Vehicle drive device

Abstract

The vehicle drive device of the present invention includes: a transmission mechanism disposed on a power transmission path between a driving source and wheels; a hydraulic control device capable of supplying lubricating oil to the transmission mechanism; and a control unit capable of outputting an electrical command to the hydraulic control device to increase the flow rate of the lubricating oil supplied to the transmission mechanism. When the control unit outputs an electrical command to the hydraulic control device to increase the flow rate of the lubricating oil supplied to the transmission mechanism, if it is determined that the flow rate of the lubricating oil supplied from the hydraulic control device to the transmission mechanism has not increased in accordance with the electrical command (time t1), the hydraulic control device is considered to be in an abnormal state, and a restriction can be executed to reduce the absolute value of the torque of the transmission mechanism transmitted between the wheels and the driving source (time t1-t5).

Description

Technical Field

[0001] The present technology relates to a vehicle drive device mounted on a vehicle such as an automobile, for example. Background Art

[0002] In the past, vehicles such as automobiles equipped with vehicle drive devices having a transmission mechanism and the like have become popular. Transmission mechanisms such as the transmission mechanism used in such vehicle drive devices have movable parts such as planetary gears and a planetary gear unit for transmission. Since such movable parts generate heat during driving, the oil pressure generated by the oil pump is supplied as lubricating oil from the oil pressure control device to the movable parts to lubricate and cool the movable parts.

[0003] A vehicle drive device having a hydraulic control device is known. Since the heat generated in the transmission mechanism is large, for example, during a gear shift, and small during stable driving without gear shifting, the hydraulic control device can switch the supply amount of lubricating oil supplied from the hydraulic control device to the transmission mechanism to a large flow rate and a small flow rate according to timing (for example, refer to Patent Document 1). In the vehicle drive device, for example, when the heat generated by the transmission mechanism is large, overheating is prevented by switching the supply amount of lubricating oil supplied from the hydraulic control device to the transmission mechanism to a large flow rate, and when the heat generated by the transmission mechanism is small, the fuel consumption rate is improved by switching the supply amount to a small flow rate.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent Application Publication No. 2018-146019 Summary of the invention

[0007] Problem that the invention aims to solve

[0008] However, in the vehicle drive device described in Patent Document 1, when the lubricating oil supply amount from the hydraulic control device is switched from a small flow rate to a large flow rate in response to an increase in the heat generated by the transmission mechanism, the lubricating oil supply amount may be fixed to a small flow rate due to, for example, a jam of a signal solenoid valve or a switching valve. In this case, although the heat generated by the transmission mechanism increases, the lubricating oil supply amount is still maintained at a small flow rate, so the transmission mechanism may become overheated.

[0009] Therefore, an object of the present invention is to provide a vehicle drive device that can prevent overheating of the transmission mechanism even if an abnormal state occurs in which the supply amount of lubricating oil supplied to the transmission mechanism is increased in accordance with an increase in the heat generated by the transmission mechanism and the supply amount is not increased to a desired amount.

[0010] Means used to solve problems

[0011] The vehicle drive device of the present invention includes: a transmission mechanism, which is arranged on a power transmission path between a driving source and a wheel; a hydraulic supply unit, which can supply lubricating oil to the transmission mechanism; and a control unit, which can output an electrical command to the hydraulic supply unit to increase the flow rate of the lubricating oil supplied to the transmission mechanism. When the control unit outputs an electrical command to the hydraulic supply unit to increase the flow rate of the lubricating oil supplied to the transmission mechanism, if it is determined that the flow rate of the lubricating oil supplied from the hydraulic supply unit to the transmission mechanism has not increased according to the electrical command, the hydraulic supply unit is considered to be in an abnormal state, and can execute a restriction to reduce the absolute value of the torque of the transmission mechanism transmitted between the wheel and the driving source.

[0012] Effects of the Invention

[0013] According to the vehicle drive device of the present invention, when the amount of lubricating oil supplied by the wire transmission mechanism is increased in accordance with the increase in the heat generated by the transmission mechanism, even if an abnormal state occurs in which the supply amount is not increased to a desired amount, overheating of the transmission mechanism can be prevented. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 1 is a schematic diagram showing a hybrid vehicle according to an embodiment.

[0015] Figure 2 This is a hydraulic circuit diagram showing a part of the hydraulic control device of the hybrid vehicle according to the embodiment.

[0016] Figure 3 1 is a control block diagram showing the connection of the ECU of the hybrid vehicle according to the embodiment.

[0017] Figure 4 It is a timing chart showing the operation of the hybrid vehicle according to the embodiment. DETAILED DESCRIPTION

[0018] Below, based on Figure 1 to Figure 4 An embodiment of a hybrid vehicle 100 of the present invention is described. In this embodiment, the term "drive connection" refers to a state in which rotating members are connected to each other in a manner capable of transmitting driving force, and is used as a concept including a state in which these rotating members are connected in a manner of rotating as a whole, or a state in which these rotating members are connected in a manner capable of transmitting driving force via a clutch or the like.

[0019] like Figure 1As shown, the hybrid vehicle 100 has an engine (E / G) 2 as an example of a drive source as a drive system for the left and right front wheels (wheels) 11 and a hybrid drive device (vehicle drive device) 3 connected to the output shaft 2a of the engine 2, and has a rear motor (M / G) 20 as a drive system for the left and right rear wheels 12. As a result, the front wheels 11 can perform so-called single-motor parallel hybrid driving, while the rear wheels 12 can perform EV driving, and by driving the front wheels 11 and the rear wheels 12 at the same time, four-wheel drive can also be performed. In addition, in this embodiment, the case where the hybrid vehicle 100 has the rear motor 20 that can drive the rear wheels 12 is described, but it is not limited to this, and the rear motor 20 may not be there.

[0020] First, the drive system of the front wheel 11 is described. The output shaft 5b of the hybrid drive device 3 is drivingly connected to a differential device (not shown), and the driving force is transmitted from the differential device to the left and right front wheels 11 via the left and right drive shafts 11a. The engine 2 freely controls the engine speed Ne and the engine torque Te based on the instructions from the ECU 7 described later. In addition, an engine speed sensor 41 for detecting the speed of the output shaft 2a, that is, the engine speed Ne, is provided on the outer peripheral side of the output shaft 2a of the engine 2.

[0021] The hybrid drive device 3 is constructed to roughly include a clutch SSC for connecting the engine, an electric generator (M / G, drive source, rotating motor) 4, a speed change mechanism (A / T, transmission mechanism) 5, and an ECU (control unit) 7 that controls these. The clutch SSC is interposed between the output shaft 2a of the engine 2 and the rotor shaft (rotating shaft) 4a of the electric generator (hereinafter referred to as "motor") 4, and can frictionally engage them. That is, the clutch SSC is interposed between the output shaft 2a of the engine 2 and the input shaft 5a of the speed change mechanism 5, and is configured to connect or disconnect their power transmission. The clutch SSC is based on instructions from the ECU 7 and is controlled according to the clutch oil pressure P supplied from the oil pressure control device (V / B) 6. SSC , freely control the engagement state, and also freely control its torque capacity.

[0022] The motor 4 is arranged on a power transmission path between the clutch SSC and the input shaft 5a of the speed change mechanism 5, that is, between the output shaft 2a of the engine 2 and the input shaft 5a of the speed change mechanism 5. The motor 4 includes a stator and a rotor (not shown), and the rotor shaft 4a connected to the rotor is drivingly connected to the output side of the clutch SSC. The motor 4 freely controls the motor speed Nm and the motor torque Tm (torque output from the motor 4) based on the command from the ECU 7. In addition, a motor speed sensor 42 for detecting the speed of the rotor shaft 4a, that is, the motor speed Nm, is provided on the outer peripheral side of the rotor shaft 4a of the motor 4. The rotor shaft 4a is directly drivingly connected to the input shaft 5a of the speed change mechanism 5.

[0023] The motor 4 is connected to the battery 23 via the inverter 22. Thus, the power output from the battery 23 is supplied to the motor 4 via the inverter 22, thereby driving the motor 4. In addition, when the vehicle is running under the action of the engine 2 or during inertial running, the motor 4 is made to idle, thereby generating power and charging the battery 23.

[0024] The speed change mechanism 5 is provided on the power transmission path between the engine 2 and the front wheel 11, and has an input shaft (input member) 5a driven by the engine 2 and an output shaft 5b drivingly connected to the front wheel 11. The speed change mechanism 5 can change the speed ratio between the input shaft 5a and the output shaft 5b. The speed change mechanism 5 is composed of, for example, a stepped transmission having movable parts (not shown) such as planetary gears and a planetary gear unit for speed change, and is configured to change the speed ratio by changing the friction engagement state of a plurality of friction engagement members (clutches or brakes) based on the oil pressure supplied from the oil pressure control device 6 and changing the transmission path. In addition, the speed change mechanism 5 has a lubricating oil circuit (LUBE) 5L (refer to Figure 2 The lubricating oil supplied from the hydraulic control device 6 to the lubricating oil passage 5L lubricates and cools movable parts such as the planetary gears and the planetary gear unit for speed change of the speed change mechanism 5 .

[0025] The speed change mechanism 5 includes a first clutch C1 as part of a plurality of friction engagement elements, a second clutch (not shown), a brake, etc. The first clutch C1 is configured to freely connect or disconnect the power transmission between the input shaft 5a and the output shaft 5b, and can be switched and frictionally engaged in each state of a disengaged state, a slipping engagement state, and a fully engaged state. The first clutch C1 is controlled based on a command from the ECU 7 according to the first clutch oil pressure P supplied from the oil pressure control device 6. C1 , freely control the engagement state, and also freely control its torque capacity.

[0026] In addition, an input speed sensor 43 for detecting the speed of the input shaft 5a, that is, the input speed (which is the same as the motor speed Nm in this embodiment) is provided on the outer peripheral side of the input shaft 5a of the speed change mechanism 5. Moreover, an output speed sensor 44 for detecting the speed of the output shaft 5b, that is, the output speed Nout, is provided on the outer peripheral side of the output shaft 5b of the speed change mechanism 5. As described above, the output shaft 5b is drivingly connected to the front wheel 11 through a differential device or the like, and therefore, the output speed sensor 44 can also be used to detect the vehicle speed V.

[0027] In addition, in the present embodiment, it is described that the first clutch C1 is engaged together with the one-way clutch (not shown) to realize the first forward gear, that is, the first forward gear of the speed change mechanism 5 is realized by engaging only the first clutch C1. However, the present invention is not limited to this, and for example, other friction engagement elements may be simultaneously engaged to realize a startable gear such as the first forward gear to the third forward gear.

[0028] In this embodiment, the speed change mechanism 5 is described as a stepped transmission, but it can also be a continuously variable transmission such as a belt type, ring type, cone ring type, etc. In this case, the first clutch C1 can be understood as a clutch built into the continuously variable transmission that can connect or disconnect power transmission.

[0029] In addition, the clutch SSC and the first clutch C1 are frictionally engaged members whose transmissible torque capacity is variable due to the oil pressure pressing two or more friction engaging members, and are generally constructed to include a piston pressing these friction engaging members, an oil cylinder pressing the piston, and a return spring acting on the oil cylinder in the opposite direction. However, this structure is not limited to this, and a structure in which the piston is driven by the pressure difference generated relative to the cylinder, or a structure in which the friction engaging member is pressed by an arm moved by an oil pressure actuator, etc. In addition, in the present embodiment, the clutch SSC and the first clutch C1 are described as friction engaging members controlled by oil pressure, but this is not limited to this, and for example, an electromagnetic clutch, etc., can also be applied.

[0030] As described above, the states of the clutch SSC and the first clutch C1 are controlled by the magnitude of the oil pressure, and can be divided into a "disengaged state" in which the friction engagement elements are separated from each other, a "slipping engaged state" in which the torque capacity to be transmitted is generated while slipping, and a "completely engaged state" in which the friction engagement elements are tightly connected to each other by increasing the oil pressure as much as possible. In addition, the "slipping engaged state" can be defined as the period from when the piston reaches the stroke end in contact with the friction engagement element in the disengaged state to when the rotation speeds of the friction engagement elements are synchronized, and the "disengaged state" can be defined as the state in which the piston has not reached the stroke end and is separated from the friction engagement element.

[0031] In addition, the hybrid drive device 3 includes a mechanical oil pump (MO / P) 30 (see Figure 2 ) and an electric oil pump (EO / P) 31 (refer to Figure 2 ). The mechanical oil pump 30 is provided on a transmission shaft arranged in parallel with the input shaft 5a of the speed change mechanism 5. The mechanical oil pump 30 is connected to the input shaft 5a by a chain or the like, and the power of the input shaft 5a is transmitted to the mechanical oil pump 30 via the transmission shaft to drive the mechanical oil pump 30. The electric oil pump 31 is driven independently of the mechanical oil pump 30 by a motor different from the engine 2 and the motor 4.

[0032] like Figure 2 As shown, the oil pressure control device 6 is composed of a valve body, for example, including: a regulating valve 32, which adjusts the oil pressure from the mechanical oil pump 30 and the electric oil pump 31 to the main pressure PL based on the control signal from the ECU 7; a flow switching valve 35, which can supply lubricating oil to the lubricating oil passage 5L of the speed change mechanism 5 for switching the supply amount of lubricating oil; and a signal solenoid valve SR, which can supply a signal pressure PSR for switching the flow switching valve 35. In addition, the oil pressure control device 6 has a linear solenoid valve that supplies and discharges oil pressure to the first clutch C1, the clutch SSC, the motor separation clutch CM described later, and other engaging elements based on the control signal from the ECU 7, so that the oil pressure can be supplied and discharged to each engaging element.

[0033] The regulating valve 32 has a valve stem (not shown) urged by a spring 32s, and has a feedback port 32a, a main pressure port 32b, and a back pressure port 32c at one end of the valve stem. The control pressure PSLT from the linear solenoid valve controlled based on the throttle opening is supplied to the oil chamber equipped with the spring 32s. The oil from the mechanical oil pump 30 is supplied to the feedback port 32a and the main pressure port 32b via the check valve 33 and the main pressure oil passage a1. The valve stem moves by the feedback pressure of the feedback port 32a and the control pressure PSLT of the oil chamber, and the communication ratio between the main pressure port 32b and the back pressure port 32c is adjusted, thereby the main pressure port 32b is regulated to the main pressure PL corresponding to the throttle opening. The lubricating oil pressure P1 from the back pressure port 32c is connected to the oil passage b1. The check valve 33 allows the oil pressure PMOP to flow from the mechanical oil pump 30 to the regulating valve 32, and restricts the oil pressure from flowing to the opposite side.

[0034] The electric oil pump 31 is connected to the line pressure oil passage a1 via a check valve 34. The check valve 34 is interposed between the mechanical oil pump 30 and the electric oil pump 31, and allows the oil pressure PEOP to flow from the electric oil pump 31 to the regulating valve 32, while restricting the oil pressure from flowing in the opposite direction.

[0035] The flow switching valve 35 is a slide valve including a valve stem and a spring 35s (not shown). The valve stem moves according to the relationship between the signal pressure PSR supplied from the signal solenoid valve SR and the force of the spring 35s, thereby switching the output oil pressure. The flow switching valve 35 has an operating oil chamber 35a for applying a pressing force in the direction of switching the valve stem by the signal pressure PSR, an input port 35b for inputting the lubricating oil pressure P1 from the oil circuit b1, an output port 35c connected to the lubricating oil circuit 5L via the oil circuit b2, and a cut-off port 35d. In addition, an oil pressure switch (PSW) 36 is provided on the oil circuit b2.

[0036] The signal solenoid valve SR is, for example, a normally closed solenoid valve, including an input port SRa for supplying a regulating pressure Pmod and an output port SRb connected to the working oil chamber 35a of the flow switching valve 35. Under the control of the ECU 7, the signal pressure PSR is generated based on the regulating pressure Pmod to supply and discharge working oil to the working oil chamber 35a. In addition, in the present embodiment, the case where the oil pressure switch 36 is provided in the oil circuit b2 is described, but it is not limited to this. For example, it can also be provided as an oil pressure sensor in the oil circuit between the output port SRb of the signal solenoid valve SR and the working oil chamber 35a of the flow switching valve 35, instead of being provided in the oil circuit b2.

[0037] When the signal solenoid valve SR does not output the signal pressure PSR from the output port SRb in the OFF state, the input port 35b and the output port 35c are connected in the flow switching valve 35, so that the lubricating oil pressure P1 from the oil path b1 is supplied to the lubricating oil path 5L via the flow switching valve 35. In addition, when the signal solenoid valve SR outputs the signal pressure PSR from the output port SRb in the ON state, the input port 35b and the cut-off port 35d are connected in the flow switching valve 35, so that the lubricating oil pressure P1 from the oil path b1 cannot be supplied to the lubricating oil path 5L via the flow switching valve 35.

[0038] On the other hand, the oil path b1 is connected to the lubricating oil path 5L via the orifice 37 and the oil path b3. Therefore, the lubricating oil pressure P1 from the oil path b1 is always supplied to the lubricating oil path 5L via the oil path b3 while being throttled by the orifice 37. Therefore, when the signal solenoid valve SR is in the OFF state, a large flow of lubricating oil is supplied from the oil paths b2 and b3 to the lubricating oil path 5L, and when the signal solenoid valve SR is in the ON state, only a small flow of lubricating oil is supplied from the oil path b3 to the lubricating oil path 5L.

[0039] Next, the drive system of the rear wheel 12 will be described. Figure 1As shown, the rear motor 20 is connected to the battery 23 via the inverter 24, and is configured to be freely driven and regenerated by the inverter 24 based on the driving command from the ECU 7. The rear motor 20 is drivingly connected to the gear box 21 via the motor separation clutch CM. The gear box 21 has a reduction gear mechanism and a differential device with a predetermined reduction ratio (not shown). When the motor separation clutch CM is engaged, the rotation of the rear motor 20 is transmitted to the left and right rear wheels 12 in a manner that the reduction gear mechanism of the gear box 21 is decelerated while the rotation difference between the left and right axles 12a is absorbed by the differential device.

[0040] At least one of the front wheel 11 and the rear wheel 12 is provided with a brake mechanism 13 (see Figure 3 ). In the present embodiment, the brake mechanism 13 is provided on both the front wheel 11 and the rear wheel 12. The brake mechanism 13 is connected to the hydraulic control device 6 and is driven by the operation of the brake pedal. In addition to the operation of the brake pedal, the front wheel 11 and the rear wheel 12 can be braked by supplying hydraulic pressure from the hydraulic control device 6 according to the judgment of the ECU 7 corresponding to the situation.

[0041] like Figure 3 As shown, the ECU 7 includes, for example, a CPU 71, a ROM 72 storing a processing program, a RAM 73 temporarily storing data, and an input / output circuit (I / F) 74, and outputs various electrical commands such as control signals to the hydraulic control device 6 and control signals to the inverters 22 and 24. The ECU 7 is connected to an engine speed sensor 41 for detecting the speed of the output shaft 2a of the engine 2, a motor speed sensor 42 for detecting the speed of the rotor shaft 4a of the motor 4, an input speed sensor 43 for detecting the speed of the input shaft 5a of the speed change mechanism 5, and an output speed sensor 44 for detecting the speed of the output shaft 5b of the speed change mechanism 5, so as to detect the engagement state of the clutch SSC, etc. The ECU 7 issues a command to the engine 2 via an engine control unit (not shown) to freely control the engine speed Ne and the engine torque Te. In addition, ECU7 performs power control on motor 4 via inverter 22, freely controls motor speed Nm through speed control, and freely controls motor torque Tm through torque control, and performs power control on rear motor 20 via inverter 24, freely controls motor speed through speed control, and freely controls motor torque through torque control.

[0042] The ECU 7 is connected to the oil pressure control device 6, and can output an electrical command to the oil pressure control device 6 to increase the flow rate of the lubricating oil supplied to the speed change mechanism 5, and can also obtain the detection result of the oil pressure switch 36. The ECU 7 supplies oil pressure to the brake mechanism 13 by outputting an electrical command for supplying oil pressure from the oil pressure control device 6 to the brake mechanism 13, thereby being able to brake the front wheels 11 and the rear wheels 12.

[0043] In the hybrid vehicle 100 configured as described above, Figure 1 As shown, when the vehicle is running using the driving force of the engine 2 and / or the motor 4, the power output from the hybrid drive device 3 is transmitted to the front wheel 11, and the motor separation clutch CM is disengaged, so that the rear motor 20 is in a state of being separated from the rear wheel 12. In addition, in the speed change mechanism 5, the ECU 7 determines the best speed gear according to the shift position, vehicle speed and throttle opening, and electronically controls the oil pressure control device 6, thereby forming a speed gear formed based on the speed change judgment. In addition, when the power output from the hybrid drive device 3 is transmitted to the front wheel 11, the rear motor 20 is driven by engaging the motor separation clutch CM, so that four-wheel drive can be achieved.

[0044] In addition, in the hybrid vehicle 100, as Figure 2 As shown, during stable driving without changing speed, the input port 35b and the cut-off port 35d of the flow switching valve 35 are connected by turning the signal solenoid valve SR into the on state, thereby cutting off the connection between the oil path b1 and the oil path b2. As a result, only a small flow rate (first flow rate) of lubricating oil is supplied from the oil path b3 to the lubricating oil path 5L (first supply mode), thereby suppressing the excessive flow of lubricating oil and improving the fuel consumption rate. In addition, for example, when the speed is changed during driving, since the movable part of the speed change mechanism 5 is heated more than during stable driving, the input port 35b and the output port 35c of the flow switching valve 35 are connected by turning the signal solenoid valve SR into the off state, thereby connecting the oil path b1 and the oil path b2, and causing the lubricating oil pressure P1 to flow to the oil path b2. As a result, a large flow rate (second flow rate) of lubricating oil that merges from the oil path b2 and the oil path b3 is supplied to the lubricating oil path 5L (second supply mode), thereby enabling the movable part of the speed change mechanism 5 to be sufficiently cooled. That is, ECU7 is able to output electrical instructions to the oil pressure control device 6 to selectively execute a first supply mode in which the flow rate of lubricating oil supplied from the oil pressure control device 6 to the speed change mechanism 5 is a small flow rate and a second supply mode in which the flow rate supplied from the oil pressure control device 6 to the speed change mechanism 5 is increased to a large flow rate.

[0045] Next, based on Figure 4 The timing chart of FIG. 1 illustrates the operation of each part when the hybrid vehicle 100 of the present embodiment stops driving the engine 2 and performs regeneration by the motor 4 while performing inertial travel. Figure 4As shown in FIG. 1 , at time t0, during the inertial running when the clutch SSC is in a fully engaged state to stop the driving of the engine 2 and the engine brake is actuated, the motor 4 is not driven but regenerated, and the motor separation clutch CM is in a disengaged state. At this time, the vehicle is in a stable running state without speed change, and the heat generated by the movable part of the speed change mechanism 5 is small, so the supply amount of lubricating oil supplied from the oil pressure control device 6 to the lubricating oil passage 5L of the speed change mechanism 5 is a small flow rate.

[0046] In this state, the torque of the transmission mechanism 5 transmitted from the front wheel 11 to the engine 2 and the motor 4 is regarded as a negative torque. In the present embodiment, the magnitude of the negative torque is defined as follows. First, the increase in negative torque means that the negative torque moves away from 0, that is, it becomes negative. In addition, the decrease in negative torque means that the negative torque approaches 0, that is, it becomes positive. That is, in the present embodiment, the magnitude of the negative torque is synonymous with the magnitude of the absolute value of the negative torque, and the "magnitude of the negative torque" can be replaced with the "absolute value of the negative torque". In addition, the ECU 7 sets the limit value of the magnitude (absolute value) of the negative torque as the negative torque limit value so that the negative torque does not become too large. At time t0, since the heat generated by the movable part of the transmission mechanism 5 is small during stable driving, even if the negative torque increases, the possibility of overheating of the movable part is small, so that the negative torque limit value is set to be larger, that is, it is set larger to the negative value side.

[0047] In addition, if the negative torque limit value decreases to 0, regeneration cannot be performed by the motor 4, or engine braking cannot be performed. Therefore, the negative torque final limit value is set to a negative value side that is closer to 0 to prevent the negative torque limit value from becoming too small and to prevent the negative torque from becoming smaller. In addition, the negative torque final limit value changes according to the driving state such as the vehicle speed.

[0048] In addition, the ECU 7 sets the required drive torque values ​​of the motor 4 and the engine 2 by considering the vehicle speed, the operation amount of the accelerator pedal and the brake pedal, the speed change state, etc. Moreover, based on the required drive torque value and the negative torque limit value, the ECU 7 sets the actual output torque (actual torque) of the motor 4 and the engine 2. At time t0, since the required drive torque value is less than the negative torque limit value, the actual torque is not limited by the negative torque limit value, and the required drive torque value and the actual torque are substantially consistent.

[0049] For example, when it is expected that the heat of the movable part of the speed change mechanism 5 increases due to the speed change, in order to supply more lubricating oil to the movable part, the ECU 7 outputs an electrical command for increasing the amount of lubricating oil supplied from the oil pressure control device 6 to the lubricating oil passage 5L of the speed change mechanism 5. Here, it is assumed that the signal solenoid valve SR or the flow switching valve 35 is stuck, so that the flow switching valve 35 cannot be switched, and the lubricating oil pressure P1 cannot flow through the oil passage b2, and then the oil pressure switch 36 cannot detect the abnormal state of the oil pressure. In this case, although the electrical command is output to output the signal pressure PSR from the signal solenoid valve SR, the ECU 7 determines that the oil pressure switch 36 does not detect the oil pressure, thereby detecting that the abnormal state in which the desired lubricating oil pressure P1 is not output from the oil passage b2 has occurred, and it is considered that a fault has occurred, and the abnormal state flag is set to ON (time t1).

[0050] In this state, if the heat generated by the movable part of the speed change mechanism 5 increases, the movable part will overheat due to the small flow rate of the lubricating oil supply, which is not preferred. Therefore, in the present embodiment, ECU7 reduces the negative torque limit value to the driving torque requirement value at time t1 in order to limit the negative torque of the speed change mechanism 5, and then gradually reduces the negative torque limit value with a prescribed gradient. In addition, since the value of the negative torque limit value is a negative value, it is increased as the magnitude of the numerical value and rises (sweep-up). That is, ECU7 reduces the negative torque limit value with a prescribed gradient when the negative torque of the speed change mechanism 5 is limited to be reduced (time t1). When the negative torque limit value reaches the negative torque final limit value, if the negative torque limit value is further reduced, the regeneration efficiency will be significantly reduced, so the reduction of the negative torque limit value is stopped (time t2). After that, the negative torque limit value changes in a manner that takes the same value as the negative torque final limit value.

[0051] On the other hand, when the negative torque limit value is reduced by limiting the torque of the speed change mechanism 5 and the driving torque requirement value exceeds the negative torque limit value, that is, when it is closer to the negative value side than the negative torque limit value (time t1-t3), the ECU 7 gradually reduces the actual torque of the motor 4 and the engine 2 according to the negative torque limit value at a predetermined gradient (time t1-t2), and then changes it according to the negative torque final limit value (time t2-t3). Then, when the driving torque requirement value is less than the negative torque limit value again, that is, when it is closer to the positive value side than the negative torque limit value (time t3-), the ECU 7 changes the actual torque of the motor 4 and the engine 2 according to the driving torque requirement value.

[0052] In the present embodiment, ECU7 controls the regenerative torque by controlling the power supply to the motor 4, thereby changing the actual torque. Alternatively, for example, the torque of the output shaft 2a can be controlled by controlling the valve of the engine 2, or the actual torque can be changed by upshifting the gear. That is, ECU7 can limit the size of the negative torque of the speed change mechanism 5 by reducing the torque load in the motor 4 and the engine 2. In particular, in the present embodiment, ECU7 can limit the size of the negative torque of the speed change mechanism 5 by controlling at least one of the regenerative torque of the motor 4 and the output torque of the engine 2.

[0053] That is, when the ECU 7 outputs an electrical command to the oil pressure control device 6 to increase the flow rate of the lubricating oil supplied to the speed change mechanism 5, if it is determined that the flow rate of the lubricating oil supplied from the oil pressure control device 6 to the speed change mechanism 5 is not increased according to the electrical command, it is considered that the oil pressure control device 6 is in an abnormal state, and it is possible to execute a restriction to reduce the magnitude of the negative torque of the speed change mechanism 5 transmitted from the front wheel 11 to the motor 4 and the engine 2. In the present embodiment, when the ECU 7 outputs an electrical command to the oil pressure control device 6 to switch to the second supply mode during the execution of the first supply mode, if it is determined that the oil pressure control device 6 is not switched to the second supply mode, it is considered that the oil pressure control device 6 is in an abnormal state, and it is possible to execute a restriction to reduce the magnitude of the negative torque of the speed change mechanism 5.

[0054] In addition, for example, at time t1-t3, the negative torque of the transmission mechanism 5 is limited and smaller than the normal state (time t0-t1, etc.), so the braking force for decelerating the hybrid vehicle 100 is reduced. Therefore, it is necessary to compensate for the reduced braking force. Therefore, in the present embodiment, when the ECU 7 executes the restriction that reduces the magnitude of the negative torque of the transmission mechanism 5, an electrical command is output to the brake mechanism 13 to compensate for the reduced braking force for decelerating the hybrid vehicle 100 due to the execution of the restriction by increasing the braking force of the brake mechanism 13.

[0055] In addition, in the present embodiment, it is assumed that the abnormal state in which the flow switching valve 35 does not switch at time t4 is eliminated for some reason. As the situation in which the abnormal state is eliminated, for example, the flow switching valve 35 is switched while maintaining the requirement of changing the supply amount of lubricating oil supplied from the hydraulic control device 6 to the lubricating oil passage 5L of the speed change mechanism 5 to a large flow rate, or the situation in which the supply amount of lubricating oil supplied from the hydraulic control device 6 to the lubricating oil passage 5L of the speed change mechanism 5 to a large flow rate is no longer required and a small flow rate is maintained. In such a case, the ECU 7 turns the abnormal state flag off, and after a predetermined time, at time t5, turns the normal state flag on.

[0056] In addition, in such a case, it is not necessary to reduce the negative torque limit value by limiting the negative torque of the speed change mechanism 5 as in the case of time t1-t5, and the negative torque limit value is increased by removing the restriction of the negative torque to ensure the braking force (time t5). Here, the negative torque limit value is gradually increased with a prescribed gradient. In addition, since the value of the negative torque limit value is a negative value, it is reduced as the magnitude of the numerical value and falls (sweep-down). Therefore, when the ECU 7 determines that the oil pressure control device 6 is in an abnormal state (time t1), when an electrical instruction is output to the oil pressure control device 6 to increase the flow rate of the lubricating oil supplied to the speed change mechanism 5 (time t1-t5), if it is determined that the flow rate of the lubricating oil supplied from the oil pressure control device 6 to the speed change mechanism 5 increases according to the electrical instruction (time t5), it is considered that the oil pressure control device 6 has switched from the abnormal state to the normal state, so that the restriction on reducing the magnitude of the negative torque of the speed change mechanism 5 can be removed (time t5-t6). In particular, in the present embodiment, the ECU 7 increases the negative torque limit value at a predetermined gradient when the restriction that reduces the magnitude of the negative torque of the speed change mechanism 5 is released.

[0057] When the negative torque limit value exceeds the predetermined difference with respect to the required drive torque value and becomes sufficiently larger (time t6), it is determined that the speed change mechanism 5 will not overheat, and the drop is stopped and the negative torque limit value is set to the same value as time t0. Then, the hybrid vehicle 100 performs steady travel.

[0058] As described above, according to the hybrid drive device 3 of the present embodiment, when the ECU 7 outputs an electrical command to the oil pressure control device 6 to increase the flow rate of the lubricating oil supplied to the transmission mechanism 5, if it is determined that the flow rate of the lubricating oil supplied from the oil pressure control device 6 to the transmission mechanism 5 is not increased according to the electrical command, it is considered that the oil pressure control device 6 is in an abnormal state, and a restriction can be executed to reduce the magnitude of the negative torque of the transmission mechanism 5. Therefore, when the supply amount of the lubricating oil supplied to the transmission mechanism 5 is increased in accordance with the increase in the heat generated by the transmission mechanism 5, even if an abnormal state occurs in which the supply amount is not increased to a desired amount, overheating of the transmission mechanism 5 can be prevented.

[0059] In addition, according to the hybrid drive device 3 of the present embodiment, when the ECU 7 outputs an electrical command to the oil pressure control device 6 to switch to the second supply mode during the execution of the first supply mode, if it is determined that the oil pressure control device 6 has not switched to the second supply mode, it is considered that the oil pressure control device 6 is in an abnormal state, so that it is possible to perform a restriction to reduce the magnitude of the negative torque of the speed change mechanism 5. Therefore, in the oil pressure control device 6 having the first supply mode with a small supply flow rate and the second supply mode with a large supply flow rate, when the first supply mode is switched to the second supply mode corresponding to the increase in the heat generated by the speed change mechanism 5, even if an abnormal state occurs in which the speed change mechanism 5 has not switched to the second supply mode, overheating of the speed change mechanism 5 can be prevented.

[0060] In addition, according to the hybrid drive device 3 of the present embodiment, the ECU 7 can execute the restriction of reducing the magnitude of the negative torque of the speed change mechanism 5 by reducing the torque load in the engine 2 and the motor 4. In particular, according to the hybrid drive device 3 of the present embodiment, the ECU 7 can execute the restriction of reducing the magnitude of the negative torque of the speed change mechanism 5 by controlling at least one of the regenerative torque of the motor 4 and the output torque of the engine 2. Therefore, the ECU 7 can limit the negative torque of the speed change mechanism 5 without the speed change action of the speed change mechanism 5 generating large heat.

[0061] In addition, according to the hybrid drive device 3 of the present embodiment, the ECU 7 reduces the negative torque limit value at a predetermined gradient when starting to execute the restriction of reducing the magnitude of the negative torque of the speed change mechanism 5. Therefore, compared with the case where the negative torque limit value is reduced sharply, that is, the case where the negative torque limit value is changed to the positive side, it is possible to suppress a sharp decrease in the braking force for decelerating the hybrid vehicle 100.

[0062] In addition, according to the hybrid drive device 3 of the present embodiment, after limiting the negative torque limit value, when the ECU 7 determines that the abnormal state of the hydraulic control device 6 is eliminated and the hydraulic control device 6 is in a normal state, the restriction on reducing the magnitude of the negative torque of the speed change mechanism 5 can be released. Therefore, the braking force based on the engine 2 and the motor 4 can be ensured again, so that the driving desired by the driver can be realized.

[0063] In addition, according to the hybrid drive device 3 of the present embodiment, the ECU 7 increases the negative torque limit value at a predetermined gradient when the restriction on reducing the magnitude of the negative torque of the speed change mechanism 5 is released. Therefore, compared with the case where the negative torque limit value is increased sharply, that is, the negative torque limit value is changed to the negative value side, it is possible to suppress a sharp increase in the braking force for decelerating the hybrid vehicle 100.

[0064] In addition, according to the hybrid drive device 3 of the present embodiment, when the ECU 7 executes the restriction to reduce the magnitude of the negative torque of the speed change mechanism 5, an electrical instruction is output to the brake mechanism 13 to increase the braking force of the brake mechanism 13 that can brake the front wheel 11, thereby compensating for the braking force for decelerating the hybrid vehicle 100 that is reduced due to the execution of the restriction. Therefore, by increasing the braking force of the brake mechanism 13, the braking force for decelerating the hybrid vehicle 100 can be compensated, thereby suppressing the reduction of the drivability.

[0065] In addition, in the above-mentioned present embodiment, the hybrid drive device 3 is a vehicle drive device mounted on the single motor parallel hybrid vehicle 100, but is not limited thereto. As a vehicle drive device, any device can be applied as long as it includes at least a speed change mechanism 5 and a hydraulic control device 6 and can switch the flow rate supplied to the lubricating oil passage 5L of the speed change mechanism 5.

[0066] In addition, in the above-mentioned present embodiment, when the ECU 7 executes the restriction to reduce the absolute value of the negative torque of the speed change mechanism 5, the braking force of the brake mechanism 13 is increased to compensate for the braking force for decelerating the hybrid vehicle 100 which is reduced due to the execution of the restriction, but the present invention is not limited thereto. For example, the braking force for deceleration may be compensated by engaging the motor separation clutch CM and generating a regenerative torque by the rear motor 20.

[0067] In addition, in the above-mentioned present embodiment, when the amount of lubricating oil supplied to the transmission mechanism 5 is increased corresponding to the increase in the heat generation of the transmission mechanism 5, if an abnormal state occurs in which the amount of lubricating oil supplied to the transmission mechanism 5 is not increased to the desired amount of supply, the ECU 7 executes the restriction of reducing the absolute value of the negative torque of the transmission mechanism 5 transmitted from the front wheel 11 to the engine 2 and the motor 4, but it is not limited to this. For example, when the abnormal state occurs in which the amount of lubricating oil supplied to the transmission mechanism 5 is not increased to the desired amount of supply, the ECU 7 may also execute the restriction of reducing the absolute value of the positive torque of the transmission mechanism 5 transmitted from the engine 2 and the motor 4 to the front wheel 11. That is, when the amount of lubricating oil supplied to the transmission mechanism 5 is increased corresponding to the increase in the heat generation of the transmission mechanism 5, if an abnormal state occurs in which the amount of lubricating oil supplied to the transmission mechanism 5 is not increased to the desired amount of supply, the ECU 7 may execute the restriction of reducing the absolute value of the torque of the transmission mechanism 5 transmitted between the front wheel 11, the engine 2 and the motor 4. In this case, overheating of the transmission mechanism 5 can also be prevented.

[0068] In addition, the present embodiment has at least the following structure. The vehicle drive device (3) of the present embodiment includes: a transmission mechanism (5) provided on a power transmission path between a drive source (2, 4) and a wheel (11); a hydraulic supply unit (6) capable of supplying lubricating oil to the transmission mechanism (5); and a control unit (7) capable of outputting an electrical command to the hydraulic supply unit (6) to increase the flow rate of the lubricating oil supplied to the transmission mechanism (5), wherein when the control unit (7) outputs an electrical command to the hydraulic supply unit (6) to increase the flow rate of the lubricating oil supplied to the transmission mechanism (5), if it is determined that the flow rate of the lubricating oil supplied from the hydraulic supply unit (6) to the transmission mechanism (5) has not increased in accordance with the electrical command, the hydraulic supply unit (6) is considered to be in an abnormal state, and a restriction is executed to reduce the absolute value of the torque of the transmission mechanism (5) transmitted between the wheel (11) and the drive source (2, 4).

[0069] According to this structure, when the amount of lubricating oil supplied to the transmission mechanism (5) is increased in accordance with an increase in the heat generated by the transmission mechanism (5), overheating of the transmission mechanism (5) can be prevented even if an abnormal state occurs in which the supply amount is not increased to a desired amount.

[0070] In addition, in the vehicle drive device (3) of the present embodiment, when the oil pressure supply unit (6) is in the abnormal state, the control unit (7) can execute a restriction so that the absolute value of the negative torque of the transmission mechanism (5) transmitted from the wheel (11) to the drive source (2, 4) becomes smaller. According to this structure, when the torque is transmitted from the wheel (11) to the drive source (2, 4), even if an abnormal state occurs in which the supply amount is not increased to a desired amount, overheating of the transmission mechanism (5) can be prevented.

[0071] In addition, in the vehicle drive device (3) of the present embodiment, the control unit (7) is capable of outputting an electrical instruction to the oil pressure supply unit (6) to selectively execute a first supply mode in which the flow rate of lubricating oil supplied from the oil pressure supply unit (6) to the transmission mechanism (5) is a first flow rate, and a second supply mode in which the flow rate supplied from the oil pressure supply unit (6) to the transmission mechanism (5) is increased to a second flow rate greater than the first flow rate. When the control unit (7) outputs an electrical instruction to the oil pressure supply unit (6) to switch to the second supply mode during the execution of the first supply mode, if it is determined that the oil pressure supply unit (6) has not switched to the second supply mode, it is considered that the oil pressure supply unit (6) is in the abnormal state, and a restriction is executed to reduce the absolute value of the negative torque of the transmission mechanism (5).

[0072] According to this structure, in a hydraulic supply section (6) having a first supply mode with a small supply flow rate and a second supply mode with a large supply flow rate, when the first supply mode is switched to the second supply mode in response to an increase in the heat generated by the transmission mechanism (5), overheating of the transmission mechanism (5) can be prevented even if an abnormal state occurs in which the transmission mechanism (5) is not switched to the second supply mode.

[0073] In addition, in the vehicle drive device (3) of the present embodiment, the control unit (7) can execute a restriction to reduce the absolute value of the negative torque of the transmission mechanism (5) by reducing the torque load in the drive source (2, 4). According to this structure, the control unit (7) can limit the negative torque of the transmission mechanism (5) without causing the transmission mechanism (5) to generate a large amount of heat to change speed.

[0074] In addition, in the vehicle drive device (3) of the present embodiment, the vehicle drive device (3) has a rotary electric machine (4) as the drive source (2, 4), the rotary electric machine (4) being provided on a power transmission path between an output shaft (2a) of an engine (2) and an input member (5a) of the transmission mechanism (5), and having a rotary shaft (4a) drivingly connected to the input member (5a) of the transmission mechanism (5), and the control unit (7) can execute a restriction so that the absolute value of the negative torque of the transmission mechanism (5) becomes smaller by controlling at least one of the regenerative torque of the rotary electric machine (4) and the output torque of the engine (2). According to this structure, the control unit (7) can restrict the negative torque of the transmission mechanism (5) without causing a speed change action of the transmission mechanism (5) which generates a large amount of heat.

[0075] In addition, in the vehicle drive device (3) of the present embodiment, the control unit (7) sets a limit value for limiting the absolute value of the negative torque, i.e., a negative torque limit value, and when the restriction of reducing the absolute value of the negative torque of the transmission mechanism (5) is started, the negative torque limit value is reduced at a predetermined gradient. According to this structure, compared with the case where the negative torque limit value is reduced sharply, a sharp decrease in the braking force for decelerating the vehicle (100) can be suppressed.

[0076] In addition, in the vehicle drive device (3) of the present embodiment, when the control unit (7) outputs an electrical command to the oil pressure supply unit (6) to increase the flow rate of the lubricating oil supplied to the transmission mechanism (5) when it is determined that the oil pressure supply unit (6) is in the abnormal state, if it is determined that the flow rate of the lubricating oil supplied from the oil pressure supply unit (6) to the transmission mechanism (5) has increased according to the electrical command, it is considered that the oil pressure supply unit (6) has switched from the abnormal state to the normal state, and the restriction on reducing the absolute value of the negative torque of the transmission mechanism (5) can be released. According to this structure, the braking force based on the drive source (2, 4) can be ensured again, so that the driving desired by the driver can be realized.

[0077] In addition, in the vehicle drive device (3) of the present embodiment, the control unit (7) sets a limit value for limiting the absolute value of the negative torque, i.e., a negative torque limit value, and when the restriction that reduces the absolute value of the negative torque of the transmission mechanism (5) is released, the negative torque limit value is increased at a predetermined gradient. According to this structure, compared with the case where the negative torque limit value is increased sharply, a sharp increase in the braking force for decelerating the vehicle (100) can be suppressed.

[0078] In addition, in the vehicle drive device (3) of the present embodiment, when executing a restriction that reduces the absolute value of the negative torque of the transmission mechanism (5), the control unit (7) outputs an electrical instruction to the braking mechanism (13) to compensate for the braking force for decelerating the vehicle that is reduced due to the execution of the restriction by increasing the braking force of the braking mechanism (13) that is capable of braking the wheel (11).

[0079] According to this configuration, the control unit (7) can compensate for the braking force for decelerating the vehicle (100) by increasing the braking force of the brake mechanism (13), thereby suppressing a decrease in drivability.

[0080] Industrial Applicability

[0081] The vehicle drive device of the present invention can be mounted on a vehicle such as an automobile, and is suitable for a single-motor parallel hybrid vehicle, for example.

[0082] Description of reference numerals:

[0083] 2: Engine (driving source)

[0084] 2a: Output shaft

[0085] 3: Hybrid drive device (vehicle drive device)

[0086] 4: Motor generator (drive source, rotating motor)

[0087] 4a: Rotor shaft (rotation axis)

[0088] 5: Speed ​​change mechanism (transmission mechanism)

[0089] 5a: Input shaft (input component)

[0090] 6: Hydraulic control device (hydraulic supply unit)

[0091] 7: ECU (control unit)

[0092] 11: Front wheel (wheel)

[0093] 13: Braking mechanism

[0094] 100: Hybrid vehicle (vehicle)

Claims

1. A vehicle drive device, include: A transmission mechanism is provided on a power transmission path between a driving source and a wheel; an oil pressure supply unit capable of supplying lubricating oil to the transmission mechanism; as well as The control unit is capable of outputting an electrical instruction to the oil pressure supply unit to increase the flow rate of the lubricating oil supplied to the transmission mechanism, When the control unit outputs an electrical command to the oil pressure supply unit to increase the flow rate of the lubricating oil supplied to the transmission mechanism, if it is determined that the flow rate of the lubricating oil supplied from the oil pressure supply unit to the transmission mechanism has not increased in accordance with the electrical command, the oil pressure supply unit is considered to be in an abnormal state, and a restriction can be executed to reduce the absolute value of the negative torque of the transmission mechanism transmitted from the wheel to the drive source. The control unit can execute limitation to reduce the absolute value of the negative torque of the transmission mechanism by reducing the torque load in the drive source.

2. The vehicle drive device according to claim 1, wherein: The control unit is capable of outputting an electrical command to the oil pressure supply unit to selectively execute a first supply mode in which a flow rate of lubricating oil supplied from the oil pressure supply unit to the transmission mechanism is a first flow rate and a second supply mode in which a flow rate supplied from the oil pressure supply unit to the transmission mechanism is increased to a second flow rate greater than the first flow rate, When the control unit outputs an electrical instruction to the oil pressure supply unit to switch to the second supply mode during the execution of the first supply mode, if it is determined that the oil pressure supply unit has not switched to the second supply mode, the oil pressure supply unit is considered to be in the abnormal state, and a restriction can be executed to reduce the absolute value of the negative torque of the transmission mechanism.

3. The vehicle drive device according to claim 1 or 2, wherein: The vehicle drive device includes a rotating electric machine as the drive source, the rotating electric machine being provided on a power transmission path between an output shaft of an engine and an input member of the transmission mechanism and having a rotating shaft drivingly connected to the input member of the transmission mechanism, The control unit can execute limitation to reduce the absolute value of the negative torque of the transmission mechanism by controlling at least one of the regenerative torque of the rotating electric machine and the output torque of the engine.

4. The vehicle drive device according to claim 1 or 2, wherein: The control unit sets a negative torque limit value as a limit value for limiting the absolute value of the negative torque, and reduces the negative torque limit value at a predetermined gradient when limiting the absolute value of the negative torque of the transmission mechanism starts to be reduced.

5. The vehicle drive device according to claim 1 or 2, wherein: When the control unit determines that the oil pressure supply unit is in the abnormal state, and when it outputs an electrical instruction to the oil pressure supply unit to increase the flow rate of the lubricating oil supplied to the transmission mechanism, if it is determined that the flow rate of the lubricating oil supplied from the oil pressure supply unit to the transmission mechanism has increased in accordance with the electrical instruction, it is considered that the oil pressure supply unit has switched from the abnormal state to the normal state, and the restriction on reducing the absolute value of the negative torque of the transmission mechanism can be lifted.

6. The vehicle drive device according to claim 5, wherein: The control unit sets a negative torque limit value as a limit value for limiting the absolute value of the negative torque, and increases the negative torque limit value at a predetermined gradient when the restriction that reduces the absolute value of the negative torque of the transmission mechanism is released.

7. The vehicle drive device according to claim 1 or 2, wherein: When the control unit executes restriction to reduce the absolute value of the negative torque of the transmission mechanism, the control unit outputs an electrical command to the brake mechanism to increase the braking force of the brake mechanism capable of braking the wheels to compensate for the reduced braking force for decelerating the vehicle due to the execution of the restriction.

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