JP5807080B2 - vehicle - Google Patents

Description

  The present invention relates to a vehicle in which a hydraulically driven connection / disconnection means and a one-way power transmission means are provided on a power transmission path between a drive source and wheels.

  In Patent Document 1, an electric motor that generates a driving force of a vehicle and a power transmission path between the electric motor and the rear wheel are provided, and the electric motor side and the wheel side are disconnected or connected by being released or fastened. Provided in parallel with the hydraulic brake on the power transmission path between the hydraulic brake and the electric motor and the wheel, and is engaged when the forward rotational power on the motor side is input to the wheel side and the reverse direction on the electric motor side When the rotational power is input to the wheel side, it is disengaged, and when the forward rotational power on the wheel side is input to the motor side, it is disengaged and the reverse rotational power on the wheel side. And a one-way clutch that is engaged when the motor is input to the motor side. The hydraulic brake is connected to the electric oil pump through a hydraulic circuit.

JP 2012-050185 A

  In the vehicle drive device described in Patent Document 1, it is described that the hydraulic brake is released by stopping the electric oil pump while the vehicle is stopped. However, if the electric oil pump is stopped while the vehicle is stopped, when the vehicle is going to start backward, the one-way clutch is not engaged and the power can be transmitted only by a hydraulic brake when moving backward. On the other hand, if the electric oil pump is continuously driven while the vehicle is stopped, the radiated sound of the electric oil pump becomes conspicuous relative to other noises, which may cause discomfort to the passengers.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle capable of suppressing a response delay at the time of starting and suppressing a radiated sound of a hydraulic pressure supply unit.

In order to achieve the above object, the invention described in claim 1
A drive source (for example, first and second electric motors 2A and 2B of the embodiment described later) connected to wheels (for example, a rear wheel Wr of the embodiment described later) to transmit power;
A hydraulically driven connecting / disconnecting means (for example, in an embodiment described later) is provided on a power transmission path between the drive source and the wheel, and releases or fastens the power transmission path to cut off or connect the power transmission path. Hydraulic brake 60);
Provided in parallel with the connecting / disconnecting means on the power transmission path between the drive source and the wheel, and is engaged when rotational power in the forward direction on the drive source side is input to the wheel side. When the rotational power in the reverse direction of the drive source side is input to the wheel side, it is disengaged, and when the rotational power in the forward direction of the wheel side is input to the drive source side, it is disengaged. And one-way power transmission means (for example, a one-way clutch 50 according to an embodiment described later) that is engaged when rotational power in the reverse direction of the wheel side is input to the drive source side,
An electrically driven hydraulic pressure supply means (for example, an electric oil pump 70 according to an embodiment described later) for supplying hydraulic pressure to the hydraulic pressure driven connection / disconnection means;
A hydraulic pressure supply means control device for controlling the hydraulic pressure supply means (for example, a control device 8 in an embodiment described later);
A travel intention acquisition device (for example, a travel intention acquisition unit according to an embodiment described later) that acquires an occupant's forward travel intention (for example, a D range of an embodiment described later) and a reverse travel intention (e.g., an R range of an embodiment described later). 806),
A vehicle (e.g., a vehicle 3 in an embodiment described later) provided with a stationary state acquisition device (e.g., a stop state acquisition unit 805 in an embodiment described later) that acquires that the vehicle is stationary.
The hydraulic pressure supply means control device stops or stops the hydraulic pressure supply means when the traveling intention acquisition device acquires the forward traveling intention and the stationary state acquisition device acquires the stationary state. When the travel intention acquisition device acquires the reverse travel intention, the hydraulic pressure supply means is driven, or the drive is maintained ,
The hydraulic pressure supply means control device acquires the stationary state when the traveling intention acquisition device acquires the reverse traveling intention and the stationary state acquisition device acquires the stationary state. The driving amount of the hydraulic pressure supply means (for example, a target rotational speed in an embodiment described later) is reduced as compared with the case where it is not .

The invention according to claim 2, in addition to the configuration according to claim 1,
The hydraulic pressure supply means control device is characterized in that the driving amount of the hydraulic pressure supply means is changed according to the liquid temperature.

The invention according to claim 3, in addition to the configuration according to claim 2,
The drive source is an electric motor,
The hydraulic pressure supply means supplies hydraulic pressure to the hydraulic pressure driving connection / disconnection means and lubricates or cools the electric motor,
The hydraulic pressure supply means control device is a time when the travel intention acquisition device acquires the reverse travel intention and the stationary state acquisition device acquires the stationary state, and a predetermined liquid temperature (for example, described later) Only when the oil temperature is equal to or higher than the oil temperature Te1) of the embodiment, the driving amount of the hydraulic pressure supply unit is reduced as compared with the case where the stationary state acquisition device does not acquire the stationary state.

According to the first aspect of the present invention, when the vehicle is stationary, the noise level is low, and the radiated sound of the hydraulic pressure supply means is relatively conspicuous. By stopping the supply means, the radiated sound of the hydraulic pressure supply means can be eliminated. Further, since the one-way power transmission means provided in parallel with the connecting / disconnecting means is mechanically engaged during forward movement, the response force is delayed due to insufficient fastening force of the connecting / disconnecting means when starting, that is, when the hydraulic pressure supply means is activated. It does not occur. On the other hand, since power can be transmitted only by the connecting / disconnecting means when the vehicle is traveling backward, it is possible to prevent a response delay from occurring when the vehicle starts by setting the hydraulic pressure supplying means to the driving state even when the vehicle is stationary.
Also, when the vehicle is stationary, the noise level is low and the radiated sound of the hydraulic pressure supply means is relatively conspicuous. In comparison, the emission sound of the hydraulic pressure supply means can be reduced by reducing the driving amount of the hydraulic pressure supply means.

According to the second aspect of the present invention, since the driving amount of the hydraulic pressure supply means is changed according to the required hydraulic pressure having temperature dependency, the required hydraulic pressure is supplied to the connecting / disconnecting means regardless of the liquid temperature. Can do. Further, by reducing the driving amount of the hydraulic pressure supply means at low temperatures, the radiated sound of the hydraulic pressure supply means can be further reduced.

According to the third aspect of the present invention, the electric motor can be cooled or lubricated by the hydraulic pressure supplying means for supplying the hydraulic pressure to the connecting / disconnecting means, and both the required hydraulic pressure of the connecting / disconnecting means and the required oil amount to the motor can be obtained. Can be met. Further, the control can be simplified by reducing the drive amount of the hydraulic pressure supply means as described above only at a high temperature when the required hydraulic pressure increases and the emission noise of the hydraulic pressure supply means increases.

1 is a schematic configuration diagram of a hybrid vehicle that is an embodiment of a vehicle according to the present invention. It is a longitudinal cross-sectional view of one Embodiment of a rear-wheel drive device. FIG. 3 is a partially enlarged view of the rear wheel drive device shown in FIG. 2. 1 is a hydraulic circuit diagram showing an embodiment of a hydraulic circuit. (A) is explanatory drawing of the regulator valve in the state where the valve body stopped at the 1st position, (b) is explanatory drawing of the regulator valve in the state where the valve body stopped at the 2nd position. (A) is explanatory drawing of the brake shift valve in the state which the valve body stopped at the valve closing position, (b) is explanatory drawing of the brake shift valve in the state where the valve body stopped at the valve opening position. It is a block diagram explaining the function as a hydraulic-pressure supply means control apparatus of a control apparatus, and the function as a solenoid control apparatus. It is a hydraulic circuit diagram which shows the hydraulic circuit in the fastening state of a hydraulic brake. It is a hydraulic circuit diagram which shows the hydraulic circuit in the weak engagement state of a hydraulic brake. FIG. 3 is a hydraulic circuit diagram showing a hydraulic circuit in a released state of a hydraulic brake during traveling. FIG. 2 is a hydraulic circuit diagram showing a hydraulic circuit in a released state of a hydraulic brake while the vehicle is stopped. It is the table | surface described together with the relationship between the front-wheel drive device in each vehicle state, and the rear-wheel drive device, and the operating state of each element. 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 an example of vehicle running. It is a flowchart which shows the operation | movement flow of the control apparatus as a hydraulic-pressure supply means control apparatus. It is a graph which shows an EOP target rotation speed map. It is a graph which shows the shift position, vehicle speed, vehicle brake, accelerator pedal, radiated sound, and EOP target rotational speed when the vehicle moves backward at an oil temperature Te2 or higher.

First, an embodiment of a vehicle according to the present invention will be described with reference to FIGS.
The vehicle 3 of the present embodiment is a hybrid vehicle having a driving device 6 (hereinafter referred to as a front wheel driving device) in which an internal combustion engine 4 and an electric motor 5 are connected in series at the front portion of the vehicle. Is transmitted to the front wheels Wf via the transmission 7, while the power of the driving device 1 (hereinafter referred to as a rear wheel driving device) provided at the rear of the vehicle separately from the front wheel driving device 6 is the rear wheel Wr. (RWr, LWr). The electric motor 5 of the front wheel drive device 6 and the first and second electric motors 2A and 2B of the rear wheel drive device 1 are connected to the battery 9 so that power supply from the battery 9 and energy regeneration to the battery 9 are possible. ing. 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 3, and are coaxial in the vehicle width direction. Is arranged. A case 11 of the rear wheel drive device 1 is formed in a substantially cylindrical shape as a whole, and includes therein first and second motors 2A and 2B for driving an axle and driving of the first and second motors 2A and 2B. The first and second planetary gear type speed reducers 12A and 12B that reduce the rotation are arranged coaxially with the axles 10A and 10B. The first motor 2A and the first planetary gear type speed reducer 12A function as a left wheel driving device that drives the left rear wheel LWr, and the second motor 2B and the second planetary gear type speed reducer 12B drive the right rear wheel RWr. The first electric motor 2A and the first planetary gear type speed reducer 12A, the second electric motor 2B and the second planetary gear type speed reducer 12B are symmetrical in the vehicle width direction in the case 11. Has been placed.

  The rear wheel drive device 1 is provided with a breather device 40 that communicates the inside and outside of the case 11 so that the air inside the case 11 escapes to the outside through the breather chamber 41 so that the air does not become excessively high temperature and pressure. Configured as follows. The breather chamber 41 is disposed at the upper part in the vertical direction of the case 11, and includes an outer wall of the central case 11M, a first cylindrical wall 43 extending substantially horizontally in the central case 11M on the left side case 11A side, and a right side case. A second cylindrical wall 44 extending substantially horizontally on the 11B side, a left and right dividing wall 45 connecting the inner ends of the first and second cylindrical walls 43, 44, and a left side case 11A of the first cylindrical wall 43. A space formed by a baffle plate 47A attached so as to abut on the side tip, and a baffle plate 47B attached so as to abut on the right side case 11B side tip of the second cylindrical wall 44. The

  The first and second cylindrical walls 43, 44 and the left and right dividing walls 45 that form the lower surface of the breather chamber 41 are such that the first cylindrical wall 43 is positioned radially inward from the second cylindrical wall 44, and the left and right dividing walls 45 are A third cylinder that extends from the inner end of the second cylindrical wall 44 to the inner end of the first cylindrical wall 43 while being bent while reducing the diameter, and further extends radially inward and extends substantially horizontally. Reach wall 46. The third cylindrical wall 46 is located on the inner side of both outer end portions of the first cylindrical wall 43 and the second cylindrical wall 44 and substantially in the center thereof.

  In the central case 11M, baffle plates 47A and 47B are provided in the space between the first cylindrical wall 43 and the outer wall of the central case 11M or the space between the second cylindrical wall 44 and the outer wall of the central case 11M as the first planet. It is fixed so as to be separated from the gear type speed reducer 12A or the second planetary gear type speed reducer 12B.

  In addition, an external communication path 49 that connects the breather chamber 41 and the outside is connected to the central case 11M on the upper surface in the vertical direction of the breather chamber 41. The breather chamber side end portion 49a of the external communication passage 49 is arranged so as to be directed downward in the vertical direction. Accordingly, the oil is prevented from being discharged to the outside through the external communication passage 49.

  In the first and second electric motors 2A and 2B, stators 14A and 14B are fixed to side cases 11A and 11B, respectively, and annular rotors 15A and 15B are rotatably arranged on the inner peripheral sides of the stators 14A and 14B. Yes. 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 can be relatively rotated coaxially with the axles 10A and 10B. The side cases 11A and 11B are supported by end walls 17A and 17B and partition walls 18A and 18B via bearings 19A and 19B. Further, on the outer periphery of one end side of the cylindrical shafts 16A and 16B and on the end walls 17A and 17B, the rotational position information of the rotors 15A and 15B is sent to the controller of the first and second electric motors 2A and 2B (not shown). Resolvers 20A and 20B are provided for feedback. The first and second electric motors 2A and 2B including the stators 14A and 14B and the rotors 15A and 15B have the same radius, and the first and second electric motors 2A and 2B are arranged in mirror symmetry with each other. The axle 10A and the cylindrical shaft 16A pass through the first electric motor 2A and extend from both ends of the first electric motor 2A. The axle 10B and the cylindrical shaft 16B also penetrate the second electric motor 2B. , Extending from both ends of the second electric motor 2B.

  The first and second planetary gear speed reducers 12A and 12B mesh with the sun gears 21A and 21B, the ring gears 24A and 24B located on the outer peripheral side of the sun gears 21A and 21B, and the sun gear 21 and the ring gears 24A and 24B. A plurality of planetary gears 22A, 22B and planetary carriers 23A, 23B that support these planetary gears 22A, 22B are provided, and the driving forces of the first and second electric motors 2A, 2B are input from the sun gears 21A, 21B and decelerated. The driving force is output to the axles 10A and 10B through the planetary carriers 23A and 23B.

  The sun gears 21A and 21B are formed integrally with the cylindrical shafts 16A and 16B. The planetary gears 22A and 22B are double pinions having first pinions 26A and 26B having large diameters directly meshed with the sun gears 21A and 21B, and second pinions 27A and 27B having smaller diameters than the first pinions 26A and 26B. The first pinions 26A and 26B and the second pinions 27A and 27B are integrally formed in a state of being coaxial and offset in the axial direction. The planetary gears 22A and 22B are supported by the pinion shafts 32A and 32B of the planetary carriers 23A and 23B via needle bearings 31A and 31B, and the planetary carriers 23A and 23B have an axially inner end extending radially inward to the axle 10A. 10B and is supported by the partition walls 18A and 18B via bearings 33A and 33B.

  The ring gears 24A and 24B have gear portions 28A and 28B that are meshed with the second pinions 27A and 27B whose inner peripheral surfaces are small diameters, and small diameters that are smaller than the gear portions 28A and 28B and that are opposed to each other at an intermediate position of the case 11. Parts 29A, 29B, and connecting parts 30A, 30B for connecting the axially inner ends of the gear parts 28A, 28B and the axially outer ends of the small diameter parts 29A, 29B in the radial direction.

  The gear portions 28A and 28B face each other in the axial direction with a third cylindrical wall 46 formed at the inner diameter side end portion of the left and right dividing wall 45 of the central case 11M. The outer diameter surfaces of 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 connected to each other so as to rotate integrally with the inner race 51 of the one-way clutch 50. Configured.

  On the second planetary gear type speed reducer 12B side, between the second cylindrical wall 44 of the central case 11M constituting the case 11 and the gear portion 28B of the ring gear 24B, a hydraulic brake constituting braking means for the ring gear 24B 60 is arranged so as to overlap with the first pinion 26B in the radial direction and overlap with the second pinion 27B in the axial direction. The hydraulic brake 60 includes a plurality of fixed plates 35 that are spline-fitted to the inner peripheral surface of the second cylindrical wall 44 and a plurality of rotary plates 36 that are spline-fitted to the outer peripheral surface of the gear portion 28B of the ring gear 24B. These plates 35 and 36 are arranged to be fastened and released by an annular piston 37. The piston 37 is accommodated in an annular cylinder chamber formed between the left and right dividing walls 45 of the central case 11M and the third cylindrical wall 46, and is further provided with a receiving provided on the outer peripheral surface of the third cylindrical wall 46. The elastic member 39 supported by the seat 38 is constantly urged in a direction to release the fixed plate 35 and the rotating plate 36.

  More specifically, the working chamber S into which oil is directly introduced is defined between the left and right dividing walls 45 and the piston 37, and when the pressure of the oil introduced into the working chamber S exceeds the urging force of the elastic member 39, The piston 37 moves forward (to the right), and the fixed plate 35 and the rotating plate 36 are pressed against each other and fastened. When the urging force of the elastic member 39 exceeds the pressure of the oil introduced into the working chamber S, the piston 37 moves backward (leftward movement), and the fixed plate 35 and the rotating plate 36 are separated and released. . The working chamber S is connected to an electric oil pump 70 (see FIG. 1) as a hydraulic pressure supply means via a hydraulic circuit 71.

  In the case of this hydraulic brake 60, the fixed plate 35 is supported by the second cylindrical wall 44 extending from the left and right dividing walls 45 of the central case 11M constituting the case 11, while the rotating plate 36 is supported by the gear portion 28B of the ring gear 24B. Therefore, when the plates 35 and 36 are pressed by the piston 37, a braking force is applied to the ring gear 24B by the frictional engagement between the plates 35 and 36, and is fixed. When the fastening by the piston 37 is released from this state, the ring gear 24B is allowed to rotate freely. As described above, since the ring gears 24A and 24B are connected to each other, the braking force is also applied to the ring gear 24A by fastening the hydraulic brake 60, and the ring gear 24A is also fixed by releasing the hydraulic brake 60. Free rotation is allowed.

  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 third cylindrical wall 46 and is prevented from rotating.

  The one-way clutch 50 is configured to engage and lock the rotation of the ring gears 24A and 24B when the vehicle 3 moves forward with the power of the first and second electric motors 2A and 2B. More specifically, in the one-way clutch 50, when the rotational power in the forward direction (the rotational direction when the vehicle 3 is advanced) on the first and second electric motors 2A, 2B side is input to the rear wheel Wr side. Is engaged, and the first and second electric motors 2A, 2B are in the non-engaged state when the reverse rotational power is input to the rear wheel Wr, and the forward rotational power is applied to the rear wheel Wr. Is disengaged when the first and second electric motors 2A and 2B are input, and the reverse rotational power on the rear wheel Wr side is input to the first and second electric motors 2A and 2B. Is engaged.

  As described above, in the rear wheel drive device 1 of the present embodiment, the one-way clutch 50 and the hydraulic brake 60 are provided in parallel on the power transmission path between the first and second electric motors 2A and 2B and the rear wheel Wr. . Note that an oil storage portion T for storing oil is formed below the case 11, and the oil surface height is such that the lower ends of the rotors 15A and 15B of the first and second electric motors 2A and 2B are not submerged. In FIG. 2, the symbol H).

(Hydraulic circuit)
Here, the hydraulic circuit 71 will be described with reference to FIGS.
As shown in FIG. 4, the hydraulic circuit 71 decompresses the oil sucked from the oil suction port 70 a disposed in the oil reservoir T and discharged from the electric oil pump 70, and the first and second electric motors 2 </ b> A, 2 </ b> B, A regulator valve 73 that supplies the lubrication / cooling unit 91 such as the first and second planetary gear speed reducers 12A and 12B, and a brake shift that selectively permits and blocks the supply of oil to the working chamber S of the hydraulic brake 60. A valve 74, an H / L solenoid 88 that switches the valve position of the regulator valve 73, and a brake solenoid 83 that switches the valve position of the brake shift valve 74 are provided. The electric oil pump 70, the regulator valve 73, the brake shift valve 74, the H / L solenoid 88, and the brake solenoid 83 are connected via a line oil passage 75.

  The regulator valve 73 includes a valve body 73a that is slidably accommodated in the valve accommodating chamber, an annular supply port 73b that is formed on the inner peripheral surface of the substantially central portion of the valve accommodating chamber and communicates with the line oil passage 75, An annular discharge port 73c formed at a position adjacent to the supply port 73b and communicating with the lubrication / cooling section 91 via the lubrication / cooling oil passage 76, and formed on the opposite side of the supply port 73b across the discharge port 73c An annular line pressure introduction port 73d that communicates with the line oil passage 75 and a spring that is disposed on one end side (left side in the figure) of the valve storage chamber and biases the valve body 73a to the other end side (right side in the figure). 73e, and a valve body control port 73f that is provided on the other end side of the valve storage chamber and into which the line pressure of the line oil passage 75 is selectively introduced by the H / L solenoid 88.

  The H / L solenoid 88 is a two-position, three-port switching valve that is operated by turning on / off the solenoid. The H / L solenoid 88 is a line-side port 88a connected to the line oil passage 75 and a valve element control port 73f of the regulator valve 73. The valve side port 88b connected to the 1st valve body control oil path 78 connected to, and the drain port 88c connected to the drain channel | path are provided. The H / L solenoid 88 is ON / OFF controlled by the control device 8, and at the time of ON control, the line side port 88a and the valve side port 88b are shut off, and the valve side port 88b and the drain port 88c are connected to connect the valve body. The supply of the line pressure of the line oil passage 75 to the control port 73f is cut off, and at the time of off control, the line side port 88a and the valve side port 88b are connected and the valve side port 88b and the drain port 88c are cut off to cut off the valve body. The line pressure of the line oil passage 75 is applied to the front end surface 73a1 of the valve body 73a through the control port 73f.

In the regulator valve 73, as shown in FIG. 5A, when the H / L solenoid 88 is controlled to be turned off (OFF), the line oil passage 75 is connected to the distal end surface 73a1 of the valve body 73a through the valve body control port 73f. The line pressure acts and the line pressure of the line oil passage 75 acts on the annular groove 73a2 of the valve body 73a through the line pressure introduction port 73d. The valve body 73a has a wall surface of the valve housing chamber and a constricted portion 73a3 of the valve body 73a due to a balance between the hydraulic load applied to the valve body 73a through the valve body control port 73f and the line pressure introduction port 73d and the spring load of the spring 73e. clearance _{T OFF} is stationary at the position (first position) to be formed, a supply port 73b and exhaust port 73c is connected through a gap _{T OFF} during.

On the other hand, as shown in FIG. 5B, when the H / L solenoid 88 is turned on (ON), the supply of the line pressure of the line oil passage 75 to the valve body control port 73f is cut off, and the line pressure The line pressure of the line oil passage 75 acts on the annular groove 73a2 of the valve body 73a through the introduction port 73d. The valve body 73a has a gap T _ON between the wall surface of the valve housing chamber and the constricted portion 73a3 of the valve body 73a due to the balance between the hydraulic load acting on the valve body 73a through the line pressure introduction port 73d and the spring load of the spring 73e. There stationary position (second position) which is formed, a supply port 73b and exhaust port 73c is connected through a gap T _ON.

Thus, depending on whether the H / L solenoid 88 is off-controlled (OFF) or on-controlled (ON), hydraulic pressure is applied in a direction against the spring load of the spring 73e (leftward in FIG. 5). The pressure receiving area of the valve body 73a changes, and the pressure receiving area when the H / L solenoid 88 is turned off (OFF) is larger than the pressure receiving area when the H / L solenoid 88 is turned on (ON). On the other hand, regardless of whether the H / L solenoid 88 is off-controlled (OFF) or on-controlled (ON), the target rotational speed of the electric oil pump 70, that is, the oil discharge amount from the electric oil pump 70 Is constant, the gap between the wall surface of the valve housing chamber and the constricted portion 73a3 of the valve body 73a changes due to the change in the pressure receiving area due to switching of the H / L solenoid 88 off (OFF) and on (ON). , the gap _T H / L solenoid 88 than _oFF is better clearance _{T oN} when the oN control (oN) decreases when the H / L solenoid 88 is oFF control (oFF). The direction of the gap T _ON is reduced pressure on the upstream side of the regulator valve 73 is increased in the case where H / L solenoid 88 is controlled to be turned on (ON), the line pressure of the line oil passage 75 rises. That is, when the H / L solenoid 88 is turned on (ON), the line pressure of the line oil passage 75 becomes high (Hi), and when the H / L solenoid 88 is turned off (OFF), the line oil passage 75 The line pressure becomes low (Lo). Thus, the line pressure of the line oil passage 75 is switched by switching the H / L solenoid 88 off (OFF) and on (ON). Even if the pressure and gap on the upstream side of the regulator valve 73 change, the total amount of oil per unit time passing through the constricted portion 73a3 does not change, so the flow rate of the lubricating / cooling oil passage 76 on the downstream side of the regulator valve 73 Will not change.

  Returning to FIG. 4, the brake shift valve 74 is formed on a valve body 74 a slidably accommodated in the valve accommodating chamber and an inner peripheral surface of a substantially central portion of the valve accommodating chamber, and communicates with the line oil passage 75. An annular supply port 74b, an annular discharge port 74c formed at a position adjacent to the supply port 74b and communicating with the brake fluid passage 77, and a valve element 74a disposed on one end side (left side in the drawing) of the valve storage chamber. A valve element that selectively introduces the line pressure of the line oil passage 75 by a spring 74d that urges the valve to the other end side (right side in the figure) and a brake solenoid 83 that is provided on the other end side of the valve storage chamber. A control port 74e and a drain port 74f connected to the drain passage are provided.

  The brake solenoid 83 is a two-position, three-port switching valve that is operated by turning the solenoid on and off. The brake solenoid 83 is connected to the line-side port 83a connected to the line oil passage 75 and the valve element control port 74e of the brake shift valve 74. The valve side port 83b connected to the 2nd valve body control oil path 79 connected, and the drain port 83c connected to the drain channel | path are provided. The brake solenoid 83 is controlled to be turned on / off by the control device 8. During the on-control, the line side port 83a and the valve side port 83b are shut off, and the valve side port 83b and the drain port 83c are connected to connect the valve body control port. The supply of the line pressure of the line oil passage 75 to the line 74e is cut off, and the line side port 83a and the valve side port 83b are connected and the valve side port 83b and the drain port 83c are cut off during the off control. The line pressure of the line oil passage 75 is applied to the distal end surface of the valve body 74a through 74e.

  In the brake shift valve 74, as shown in FIG. 6A, when the brake solenoid 83 is controlled to be turned off (OFF), the line pressure of the line oil passage 75 acts on the valve body 74a through the valve body control port 74e, The valve element 74a moves to the valve closing position on one end side (left side in the figure) of the valve accommodating chamber against the spring load of the spring 74d. When the brake shift valve 74 is closed, the supply port 74b and the discharge port 74c are shut off, and the discharge port 74c and the drain port 74f are connected to discharge oil to the drain passage through the drain port 74f. Is released.

  On the other hand, as shown in FIG. 6 (b), when the brake solenoid 83 is turned on (ON), the supply of the line pressure of the line oil passage 75 to the valve body control port 74e is cut off, and the spring load of the spring 74d. As a result, the valve body 74a moves to the valve open position at the other end (right end in the figure) of the valve storage chamber. When the brake shift valve 74 is opened, the supply port 74b and the discharge port 74c are connected, the discharge port 74c and the drain port 74f are shut off, and the working chamber of the hydraulic brake 60 is connected from the discharge port 74c through the brake oil passage 77. If oil is supplied to S and the line pressure of the line oil passage 75 is low, that is, if the line pressure of the line oil passage 75 is low, the hydraulic brake 60 is weakly engaged and the line pressure of the line oil passage 75 is high. For example, the hydraulic brake 60 is engaged.

  In FIG. 4, reference numeral 92 is a sensor capable of detecting the temperature and pressure of oil, and reference numeral 93 is a relief valve provided in the lubrication / cooling oil passage 76. Note that a sensor for detecting the temperature of the oil may be separately provided in the oil reservoir T or the like.

  The control device 8 is a control device for performing various controls of the entire vehicle. The control device 8 includes a wheel speed sensor value from a wheel speed sensor, a brake sensor value from a vehicle brake sensor, and an accelerator pedal from an accelerator pedal sensor. In addition to the opening degree, position information of the shifter (not shown) from the shift position sensor (hereinafter referred to as shift position), the oil temperature from the sensor 92, the steering angle, the state of charge (SOC) in the battery 9 and the like are input. The On the other hand, from the control device 8, a signal for controlling the internal combustion engine 4, a signal for controlling the first and second electric motors 2A and 2B, a control signal for controlling the electric oil pump 70, an H / L solenoid 88 and a brake solenoid 83 are provided. A control signal for on / off control is output.

Here, the function as the hydraulic pressure supply means control device for controlling the electric oil pump 70 in the control device 8 and the function as the solenoid control device for on / off control of the H / L solenoid 88 and the brake solenoid 83 will be described. .
As shown in FIG. 7, the control device 8 includes a solenoid control unit 801, a vehicle state determination unit 802, an EOP upper limit rotation number setting unit 803, and an EOP target rotation number setting unit 804. The unit 802 includes a stop state acquisition unit 805 and a travel intention acquisition unit 806.

  The solenoid control unit 801 performs on / off control of the H / L solenoid 88 and the brake solenoid 83 based on outputs from the wheel speed sensor, brake sensor, accelerator pedal sensor, and shift position sensor. In the vehicle state determination unit 802, the stop state acquisition unit 805 determines stop based on outputs from the wheel speed sensor, the brake sensor, the accelerator pedal sensor, and the shift position sensor, and the travel intention acquisition unit 806 determines whether the occupant travels forward. Acquire reverse drive intention. The EOP upper limit speed setting unit 803 sets an upper limit value (EOP upper limit speed) of the target speed of the electric oil pump 70 based on the output from the vehicle state determination unit 802. The EOP target rotational speed setting unit 804 sets the target rotational speed of the electric oil pump 70 based on outputs from the vehicle state determination unit 802, the EOP upper limit rotational speed setting unit 803, and the sensor 92.

By the control device 8, the hydraulic circuit 71 and the hydraulic brake 60 of the rear wheel drive device 1 can take three states described below.
FIG. 8 shows the hydraulic circuit 71 when the hydraulic brake 60 is engaged.
The control device 8 drives the electric oil pump 70 to turn on both the H / L solenoid 88 and the brake solenoid 83. By turning on the H / L solenoid 88, as described in FIG. 5B, the supply of the line pressure of the line oil passage 75 to the valve body control port 73f is cut off, and the valve body 73a is in the second position. The line pressure of the line oil passage 75 is high (Hi). Further, by turning on the brake solenoid 83, as described in FIG. 6B, the supply of the line pressure of the line oil passage 75 to the valve body control port 74e is cut off, and the valve body 74a is opened. The high pressure oil is supplied from the discharge port 74 c to the working chamber S of the hydraulic brake 60 through the brake oil passage 77. The hydraulic brake 60 is in an engaged state by being supplied with high-pressure oil.

FIG. 9 shows the hydraulic circuit 71 when the hydraulic brake 60 is weakly engaged.
The weakly engaged state of the hydraulic brake 60 refers to a state in which power can be transmitted but is engaged with a weak engagement force with respect to the engagement force of the hydraulic brake 60 in the engaged state. The control device 8 drives the electric oil pump 70 to turn off the H / L solenoid 88 and turn on the brake solenoid 83. By controlling the H / L solenoid 88 to be off, the line pressure of the line oil passage 75 acts on the valve body 73a through the valve body control port 73f as described with reference to FIG. The line pressure of the line oil passage 75 is low (Lo). Further, by turning on the brake solenoid 83, as described in FIG. 6B, the supply of the line pressure of the line oil passage 75 to the valve body control port 74e is cut off, and the valve body 74a is opened. The low pressure oil is supplied from the discharge port 74 c to the working chamber S of the hydraulic brake 60 through the brake oil passage 77. The hydraulic brake 60 is weakly engaged by being supplied with low-pressure oil.

FIG. 10 shows the hydraulic circuit 71 in a released state of the hydraulic brake 60 during traveling.
The control device 8 drives the electric oil pump 70 to turn off both the H / L solenoid 88 and the brake solenoid 83. By controlling the H / L solenoid 88 to be off, the line pressure of the line oil passage 75 acts on the valve body 73a through the valve body control port 73f as described with reference to FIG. The line pressure of the line oil passage 75 is low (Lo). Further, by controlling the brake solenoid 83 to be off, as described in FIG. 6A, the line pressure of the line oil passage 75 acts on the valve body 74a through the valve body control port 74e, and the valve body 74a is closed. The oil is discharged from the discharge port 74c to the drain passage through the drain port 74f, and the hydraulic brake 60 is in the released state.

When the hydraulic brake 60 of FIGS. 8 to 10 is engaged, weakly engaged, and released (running), the electric oil pump 70 is driven and the line pressure of the line oil passage 75 is connected to the supply port 73b and the line pressure introduction port 73d. Therefore, the supply port 73b and the discharge port 73c are always connected, and the gap T _ON or the gap T _OFF formed by the valve housing chamber and the valve body 73a between the supply port 73b and the discharge port 73c. The oil reduced in pressure is supplied to the lubrication / cooling oil passage 76 via the lubrication / cooling oil passage 76 at a predetermined flow rate.

FIG. 11 shows the hydraulic circuit 71 in a released state of the hydraulic brake 60 while the vehicle is stopped.
The control device 8 does not drive the electric oil pump 70 (target rotational speed = 0, the same applies hereinafter), and controls the H / L solenoid 88 and the brake solenoid 83 to be turned off. The point that the H / L solenoid 88 and the brake solenoid 83 are controlled to be off is the same as the release state of the hydraulic brake 60 while the vehicle is traveling, but the line oil passage 75 is not driven because the electric oil pump 70 is not driven when the vehicle is stopped. The line pressure is almost zero. Therefore, the valve element 73a of the regulator valve 73 is positioned at the other end (right end in the figure) of the valve accommodating chamber due to the spring load of the spring 73e, and the supply port 73b and the discharge port 73c are blocked, and the lubrication / cooling oil passage 76 is opened. Oil is not supplied. Further, although the valve element 74a of the brake shift valve 74 is positioned at the valve open position by the spring load of the spring 74d, the hydraulic brake 60 is in a released state because no oil is supplied.

  In this way, the control device 8 controls the driving / non-driving of the electric oil pump 70 and the on / off of the H / L solenoid 88 and the brake solenoid 83, thereby engaging, weakly engaging, or releasing the hydraulic brake 60. The connection state and the cutoff state of the power transmission path between the first and second electric motors 2A, 2B and the rear wheel Wr can be switched.

  FIG. 12 shows the relationship between the front wheel drive device 6 and the rear wheel drive device 1 in each vehicle state together with the operating states of the first and second electric motors 2A and 2B and the state of the hydraulic circuit 71. In the figure, “front unit” is front wheel drive device 6, “rear unit” is rear wheel drive device 1, “rear motor” is first and second electric motors 2A and 2B, “OWC” is one-way clutch 50, “H / “L SOL” represents the H / L solenoid 88, “BRK SOL” represents the brake solenoid 83, “hydraulic pressure” represents the line pressure in the line oil passage 75, and “BRK” represents the hydraulic brake 60. 13 to 18 show speed nomographs in each state of the rear-wheel drive device 1, where LMOT is the first motor 2A, RMOT is the second motor 2B, and S and C on the left side are the first motor 2A. The sun gear 21A of the first planetary gear speed reducer 12A, the planetary carrier 23A of the first planetary gear speed reducer 12A, and S and C on the right side are the sun gear 21B and second planet of the second planetary gear speed reducer 12B, respectively. The planetary carriers 23B, R of the gear type reduction gear 12B represent the ring gears 24A, 24B, BRK of the first and second planetary gear type reduction gears 12A, 12B, the hydraulic brake 60, and the OWC represents the one-way clutch 50. In the following description, the rotation direction of the sun gears 21A and 21B when the vehicle is advanced by the first and second electric motors 2A and 2B is assumed to be the forward direction. Also, in the figure, from the stationary state, the upper direction is forward rotation and the lower side is reverse direction rotation, and the arrows indicate forward torque and downward 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. Accordingly, as shown in FIG. 13, the first and second electric motors 2A and 2B of the rear wheel drive device 1 are stopped, and the axles 10A and 10B are also stopped. Therefore, torque acts on any of the elements. Not. At this time, as described with reference to FIG. 11, the control device 8 does not drive the electric oil pump 70 and controls the H / L solenoid 88 and the brake solenoid 83 to be off, thereby releasing the hydraulic brake 60. The one-way clutch 50 is not engaged because the first and second electric motors 2A and 2B are not driven (OFF).

  Then, after the key position 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. 14, when the first and second electric motors 2A and 2B are power-driven so as 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 3 is started, the one-way clutch 50 is mechanically engaged and the ring gears 24A and 24B are locked by increasing the torque of the first and second electric motors 2A and 2B.

  At this time, as described with reference to FIG. 9, the control device 8 drives the electric oil pump 70 to turn off the H / L solenoid 88 and turn on the brake solenoid 83 to weakly engage the hydraulic brake 60. doing. Thus, when the forward rotational power of the first and second electric motors 2A and 2B is input to the rear wheel Wr, the one-way clutch 50 is engaged, and power can be transmitted only by the one-way clutch 50. However, the hydraulic brake 60 provided in parallel with the one-way clutch 50 is also in a weakly engaged state, and the first and second motors 2A, 2B and the rear wheel Wr are connected, so that the first and second motors are connected. Even when the input of forward rotational power from the 2A and 2B sides temporarily decreases and the one-way clutch 50 becomes disengaged, the first and second motors 2A and 2B and the rear wheels Wr It is possible to suppress power transmission from being disabled on the side. Further, it is not necessary to control the number of revolutions for connecting the first and second electric motors 2A, 2B and the rear wheel Wr when shifting to deceleration regeneration, which will be described later.

  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. 15, when the power running drive of the first and second electric motors 2A, 2B is stopped, forward torque to travel forward from the axles 10A, 10B acts on the planetary carriers 23A, 23B. As described above, the one-way clutch 50 is disengaged. Also at this time, as described with reference to FIG. 9, the control device 8 drives the electric oil pump 70 to turn off the H / L solenoid 88 and turn on the brake solenoid 83 to weaken the hydraulic brake 60. It is concluded.

  When the first and second electric motors 2A, 2B are regeneratively driven from the state of FIG. 14 or FIG. 15, as shown in FIG. 16, the planetary carriers 23A, 23B are forwardly driven to continue traveling forward from the axles 10A, 10B. Therefore, the one-way clutch 50 is disengaged as described above.

  At this time, as described with reference to FIG. 8, the control device 8 drives the electric oil pump 70 to turn on both the H / L solenoid 88 and the brake solenoid 83, thereby fastening the hydraulic brake 60. Accordingly, the ring gears 24A and 24B are fixed, and the regenerative driving torque in the reverse direction acts on the sun gears 21A and 21B, and the first and second electric motors 2A and 2B perform decelerated regeneration. Thus, when the forward rotational power on the rear wheel Wr side is input to the first and second electric motors 2A, 2B, the one-way clutch 50 is disengaged, and power cannot be transmitted only by the one-way clutch 50. However, the hydraulic brake 60 provided in parallel with the one-way clutch 50 is fastened, and the first and second electric motors 2A, 2B and the rear wheel Wr are in a connected state so that power can be transmitted. In this state, by controlling the first and second electric motors 2A and 2B to the regenerative drive state, the energy of the vehicle can be regenerated.

  Subsequently, at the time of acceleration, the four-wheel drive of the front wheel drive device 6 and the rear wheel drive device 1 is performed, and the rear wheel drive device 1 is in the same state as that at the forward low vehicle speed shown in FIG. The hydraulic circuit 71 is also in the state shown in FIG.

  At the forward high vehicle speed, the front wheel drive device 6 performs front wheel drive, but as shown in FIG. 17, when the first and second motors 2A, 2B stop powering drive, the planetary carriers 23A, 23B have axles 10A, 10B. Since the forward torque that tries to travel forward is applied, the one-way clutch 50 is disengaged as described above. At this time, the rotation loss of the sun gears 21A and 21B and the first and second electric motors 2A and 2B is input as resistance to the sun gears 21A and 21B, and the rotation loss of the ring gears 24A and 24B is input as resistance to the ring gears 24A and 24B. Is done.

  At this time, the control device 8 releases the hydraulic brake 60 by driving the electric oil pump 70 and controlling both the H / L solenoid 88 and the brake solenoid 83 to be off as described with reference to FIG. By controlling the hydraulic brake 60 to the released state, the ring gears 24A and 24B are allowed to freely rotate, and the first and second electric motors 2A and 2B and the rear wheel Wr are cut off and cannot transmit power. It becomes a state. Accordingly, the accompanying rotation of the first and second electric motors 2A and 2B is prevented, and the first and second electric motors 2A and 2B are prevented from over-rotating at a high vehicle speed by the front wheel drive device 6.

  During reverse travel, as shown in FIG. 18, when the first and second electric motors 2A, 2B are driven in reverse power running, reverse torque is applied to the sun gears 21A, 21B. At this time, as described above, the one-way clutch 50 is disengaged.

  At this time, as described with reference to FIG. 8, the control device 8 drives the electric oil pump 70 and turns on both the H / L solenoid 88 and the brake solenoid 83 to engage the hydraulic brake 60. Accordingly, the ring gears 24A and 24B are locked, 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. Thus, when the reverse torque on the first and second electric motors 2A, 2B side is input to the rear wheel Wr, the one-way clutch 50 is disengaged, and power transmission is impossible only by the one-way clutch 50. However, the hydraulic brake 60 provided in parallel with the one-way clutch 50 is fastened and the first and second motors 2A, 2B and the rear wheel Wr can be connected to enable transmission of power. The vehicle 3 can be moved backward by the reverse power running torque of the first and second electric motors 2A, 2B.

  Thus, the rear wheel drive device 1 is configured so that the traveling state of the vehicle, in other words, whether the rotation direction of the first and second motors 2A, 2B is the forward direction or the reverse direction, and the first and second motors 2A, 2B side. The engagement / release of the hydraulic brake 60 is controlled according to which power is input from the rear wheel Wr side, and the engagement force is adjusted even when the hydraulic brake 60 is engaged.

  FIG. 19 shows a one-way clutch when EV starts, EV acceleration, ENG acceleration, deceleration regeneration, medium speed ENG cruise, ENG + EV acceleration, high speed ENG cruise, deceleration regeneration, stop, reverse travel, and stop from a state where the vehicle is stopped. 50 is a timing chart of 50 (OWC) and hydraulic brake 60 (BRK).

  First, the one-way clutch 50 is disengaged (OFF) and the hydraulic brake 60 is released until the key position is turned ON and the shift position is changed from the P range to the D range and the accelerator pedal is depressed. OFF) state is maintained. From there, when the accelerator pedal is depressed, EV start and EV acceleration are performed by the rear wheel drive device 1 in the rear wheel drive (RWD). At this time, the one-way clutch 50 is engaged (ON), and the hydraulic brake 60 is Weakly concluded. 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 hydraulic brake 60 is maintained as it is (weakly engaged state). During deceleration regeneration such as when the brake is stepped on, the hydraulic brake 60 is engaged (ON) while the one-way clutch 50 remains disengaged (OFF). 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, ENG traveling (FWD) by the internal combustion engine 4 is performed again. At this time, the one-way clutch 50 is disengaged (OFF), the hydraulic brake 60 is released (OFF), and the first and second electric motors 2A and 2B are stopped. 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 one-way clutch 50 is disengaged (OFF), and the hydraulic brake 60 is released (OFF).

  Subsequently, during reverse travel, the one-way clutch 50 remains disengaged (OFF) and the hydraulic brake 60 is engaged (ON). When the vehicle stops, the one-way clutch 50 is disengaged (OFF), and the hydraulic brake 60 is released (OFF).

Next, an operation flow of the control device 8 as a hydraulic pressure supply means control device will be described with reference to FIG.
In the control device 8, in order to determine the vehicle state, the stop state determination and the travel intention are confirmed in the stop state acquisition unit 805 and the travel intention acquisition unit 806 of the vehicle state determination unit 802. First, it is determined whether or not the shift position is in the R range, that is, whether or not the occupant (driver) intends to travel backward (S1). If the shift position is not in the R range (No), it is determined that the occupant does not intend to travel backward, and then it is acquired whether or not the shift position is in the P range (S2). When the shift position is in the P range (Yes), it is determined that the vehicle is stopped, that is, the vehicle 3 is stationary, and the electric oil pump 70 is stopped (S3). In step S2, if the shift position is not in the P range (No), it is determined whether or not the shift position is in the N range (S4). As a result, if the shift position is in the N range (Yes), it is determined whether or not the vehicle speed is equal to or lower than the threshold vehicle speed V1 (S5). If the vehicle speed is equal to or lower than the threshold vehicle speed V1 (Yes), the first and second It is acquired whether or not the time during which the rotation speeds of the electric motors 2A and 2B are equal to or lower than a predetermined threshold rotation speed M1 is equal to or longer than a predetermined threshold time T1 (S6). As a result, when the time during which the rotation speeds of the first and second electric motors 2A, 2B are equal to or less than the predetermined threshold rotation speed M1 is equal to or greater than the predetermined threshold time T1 (Yes), it is determined that the vehicle is stopped, and the electric oil pump 70 Is stopped (S3). In this specification, “acquisition” is a concept including detection, estimation, and prediction.

  In step S4, if the shift position is not in the N range (No), that is, if the shift position is in the D range, it is determined that the occupant intends to travel forward, and then the brake pedal is depressed (ON ) Is acquired (S7). As a result, when the brake pedal is depressed (Yes), it is acquired whether or not the vehicle speed is equal to or lower than the threshold vehicle speed V1 (S8) as in Step S5. If the vehicle speed is equal to or lower than the threshold vehicle speed V1 (Yes). Then, it is determined whether or not the rotational speeds of the first and second electric motors 2A and 2B are less than a predetermined threshold rotational speed M2 (S9). As a result, when the rotation speeds of the first and second electric motors 2A and 2B are less than the predetermined threshold rotation speed M2 (Yes), it is determined that the vehicle is stopped and the electric oil pump 70 is stopped (S3). In addition, it is preferable that the threshold rotation speed M2 in step S9 and later-described step S13 is larger than the threshold rotation speed M1 in step S6.

  On the other hand, when the vehicle speed is not equal to or less than the threshold vehicle speed V1 in step S5 (No), the time during which the rotation speed of the first and second electric motors 2A and 2B is equal to or less than the predetermined threshold rotation speed M1 in step S6 is equal to or greater than the predetermined threshold time T1. If not (No), if the brake pedal is not depressed in Step S7 (No), if the vehicle speed is not less than or equal to the threshold vehicle speed V1 in Step S8 (No), and in Step S9, the first and second electric motors 2A, 2B When the rotational speed is not less than the predetermined threshold rotational speed M2 (No), it is determined that the vehicle 3 is traveling forward, and the target rotational speed for forward movement of the electric oil pump 70 is set (S10).

  In step S1, when the shift position is in the R range (Yes), it is determined that the occupant has the intention to travel backward, and subsequently, it is acquired whether or not the brake pedal is depressed (ON) (S11). . As a result, when the brake pedal is depressed (Yes), it is acquired whether or not the vehicle speed is equal to or lower than the threshold vehicle speed V1 (S12), similarly to step S5 and step S8, and if the vehicle speed is equal to or lower than the threshold vehicle speed V1. (Yes) As with step S9, it is acquired whether or not the rotational speeds of the first and second electric motors 2A and 2B are less than a predetermined threshold rotational speed M2 (S13). As a result, when the rotational speeds of the first and second electric motors 2A and 2B are less than the predetermined threshold rotational speed M2 (Yes), it is determined that the vehicle is stopped, and the upper limit rotational speed of the electric oil pump 70 is set (S14). Thereafter, the target rotational speed for reverse driving of the electric oil pump 70 is set (S15).

  On the other hand, if the brake pedal is not depressed in step S11 (No), if the vehicle speed is not equal to or lower than the threshold vehicle speed V1 in step S12 (No), and the rotation speeds of the first and second electric motors 2A and 2B are predetermined in step S13. If it is not less than the threshold rotational speed M2 (No), it is determined that the vehicle 3 is traveling backward, and the target rotational speed for reverse travel of the electric oil pump 70 is set (S15).

  According to this control flow, when the occupant puts the shifter into the P range, or when the occupant stops in the state where the shifter is in the N range or D range, the electric oil pump 70 is stopped and the occupant moves the shifter into the N range. Alternatively, the electric oil pump 70 is driven at the set target rotational speed for forward movement when the vehicle is traveling forward in the state of being in the D range. On the other hand, when the occupant puts the shifter in the R range, the electric oil pump 70 is driven at the set reverse target rotational speed regardless of whether or not the vehicle is stopped.

  That is, only when the vehicle is stopped (the vehicle 3 is stationary), the control device 8 stops or maintains the electric oil pump 70 in a state where the occupant's intention to travel forward is confirmed (D range). On the other hand, in the state where the occupant's intention to travel backward is confirmed (R range), the electric oil pump 70 is driven or driven. Therefore, for example, when the vehicle 3 is stationary while the occupant's intention to travel forward (D range) is confirmed, the vehicle 3 leaves the state where the vehicle 3 is stationary when the reverse travel intention (R range) is confirmed. Regardless of whether or not, the electric oil pump 70 is driven.

  When the occupant depresses the accelerator pedal in order to start the reverse movement by driving or maintaining the electric oil pump 70 in the state where the occupant's reverse travel intention is confirmed while the vehicle is stopped (R range), Since hydraulic pressure is generated in the hydraulic circuit 71, the first and second electric motors 2A, 2B and the rear wheel Wr can be connected and transmit power, so that the reverse of the first and second electric motors 2A, 2B is possible. The vehicle 3 can be moved backward immediately by the power running torque. On the other hand, when the vehicle 3 is started from a state in which the intention to travel forward is confirmed while the vehicle is stopped (D range), the one-way clutch 50 is mechanically engaged so that the occupant starts to step on the accelerator pedal. Even if the hydraulic brake 60 is not engaged at this stage, the first and second electric motors 2A, 2B and the rear wheel Wr are connected to each other only by the one-way clutch 50 so that power can be transmitted. Therefore, when the vehicle 3 is determined to be in a stationary state in a state where the occupant's intention to travel forward is confirmed (D range), the electric oil pump 70 is stopped or maintained so that the electric oil pump at the time of stopping is stopped. 70 radiated sound (EOP radiated sound) can be eliminated.

  The target rotational speed of the electric oil pump 70 in steps S10 and S15 is set based on the required hydraulic pressure of the hydraulic brake 60 in the hydraulic circuit 71 and the required flow rate to the lubrication / cooling section 91, as shown in FIG. Set based on number map. Note that instead of setting the target rotational speed of the electric oil pump 70 in steps S10 and S15, the target hydraulic pressure of the electric oil pump 70 may be set. In FIG. 21, reference numeral L1 is a required hydraulic line for regeneration set based on the regeneration drive torque transmission capacity of the hydraulic brake 60 during regeneration (FIGS. 16 and 8), and reference L2 is for reverse travel (FIG. 18, FIG. 8) A hydraulic pressure line for reverse travel that is set based on the reverse power running torque transmission capacity of the hydraulic brake 60, and reference numeral L3 is a re-engagement that is set based on responsiveness when the hydraulic brake 60 is re-engaged during forward travel. The reference numeral L4 is a required flow rate line set based on the required flow rate to the lubrication / cooling unit 91. Reference numeral L5 is an EOP upper limit rotational speed line indicating the upper limit rotational speed of the electric oil pump 70 set in step S14 during reverse travel.

  As is clear from FIG. 21, the required hydraulic pressure (see L1 to L3) of the hydraulic brake 60 and the required flow rate to the lubrication / cooling unit 91 (see L4) increase as the oil temperature rises. It is also necessary to increase the target rotational speed of the electric oil pump 70. That is, the control device 8 changes the drive amount of the electric oil pump 70 according to the oil temperature. The target rotational speed (EOP normal target rotational speed) of the electric oil pump 70 during forward traveling is less than the oil temperature Te2 where the re-engagement required hydraulic line L3 and the required flow rate line L4 intersect, and the target rotational speed Rev2 or less. Among the required hydraulic line L1, the required hydraulic line L2 for reverse travel, the required hydraulic line L3 for reengagement, and the required flow rate line L4. It is set based on the required flow rate line L4 that is greater than Te2 and greater than the target revolution number Rev2 and has a larger revolution number. Thereby, it is possible to ensure the hydraulic pressure necessary for fastening the hydraulic brake 60 and the necessary flow rate to the lubrication / cooling unit 91 during forward traveling.

  The reverse travel is basically the same as the forward travel, but when it is determined that the vehicle is stopped in a state (R range) in which the occupant's intention to travel backward is confirmed, the control device 8 shown in FIG. In step S14 of the operation flow, the EOP upper limit rotation speed line L5 peculiar to reverse travel is set, so the target rotation speed (EOP normal target rotation speed) of the electric oil pump 70 during forward travel and the EOP upper limit rotation speed line are set. The smaller rotational speed of L5 is the target rotational speed of the electric oil pump 70. The EOP upper limit rotational speed line L5 can be set from the rotational speed of the electric oil pump 70 based on the radiated sound allowed while the vehicle is stopped.

  Therefore, when the upper limit rotational speed of the electric oil pump 70 is set in step S14, the target rotational speed of the electric oil pump 70 is limited to the upper limit rotational speed Rev1 at the oil temperature Te1 or higher and the target rotational speed Rev1 or higher in step S15. Will be.

  As described above, when the upper limit number of rotations of the electric oil pump 70 is set, the electric oil pump 70 is determined when the vehicle 3 is determined to be stationary in a state (R range) in which the occupant's intention to travel backward is confirmed. The radiated sound can be reduced while maintaining the drive. Although there is a region where the EOP upper limit rotational speed line L5 is lower than the required flow rate line L4 when the oil temperature is Te1 or higher, the required flow rate to the lubrication / cooling unit 91 may be smaller when the vehicle is stopped than when traveling. Oil can be supplied within a range that does not hinder the driving of the lubrication / cooling unit 91.

FIG. 22 is a graph showing the shift position, vehicle speed, vehicle brake, accelerator pedal, radiated sound, and EOP target rotational speed when the vehicle reverses at an oil temperature Te2 or higher.
As shown in FIG. 22, in the stopped vehicle 3, for example, when the oil temperature is Te <b> 2, when the shift position is changed from the D, N, P range to the R range, the control device 8 displays the electric oil pump 70. Based on 21 EOP upper limit rotational speed line L5, the motor is driven at rotational speed Rev1. Subsequently, when the vehicle brake is switched from ON (ON) to OFF (OFF) and the accelerator pedal is depressed, the vehicle 3 is moved backward by the reverse power running torque of the first and second electric motors 2A and 2B as described above. start. When the vehicle 3 starts to move backward, the sound (background noise) other than the radiated sound of the electric oil pump 70 becomes louder. Based on L4, it is driven at the rotational speed Rev2. Therefore, the control device 8 lowers the target rotational speed of the electric oil pump 70 that is stopped when the vehicle is traveling backward with respect to the target rotational speed of the electric oil pump 70 that is traveling.

  As described above, when the vehicle 3 is stopped, the radiated sound of the electric oil pump 70 is relatively conspicuous. By setting the upper limit rotation speed of the oil pump 70, the rotation speed of the electric oil pump 70 is the rotation speed of the electric oil pump 70 when the upper limit rotation speed of the electric oil pump 70 is not set. Since the rotational speed is lower than the rotational speed 70 (EOP normal target rotational speed), the influence of the radiated sound of the electric oil pump 70 on the occupant is suppressed.

  As described above, according to the present embodiment, the control device 8 stops the electric oil pump 70 when the vehicle 3 is determined to be stationary in a state (D range) in which the occupant's intention to travel forward is confirmed. In other words, the noise level can be eliminated when the vehicle 3 is in a stationary state where the noise level is low and the noise level of the electric oil pump 70 is relatively conspicuous. Further, since the one-way clutch 50 provided in parallel with the hydraulic brake 60 is engaged at the time of forward movement, a response delay may occur due to insufficient fastening force of the hydraulic brake 60 at the start of traveling, that is, when the electric oil pump 70 is started. Absent. On the other hand, since power can be transmitted only by the hydraulic brake 60 during reverse travel, the control device 8 does not stop the electric oil pump 70 when the occupant's intention to travel backward is confirmed (R range). By driving or maintaining the drive, it is possible to prevent a response delay from occurring at the start of reverse travel.

  Further, when the vehicle 3 is determined to be stationary in a state where the occupant's intention to travel backward is confirmed (R range), the target rotational speed of the electric oil pump 70 is set as compared to when the vehicle 3 is not determined to be stationary. By lowering, the noise level of the electric oil pump 70 can be reduced when the vehicle 3 is stationary when the vehicle 3 is relatively stationary and the noise level of the electric oil pump 70 is relatively conspicuous.

  Further, since the control device 8 changes the target rotational speed of the electric oil pump 70 in accordance with the required oil pressure having temperature dependency, the necessary oil pressure can be supplied to the hydraulic brake 60 regardless of the oil temperature. Further, by reducing the target rotational speed of the hydraulic brake 60 at a low temperature, the radiated sound of the electric oil pump 70 can be further reduced.

  Further, the control device 8 simplifies the control by reducing the target rotational speed of the electric oil pump 70 as described above only when the required oil pressure increases and the radiated sound of the electric oil pump 70 increases. Can do.

In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.
In the above embodiment, the stationary state of the vehicle 3 is determined by the stop state acquisition unit 805. However, based on the fact that a travel state acquisition unit is provided instead of the stop state acquisition unit 805, and the travel state acquisition unit does not acquire the travel state. You may acquire that the vehicle 3 is a stationary state.
Further, although the hydraulic drive type wet multi-plate brake is illustrated as the connection / disconnection means, the invention is not limited to this, and a dry multi-plate brake or a brake using pressure of liquid other than oil may be used.
Further, the first and second electric motors 2A and 2B are connected to the sun gears 21A and 21B, and the ring gears are connected to each other. However, the present invention is not limited to this, the sun gears are connected to each other, and the first and second electric motors are connected to the ring gear. May be.
Further, the connecting / disconnecting means and the one-way power transmission means are not limited to being arranged in one element of the differential device having three elements, but are arranged in a simple power transmission portion between the rotating body and the rotating body. There may be.
Also, there is no need for two drive sources, and a mechanism for driving wheels by one drive source and a differential device may be used.
Further, the front wheel drive device may use an electric motor as a sole drive source without using an internal combustion engine.
Further, as a drive source, another driving force generator such as an internal combustion engine may be used instead of the electric motor.

2A 1st electric motor (drive source)
2B Second electric motor (drive source)
3 Vehicle 8 control device (hydraulic pressure supply means control device)
50 one-way clutch (one-way power transmission means)
60 Hydraulic brake (connection / disconnection means)
70 Electric oil pump (hydraulic pressure supply means)
805 Stop state acquisition unit (stationary state acquisition device)
806 Driving intention acquisition unit (driving intention acquisition device)
Wr Rear wheel (wheel)

Claims (3)

A drive source connected to the wheels for power transmission;
A hydraulically driven connecting / disconnecting means that is provided on a power transmission path between the drive source and the wheel and that releases or fastens the power transmission path to be in a disconnected state or a connected state;
Provided in parallel with the connecting / disconnecting means on the power transmission path between the drive source and the wheel, and is engaged when rotational power in the forward direction on the drive source side is input to the wheel side. When the rotational power in the reverse direction of the drive source side is input to the wheel side, it is disengaged, and when the rotational power in the forward direction of the wheel side is input to the drive source side, it is disengaged. And unidirectional power transmission means that is engaged when rotational power in the reverse direction of the wheel side is input to the drive source side,
An electrically driven hydraulic pressure supplying means for supplying hydraulic pressure to the hydraulically driven connecting / disconnecting means;
A hydraulic pressure supply means control device for controlling the hydraulic pressure supply means;
A travel intention acquisition device that acquires the forward travel intention and reverse travel intention of the occupant;
A vehicle having a stationary state acquisition device for acquiring that the vehicle is stationary,
The hydraulic pressure supply means control device stops or stops the hydraulic pressure supply means when the travel intention acquisition device acquires the forward travel intention and the stationary state acquisition device acquires the stationary state. When the travel intention acquisition device acquires the reverse travel intention, to drive the hydraulic pressure supply means, or to maintain the drive ,
The hydraulic pressure supply means control device acquires the stationary state when the traveling intention acquisition device acquires the reverse traveling intention and the stationary state acquisition device acquires the stationary state. A vehicle characterized in that the driving amount of the hydraulic pressure supply means is reduced as compared to when not . 2. The vehicle according to claim 1 , wherein the hydraulic pressure supply means control device changes a driving amount of the hydraulic pressure supply means in accordance with a liquid temperature. The drive source is an electric motor,
The hydraulic pressure supply means supplies hydraulic pressure to the hydraulic pressure driving connection / disconnection means and lubricates or cools the electric motor,
The hydraulic pressure supply means control device is only when the travel intention acquisition device acquires the reverse travel intention and the stationary state acquisition device acquires the stationary state, and only when a predetermined liquid temperature or higher. The vehicle according to claim 2 , wherein the driving amount of the hydraulic pressure supply unit is reduced as compared with a case where the stationary state acquisition device does not acquire the stationary state.

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