clutch 54, the reverse brake 55, etc. via the valve unit 75. Is done. A driven sprocket 77 b is connected to the oil pump 74, and a drive sprocket 77 a is connected to the pump impeller 21 of the torque converter 12. The driving sprocket 77a and the driven sprocket 77b are connected via a chain 77c. Thus, the engine 11 and the oil pump 74 are connected, and the oil pump 74 is rotationally driven in conjunction with the engine speed. The hydraulic oil discharged from the oil pump 74 is also supplied to the torque converter 12 and the continuously variable transmission 13 via the valve unit 75.

  In addition, a battery 81 is connected to the electromagnetic drive unit 44 via the drive circuit unit 80 in order to execute energization control for the electromagnetic drive unit 44 of the input clutch 15. The drive circuit unit 80 is provided with a control circuit unit 82 composed of a plurality of electronic components and a relay 84 that cuts off the energization path 83. That is, a control circuit unit 82 and a relay 84 are provided in the energization path 83 that connects the electromagnetic drive unit 44 and the battery 81. A control unit 85 is provided in the vehicle drive device 10 in order to output control signals to the drive circuit unit 80, the engine 11, the valve unit 75, and the like. The control unit 85 includes an inhibitor switch 86 for detecting the operation position of the select lever 50a, an accelerator pedal sensor 87 for detecting the operation state of the accelerator pedal, a brake pedal sensor 88 for detecting the operation state of the brake pedal, and a vehicle speed for detecting the vehicle speed. A sensor 89, an engine speed sensor 90 for detecting the engine speed, a hydraulic sensor 91 for detecting the pressure of the hydraulic oil discharged from the oil pump 74, and the like are connected. The control unit 85 determines a vehicle state based on information from various sensors and outputs a control signal to the drive circuit unit 80, the engine 11, the valve unit 75, and the like. The control unit 85 includes a CPU that calculates control signals and the like, and also includes a ROM that stores control programs, arithmetic expressions, map data, and the like, and a RAM that temporarily stores data.

  As described above, the forward clutch 54 constituting the vehicle drive device 10 of the present invention incorporates the spring 67 that biases the hydraulic piston 64 in the fastening direction. As a result, even when the predetermined stop condition is satisfied and the engine 11 is automatically stopped, that is, when the control oil pressure is reduced by executing the idling stop, the forward clutch 54 is brought into the slipping state or the engaged state. Thus, it is possible to suppress the engagement shock of the forward clutch 54 accompanying the subsequent engine restart. Further, since the input clutch 15 including the electromagnetic drive unit 44 is provided in the power transmission path 19, even when the engine is stopped, the input clutch 15 is released to operate the engine by operating the select lever 50a to the N range. 11 and the drive wheels 17f and 17r can be separated. That is, since the forward clutch 54 is held in a slipping state or an engaged state by a spring force, it is impossible to release the forward clutch 54 when the engine is incapable of obtaining the control hydraulic pressure, and the vehicle drive It was impossible to switch the device 10 to the neutral state. Therefore, in the vehicle drive device 10 of the present invention, the input clutch 15 that is released by energization of the electromagnetic drive unit 44 is provided in the power transmission path 19 between the engine 11 and the drive wheels 17f and 17r. . Thus, even when the engine is stopped, the input clutch 15 can be released and the vehicle drive device 10 can be controlled to the neutral state, so that it is possible to perform vehicle towing work and the like safely.

  Next, the structure and control system of the input clutch 15 will be described in detail. Here, FIG. 3 is a schematic diagram showing the structure and control system of the input clutch 15. First, after describing the hydraulic drive unit 45 of the input clutch 15 used when the engine is operated, the electromagnetic drive unit 44 of the input clutch 15 used when the engine is stopped will be described. As shown in FIG. 3, the clutch drum 41 of the input clutch 15 houses a piston 43 that faces the friction plates 41a and 42a. A partition wall member 92 is disposed on the back side of the piston 43, and a fastening oil chamber 47 is defined between the piston 43 and the partition wall member 92. Further, a snap ring 93 is attached to the clutch drum 41, and the backward movement of the partition wall member 92 is restricted at a predetermined position by the snap ring 93. Further, a return spring 94 is mounted on the front side of the piston 43, and the piston 43 is urged in the release direction by the return spring 94. By supplying hydraulic oil to the fastening oil chamber 47 of such a hydraulic drive unit 45, the piston 43 can be moved in the fastening direction against the spring force of the return spring 94, and the friction plates 41a and 42a are pressed. Thus, the input clutch 15 can be engaged. On the other hand, by discharging the hydraulic oil from the fastening oil chamber 47 of the hydraulic drive unit 45, the piston 43 can be moved in the releasing direction by the spring force of the return spring 94, and the pressure on the friction plates 41a and 42a is released. The input clutch 15 can be released. The fastening direction is a direction in which the piston 43 approaches the friction plates 41a and 42a, and the release direction is a direction in which the piston 43 is separated from the friction plates 41a and 42a.

  In order to supply hydraulic oil to the fastening oil chamber 47 of the hydraulic drive unit 45, a clutch oil passage 100 that opens to the fastening oil chamber 47 is formed in the clutch hub 42. A branch oil passage 101 extending from the valve unit 75 is connected to the clutch oil passage 100, and the branch oil passage 101 is branched from an oil passage 104 connecting the clutch pressure control valve 102 and the manual valve 103. Yes. The valve unit 75 incorporates a line pressure control valve 105, a clutch pressure control valve 102, a manual valve 103, and the like. The hydraulic oil discharged from the oil pump 74 is adjusted to the basic hydraulic pressure via the line pressure control valve 105 and then the clutch corresponding to the operating state of the forward clutch 54 and the reverse brake 55 via the clutch pressure control valve 102. Regulated to pressure. The hydraulic oil output from the clutch pressure control valve 102 is supplied to the engagement oil chamber 65 of the forward clutch 54 or the engagement oil chamber 73 of the reverse brake 55 via the manual valve 103 that is linked to the select lever 50a.

  That is, when the D range or the R range is selected during operation of the engine that drives the oil pump 74, hydraulic oil (clutch pressure) is supplied from the clutch pressure control valve 102 to the oil passage 104. At this time, hydraulic oil is also supplied to the branch oil passage 101 communicating with the oil passage 104, and hydraulic oil is supplied from the branch oil passage 101 through the clutch oil passage 100 to the fastening oil chamber 47. It will be switched to the fastening state. On the other hand, when the N range or the P range is selected, the hydraulic oil is discharged from the oil passage 104 via the manual valve 103, the clutch pressure control valve 102, or the like. Accordingly, since the hydraulic oil in the fastening oil chamber 47 is also discharged from the clutch oil passage 100 through the branch oil passage 101, the input clutch 15 is switched to the released state.

  Next, the electromagnetic drive unit 44 of the input clutch 15 will be described. As shown in FIG. 3, the pilot clutch 110 is accommodated in the clutch drum 41 of the input clutch 15 so as to be adjacent to the partition wall member 92. The pilot clutch 110 has a friction plate 111 a mounted on the inner peripheral surface of the clutch drum 41 and a friction plate 111 b mounted on the outer peripheral surface of the clutch hub 112. Further, the clutch drum 41 accommodates an electromagnet 46 and a pressure plate 113 so as to sandwich the friction plates 111a and 111b from both sides. A cam crest 92a is formed on the end face of the partition wall member 92, and a cam crest 112a is also formed on the end face of the clutch hub 112 opposite to the cam crest 92a. Further, a plurality of ball members 114 are disposed between the partition wall member 92 and the clutch hub 42 in the circumferential direction so as to be sandwiched between the cam peaks 92a and 112a. That is, a cam mechanism 115 is provided between the partition wall member 92 and the clutch hub 112, and thrust is generated in the axial direction in accordance with the rotational speed difference between the partition wall member 92 and the clutch hub 112. .

  When the input clutch 15 is fastened using such an electromagnetic drive unit 44, energization is performed to the electromagnetic coil 46 a of the electromagnet 46. As a result, the pressure plate 113 is attracted toward the magnetized electromagnet 46, and the friction plates 111a and 111b are pressed by the pressure plate 113 so that the pilot clutch 110 is switched to the engaged state. As described above, when the pilot clutch 110 is engaged, the clutch drum 41 and the clutch hub 112 rotate together, and a rotational speed difference is generated between the clutch hub 112 and the partition wall member 92. As a result, the partition wall member 92 and the piston 43 are pushed in the fastening direction via the cam mechanism 115, and the input clutch 15 is switched to the fastening state. On the other hand, when the input clutch 15 is released using the electromagnetic drive unit 44, the energization of the electromagnet 46 to the electromagnetic coil 46a is interrupted. Thereby, the pilot clutch 110 is released, the pushing of the piston 43 is released, and the input clutch 15 is switched to the released state. When the electromagnetic coil 46a is energized when the engine is stopped, the rotation of the clutch drum 41 is stopped along with the engine stop, so that the input clutch 15 is released even if the pilot clutch 110 is engaged. The state will be maintained. However, when the engine 11 is started and the clutch drum 41 starts to rotate, power is transmitted from the pilot clutch 110 to the cam mechanism 115, and the input clutch 15 is switched to the engaged state. That is, by energizing the electromagnetic coil 46a, the input clutch 15 can be fastened immediately after the engine is started.

  Hereinafter, the operation state of the input clutch 15 will be described. 4 (a) and 4 (b) are explanatory views showing the operating state of the input clutch 15 during engine operation. FIGS. 5A and 5B are explanatory views showing the operating state of the input clutch 15 when the engine is stopped. As shown in FIG. 4 (a), when the D range or the R range is selected by the selection operation when the engine that drives the oil pump 74 is operated (when the travel range is selected), the fastening oil of the hydraulic drive unit 45 is selected. Hydraulic oil (clutch pressure) is supplied to the chamber 47, and the input clutch 15 is switched to the engaged state by the piston 43 that moves in the engaged direction. On the other hand, as shown in FIG. 4B, when the N range or P range is selected by the selection operation (when the non-traveling range is selected), the hydraulic oil is discharged from the fastening oil chamber 47 of the hydraulic drive unit 45. The input clutch 15 is switched to the released state by the piston 43 that moves in the release direction by the spring force. Thus, when the engine is operating, the operating state of the input clutch 15 is switched using the hydraulic drive unit 45. When the engine is operating, the energization of the electromagnetic drive unit 44 to the electromagnet 46 is interrupted.

  Further, as shown in FIG. 5A, when the D range or R range is selected by the selection operation when the engine is stopped when the oil pump 74 is stopped (when the travel range is selected), the electromagnet of the electromagnetic drive unit 44 is selected. 46 is energized, and the pilot clutch 110 is switched to the engaged state. As a result, when the predetermined start condition is satisfied and the engine 11 is started, the input clutch 15 can be immediately switched to the engaged state. On the other hand, as shown in FIG. 5B, when the N range or P range is selected by the selection operation (when the non-traveling range is selected), the energization of the electromagnet 46 of the electromagnetic drive unit 44 is cut off, and the pilot clutch 110 is switched to the released state. Thereby, the piston 43 can be moved in the releasing direction by the spring force of the return spring 94, and the input clutch 15 can be switched to the releasing state. Thus, when the engine is stopped, the operating state of the input clutch 15 is switched using the electromagnetic drive unit 44. When the engine is stopped, since the oil pump 74 is stopped, the hydraulic oil is discharged from the fastening oil chamber 47 of the hydraulic drive unit 45.

  As described above, it is necessary to provide the input clutch 15 that is released by the electromagnetic drive unit 44 in order to switch the vehicle drive device 10 to the neutral state when the engine is stopped when the oil pump 74 is stopped. However, if the input clutch 15 is controlled only by the electromagnetic drive unit 44, energization of the electromagnetic drive unit 44 is required not only when the engine is stopped but also after the engine is started, so that the power consumption of the input clutch 15 is increased. become. Therefore, an electromagnetic drive unit 44 and a hydraulic drive unit 45 are provided for the input clutch 15. As a result, when the engine is operated, the engaged state of the input clutch 15 can be maintained by the hydraulic oil from the oil pump 74, so that energization to the electromagnetic drive unit 44 can be cut off, and the power consumption of the input clutch 15 can be reduced. It becomes possible to suppress. In addition, since the electromagnetic drive unit 44 and the hydraulic drive unit 45 are provided in the input clutch 15, even when one drive unit fails, the control state of the input clutch 15 is maintained using the other drive unit. Therefore, the reliability of the input clutch 15 can be improved.

  Further, when the engine 11 is restarted when the engine is stopped under the state where the D range or the R range is selected, the electromagnetic drive unit 44 is controlled as follows. As a result, the input clutch 15 is held in the engaged state. That is, as shown in FIG. 5A, by energizing the electromagnetic coil 46a while the engine is stopped, the electromagnetic clutch 44 switches the input clutch 15 to the engaged state immediately after the engine is started. When the engine 11 is restarted and the oil pump 74 is driven, the control unit 85 determines the hydraulic pressure discharged from the oil pump 74 by using the hydraulic pressure sensor 91, and the hydraulic pressure discharged from the oil pump 74. After the (hydraulic oil pressure) exceeds a predetermined value, the energization to the electromagnetic coil 46a is cut off. In this manner, since the energization to the electromagnetic coil 46a is cut off after the hydraulic pressure of the oil pump 74 is sufficiently secured, the engaged state of the input clutch 15 can be maintained, and the occurrence of a fastening shock or the like can be generated. It becomes possible to prevent. In the above description, the hydraulic pressure supplied to the fastening oil chamber 47 of the hydraulic drive unit 45 is estimated by detecting the hydraulic pressure discharged from the oil pump 74. However, the present invention is not limited to this. Alternatively, the hydraulic pressure supplied to the fastening oil chamber 47 may be detected directly. Further, the hydraulic pressure supplied to the fastening oil chamber 47 may be estimated from the engine speed, or the hydraulic pressure supplied to the fastening oil chamber 47 may be estimated based on the elapsed time after the engine is started.

  Further, as shown in FIG. 3, the energization path 83 that connects the electromagnetic drive unit 44 of the input clutch 15 and the battery 81 is switched between a connection state in which the energization path 83 is connected and a disconnected state in which the energization path 83 is disconnected. A relay 84 is provided. The relay 84 is controlled by the control unit 85, and when the control circuit unit 82 is normal, the relay 84 is switched to a connected state, and when the control circuit unit 82 is abnormal, the relay 84 is switched to a disconnected state. . As described above, by providing the relay 84 in the energization path 83, the input clutch 15 is appropriately switched according to the driver's selection operation even when an abnormality occurs in the control circuit unit 82 of the drive circuit unit 80. It becomes possible. Here, FIGS. 6A and 6B are explanatory views showing the operating state of the input clutch 15 when the control circuit 82 is abnormal. As shown in FIG. 6A, when energization to the electromagnetic coil 46a cannot be interrupted due to an abnormality in the control circuit section 82, the relay 84 is switched to a disconnected state as shown in FIG. The energization to 46a is forcibly cut off. As described above, when an abnormality occurs in the control circuit unit 82, the electromagnetic drive unit 44 can be disconnected from the control system of the input clutch 15 by controlling the relay 84 to the disconnected state. Thereby, the abnormality of the control circuit unit 82 does not affect the switching control of the input clutch 15, and the malfunction of the input clutch 15 can be prevented and the reliability of the input clutch 15 can be improved. Even when the electromagnetic coil 46a cannot be energized due to an abnormality in the control circuit unit 82, the electromagnetic drive unit 44 is disconnected from the control system of the input clutch 15 by controlling the relay 84 to the disconnected state. .

  In addition, when the relay 84 is disconnected due to the occurrence of an abnormality in the control circuit unit 82, the control unit 85 functioning as engine control means prohibits idling stop control and prohibits automatic stop of the engine 11. Accordingly, since the oil pump 74 can be continuously driven, the input clutch 15 can be switched between the engaged state and the released state using the hydraulic drive unit 45. As described above, even when the relay 84 is disconnected due to the occurrence of an abnormality, the input clutch 15 can be continuously controlled using the hydraulic drive unit 45, so that the reliability of the input clutch 15 can be improved. It becomes. The control circuit unit 82 is not limited to an abnormality, and when the electromagnetic clutch 44 cannot be used due to an abnormality in the pilot clutch 110 or the like, the idling stop control is prohibited and the hydraulic drive unit 45 is prohibited. May be used to control the input clutch 15.

  In the above description, the input clutch 15 is configured by a friction clutch, but the present invention is not limited to this, and the input clutch 120 may be configured by a meshing clutch. Here, FIG. 7 is a schematic diagram showing the structure and control system of the input clutch 120 provided in the vehicle drive apparatus according to another embodiment of the present invention. 7, parts that are the same as the parts shown in FIG. 3 are given the same reference numerals, and descriptions thereof are omitted.

  As shown in FIG. 7, the input clutch (clutch mechanism) 120 includes a drive meshing member 121 connected to the turbine shaft 22 and a driven meshing member 122 facing the drive meshing member 121. The drive engagement member 121 has engagement teeth 121a, and the driven engagement member 122 has engagement teeth 122a. A clutch drum 123 is provided so as to cover the driven meshing member 122, and the driven meshing member 122 and the clutch drum 123 are coupled via spline teeth 124a and 124b. As described above, the clutch drum 123 accommodates the driven meshing member 122 that is movable in the axial direction. Will move. Then, by moving the driven meshing member 122 to the forward movement position, the meshing tooth 121a and the meshing tooth 122a can be meshed, and the input clutch 120 can be switched to the engaged state. On the other hand, by moving the driven meshing member 122 to the retracted position, the meshing between the meshing teeth 121a and the meshing teeth 122a can be released, and the input clutch 120 can be switched to the released state. A return spring 125 is provided between the drive engagement member 121 and the driven engagement member 122 to urge the driven engagement member 122 toward the retracted position. The clutch drum 123 is fixed with a drive gear 40a constituting the gear train 40.

  In order to switch the input clutch 120 between the engaged state and the released state, the input clutch 120 is provided with an electromagnetic drive unit 126 used when the engine is stopped and a hydraulic drive unit 127 used when the engine is operating. Hereinafter, the structure of the electromagnetic drive part 126 with which the input clutch 120 is provided is demonstrated. A clutch rod 129 is slidably inserted into a through hole 128 formed in the clutch drum 123. The clutch rod 129 includes a distal end member 129a and a proximal end member 129b, and a spring 129c is incorporated between the distal end member 129a and the proximal end member 129b. In order to operate such a clutch rod 129 in the axial direction, an electric actuator 131 is connected to the clutch rod 129 via a link mechanism 130. The link mechanism 130 is configured by a link lever 130a that can swing. A link rod 130a is connected to a drive rod 131a of an electric actuator 131 at one end of the link lever 130a, and a base end is connected to the other end of the link lever 130a. The member 129b is connected.

  When the input clutch 120 is fastened using such an electromagnetic drive unit 126, energization is performed from the drive circuit unit 80 to an electromagnetic coil (not shown) of the electric actuator 131. As a result, as shown by an arrow A in FIG. 7, the drive rod 131a is pulled in by the electric actuator 131 that is energized, the clutch rod 129 is inserted into the clutch drum 123, and the input clutch 120 is switched to the engaged state. It is done. On the other hand, when the input clutch 120 is released using the electromagnetic drive unit 126, the energization of the electric actuator 131 is interrupted. As a result, as indicated by an arrow B in FIG. 7, the drive rod 131a is pushed out from the electric actuator 131 in the non-energized state, the clutch rod 129 is pulled out from the clutch drum 123, and the input clutch 120 is switched to the released state.

  Next, the hydraulic drive unit 127 of the input clutch 120 will be described. As shown in FIG. 7, an annular convex portion 132 is formed at the center portion of the clutch drum 123, and a circular concave portion 133 corresponding to the annular convex portion 132 is formed on the driven meshing member 122 accommodated in the clutch drum 123. Is formed. An oil seal 134 is assembled to the outer peripheral surface of the driven mesh member 122, and an oil seal 135 is assembled to the inner peripheral surface of the circular recess 133 of the driven mesh member 122. As described above, by assembling the pair of oil seals 134 and 135 to the driven meshing member 122, the fastening oil chamber 136 is defined between the clutch drum 123 and the driven meshing member 122 with the oil seals 134 and 135 as a boundary. Is done. The clutch drum 123 is formed with a clutch oil passage 137 that opens to the fastening oil chamber 136, and hydraulic oil is supplied to the clutch oil passage 137 from the branch oil passage 101 described above.

  When the engine that drives the oil pump 74 is operated, when the D range or the R range is selected, hydraulic oil (clutch pressure) is supplied from the clutch pressure control valve 102 to the oil passage 104. At this time, hydraulic oil is also supplied to the branch oil passage 101 communicating with the oil passage 104, and hydraulic oil is supplied from the branch oil passage 101 through the clutch oil passage 137 to the fastening oil chamber 136. It is switched to the fastening state. On the other hand, when the N range or the P range is selected, the hydraulic oil is discharged from the oil passage 104 via the manual valve 103, the clutch pressure control valve 102, or the like. Accordingly, since the hydraulic oil in the fastening oil chamber 136 is also discharged from the clutch oil passage 137 via the branch oil passage 101, the input clutch 120 is switched to the released state.

  Hereinafter, the operation state of the input clutch 120 will be described. FIGS. 8A and 8B are explanatory views showing the operating state of the input clutch 120 when the engine is operating. FIGS. 9A and 9B are explanatory views showing the operating state of the input clutch 120 when the engine is stopped. As shown in FIG. 8A, when the engine that drives the oil pump 74 is operated, if the D range or the R range is selected by the selection operation (when the travel range is selected), the fastening oil of the hydraulic drive unit 127 is selected. The hydraulic oil (clutch pressure) is supplied to the chamber 136, and the input clutch 120 is switched to the engaged state by the driven meshing member 122 that moves toward the forward movement position. On the other hand, as shown in FIG. 8B, when the N range or the P range is selected by the selection operation (when the non-traveling range is selected), the hydraulic oil is discharged from the fastening oil chamber 136 of the hydraulic drive unit 127. The input clutch 120 is switched to the released state by the driven meshing member 122 that moves toward the reverse position. Thus, when the engine is operating, the operating state of the input clutch 120 is switched using the hydraulic drive unit 127. When the engine is operating, the energization of the electromagnetic actuator 126 to the electric actuator 131 is interrupted.

  Further, as shown in FIG. 9A, when the D range or R range is selected by the selection operation when the engine is stopped when the oil pump 74 is stopped (when the travel range is selected), the electromagnetic drive unit 126 is electrically operated. Energization is performed on the actuator 131, and the drive rod 131 a is pulled by the electric actuator 131. As a result, the clutch rod 129 is inserted into the clutch drum 123, and the input clutch 120 is switched to the engaged state. On the other hand, as shown in FIG. 9B, when the N range or the P range is selected by the select operation (when the non-traveling range is selected), the energization to the electric actuator 131 of the electromagnetic drive unit 126 is cut off and the electric The drive rod 131a is pushed out from the actuator 131. As a result, the clutch rod 129 is pulled out from the clutch drum 123, and the input clutch 120 is switched to the released state. When the engine is stopped, the oil pump 74 is stopped, so that the hydraulic oil is discharged from the fastening oil chamber 136 of the hydraulic drive unit 127.

  Similar to the vehicle drive device 10 described above, in order to switch the vehicle drive device to the neutral state when the engine is stopped when the oil pump 74 is stopped, it is necessary to provide the input clutch 120 that is released by the electromagnetic drive unit 126. . However, if the input clutch 120 is controlled only by the electromagnetic drive unit 126, it is necessary to energize the electromagnetic drive unit 126 not only when the engine is stopped but also after the engine is started, so that the power consumption of the input clutch 120 is increased. become. Therefore, an electromagnetic drive unit 126 and a hydraulic drive unit 127 are provided for the input clutch 120. Accordingly, when the engine is operating, the engaged state of the input clutch 120 can be maintained by the hydraulic oil from the oil pump 74, so that the energization to the electromagnetic drive unit 126 can be cut off, and the power consumption of the input clutch 120 can be reduced. It becomes possible to suppress. In addition, since the electromagnetic drive unit 126 and the hydraulic drive unit 127 are provided in the input clutch 120, even if one drive unit fails, the control state of the input clutch 120 is maintained using the other drive unit. Therefore, the reliability of the input clutch 120 can be improved.

  Further, when the engine 11 is restarted while the engine is stopped under the state where the D range or the R range is selected, the electromagnetic drive unit 126 is controlled as follows. As a result, the input clutch 120 is held in the engaged state. That is, as shown in FIG. 9A, when the engine is stopped, the electric actuator 131 is energized to switch the input clutch 120 to the engaged state by the electromagnetic drive unit 126. When the engine 11 is restarted and the oil pump 74 is driven, the control unit 85 uses the oil pressure sensor 91 to determine the operating oil pressure (pressure of the operating oil) discharged from the oil pump 74. After the hydraulic pressure discharged from the motor exceeds a predetermined value, the electric power supply to the electric actuator 131 is cut off. As described above, since the power supply to the electric actuator 131 is cut off after the hydraulic pressure of the oil pump 74 is sufficiently secured, the engaged state of the input clutch 120 can be maintained and the occurrence of a fastening shock or the like can be generated. It becomes possible to prevent. In the above description, the hydraulic pressure supplied to the fastening oil chamber 136 of the hydraulic drive unit 127 is estimated by detecting the hydraulic pressure discharged from the oil pump 74. However, the present invention is not limited to this. Alternatively, the hydraulic pressure supplied to the fastening oil chamber 136 may be detected directly. Further, the hydraulic pressure supplied to the fastening oil chamber 136 may be estimated from the engine speed, and the hydraulic pressure supplied to the fastening oil chamber 136 may be estimated based on the elapsed time after the engine is started.

  Further, similarly to the vehicle drive device 10 described above, the energization path 83 that connects the electromagnetic drive unit 126 of the input clutch 120 and the battery 81 has a connection state that connects the energization path 83 and a disconnect that disconnects the energization path 83. A relay 84 that is switched to a state is provided. As described above, by providing the relay 84 in the energization path 83, the input clutch 120 is appropriately switched in accordance with the driver's selection operation even when an abnormality occurs in the control circuit unit 82 of the drive circuit unit 80. It becomes possible. Here, FIGS. 10A and 10B are explanatory views showing the operating state of the input clutch 120 when the control circuit unit 82 is abnormal. As shown in FIG. 10A, when the energization to the electric actuator 131 cannot be interrupted due to an abnormality in the control circuit unit 82, the relay 84 is disconnected to energize the electric actuator 131 as shown in FIG. Is forcibly shut off. Thus, when an abnormality occurs in the control circuit unit 82, the electromagnetic drive unit 126 can be disconnected from the control system of the input clutch 120 by controlling the relay 84 to the disconnected state. Thereby, the abnormality of the control circuit unit 82 does not affect the switching control of the input clutch 120, and the malfunction of the input clutch 120 can be prevented and the reliability of the input clutch 120 can be improved. Even when the electric actuator 131 cannot be energized due to an abnormality in the control circuit unit 82, the electromagnetic drive unit 126 is disconnected from the control system of the input clutch 120 by controlling the relay 84 to the disconnected state. .

  In addition, when the relay 84 is disconnected due to the occurrence of an abnormality in the control circuit unit 82, the control unit 85 functioning as engine control means prohibits idling stop control and prohibits automatic stop of the engine 11. As a result, the oil pump 74 can continue to be driven, so that the input clutch 120 can be switched between the engaged state and the released state using the hydraulic drive unit 127. As described above, even when the relay 84 is disconnected due to the occurrence of an abnormality, the input clutch 120 can be continuously controlled using the hydraulic drive unit 127, so that the reliability of the input clutch 120 can be improved. It becomes. Note that the control circuit unit 82 is not limited to an abnormality, and the idling stop control is prohibited and the hydraulic drive unit 127 even when the electromagnetic actuator 126 cannot be used due to an abnormality in the electric actuator 131 or the like. May be used to control the input clutch 120.

  In the above description, the forward / reverse switching mechanism 14 is disposed closer to the drive wheels 17f and 17r than the continuously variable transmission 13, but the present invention is not limited to this, and other positions on the power transmission path 19 can be used. Alternatively, the forward / reverse switching mechanism 14 may be disposed. In the above description, the input clutch 15 is disposed closer to the engine 11 than the forward clutch 54. However, the present invention is not limited to this, and the input clutch 15 is disposed closer to the drive wheels 17f and 17r than the forward clutch 54. It may be arranged. Furthermore, although the input clutch 15 is disposed on the engine 11 side relative to the continuously variable transmission 13, the present invention is not limited to this, and the input clutch 15 is disposed on the drive wheels 17f and 17r side relative to the continuously variable transmission 13. You may do it. The forward clutch 54 and the input clutch 15 may be disposed on the power transmission path 19 between the engine 11 and the drive wheels 17f and 17r, and the positional relationship before and after other mechanisms is not questioned. When considering engine start by an ignition operation, it is desirable to dispose the input clutch 15 close to the engine 11 in order to improve the startability by separating the rotating body from the engine 11. In particular, when the speed change mechanism is the continuously variable transmission 13, the continuously variable transmission 13 is prevented from rotating when the engine is started by an ignition operation so that the continuously variable transmission 13 whose control hydraulic pressure is greatly reduced is not rotated. It is preferable to arrange the input clutch 15 on the engine 11 side.

  It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, in the above description, the spring 67 is assembled to the forward clutch 54 of the forward / reverse switching mechanism 14, but this is not a limitation, and the reverse brake (friction engagement mechanism) 55 of the forward / backward switching mechanism 14 is not limited thereto. On the other hand, a spring that urges the hydraulic piston 72 in the fastening direction may be assembled. Thereby, even in a vehicle in which idling stop control is executed during reverse travel, it is possible to suppress the engagement shock of the reverse brake 55 when the engine is restarted. A spring that urges the hydraulic pistons 64 and 72 in the fastening direction may be assembled to both the forward clutch 54 and the reverse brake 55.

  In the above description, the chain drive type continuously variable transmission 13 is mounted on the vehicle drive device 10. However, the present invention is not limited to this, and a belt drive type or traction drive type continuously variable transmission is used. It may be mounted, or a planetary gear type or parallel shaft type automatic transmission may be mounted. When an automatic transmission is used, a hydraulic piston is attached in the fastening direction to a friction clutch (friction engagement mechanism) or a friction brake (friction engagement mechanism) that is engaged at the time of forward start or reverse start. A spring is installed.

  Moreover, although the trochoid pump is used as the oil pump 74, it is not restricted to this, Other types of internal gear pumps and external gear pumps may be used. Further, although the illustrated vehicle drive device 10 is a vehicle drive device for four-wheel drive, the vehicle drive device is not limited thereto, and may be a vehicle drive device for front wheel drive or rear wheel drive. Needless to say, the vehicle drive device of the present invention may be applied to a hybrid vehicle including the engine 11 and an electric motor as power sources.

DESCRIPTION OF SYMBOLS 10 Vehicle drive device 11 Engine 14 Forward / reverse switching mechanism 15 Input clutch (clutch mechanism)
17f Front wheel (drive wheel)
17r Rear wheel (drive wheel)
19 Power transmission path 44 Electromagnetic drive unit 45 Hydraulic drive unit 54 Forward clutch (friction engagement mechanism)
64 Hydraulic piston 67 Spring (biasing means)
74 Oil pump 120 Input clutch (clutch mechanism)
126 Electromagnetic drive unit 127 Hydraulic drive unit

Claims (1)

A vehicle drive device including an engine that is automatically stopped under a predetermined stop condition and automatically restarted under a predetermined start condition,
Friction engagement provided in the power transmission path between the engine and the drive wheel, which is switched to the fastening state by moving the hydraulic piston in the fastening direction, and is switched to the releasing state by moving the hydraulic piston in the releasing direction Mechanism,
Supplying hydraulic oil that is driven by the engine and moves the hydraulic piston in the fastening direction when the friction engagement mechanism is fastened, and moves the hydraulic piston in the release direction when the friction engagement mechanism is released. An oil pump to supply,
An urging means assembled to the friction engagement mechanism to urge the hydraulic piston in a fastening direction, and to hold the friction engagement mechanism in a sliding state or a fastening state when the engine is stopped when the oil pump is stopped;
Wherein provided on the power transmission path, whereas during the travel range is selected is switched to the engaged state of connecting the power transmission path, at the time of non-driving range is selected has a clutch mechanism is switched to the released state to disconnect the power transmission path ,
The clutch mechanism includes an electromagnetic drive unit that performs switching control of the clutch mechanism by energization when the engine is stopped, and a hydraulic drive unit that performs switching control of the clutch mechanism by hydraulic oil from the oil pump during engine operation ,
A vehicular drive device characterized in that, when the engine is operated, the energization of the electromagnetic drive unit is interrupted after the hydraulic pressure supplied to the hydraulic drive unit exceeds a predetermined value .

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