Vehicle drive device

Abstract

The present application relates to a vehicle drive device. The vehicle drive device includes a drive shaft driven by a drive source; a rotation transmission portion that transmits rotation input from the drive shaft to a wheel; a mechanical oil pump that generates hydraulic pressure by rotation of the drive source; an electric oil pump that generates hydraulic pressure by electricity; a hydraulic pressure control device that supplies lubricating oil to the rotation transmission portion based on hydraulic pressure generated by the mechanical oil pump and the electric oil pump (E-OP); a drive circuit that controls power supplied to the electric oil pump (E-OP); and a control portion that controls a drive state of the drive circuit. Moreover, the control portion stops the drive circuit and closes the electric oil pump (E-OP) when a temperature of refrigerant that cools the drive circuit is third or more than a third start temperature T3a (S7 is).

Description

Technical Field

[0001] This invention relates to a vehicle drive system equipped with an electric oil pump. Background Technology

[0002] A technique has been proposed, for example, in vehicles such as hybrid vehicles, to separate the high-temperature coolant primarily used to cool the engine and the low-temperature coolant primarily used to cool the motor and inverter circuits into different systems for cooling at each location (see Patent Document 1). Patent Document 1 uses a high-temperature radiator to cool the high-temperature coolant (high-temperature refrigerant) to approximately 90 degrees Celsius as a target temperature, and then uses a low-temperature radiator to cool the low-temperature coolant (low-temperature refrigerant) to below 65 degrees Celsius as a target temperature.

[0003] Patent Document 1: Japanese Patent Application Publication No. 2020-111246

[0004] However, automotive drive systems such as hybrid drive systems typically include mechanical oil pumps that generate hydraulic pressure by a drive source such as an engine, and electric oil pumps that can generate hydraulic pressure even when the drive source is stopped. In drive circuits such as inverters that drive such electric oil pumps, especially when the temperature is high, the upper limit of the allowable current that can be energized decreases. Therefore, as in Patent Document 1, when both high-temperature and low-temperature cooling water are available, cooling with low-temperature cooling water is preferred. However, if low-temperature cooling water is also used to cool, for example, a rear-mounted motor or other driving motor, there is a concern that the low-temperature cooling water temperature may exceed the target temperature, which could cause a thermal load on the drive circuit of the electric oil pump. Summary of the Invention

[0005] Therefore, the object of the present invention is to provide a vehicle drive device that can protect the drive circuit of an electric oil pump.

[0006] An embodiment of the present invention provides a vehicle drive unit comprising: a drive shaft driven by a drive source; a rotation transmission unit that transmits rotation input from the drive shaft to a wheel; a mechanical oil pump that generates hydraulic pressure through rotation of the drive shaft; an electric oil pump that generates hydraulic pressure electrically; a hydraulic control unit that supplies lubricating oil to the rotation transmission unit based on the hydraulic pressure generated by the mechanical oil pump and the electric oil pump; a drive circuit that controls the power supplied to the electric oil pump; and a control unit capable of controlling the drive state of the drive circuit, wherein the control unit stops the drive circuit when the temperature of the refrigerant cooling the drive circuit is above a first temperature.

[0007] Therefore, when the temperature of the refrigerant in the drive circuit of the cooling electric oil pump is above the first temperature, the drive circuit is stopped, thus preventing current exceeding the allowable current from flowing into the drive circuit and protecting the drive circuit. Attached Figure Description

[0008] Figure 1 This is a block diagram illustrating the simplified structure of the hybrid vehicle according to this embodiment.

[0009] Figure 2 This is a hydraulic circuit diagram showing a part of the hydraulic control device of this embodiment.

[0010] Figure 3 This is a flowchart illustrating the water temperature control in this embodiment.

[0011] Figure 4 This is a graph showing the relationship between the allowable current of the drive circuit in this embodiment and the water temperature, as well as the determination temperature in water temperature control. Detailed Implementation

[0012] The following uses Figures 1-4 This embodiment will be explained below. Figure 1 This is a block diagram illustrating a simplified structure of the vehicle according to this embodiment. Figure 2 This is a hydraulic circuit diagram showing a part of the hydraulic control device of this embodiment. Figure 3 This is a flowchart illustrating the water temperature control in this embodiment. Figure 4 This is a graph showing the relationship between the allowable current of the drive circuit in this embodiment and the water temperature, as well as the determination temperature in water temperature control.

[0013] [Structure of Hybrid Vehicles]

[0014] like Figure 1 As shown, the hybrid vehicle 100 of this embodiment is equipped with a hybrid drive unit 1 and a rotary motor (hereinafter referred to as "rear motor") 97 for driving the left and right rear wheels 92L and 92R. This hybrid drive unit 1 is an example of a vehicle drive unit that has an engine (E / G) 2 and a rotary motor (hereinafter simply referred to as "motor") MG for driving the left and right front wheels, i.e., the front wheels 91L and 91R. That is, this hybrid vehicle 100 is configured to be able to perform front-wheel drive when using the driving force of the engine 2 and / or the motor MG, and to perform four-wheel drive via the rear motor 97. Furthermore, it is capable of EV driving based on the motor MG and / or the rear motor 97.

[0015] The drive PCU96 consists of a circuit that performs PWM control on the motor MG. It supplies power from the battery 99 to the rear motor 97 to power its operation, or uses power generated by the regenerated power from the rear motor 97 to charge the battery 99. Furthermore, a differential device (not shown) is configured between the rear motor 97 and the left and right rear wheels 92L and 92R to absorb the speed difference between the left and right rear wheels 92L and 92R, and to transmit the drive rotation of the rear motor 97 to the left and right rear wheels 92L and 92R.

[0016] On the other hand, the hybrid drive unit 1 generally comprises a rotation transmission unit 4 that transmits the rotation of the engine 2 to the front wheels 91L and 91R; a hydraulic control unit 40 with an electric oil pump (E-OP) 22; a differential device 6; a control unit (ECU) 31; a drive circuit 60 for the electric oil pump 22; and a drive power control unit (hereinafter referred to as "drive PCU") 95. In addition, the rotation transmission unit 4 comprises a clutch K0 as an engine disengagement clutch, a motor MG, a start clutch WSC, and a transmission mechanism (T / M) 5 that changes the speed of the engine 2 and transmits it to the wheels.

[0017] Clutch K0 is positioned between engine 2 and motor MG in the power transmission path, enabling disengagement of engine 2. Motor MG comprises a stator 3a and a rotor 3b driven by drive shaft 3c, and mechanical oil pump 21 is driven by drive shaft 3c. That is, mechanical oil pump 21 is driven by drive shaft 3c, which is driven by motor MG, and is also driven by engine 2 by engaging clutch K0, thereby being driven by at least one of the driving force of motor MG and driving force of engine 2. Furthermore, although not shown in the figure, a damping device or similar device that absorbs the pulsation of engine 2 and transmits its rotation is typically provided between engine 2 and clutch K0.

[0018] The starting clutch WSC is positioned between the motor MG and the transmission mechanism 5 in the power transmission path. It can connect or disconnect the power transmission between the engine 2 and the motor MG (i.e., the drive source) and the transmission mechanism 5, especially engaging the starting clutch WSC when the vehicle starts. The transmission mechanism (T / M) 5 is positioned in the power transmission path between the engine 2 and the motor MG and the front wheels 91L and 91R. It shifts the drive rotation of the engine 2 and / or the motor MG input via the starting clutch WSC and transmits it to the differential device 6. The differential device 6 absorbs the speed difference between the left and right front wheels 91L and 91R and transmits the rotation from the transmission mechanism 5 to the aforementioned front wheels 91L and 91R. Furthermore, although the transmission mechanism 5 in this embodiment employs components that enable six forward gears and reverse gears, it is not limited to this. For example, it could be a stepped transmission mechanism that enables three to five forward gears or more than seven forward gears. Alternatively, it could be a continuously variable transmission mechanism such as a belt-type continuously variable transmission or a ring-type continuously variable transmission. In other words, it could be any transmission mechanism.

[0019] The control unit 31 includes a CPU 32, a RAM 33 for temporary data storage, and a ROM 34 for storing processing programs. It is configured to output various signals from the output port, including control signals for the solenoid valves of the hydraulic control device 40, control signals for the control unit (not shown) of the engine 2, control signals for the drive PCU 95 for the drive control motor MG, and control signals for the drive circuit 60 for the drive control electric oil pump 22, and is capable of controlling them. Furthermore, the drive PCU 95 is composed of a circuit that performs PWM control on the motor MG, supplying power from the battery 99 to the motor MG to power its operation, or charging the battery 99 with power generated by the regeneration of the motor MG.

[0020] The drive circuit 60 is configured to include an inverter 61 that controls the power supplied to the electric motor (not shown) of the electric oil pump 22 via PWM control, and a driver 62 that controls the inverter 61 by outputting command signals to the switching elements (not shown) of the inverter 61. Furthermore, in this embodiment, the power supplied to the electric oil pump 22 via the inverter 61 is supplied from a low-voltage battery (not shown), but it can also be supplied from a high-voltage battery 99 that stores power for driving.

[0021] The hybrid drive unit 1 described above is arranged in sequence from the engine 2 side toward the wheel 9 side, including clutch K0, motor MG, starting clutch WSC, and transmission mechanism 5. When the vehicle is driven by both the engine 2 and the motor MG or by the engine 2, when the control unit (ECU) 31 controls the hydraulic control device 40 to engage clutch K0 and starting clutch WSC, and the vehicle is driven by the motor MG alone, clutch K0 is disengaged to cut off the transmission path between the engine 2 and the front wheels 91L and 91R.

[0022] Additionally, as described above, the hybrid drive unit 1 is equipped with a mechanical oil pump (MOP) 21 and an electric oil pump (E-OP) 22, which serve as hydraulic power sources for use in the hydraulic control unit 40. The mechanical oil pump 21 is driven to rotate in conjunction with the engine 2 and the motor MG when the clutch K0 is engaged, and is driven to rotate in conjunction with the motor MG when the clutch K0 is disengaged. The electric oil pump 22 is configured to operate independently of the mechanical oil pump 21, and can be electrically driven by an electric motor (not shown), and its drive / stop control is based on electronic commands from the control unit 31. Furthermore, the electric motor (not shown) driving the electric oil pump 22 is solely for driving the electric oil pump 22, completely independent of the transmission path between the engine 2 and the front wheels 91L and 91R, and does not transmit driving force to the front wheels 91L and 91R.

[0023] [Water cooling path for hybrid vehicles]

[0024] Next, the water cooling path of the hybrid vehicle 100 will be explained. In this hybrid vehicle 100, there are two different systems: one for supplying high-temperature cooling water and the other for supplying low-temperature cooling water. The high-temperature cooling water is normally cooled to about 90 degrees Celsius through the HT radiator 111, for example, and the low-temperature cooling water is normally cooled to below 65 degrees Celsius through the LT radiator 112.

[0025] The refrigerant path is arranged such that high-temperature cooling water circulates through high-temperature components such as engine 2. On the other hand, low-temperature cooling water is configured to cool the hybrid drive unit 1 on the front wheel side and the rear motor 97 on the rear wheel side. Specifically, the refrigerant path is arranged such that low-temperature cooling water circulates through the drive PCU 95, control unit 31, drive circuit 60, drive PCU 96, and rear motor 97.

[0026] [Lubrication path of hydraulic control unit]

[0027] Next, the cooling of each part of the hybrid drive unit 1 by lubricating oil (cooling oil) will be described. As mentioned above, in this hybrid vehicle 100, the engine 2 is cooled by high-temperature cooling water, and other electrical circuits and the rear-mounted motor 97 are cooled by low-temperature cooling water, using a so-called water cooling method. However, in the hybrid drive unit 1, a so-called oil cooling method is used, which is based on oil such as the automatic transmission fluid that performs hydraulic control of the transmission mechanism 5. Hereinafter, the parts of the hydraulic control unit 40 that mainly generate the pipeline pressure as the source pressure and the parts that supply lubricating oil will be described.

[0028] like Figure 2 As shown, the hydraulic control device 40 generally comprises a primary regulating valve 42 as a source pressure generating unit, a secondary regulating valve 43, solenoid valves SRL1 and SRL2, a first lubrication switching valve 44 as a switching valve, and a second lubrication switching valve 45. Furthermore, the hydraulic control device 40 is connected to the aforementioned mechanical oil pump 21 and the aforementioned electric oil pump 22, which serve as hydraulic power sources, to supply hydraulic pressure, and is connected to the cooler 70 in a manner that allows communication with the cooler. The hydraulic control device 40 is connected to the following circuits: a first lubrication circuit 81 supplying lubricating oil to the starting clutch WSC; a second lubrication circuit 82 supplying lubricating oil to the outer periphery of the motor MG; a third lubrication circuit 83 supplying lubricating oil to the clutch K0, the inner periphery of the motor MG, and the bearings (not shown); and a fourth lubrication circuit 84 supplying lubricating oil to various parts of the transmission mechanism 5.

[0029] In detail, when the electric oil pump 22 is driven by the command of the control unit 31, it draws oil from the filter 20 and generates hydraulic pressure P in the oil circuits b1 and b2. EOP Hydraulic P is supplied to the inlet 44c of the first lubrication switching valve 44 (described later). EOP With the valve core 44p of the first lubrication switching valve 44 (described later) located at the upper position in the figure, the output port 44e is connected to the pressure regulating port 42d of the primary regulating valve 42 via oil passages a6, a4, and a2, i.e., the hydraulic pressure P generated by the electric oil pump 22... EOP It is supplied to the pipeline pressure loop.

[0030] In addition, the check ball 53 between oil circuit b1 and oil circuit b2 is configured to prevent the pipeline pressure PL, which is regulated by the primary regulating valve 42, from exceeding the hydraulic pressure P output by the electric oil pump 22. EOP However, the pipeline pressure PL flows backwards to the electric oil pump 22. In addition, the check ball 51 connected to the oil circuit b1 is closed by a spring (not shown). If the hydraulic pressure in the oil circuit b1 becomes higher than the specified pressure, the hydraulic pressure in the oil circuit b1 is released to prevent high pressure from being applied to the electric oil pump 22, thus protecting the electric oil pump 22.

[0031] On the other hand, as described above, the mechanical oil pump 21, driven by engine 2 and / or motor MG, draws oil from filter 20, opens check ball 52, and generates hydraulic pressure P in oil circuits a1, a2, a3, a4, a5, and a6, which serve as pipeline pressure circuits. MOP Specifically, the pressure is adjusted to the pipeline pressure PL via the primary regulating valve 42, described later. Furthermore, the check ball 52 prevents hydraulic pressure P from the electric oil pump 22 from flowing out, for example, when the mechanical oil pump 21 stops, such as when the vehicle is parked during EV operation. EOP The situation of backflow to mechanical oil pump 21.

[0032] The primary control valve 42 comprises a valve core 42p, a spring 42s that applies force to the valve core 42p to one side, a feedback oil chamber 42a, an actuation oil chamber 42b, a discharge port 42c, and a pressure regulating port 42d. The valve core 42p of this primary control valve 42 is configured to output a control pressure P based on, for example, the throttle valve opening degree from a linear solenoid valve SLT (not shown). SLT The force of the spring 42s is fed back to the feedback oil chamber 42a via the oil circuit a3 to adjust the connection (opening amount) between the pressure regulating port 42d and the outlet 42c. This adjusts the hydraulic pressure of the oil circuits a1 to a6 connected to the pressure regulating port 42d into the pipeline pressure PL as the source pressure.

[0033] The pipeline pressure PL, regulated by the primary regulating valve 42, is supplied via oil circuit a5 to the engagement circuit (T / Mcircuit) 47, which serves as the hydraulic circuit for engagement control. This engagement circuit controls the supply of engagement pressure to each hydraulic servo of the transmission mechanism 5, including clutch K0 and starting clutch WSC, and brake. Pressure regulation is achieved through solenoid valves and other electronically controlled components in the control unit 31, supplying engagement pressure to each hydraulic servo, thereby controlling the clutches and brakes to be in disengaged, slip-engaged, or fully engaged states. Furthermore, the pipeline pressure PL is also supplied to a regulating valve (not shown), which outputs the pipeline pressure P... L The modulated pressure P is controlled to be below constant pressure. MOD .

[0034] On the other hand, the hydraulic pressure discharged from the outlet 42c of the primary regulating valve 42 is supplied to oil circuits c1, c2, c3, c4, c5, c6, c7, c8, c9, c10, c11, c12, and c13, and in particular, is supplied to the secondary regulating valve 43 from oil circuit c4, and the pressure is regulated to the secondary pressure P. SEC .

[0035] The secondary regulating valve 43 is constructed in a manner substantially similar to the primary regulating valve 42, comprising a valve core 43p, a spring 43s that applies force to the valve core 43p to one side, a feedback oil chamber 43a, an actuation oil chamber 43b, a pressure regulating port 43c, and a discharge port 43d. The valve core 43p of the secondary regulating valve 43 is configured to apply force to the aforementioned control pressure P. SLT The force of the spring 43s is fed back to the feedback oil chamber 43a via the oil circuit c4, which adjusts the connection (opening amount) between the pressure regulating port 43c and the outlet 43d. This adjusts the hydraulic pressure of the oil circuits c1 to c13 connected to the pressure regulating port 43c to the secondary pressure P. SEC .

[0036] The secondary pressure P after being regulated by the pressure regulating port 43c of the secondary regulating valve 43 SEC As lubrication pressure, it is supplied from oil passage c6 to the inlet 45c of the second lubrication switching valve 45 (described later), and from oil passage c7 to cooler 70. After being cooled by cooler 70, it is supplied to c8, then to the fourth lubrication circuit 84 via oil passage c9, to the third lubrication circuit 83 via oil passage c10, to the second lubrication circuit 82 via oil passage c11, and to the first lubrication circuit 81 via oil passages c12 and c13. In this embodiment, oil passages c5, c7, c8, c12, and c13 constitute a supply oil passage for supplying lubricating oil from the primary regulating valve 42 to the first lubrication circuit 81.

[0037] As detailed later, the first lubrication switching valve 44 is switched to switch the hydraulic P of the electric oil pump 22. EOP When supplied to oil passages e2 and c13, check ball 54 cuts off the backflow from oil passage c12 to secondary regulating valve 43 (from downstream to upstream). Furthermore, check ball 54 is positioned downstream of oil passages c1 to c13, where lubricating oil flows from secondary regulating valve 43 towards the first lubrication circuit 81, compared to the second to fourth lubrication circuits 82 and 84. Under the hydraulic pressure of electric oil pump 22... EOP When supplied to oil circuits e2 and c13, flow into the second lubrication circuit 82 to the fourth lubrication circuit 84 is also prevented. In addition, the hydraulic pressure discharged from the outlet 43d of the secondary regulating valve 43 is returned as residual pressure to the suction port (not shown) of the mechanical oil pump 21 via oil circuit d1, reducing the drive load on the mechanical oil pump 21, thereby reducing the drive load on the engine 2 and the motor MG, and improving the fuel efficiency of the vehicle.

[0038] On the other hand, the solenoid valve SRL1 is, for example, a normally closed type and configured to output a signal pressure P. SL1 Specifically, the input modulation pressure P is as follows: MOD The signal pressure P is controlled by the command of the control unit 31.SRL1 The oil pressure P is output to the actuating oil chamber 44a of the first lubrication switching valve 44 (described later) via oil circuit f1, and the signal pressure P is controlled by closing the valve. SRL1 Set to non-output.

[0039] Similarly, the solenoid valve SRL2 is, for example, a normally closed type and configured to output a signal pressure P. SL2 Specifically, the input modulation pressure P is as follows: MOD The signal pressure P is controlled by the command of the control unit 31. SRL2 The oil pressure P is output to the actuating oil chamber 45a of the second lubrication switching valve 45 (described later) via oil circuit g1, and the signal pressure P is controlled by closing the valve. SRL2 Set to non-output.

[0040] The first lubrication switching valve 44 comprises a valve core 44p, a spring 44s that applies force to the valve core 44p to one side, an actuating oil chamber 44a, an inlet 44b, an outlet 44d, an inlet 44c, and an outlet 44e. If the first lubrication switching valve 44 is located at the upper position in the diagram after the valve core 44p is subjected to force by the spring 44s, then inlet 44b and outlet 44d, and inlet 44c and outlet 44e are respectively connected. Furthermore, if a signal pressure P is input from oil circuit f1... SRL1 When the valve core 44p overcomes the force of the spring 44s and is located in the lower position in the figure, the input port 44c is connected to the output port 44d, while the input port 44b and the output port 44e are blocked.

[0041] The second lubrication switching valve 45 comprises a valve core 45p, a spring 45s that applies force to the valve core 45p to one side, an actuating oil chamber 45a, an output port 45b, an input port 45c, an input port 45d, and an output port 45e. If the second lubrication switching valve 45 is located at the upper position in the diagram after the valve core 45p is subjected to force by the spring 45s, then the input port 45d and the output port 45e are connected, and the input port 45c is blocked. Furthermore, if a signal pressure P is input from the oil circuit g1... SRL2 When the valve core 45p overcomes the force of the spring 45s and is located in the lower position in the figure, the input port 45c is connected to the output port 45b, and the input port 45d is blocked.

[0042] The modulation pressure P is input to the input port 45d. MOD Furthermore, when a hydraulic pressure exceeding a specified pressure is input, the hydraulic switch 49, which outputs an electrical connection signal to the control unit 31, is connected to the output port 45e. Therefore, when the valve core 45p is located in the upper position shown in the figure, the hydraulic switch 49 inputs the modulation pressure P. MODThe control unit 31 detects whether the second lubrication switching valve 45 is located in the lower position shown in the figure. In particular, when the solenoid valve SRL2 is closed, and the hydraulic switch 49 does not output an on signal, the control unit 31 detects an abnormal state in which the valve core 45p of the second lubrication switching valve 45 is stuck in the lower position shown in the figure.

[0043] Next, the operation of the hydraulic control device 40 will be explained. When the oil temperature detected by the oil temperature sensor 41 is normal and the starting clutch WSC is engaged or disengaged (not in a slipping state), as a normal state, both solenoid valves SRL1 and SRL2 are closed. The first lubrication switching valve 44 is located at the top of the figure, and the second lubrication switching valve 45 is also located at the top of the figure.

[0044] In this normal state, when the engine 2 or the motor MG is driven, the mechanical oil pump 21 generates hydraulic pressure P towards the oil circuit a1. MOP Furthermore, when the electric oil pump 22 is activated, the electric oil pump 22 generates hydraulic pressure P towards the oil circuit b1. EOP The electric oil pump 22 is connected to the pressure regulating port 42d of the primary regulating valve 42 via oil circuits b1 and b2, the input port 44c and output port 44e of the first lubrication switching valve 44, and oil circuit a6. That is, it is based on hydraulic P... MOP and hydraulic P EOP One or both of them, the primary regulating valve 42 regulates the pipeline pressure PL, and the secondary regulating valve 43 regulates the secondary pressure P. SEC The state (first state).

[0045] As mentioned above, if the secondary pressure P SEC As lubricating pressure is supplied to oil circuits c1 to c13, the inlet 45c and outlet 45b of the second lubrication switching valve 45 are blocked. Therefore, the lubricating oil flowing based on the lubrication pressure is supplied to the first lubrication circuit 81, the second lubrication circuit 82, the third lubrication circuit 83, and the fourth lubrication circuit 84 respectively through the cooler 70. Furthermore, compared to the high-flow-rate state described later, the amount of lubricating oil supplied to the starting clutch WSC is small, so this state can be called the low-flow-rate state.

[0046] On the other hand, when the oil temperature detected by the oil temperature sensor 41 is normal, and the control unit 31 determines that the vehicle is starting, it supplies engagement pressure to the hydraulic servo of the starting clutch WSC to engage the starting clutch WSC. At this time, the solenoid valve SRL2 is closed and the solenoid valve SRL1 is opened, and the signal pressure P is transmitted through the control unit. SRL1The valve core 44p of the first lubrication switching valve 44 is switched to the lower position shown in the figure. Furthermore, at this time, the vehicle is started by the driving force of the engine 2 or the motor MG, so the mechanical oil pump 21 is driven.

[0047] In this state, as described above, the secondary pressure P is... SEC As a lubrication pressure, the lubricating oil flowing based on the lubrication pressure is supplied to the second lubrication circuit 82, the third lubrication circuit 83, and the fourth lubrication circuit 84 respectively through the cooler 70. On the other hand, the valve core 44p of the first lubrication switching valve 44 is switched to the lower position shown in the figure, so the hydraulic pressure P of the electric oil pump 22 input to the inlet 44c is... EOP The hydraulic pressure P of the electric oil pump 22, which is output from the output port 44d to the oil passage e2 and supplied to the first lubrication circuit 81 via the oil passage c13, is thus supplied to the oil passage a6 and also to the second to fourth lubrication circuits 82 to 84 via the engagement circuit 47 (clutch, etc.) and the secondary regulating valve 43. EOP It is supplied directly to the first lubrication circuit 81, in other words, compared to the secondary pressure P SEC Large hydraulic P EOP This becomes the lubrication pressure, which may supply the first lubrication circuit 81 with a pressure greater than that based on the secondary pressure P. SEC The lubricating oil supplied with a large flow rate when the lubrication pressure is applied, that is, the amount of lubricating oil supplied to the starting clutch WSC becomes a large flow state, which can fully lubricate (cool) the starting clutch WSC, which generates a lot of heat during the sliding engagement.

[0048] Furthermore, due to the hydraulic P of the electric oil pump 22 EOP Greater than the secondary pressure P SEC Therefore, the check ball 54 does not open, and the hydraulic pressure P from the electric oil pump 22 is activated. EOP The supply of lubricating oil is performed on the first lubrication circuit 81 independently of the second lubrication circuit 82 to the fourth lubrication circuit 84.

[0049] Then, if the slip engagement of the starting clutch WSC ends and it becomes engaged, the control unit 31 closes the solenoid valve SRL1, causing the valve core 44p of the first lubrication switching valve 44 to return to the upper position in the figure. The supply of lubricating oil to the first lubrication circuit 81 to the fourth lubrication circuit 84 is then carried out via the cooler 70. In addition, the hydraulic P of the electric oil pump 22... EOP Also used for pipeline pressure PL and secondary pressure P SEC The source of pressure.

[0050] Additionally, when the oil temperature detected by the oil temperature sensor 41 is low, and the control unit 31 determines that the vehicle is starting, it supplies engagement pressure to the hydraulic servo of the starting clutch WSC to engage the starting clutch WSC. At this time, solenoid valve SRL1 is closed, and solenoid valve SRL2 is opened, controlled by the signal pressure P. SRL2 Switch the valve core 45p of the second lubrication switching valve 45 to the lower position shown in the figure.

[0051] Furthermore, at this time, the mechanical oil pump 21 is driven because the vehicle is started by the driving force of the engine 2 or the motor MG, but the electric oil pump 22 cannot be driven because the oil temperature is low and the oil viscosity is high (if it is driven, it will affect the durability of the electric oil pump 22).

[0052] In this state, because the electric oil pump 22 is stopped, the hydraulic P based on the mechanical oil pump 21 is... MOP For pipeline pressure PL and secondary pressure P SEC Pressure is adjusted. At this time, since the electric oil pump 22 stops, the pipeline pressure PL is supplied to the oil circuit b2 through the oil circuit a6 and the first lubrication switching valve 44. However, the pipeline pressure PL will not flow back to the electric oil pump 22 due to the check ball 53.

[0053] Because the second lubrication switching valve 45 is switched to the lower position in the diagram, the secondary pressure P supplied to oil circuit c6 is... SEC Oil is supplied to oil passage e1 via inlet 45c and outlet 45b. Since the first lubrication switching valve 44 is switched to the upper position shown in the diagram, oil is supplied to oil passage e2 via inlet 44b and outlet 44d, and to the first lubrication circuit 81 via oil passage c13. In other words, lubricating oil is supplied to the first lubrication circuit 81 via oil passages c6, e1, and e2, which serve as a second oil passage. This second oil passage is located at the hydraulic P of the mechanical oil pump 21. MOP (Secondary pressure P) SEC Oil passages c1 to c13, which serve as the first oil passage, are supplied to the first lubrication circuit 81 via the cooler 70. The upstream side (oil passage c5) and downstream side (oil passage c13) of the cooler 70 are connected by switching the second lubrication switching valve 45. Therefore, the second lubrication switching valve 45 is clamped in oil passages c6, e1, and e2, which serve as the second oil passage, switching the second oil passage from a cut-off state to a connected state.

[0054] On the other hand, secondary pressure P is also supplied from oil circuit C7 to oil circuits C8 to C11 via cooler 70. SEC It also supplies lubricating oil to the second lubrication circuit 82 to the fourth lubrication circuit 84. However, in the cooler 70, due to the high viscosity of the oil and the large hydraulic loss, the flow resistance of the cooler 70 is large. Therefore, based on the secondary pressure P... SECMost of the supplied lubrication pressure flows to oil circuit c6 and is difficult to flow to oil circuit c7. Therefore, the hydraulic pressure in oil circuits c8 to c11 is lower than that in oil circuit c13, and the check ball 54 is in the closed state. As a result, compared with the case where the oil temperature is low and lubricating oil is supplied to the first lubrication circuit 81, for example via cooler 70, by supplying lubricating oil to the first lubrication circuit 81 by bypassing cooler 70, sufficient lubricating oil can be supplied to the first lubrication circuit 81 during the slip engagement of the starting clutch WSC.

[0055] Then, if the slip engagement of the starting clutch WSC ends and it becomes engaged, the control unit 31 controls the solenoid valve SRL2 to close, so that the valve core 45p of the second lubrication switching valve 45 returns to the upper position in the figure, and the supply of lubricating oil to the first lubrication circuit 81 to the fourth lubrication circuit 84 is carried out through the cooler 70.

[0056] Furthermore, when the valve core 45p of the second lubrication switching valve 45 is still in the abnormal state of remaining in the lower position shown in the figure, even when the oil temperature is low, it can still control the secondary pressure P. SEC While lubricating oil is supplied to the first lubrication circuit 81, there are concerns that the oil may not flow to the cooler 70 effectively once the oil temperature rises and returns to normal. There are also concerns about insufficient lubricating oil supply to the second to fourth lubrication circuits 82 to 84. Furthermore, if a large amount of lubricating oil flows to the first lubrication circuit 81 and the starting clutch WSC becomes over-lubricated, the drag resistance of the starting clutch WSC will increase, hindering improvements in vehicle fuel efficiency.

[0057] Therefore, regardless of whether the solenoid valve SRL2 is closed, if the hydraulic switch 49 still outputs an on signal, the control unit 31 determines that the second lubrication switching valve 45 is in an abnormal state. Instead of cutting off oil circuits c6 and e1 through the second lubrication switching valve 45, it controls the solenoid valve SRL1 to be turned on, switching the valve core 44p of the first lubrication switching valve 44 to the lower position shown in the figure. Thus, oil circuits e1 and e2 are cut off, preventing secondary pressure P from being released. SEC In the case where the fluid flows directly into the first lubrication circuit 81, it flows towards the cooler 70. Furthermore, if the valve core 44p of the first lubrication switching valve 44 is in the upper position shown in the figure, the hydraulic pressure P of the electric oil pump 22... EOP The oil flows into the first lubrication circuit 81 (becoming the same as the high lubrication state described above), but if a high flow rate is not required in the first lubrication circuit 81, this can be addressed by stopping the electric oil pump 22. In this case, it is preferable not to stop the engine 2, i.e., always drive the mechanical oil pump 21.

[0058] [Water temperature control]

[0059] Next, use Figure 3as well as Figure 4 This will explain the water temperature control performed by the control unit 31 in this embodiment. For example... Figure 4 As shown, the drive circuit 60 that supplies power to the electric oil pump 22 (see reference) Figure 1 If the temperature reaches a high temperature, i.e., above T4, the allowable current for energizing the inverter 61 is reduced in a way that does not affect the durability of the inverter 61. Furthermore, as described above, the inverter 61 of the drive circuit 60, cooled by low-temperature cooling water, reaches a temperature approximately the same as that water temperature. Therefore, the temperature of the low-temperature cooling water detected by the water temperature sensor (not shown) can be considered synonymous with the temperature of the inverter 61.

[0060] The low-temperature cooling water is cooled by the LT radiator 112, but it also specifically cools the rear motor 97. Therefore, if the rear motor 97 is continuously used, there is a concern that the cooling water temperature may rise. On the other hand, if the inverter 61 exceeds temperature T4, and a command to drive the electric oil pump 22 is issued from the control unit 31 as usual, PWM control of the inverter 61 based on the drive signal from the driver 62 will result in current flowing beyond the allowable current. Therefore, water temperature control as described below is performed.

[0061] For example, if the start switch of the hybrid vehicle 100 is turned on, the control unit 31 will start... Figure 3 The water temperature shown corresponds to the control. For example... Figure 3 As shown, firstly, in the state of initiating water temperature corresponding control, the control unit 31 determines whether the water temperature T of the low-temperature cooling water exceeds a first starting temperature T1a (second temperature) that is slightly higher than the temperature T0 (e.g., 65 degrees) that should be cooled by the LT radiator 112 (refer to...). Figure 4 If the water temperature T is below the first starting temperature T1a (S1 no), no special restrictions are imposed (S10), and the state is directly maintained.

[0062] On the other hand, for example, when the water temperature T rises above the first starting temperature T1a (S1 is) (see reference) Figure 4In step S2, control unit 31 sends a start request signal to the control unit of engine 2. For example, if engine 2 is stopped, a command to start engine 2 is issued, and a process to maintain engine 2 in a driving state (heat reduction process) is executed. In other words, by driving mechanical oil pump 21 through engine 2, a process to reduce the hydraulic pressure generated by electric oil pump 22 is executed. In addition, control unit 31 issues a command to hydraulic control device 40 to drive a solenoid valve (not shown), causing the engagement pressure of clutch K0 to increase, thereby engaging clutch K0. As a result, mechanical oil pump 21 is driven, and the aforementioned pipeline pressure PL is mainly generated by the hydraulic pressure generated by mechanical oil pump 21, significantly reducing the load on electric oil pump 22. Therefore, the current supplied to electric oil pump 22 is reduced, and it can not exceed the allowable current (see reference). Figure 4 It can also reduce the heat absorbed by the low-temperature cooling water, and can also suppress the temperature rise of the low-temperature cooling water.

[0063] Furthermore, in this embodiment, although the engine 2 is started to drive the mechanical oil pump 21, for example, if the battery 99 has sufficient charge, the motor MG can be driven to drive the mechanical oil pump 21 while the clutch K0 is disengaged and the engine 2 is stopped.

[0064] While performing step S2, the control unit 31 determines whether the water temperature T exceeds the second starting temperature T2a (S4) (see reference). Figure 4 If the water temperature T is below the second starting temperature T2a (which is higher than the first starting temperature T1a) (S4 No), it is determined whether the water temperature T is higher than temperature T0 and below the first ending temperature T1b (which is lower than the first starting temperature T1a) (S3). If the water temperature T is lower than the second starting temperature T2a (S4 No) and above the first ending temperature T1b (S3 No), it directly proceeds to step S2, maintaining the state where the mechanical oil pump 21 is driven by the engine 2. Then, if the water temperature T drops and becomes below the first ending temperature T1b (S3 Yes) (see reference...) Figure 4 If the process fails, the process returns to step S10, returning to a state where no special restrictions are imposed. Therefore, for example, if the state becomes one where EV driving can be performed without the driving force of engine 2, engine 2 is stopped, and mechanical oil pump 21 is also stopped, so the state becomes one where hydraulic pressure (line pressure) is generated by electric oil pump 22.

[0065] On the other hand, if the water temperature T is not below the first ending temperature T1b, but rises further and exceeds the second starting temperature T2a (the third temperature), (S4 is) (refer to) Figure 4The control unit 31 proceeds to step S5, where, as described above, the mechanical oil pump 21 is driven by the engine 2, and the solenoid valve SRL1 of the hydraulic control device 40 is activated (see reference). Figure 2 The valve core 44p of the first lubrication switching valve 44 is switched to the lower position shown in the figure, thereby cutting off oil circuits b2 and a4. This prevents the hydraulic pressure from the electric oil pump 22 from being supplied as hydraulic pressure for the pipeline pressure PL regulated by the primary regulating valve 42. In other words, when the pipeline pressure PL is generated by the hydraulic pressure of the mechanical oil pump 21, the process of preventing the electric oil pump 22 from assisting in generating the pipeline pressure PL is performed (heat reduction process). In other words, the hydraulic pressure generated by the electric oil pump 22 is not used to generate the pipeline pressure PL. As a result, the electric oil pump 22 does not need to output hydraulic pressure exceeding the pipeline pressure PL, and the load on the electric oil pump 22 is significantly reduced. Therefore, the current supplied to the electric oil pump 22 is reduced and can not exceed the allowable current (refer to...). Figure 4 It can also reduce the heat absorbed by the low-temperature cooling water, and can also suppress the temperature rise of the low-temperature cooling water.

[0066] Furthermore, when the auxiliary line pressure PL generated by the electric oil pump 22 is prohibited, lubricating oil can be supplied from the electric oil pump 22 to the starting clutch WSC when the starting clutch WSC is slip-engaged, i.e., the above-mentioned high flow rate state can be achieved. Additionally, when the starting clutch WSC is disengaged or when the starting clutch WSC is closed, the drive of the electric oil pump 22 is reduced, thereby reducing the amount of lubricating oil from the electric oil pump 22.

[0067] While performing step S5, the control unit 31 determines whether the water temperature T exceeds the third starting temperature T3a, which is higher than the second starting temperature T2a (S7) (see reference). Figure 4 If the water temperature T is below the third starting temperature T3a (S7 No), it is determined whether the water temperature T is higher than the first starting temperature T1a and falls below the second ending temperature T2b, which is lower than the second starting temperature T2a (S6). If the water temperature T is lower than the third starting temperature T3a (S7 No) and higher than the second ending temperature T2b (S6 No), proceed directly to step S5, maintaining the state of driving the mechanical oil pump 21 with the engine 2, and maintaining the state of prohibiting the generation of auxiliary pipeline pressure by the electric oil pump 22. Then, if the water temperature T drops and falls below the second ending temperature T2b (S6 Yes) (see reference...) Figure 4 If the condition is met, return to step S2 and release the state that prohibits the generation of auxiliary pipeline pressure by electric oil pump 22. Therefore, the solenoid valve SRL1 of hydraulic control device 40 is closed (see reference). Figure 2 ), that is, the hydraulic control device 40 returns to the normal control state.

[0068] On the other hand, if the water temperature T does not fall below the second ending temperature T2b, but further rises and exceeds the third starting temperature T3a (the first temperature) (as in S7) (see reference). Figure 4 The control unit 31 proceeds to step S8, where, as described above, the mechanical oil pump 21 is maintained under the drive of the engine 2, and the driver 62 of the drive circuit 60 is turned off and stopped (e.g., power supply is cut off), so the inverter 61 is not driven and therefore the electric oil pump 22 is not driven. In other words, the process of turning off the electric oil pump 22 (setting it to a stopped state) is executed. As a result, in particular, current does not flow to the inverter 61 and does not exceed the allowable current (see reference...). Figure 4 Therefore, it can protect the inverter 61 and reduce the heat given to the low-temperature cooling water (absorbed), thereby suppressing the temperature rise of the low-temperature cooling water.

[0069] Furthermore, although this embodiment describes the case where the driver 62 is turned off, thereby setting the inverter 61 to a non-drive state and turning off the electric oil pump 22, it is not limited to this. The control unit 31 can also issue a command to the driver 62 to set the inverter 61 to a non-drive state. In the case controlled by the control unit 31, the driver 62 is in standby mode while energized, so standby current flows. Therefore, cutting off the current supply to the driver 62 can reduce the heat generated in the drive circuit 60.

[0070] Furthermore, with the electric oil pump 22 turned off, it is impossible to lubricate the starting clutch WSC at a high flow rate as described above. However, as mentioned above, secondary pressure P is supplied to the starting clutch WSC via the cooler 70. SEC Therefore, it will not have a significant impact on the durability of the starting clutch WSC.

[0071] Furthermore, while performing step S8, the control unit 31 determines whether the water temperature T is higher than the second start temperature T2a and falls below the third end temperature T3b, which is lower than the third start temperature T3a (S9). If the water temperature T is above the third end temperature T3b (S9: No), it directly proceeds to step S8, maintaining the state of driving the mechanical oil pump 21 with the engine 2 and maintaining the electric oil pump 22 in the off state. Then, if the water temperature T drops and falls below the third end temperature T3b (S9: Yes) (see reference...) Figure 4 If the electric oil pump 22 is deactivated, the process returns to step S5. Therefore, when the starting clutch WSC is slip-engaged, lubricating oil can be supplied to the starting clutch WSC from the electric oil pump 22 at a high flow rate.

[0072] Then, if the water temperature T gradually decreases, the system returns to the state of step S10 via the control of step S2 as described above, that is, returns to the normal control state.

[0073] [Summary of this implementation method]

[0074] The vehicle drive unit (1) includes: a drive shaft (3c) driven by a drive source (2); a rotation transmission unit (4) that transmits the rotation input from the drive shaft (3c) to the wheels (91L, 91R); a mechanical oil pump (21) that generates hydraulic pressure through the rotation of the drive shaft (3c); an electric oil pump (22) that generates hydraulic pressure electrically; a hydraulic control device (40) that supplies lubricating oil to the rotation transmission unit (4) based on the hydraulic pressure generated by the mechanical oil pump (21) and the electric oil pump (22); a drive circuit (60) that controls the power supplied to the electric oil pump (22); and a control unit (31) that can control the drive state of the drive circuit (60), wherein the control unit (31) stops the drive circuit (60) when the temperature of the refrigerant cooling the drive circuit (60) is above a first temperature (T3a).

[0075] Therefore, when the water temperature T exceeds the third start temperature T3a, the current does not flow to the inverter 61 and does not exceed the allowable current, thus protecting the inverter 61.

[0076] In addition, in the vehicle drive unit (1), the rotation transmission unit (4) has a transmission mechanism (5) that transmits the rotational speed input from the drive shaft (3c) to the wheels (91L, 91R); and a starting clutch (WSC) that is clamped between the drive shaft (3c) and the transmission mechanism (5) and engages when starting. The hydraulic control device (40) supplies lubricating oil to the starting clutch (WSC) based on the hydraulic pressure generated by the mechanical oil pump (21) and the electric oil pump (22).

[0077] Therefore, the hydraulic pressure generated by the mechanical oil pump 21 and the electric oil pump 22 can cool the starting clutch that gets hot during start-up. When the water temperature T exceeds the third start temperature T3a, the starting clutch can be cooled by the hydraulic pressure generated by the mechanical oil pump 21.

[0078] In addition, in the vehicle drive unit (1), the control unit (31) performs a heat reduction process to reduce the heat generation of the drive circuit (60) when the temperature of the refrigerant is at least a second temperature (T1a) that is lower than the first temperature (T3a).

[0079] This also reduces the amount of heat transferred to the low-temperature cooling water, thus suppressing the temperature rise of the low-temperature cooling water.

[0080] In addition, in the vehicle drive unit (1), the control unit (31) performs the above-mentioned heat generation reduction process. When the temperature of the refrigerant is above the second temperature (T1a), it performs the process of driving the mechanical oil pump (21) by driving the drive shaft (3c) driven by the drive source (2) to reduce the hydraulic pressure generated by the electric oil pump (22).

[0081] As a result, the current supplied to the electric oil pump 22 is reduced, which can not exceed the allowable current, and the heat imparted to the low-temperature cooling water can also be reduced.

[0082] In addition, in the vehicle drive unit (1), the hydraulic control device (40) has a source pressure generation unit (42) that generates source pressure based on the hydraulic pressure generated by at least one of the mechanical oil pump (21) and the electric oil pump (22). The control unit (31) performs the process of not using the hydraulic pressure generated by the electric oil pump (22) for the generation of source pressure when the temperature of the refrigerant is higher than the third temperature (T2a) than the second temperature (T1a).

[0083] Therefore, the electric oil pump 22 does not require hydraulic pressure exceeding PL in the output pipeline, which significantly reduces the load on the electric oil pump 22. Consequently, the current supplied to the electric oil pump 22 is reduced, ensuring it does not exceed the allowable current, and the heat imparted to the low-temperature cooling water is also reduced.

[0084] Furthermore, the vehicle drive unit (1) includes: a lubrication oil circuit (81) that supplies lubricating oil to the starting clutch (WSC); the hydraulic control unit (40) includes: a supply oil circuit (c5, c7, c8, c12, c13) that supplies lubricating oil supplied from the source pressure generating unit (42) to the lubrication oil circuit (81); and a switching valve (44) that can switch between a first state of supplying hydraulic pressure generated by the electric oil pump (22) to the source pressure generating unit (42) and a second state of supplying hydraulic pressure to the lubrication oil circuit (81). When the vehicle starts with the starting clutch (WSC) slip-engaged, if the temperature of the refrigerant is above the third temperature (T2a), the switching valve (44) is switched to the second state to supply hydraulic pressure from the electric oil pump (22) to the lubrication oil circuit (81).

[0085] Therefore, when the generation of pressure PL through the auxiliary pipeline of the electric oil pump 22 is prohibited, lubricating oil can be supplied from the electric oil pump 22 to the starting clutch WSC when the starting clutch WSC is slip-engaged.

[0086] [Possibility of other implementation methods]

[0087] Furthermore, in the embodiment described above, although a so-called parallel hybrid drive system with a motor MG that can assist or regenerate the driving force of the engine 2 is described as a vehicle drive system, it is not limited to this. For example, it could also be an automatic transmission that does not have a motor MG and shifts the drive rotation of the engine 2. That is, any vehicle drive system can be used as long as it has a mechanical oil pump and an electric oil pump and lubricates any part of the rotational transmission section 4. In such a vehicle drive system, this technology can be effectively applied as long as components that generate a lot of heat during starting, such as the starting clutch, are lubricated.

[0088] Furthermore, while this embodiment describes a phased control based on water temperature T, where the engine 2 (mechanical oil pump 21) is started (first stage) if the water temperature T exceeds the first start temperature T1a, the auxiliary pressure PL of the electric oil pump 22 is disabled (second stage) if it exceeds the second start temperature T2a, and the electric oil pump 22 is shut off (third stage) if it exceeds the third start temperature T3a, this is not a limitation. For example, it could also be a case where the engine 2 is started and the electric oil pump 22 is shut off if the third start temperature T3a is exceeded, thus performing control in one stage. Alternatively, it could be a case where the second stage does not disable the auxiliary pressure PL, thus performing control in two stages.

[0089] Furthermore, although this embodiment describes situations where, after the water temperature T exceeds the first starting temperature T1a but before it exceeds the third starting temperature T3a, the mechanical oil pump 21 is started or the auxiliary pressure PL of the electric oil pump 22 is disabled in order to reduce the heat generation of the drive circuit 60, these are not limited to any particular method. As long as the current value of the inverter 61 of the drive circuit 60 is limited or the heat generation of the drive circuit 60 is suppressed, any processing can be performed.

[0090] Explanation of reference numerals in the attached figures

[0091] 1…Vehicle drive unit (hybrid drive unit) / 2…Drive source (engine) / 3c…Drive shaft / 4…Rotation transmission unit / 5…Transmission mechanism / 21…Mechanical oil pump / 22…Electric oil pump / 31…Control unit / 40…Hydraulic control unit / 42…Source pressure generation unit (primary regulating valve) / 44…Switching valve (first lubrication switching valve) / 60…Drive circuit / 81…Lubricating oil circuit (first lubrication circuit) / 91L, 91R…Wheel / MG…Drive source (motor) / S2, S5…Heat reduction treatment (step) / T3a…First temperature (third starting temperature) / T1a…Second temperature (first starting temperature) / T2a…Third temperature (second starting temperature) / WSC…Starting clutch / c5, c7, c8, c12, c13…Supply oil circuit.

Claims

1. A vehicle drive system comprising: The drive shaft is driven by a drive source; A rotation transmission unit that transmits the rotation input from the aforementioned drive shaft to the wheels; A mechanical oil pump that generates hydraulic pressure through the rotation of the aforementioned drive shaft; An electric hydraulic pump that generates hydraulic pressure via electricity; A hydraulic control device supplies lubricating oil to the rotary transmission unit based on the hydraulic pressure generated by the aforementioned mechanical oil pump and the aforementioned electric oil pump; The drive circuit controls the power supplied to the aforementioned electric oil pump; and The control unit is capable of controlling the driving state of the aforementioned drive circuit. When the temperature of the refrigerant cooling the drive circuit is above a first temperature, the control unit stops the drive circuit. The aforementioned rotational transmission unit includes: a transmission mechanism that transmits rotational speed change from the drive shaft to the wheels; and a starting clutch that is clamped between the drive shaft and the transmission mechanism and engages during start-up. The aforementioned hydraulic control device supplies lubricating oil to the starting clutch based on the hydraulic pressure generated by the aforementioned mechanical oil pump and the aforementioned electric oil pump. When the temperature of the refrigerant is at least a second temperature lower than the first temperature, the control unit performs a heat reduction process to decrease the heat generated by the drive circuit. As part of the heat generation reduction process, when the refrigerant temperature is above the second temperature, the control unit performs a process of reducing the hydraulic pressure generated by the electric oil pump by driving the mechanical oil pump through the drive shaft driven by the drive source. The aforementioned hydraulic control device includes a source pressure generating unit that generates source pressure based on hydraulic pressure generated by at least one of the aforementioned mechanical oil pump and the aforementioned electric oil pump. As part of the heat generation reduction process, the control unit performs a process of not using the hydraulic pressure generated by the electric oil pump for the generation of the source pressure when the temperature of the refrigerant is a third temperature or higher than the second temperature.

2. The vehicle drive device according to claim 1, comprising a lubrication passage for supplying lubricating oil to the aforementioned starting clutch, The above-mentioned hydraulic control device has: The oil supply circuit supplies lubricating oil from the aforementioned source pressure generating unit to the aforementioned lubrication circuit; and The switching valve is capable of switching between a first state in which hydraulic pressure generated by the electric oil pump is supplied to the source pressure generating unit, and a second state in which it is supplied to the lubrication circuit. When starting a vehicle with the aforementioned starting clutch slipping and engaging, if the temperature of the refrigerant is above the aforementioned third temperature, the aforementioned switching valve is switched to the aforementioned second state, and hydraulic pressure from the aforementioned electric oil pump is supplied to the aforementioned lubrication circuit.

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