JP2020165461A - Drive unit for vehicle - Google Patents

Abstract

To provide a drive unit for a vehicle which can prevent the occurrence of the supply shortage of a lubricant to a start friction engagement element while the unit can supply the lubricant to the start friction engagement element via a cooler.SOLUTION: A hybrid drive unit comprises: a start clutch which is engaged at a start; a mechanical oil pump 21 and an electric oil pump 22; a cooler 70 for cooling oil; and a first lubrication circuit 81 for supplying the lubricant to the start clutch. Then, a hydraulic control device 401 comprises: oil paths c1, c2, c3, c5, c7, c8, c12 and c13 for supplying hydraulic pressure to the first lubrication circuit 81 via the cooler 70; oil paths c6, e1 and e2 which are communicative with one another so as to bypass the cooler 70; and a second lubrication changeover valve 45 interposed in the oil paths c6, e1 and e2, and switched to a communication state for making the oil paths c6, e1 and e2 communicate with one another, and a block state for blocking the oil paths c6, e1 and e2.SELECTED DRAWING: Figure 2

Description

This technique relates to a vehicle drive with a cooler that cools the oil.

For example, a vehicle drive device such as an automatic transmission or a hybrid drive device mounted on a vehicle is provided with a hydraulic control device for shifting and lubricating, and for cooling the oil used for the hydraulic control. A cooler is provided (see, for example, Patent Document 1). This Patent Document 1 includes a mechanical oil pump driven by a drive source and an electric oil pump driven independently as a hydraulic source, and is based on the hydraulic pressure generated by the oil pumps. When supplied as lubricating oil, the oil is cooled by a cooler, and then the cooled oil is supplied to the transmission mechanism to lubricate the transmission mechanism.

Japanese Unexamined Patent Publication No. 2014-126581

By the way, since the starting clutch in the vehicle drive device that is engaged at the time of starting is slip-engaged in order to smooth the starting, the amount of heat generated is particularly large at the time of starting. In order to improve the cooling efficiency of such a starting clutch, it is conceivable to interpose a cooler in an oil passage for supplying the lubricating oil to the starting clutch to cool the lubricating oil before supplying it. However, for example, if the oil temperature is low and the oil viscosity is high, the pressure loss in the cooler becomes large, which may result in insufficient supply of lubricating oil to the starting clutch, which may affect durability. ..

Therefore, while it is possible to supply the lubricating oil to the starting friction engaging element via the cooler, it is possible to prevent the occurrence of insufficient supply of the lubricating oil to the starting friction engaging element. Is intended to provide.

The drive unit for this vehicle is
The starting friction engaging element that is engaged at the time of starting,
A hydraulic source that generates hydraulic pressure and
With a cooler that cools the oil,
A first lubricating oil passage that supplies lubricating oil to the starting friction engaging element,
A first oil passage that supplies the hydraulic pressure of the hydraulic source to the first lubricating oil passage via the cooler, and
A second oil passage capable of communicating the upstream side of the first oil passage with respect to the cooler and the downstream side of the first oil passage with respect to the cooler so as to bypass the cooler.
The first solenoid valve capable of outputting the first signal pressure and
A first switching valve that is interposed in the second oil passage and is switched between a communication state in which the second oil passage is communicated and a cutoff state in which the second oil passage is cut off by the first signal pressure. Equipped with.

According to the drive device for this vehicle, by shutting off the first switching valve, the first switching valve can be supplied with lubricating oil to the starting friction engaging element via the cooler through the first oil passage. By making the communication state, the lubricating oil can be supplied to the starting friction engaging element by bypassing the cooler by the second oil passage, and it is possible to prevent the occurrence of insufficient supply of the lubricating oil.

The block diagram which shows the drive device for a vehicle which concerns on this embodiment. The hydraulic circuit diagram which shows a part of the hydraulic pressure control device in the small lubrication state which concerns on 1st Embodiment. The hydraulic circuit diagram which shows a part of the hydraulic pressure control device in the large lubrication state which concerns on 1st Embodiment. The hydraulic circuit diagram which shows a part of the hydraulic pressure control device in the low temperature lubrication state which concerns on 1st Embodiment. The hydraulic circuit diagram which shows a part of the hydraulic pressure control device which concerns on 2nd Embodiment schematically. FIG. 6 is a hydraulic circuit diagram schematically showing a part of the hydraulic control device according to the third embodiment.

<First Embodiment>
Hereinafter, the first embodiment will be described with reference to FIGS. 1 to 4. First, a schematic configuration of a hybrid drive device 1 which is an example of a vehicle drive device will be described with reference to FIG.

As shown in FIG. 1, the hybrid drive device 1 is suitable for use in, for example, an FR (front engine / rear drive) type vehicle, and the input shaft 1A is drive-connected to the engine 2 as a drive source. Further, the hybrid drive device 1 has a stator 3a and a rotor 3b inside the case 6, and power transmission between the rotary electric machine (motor generator) MG as a drive source, the engine 2, the motor MG, and the wheels 9. As an engine disengagement clutch that is arranged between the transmission mechanism 5 provided on the path, the engine 2 on the power transmission path, and the motor generator (hereinafter, simply referred to as a motor) MG, and can disengage the engine 2. It is arranged between the clutch K0 and the motor MG and the transmission mechanism 5 on the power transmission path, and can connect and disconnect the power transmission between the engine 2 and the motor MG (that is, the drive source) and the transmission mechanism, and is particularly suitable for vehicles. It includes a starting clutch (starting friction engaging element, drive transmission clutch) WSC that is engaged at the time of starting, and a control unit (ECU) 31.

The control unit 31 includes a CPU 32, a RAM 33 for temporarily storing data, and a ROM 34 for storing a processing program, and controls signals to each solenoid valve of the hydraulic control device 40 and a control unit of the engine 2 ( Various signals such as a control signal to (not shown) and a control signal to the motor MG are output from the output port. Further, the input port of the control unit 31 is configured to input detection signals from various sensors such as the hydraulic switch 62, which will be described later.

Further, between the axial direction of the motor MG and the start clutch WSC, the drive is connected to the rotary shaft 1B which is drive-connected to the motor MG, and is also drive-connected to the engine 2 by engaging the clutch K0. A mechanical oil pump 21 that is driven by at least one of the motor MG and the engine 2 is provided. Further, the rotating shaft 1B is rotatably supported by the bearing B1 with respect to the support wall 6a supported by the case 6. Although not shown, a damper device or the like is usually provided between the engine 2 and the clutch K0 to absorb the pulsation of the engine 2 and transmit the rotation thereof.

The transmission mechanism (T / M) 5 is composed of a transmission mechanism capable of changing the transmission path based on the engagement state of a plurality of frictional engagement elements (clutch and brake) and achieving, for example, forward 6th speed and reverse speed. .. Further, a propeller shaft 8 is driven and connected to an output shaft (not shown) of the speed change mechanism 5, and the rotation output to the propeller shaft 8 is transmitted to the left and right wheels via a differential device or the like.

The speed change mechanism 5 may be, for example, a stepped speed change mechanism that achieves forward 3 to 5 speeds or forward 7 speeds or higher, and may be a belt type continuously variable transmission, a toroidal type continuously variable transmission, or the like. It may be a continuously variable transmission mechanism, that is, any transmission mechanism may be used.

In the hybrid drive device 1 as described above, the clutch K0, the motor MG, the start clutch WSC, and the transmission mechanism 5 are sequentially arranged from the engine 2 side to the wheel 9 side, and both the engine 2 and the motor MG, or the motor MG, or When the engine 2 is driven to drive the vehicle, the control unit (ECU) 31 controls the hydraulic control device 40 to engage the clutch K0 and the start clutch WSC, and the EV travels only with the driving force of the motor MG. When traveling, the clutch K0 is released to disconnect the transmission path between the engine 2 and the wheels 9.

Further, the hybrid drive device 1 includes a mechanical oil pump (MOP) 21 and an electric oil pump (E-OP) 22 as hydraulic pressure generating sources for generating hydraulic pressure (primary pressure) used in the hydraulic control device 40. It is equipped. The mechanical oil pump 21 is provided so that a drive gear is driven and connected to the rotating shaft 1B. That is, the mechanical oil pump 21 is provided with the engine 2 and the motor MG when the clutch K0 is engaged. When the clutch K0 is released, the engine is rotationally driven in conjunction with the motor MG. On the other hand, the electric oil pump 22 is configured to be electrically driven by an electric motor (not shown) independently of the mechanical oil pump 21, and is driven / stopped based on an electronic command from the control unit 31. Be controlled. An oil temperature sensor 41 for detecting the oil temperature is provided inside the hydraulic pressure control device 40, and the detected oil temperature is output to the control unit 31. The electric motor (not shown) that drives the electric oil pump 22 is used only for driving the electric oil pump 22, is completely independent of the transmission path between the engine 2 and the wheels 9, and does not transmit the driving force to the wheels 9. It is a thing.

Next, it will be described with reference to FIGS. 2 to 4 for the hydraulic control unit 40 ₁ of the first embodiment. In FIGS. 2 to 4 showing a hydraulic control device 40 _1, 2 a normal state (small lubrication state), FIG. 3 is large lubrication state, FIG. 4 shows a low-temperature state.

As shown in FIG. 2, the hydraulic control device 40 ₁ roughly includes a primary regulator valve (regulator valve) 42, a secondary regulator valve 43, a solenoid valve (second solenoid valve) SRL1, and a solenoid valve (first solenoid valve) SRL2. , A first lubrication switching valve (second switching valve) 44, a second lubrication switching valve (first switching valve) 45, and the like are provided. Further, the hydraulic control device 40 ₁ is connected to the mechanical oil pump 21 and the electric oil pump 22 as a hydraulic pressure generating source with the hydraulic pressure is supplied, it is connected so as to communicate with the cooler 70. Further, the hydraulic control device 40 _1, the first lubrication circuit (first lubricating oil passage) for supplying lubricating oil towards the starting clutch WSC as indicated by an arrow A in FIG. 1 81, the arrow C in FIG. 1 As shown, the second lubricating circuit (second lubricating oil passage) 82 that supplies lubricating oil toward the outer peripheral side of the motor MG, the clutch K0, the inner peripheral side of the motor MG, and the bearing as shown by arrow B in FIG. Third lubrication circuit (third lubricating oil passage) 83 that supplies lubricating oil toward B1, and fourth lubrication that supplies lubricating oil to each part of the transmission mechanism 5 as shown by arrow D in FIG. It is connected to the circuit (fourth lubricating oil passage) 84 so as to communicate with each other.

Specifically, when the electric oil pump 22 is driven by a command from the control unit 31, oil is sucked from the strainer 20 to generate hydraulic _PEOP in the oil passages b1 and b2, and the first lubrication switching described later is performed. When the hydraulic _PEOP is supplied to the input port 44c of the valve 44 and the spool 44p of the first lubrication switching valve 44 described later is in the upper position in the drawing, the primary is from the output port 44e via the oil passages a6, a4 and a2. The hydraulic _PEOP that communicates with the pressure regulating port 42d of the regulator valve 42, that is, the electric oil pump 22 is generated, is supplied to the line pressure circuit.

In the check ball 53 interposed between the oil passage b1 and the oil passage b2, the line pressure PL adjusted by the primary regulator valve 42 becomes larger than the hydraulic _PEOP output by the electric oil pump 22. It is arranged so as to prevent the line pressure PL from flowing back to the electric oil pump 22. Further, the check ball 51 connected to the oil passage b1 is closed by a spring (not shown), and when the oil pressure of the oil passage b1 becomes equal to or higher than a predetermined pressure, the oil pressure of the oil passage b1 is released to remove the hydraulic pressure of the oil passage b1 so that the electric oil pump 22 The high pressure is prevented from acting on the electric oil pump 22, that is, the electric oil pump 22 is protected.

On the other hand, as described above, the mechanical oil pump 21 driven by the engine 2 or the motor MG sucks oil from the strainer 20 and opens the check ball 52 to open the oil passages a1, a2, a3 as a line pressure circuit. Hydraulic _PMOP is generated in a4, a5, and a6, and the line pressure PL is adjusted in detail by the primary regulator valve 42 described later. The check ball 52 _prevents the hydraulic pressure _PEOP from the electric oil pump 22 from flowing back to the mechanical oil pump 21 when the mechanical oil pump 21 is stopped, for example, when the vehicle is stopped during EV traveling. It is preventing.

The primary regulator valve 42 includes a spool 42p, a spring 42s that urges the spool 42p to one side, a feedback oil chamber 42a, a hydraulic oil chamber 42b, a discharge port 42c, and a pressure adjusting port 42d. ing. Spool 42p of the primary regulator valve 42, for example a control pressure P _SLT outputted from the linear solenoid valve SLT which is not shown in accordance with the throttle opening degree, and the urging force of the spring 42s, the feedback via the oil passage a3 The amount of communication (opening amount) between the pressure adjusting port 42d and the discharge port 42c is adjusted according to the feedback pressure fed back to the oil chamber 42a, and thereby the oil passages a1 to a6 connected to the pressure adjusting port 42d. The hydraulic pressure is adjusted as the line pressure PL.

The line pressure PL adjusted by the primary regulator valve 42 in this way engages with each clutch (including the clutch K0 and the starting clutch WSC) of the transmission mechanism 5 and each hydraulic servo of the brake via the oil passage a5. Is supplied to the engagement circuit (T / M clutch) 47 as the hydraulic circuit for engagement control, and the pressure is adjusted and controlled by a solenoid valve or the like electronically controlled by the control unit 31, and is engaged with each hydraulic servo. By supplying the combined pressure, the clutch and brake are freely controlled to be released, slip-engaged, and fully engaged. Incidentally, the line pressure PL is also supplied to the modulator valve (not shown), and outputs the modulator pressure P _MOD that suppresses the line pressure P _L below a constant pressure.

On the other hand, the hydraulic pressure discharged from the discharge port 42c of the primary regulator valve 42 is supplied to the oil passages c1, c2, c3, c4, c5, c6, c7, c8, c9, c10, c11, c12, c13, and particularly oil. is pressure regulated to a secondary pressure P _SEC by being supplied from the road c4 to the secondary regulator valve 43.

The secondary regulator valve 43 is configured in substantially the same manner as the primary regulator valve 42, and includes a spool 43p, a spring 43s for urging the spool 43p to one side, a feedback oil chamber 43a, and a hydraulic oil chamber 43b. It is configured to have a pressure port 43c and a discharge port 43d. Spool 43p of the secondary regulator valve 43, and the control pressure _{P SLT,} and the urging force of the spring 43s, according to a feedback pressure which is fed back through an oil passage c4 to the feedback oil chamber 43a, and the pressure regulating port 43c , adjusted communication amount between the exhaust port 43d (the opening amount), pressure regulates the hydraulic pressure in the oil passage c1~c13 connected to it by pressure regulating port 43c as the secondary pressure _{P SEC.}

The secondary pressure P _SEC regulated by the pressure adjusting port 43c of the secondary regulator valve 43 is supplied as the lubricating pressure from the oil passage c6 to the input port 45c of the second lubrication switching valve 45 described later, and also from the oil passage c7. It is supplied to the cooler 70, further cooled by the cooler 70, and then supplied to the c8, to the fourth lubrication circuit 84 via the oil passage c9, to the third lubrication circuit 83 via the oil passage c10, and to the oil passage c11. It is supplied to the second lubrication circuit 82 via the oil passages c12 and c13, and to the first lubrication circuit 81 via the oil passages c12 and c13, respectively.

The check ball 54, which is an example of the check valve, has an oil passage when the first lubrication switching valve 44 is switched and the hydraulic P _EOP of the electric oil pump 22 is supplied to the oil passages e2 and c13, as will be described in detail later. The backflow from c12 to the secondary regulator valve 43 (downstream side to upstream side) is blocked. Further, the check ball 54 is located in the oil passages c1 to c13 of the lubricating oil flowing from the secondary regulator valve 43 toward the first lubrication circuit 81, and is arranged on the downstream side of the second lubrication circuit 82 to the fourth lubrication circuit 84. It has been hydraulic _{P EOP} of the electric oil pump 22 when supplied to the oil passage e2, c13, are also prevented from flowing into the second lubrication circuit 82 to the fourth lubricating circuit 84. The fuel consumption discharged from the discharge port 43d of the secondary regulator valve 43 is returned to the suction port (not shown) of the mechanical oil pump 21 via the oil passage d1 as excess pressure, and the drive load of the mechanical oil pump 21 is increased. The fuel efficiency of the vehicle is improved by reducing the drive load of the engine 2 and the motor MG.

On the other hand, the solenoid valve SRL1 is composed of, for example, a normally closed type and is configured to freely output the signal pressure P _SL1 . Specifically, the above-mentioned modulator pressure P _MOD is input, and a command from the control unit 31 is given. The signal pressure P _SRL1 is output to the hydraulic oil chamber 44a of the first lubrication switching valve 44 described later via the oil passage f1 by being controlled on by, and the signal pressure P _SRL1 is not output by being controlled off. To do.

Similarly, the solenoid valve SRL2 is composed of, for example, a normally closed type and is configured to freely output the signal pressure _PSL2 . Specifically, the above-mentioned modulator pressure _PMOD is input, and the control unit 31 The signal pressure P _SRL2 is output to the hydraulic oil chamber 45a of the second lubrication switching valve 45 described later via the oil passage g1 by being controlled on by the command of, and the signal pressure P _SRL2 is not controlled by being controlled off. Make it an output.

The first lubrication switching valve 44 includes a spool 44p, a spring (urging member) 44s that urges the spool 44p to one side, a hydraulic oil chamber 44a, an input port 44b, an output port 44d, and an input port 44c. And an output port 44e. When the first lubrication switching valve 44 is in the upper position (first state) in the figure in which the spool 44p is urged by the urging force of the spring 44s, the input port 44b and the output port 44d, and the input port 44c and the output port 44e Communicate with each other. Further, when the signal pressure P _SRL1 is input from the oil passage f1 and the spool 44p overcomes the urging force of the spring 44s and is in the lower position (second state) in the figure, the input port 44c and the output port 44d communicate with each other and input. The port 44b and the output port 44e are blocked.

The second lubrication switching valve 45 includes a spool 45p, a spring (urging member) 45s that urges the spool 45p to one side, a hydraulic oil chamber 45a, an output port 45b, an input port 45c, and an input port 45d. And an output port 45e. When the second lubrication switching valve 45 is in the upper position (blocked state) in the figure in which the spool 45p is urged by the urging force of the spring 45s, the input port 45d and the output port 45e communicate with each other, and the input port 45c is shut off. To. Further, when the signal pressure P _SRL2 is input from the oil passage g1 and the spool 45p overcomes the urging force of the spring 45s and is in the lower position (communication state) in the figure, the input port 45c and the output port 45b communicate with each other and the input port 45b. 45d is blocked.

The modulator pressure _PMOD is input to the input port 45d. Further, the output port 45e is connected to a hydraulic switch 62 that electrically outputs an ON signal to the control unit 31 when a hydraulic pressure equal to or higher than a predetermined pressure is input. Therefore, when the spool 45p is in the upper position in the drawing, the hydraulic switch 62 inputs the modulator pressure _PMOD and detects whether or not the second lubrication switching valve 45 is in the lower position in the drawing. In particular, when the solenoid valve SRL2 is off-controlled and the hydraulic switch 62 does not output an on signal, the control unit 31 has an abnormality in which the spool 45p of the second lubrication switching valve 45 sticks to the lower position in the figure. The state will be detected.

Next, the operation of the hydraulic control device 40 _1. When the oil temperature detected by the oil temperature sensor 41 is normal temperature (first oil temperature) and the start clutch WSC is in the engaged state or the released state (when it is not in the slip state), the solenoid valve SRL1 and the solenoid valve SRL1 and the normal state are used. Both solenoid valves SRL2 are off-controlled, the first lubrication switching valve 44 is in the upper position in the figure, and the second lubrication switching valve 45 is also in the upper position in the figure, in the state shown in FIG.

In this normal state, when the engine 2 or the motor MG is driven, the mechanical oil pump 21 generates the hydraulic _PMOP toward the oil passage a1, and when the electric oil pump 22 is turned on and controlled. The electric oil pump 22 generates a hydraulic _PEOP toward the oil passage b1, and the electric oil pump 22 passes through the oil passages b1 and b2, the input port 44c and the output port 44e of the first lubrication switching valve 44, and the oil passage a6. It communicates with the pressure adjusting port 42d of the primary regulator valve 42. That is, the line pressure PL is regulated by the primary regulator valve 42, and the secondary pressure P _SEC is further regulated by the secondary regulator valve 43 based on one or both of the hydraulic P _MOP and the hydraulic P _EOP .

When the secondary pressure P _SEC as described above is supplied to the oil passage c1~c13 as lubricating pressure, since the input port 45c of the second lubricant switching valve 45 and the output port 45b is blocked, the lubrication pressure The lubricating oil flowing based on the oil passes through the cooler 70 and 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. It should be noted that this state can be said to be a small flow rate state because the amount of lubricating oil supplied to the starting clutch WSC is smaller than that of the large flow rate state described later.

Next, a case where the oil temperature is normal temperature and the start clutch WSC is slip-engaged to start the vehicle will be described with reference to FIG. When the oil temperature detected by the oil temperature sensor 41 is normal temperature, the control unit 31 determines the start of the vehicle, and supplies the engagement pressure to the hydraulic servo of the start clutch WSC to engage the start clutch WSC. The solenoid valve SRL2 is turned off and the solenoid valve SRL1 is turned on, and the spool 44p of the first lubrication switching valve 44 is switched to the lower position in the figure by the signal pressure P _SRL1 . At this time, since the vehicle is started by the driving force of the engine 2 or the motor MG, the mechanical oil pump 21 is driven.

In this state, the secondary pressure _PSEC is used as the lubrication pressure as described above, and the lubricating oil flowing based on the lubrication pressure passes through the cooler 70 and enters the second lubrication circuit 82, the third lubrication circuit 83, and the fourth lubrication circuit 84. Each is supplied. On the other hand, since the spool 44p of the first lubrication switching valve 44 is switched to the lower position in the figure, the hydraulic _PEOP of the electric oil pump 22 input to the input port 44c is output from the output port 44d to the oil passage e2. It is supplied to the first lubrication circuit 81 via the oil passage c13. As a result, the oil pressure P of the electric oil pump 22 supplied to the oil passage a6 and also supplied to the second to fourth lubrication circuits 82 to 84 and the like via the engagement circuit 47 (clutch and the like) and the secondary regulator valve 43. _{The EOP} is directly supplied to the first lubrication circuit 81, in other words, the oil pressure P _EOP larger than the secondary pressure P _SEC becomes the lubrication pressure, and the lubrication pressure is applied to the first lubrication circuit 81 based on the secondary pressure P _SEC. Lubricating oil with a flow rate (second flow rate) larger than the flow rate (first flow rate) when supplying is supplied, that is, the amount of lubricating oil supplied to the start clutch WSC becomes a large flow rate state, and the slip is engaged at the time of starting. It is possible to sufficiently lubricate (cool) the starting clutch WSC, which is combined and generates a large amount of heat.

Since the hydraulic pressure P _EOP of the electric oil pump 22 is larger than that of the secondary pressure P _SEC , the check ball 54 does not open, and the lubricating oil supplied by the hydraulic pressure P _EOP of the electric oil pump 22 is supplied to the first lubrication circuit 81. It will be performed independently of the second lubrication circuit 82 to the fourth lubrication circuit 84.

When the slip engagement of the start clutch WSC is completed and the engagement state is reached, the control unit 31 turns off the solenoid valve SRL1 and returns the spool 44p of the first lubrication switching valve 44 to the upper position in the drawing, and the first Lubrication oil is supplied to the lubrication circuits 81 to 4th lubrication circuits 84 via the cooler 70, and the hydraulic P _EOP of the electric oil pump 22 is also used as the main pressure of the line pressure PL and the secondary pressure P _SEC. Will be.

Next, a case where the oil temperature is low and the starting clutch WSC is slip-engaged to start the vehicle will be described with reference to FIG. When the oil temperature detected by the oil temperature sensor 41 is low and the control unit 31 determines the start of the vehicle and supplies engagement pressure to the hydraulic servo of the start clutch WSC to engage the start clutch WSC. The solenoid valve SRL1 is turned off and the solenoid valve SRL2 is turned on, and the spool 45p of the second lubrication switching valve 45 is switched to the lower position in the figure by the signal pressure P _SRL2 .

At this time, since the vehicle is started by the driving force of the engine 2 or the motor MG, the mechanical oil pump 21 is driven, but the electric oil pump 22 has a low oil temperature and a high oil viscosity. Therefore, it cannot be driven (when it is driven, the durability of the electric oil pump 22 is affected).

In this state, since the electric oil pump 22 is stopped, the line pressure PL and the secondary pressure P _SEC are adjusted based on the hydraulic pressure _PMOP of the mechanical oil pump 21. At this time, since the electric oil pump 22 is stopped, the line pressure PL is supplied to the oil passage b2 via the oil passage a6 and the first lubrication switching valve 44, but the line pressure PL is supplied to the electric oil pump 22 by the check ball 53. The pressure PL does not flow back.

Since the second lubricant switching valve 45 is switched to the lower position in the figure, the secondary pressure P _SEC that is supplied to the oil passage c6 is supplied to the oil path e1 via the input port 45c and the output port 45b, further Since the first lubrication switching valve 44 is switched to the upper position in the drawing, it is supplied to the oil passage e2 via the input port 44b and the output port 44d, and is supplied to the first lubrication circuit 81 via the oil passage c13. Lubrication. In other words, there is a second lubrication in the oil passages c1 to c13 as the first oil passage for supplying the hydraulic P _MOP (secondary pressure P _SEC ) of the mechanical oil pump 21 to the first lubrication circuit 81 via the cooler 70. By switching the switching valve 45, the lubricating oil is supplied through the oil passages c6, e1 and e2 as the second oil passage that communicates the upstream side (oil passage c5) and the downstream side (oil passage c13) of the cooler 70. It is supplied to the first lubrication circuit 81. Therefore, the second lubrication switching valve 45 is interposed in the oil passages c6, e1 and e2 as the second oil passage, and switches from the state of blocking the second oil passage to the state of communicating with the second oil passage.

On the other hand, the secondary pressure _{P SEC} is supplied from the oil passage c7 to the oil passage c8~c11 through the cooler 70, although the lubricating oil is supplied also to the second lubrication circuit 82 to the fourth lubricating circuit 84, the cooler 70 because oil viscosity is high increases hydraulic losses, since the flow path resistance in the cooler 70 is large, lubrication pressure supplied based on the secondary pressure P _SEC is often the oil passage c6 flows hardly flows through the oil passage c7 Therefore, the hydraulic pressure of the oil passages c8 to c11 is lower than that of the oil passages c13, and the check ball 54 is closed. As a result, the oil temperature is low, and the lubricating oil is supplied to the first lubricating circuit 81 by bypassing the cooler 70, as compared with the case where the lubricating oil is supplied to the first lubricating circuit 81 via the cooler 70, for example. By doing so, it becomes possible to supply sufficient lubricating oil to the first lubricating circuit 81 during the slip engagement of the starting clutch WSC.

When the slip engagement of the start clutch WSC is completed and the engagement state is reached, the control unit 31 turns off the solenoid valve SRL2, returns the spool 45p of the second lubrication switching valve 45 to the upper position in the drawing, and the first Lubrication oil is supplied to the lubrication circuits 81 to 4th lubrication circuits 84 via the cooler 70.

Subsequently, a case where the spool 45p of the second lubrication switching valve 45 is stuck at the lower position in the drawing will be described. If the spool 45p of the second lubrication switching valve 45 remains in the lower position in the figure, the secondary pressure _PSEC can be supplied to the first lubrication circuit 81 when the oil temperature is low, but the oil temperature rises to normal temperature. In this case, it becomes difficult for the oil to flow into the cooler 70, and there is a possibility that the cooling of the oil temperature does not proceed, and there is a possibility that the supply of the lubricating oil to the second lubrication circuit 82 to the fourth lubrication circuit 84 is insufficient. Further, when a large amount of lubricating oil flows through the first lubrication circuit 81 and the starting clutch WSC becomes excessively lubricated, the drag resistance of the starting clutch WSC increases, which hinders the improvement of the fuel efficiency of the vehicle.

Therefore, the control unit 31 determines an abnormal state of the second lubrication switching valve 45 when the hydraulic switch 62 outputs an on signal even though the solenoid valve SRL2 is turned off, and the second lubrication switching is performed. Instead of shutting off the oil passage c6 and the oil passage e1 by the valve 45, the solenoid valve SRL1 is turned on and the spool 44p of the first lubrication switching valve 44 is switched to the lower position in the drawing. As a result, the space between the oil passage e1 and the oil passage e2 is cut off, the secondary pressure _PSEC is prevented from flowing to the first lubrication circuit 81 as it is, and it is possible to allow the secondary pressure _PSEC to flow to the cooler 70. When the spool 44p of the first lubrication switching valve 44 is in the upper position in the drawing, the hydraulic _PEOP of the electric oil pump 22 flows into the first lubrication circuit 81 (similar to the above-mentioned large lubrication state). However, when a large flow rate is not required for the first lubrication circuit 81, it can be dealt with by stopping the electric oil pump 22. In this case, it is preferable that the engine 2 is not stopped, that is, the mechanical oil pump 21 is always driven.

As described above, in the hybrid drive device 1 according to the first embodiment, the cooler 70 is provided by the oil passages c7 to c13 by setting the second lubrication switching valve 45 to the upper position (disengaged state) in the drawing. Although the lubricating oil can be supplied to the starting clutch WSC via the above, the cooler 70 is bypassed by the oil passages c6, e1 and e2 by setting the second lubrication switching valve 45 to the lower position (communication state) in the figure. Lubricating oil can be supplied to the starting clutch WSC, and it is possible to prevent the occurrence of insufficient supply of lubricating oil.

<Second Embodiment>
Next, a second embodiment in which the first embodiment is partially modified will be described with reference to FIG. In the description of the second embodiment, the same parts as those of the first embodiment are designated by the same reference numerals, and the description thereof will be omitted. Further, in FIG. 5, the hydraulic control device 40 ₁ similar to that of the hydraulic control device 40 ₂ is shown in simplified, the line pressure PL is shown with simplified to be pressure regulated by primary regulator valve 42, a secondary regulator valve 43 is omitted, the oil passage c6~c13 are those secondary pressure _{P SEC} is supplied as well as lubrication pressure.

Hydraulic control device 40 ₂ according to the second embodiment, as shown in FIG. 5, which was directly communicated with the second lubricant switching valve 45 oil passage c13 through the oil passage e1 from, in other words The first lubrication switching valve 44 is not interposed in the oil passages c6, e1 and e2 as the second oil passage, as compared with the first embodiment. Therefore, when the spool 45p of the second lubrication switching valve 45 sticks to the lower position in the drawing, the secondary pressure _PSEC remains supplied to the first lubrication circuit 81 without going through the cooler 70, but the first lubrication switching. Since the structure of the valve 44 can be simplified and the operation of the oil passage can be simplified, the cost can be reduced.

Since the other configurations, actions, and effects are the same as those in the first embodiment, the description thereof will be omitted.

<Third embodiment>
Next, a third embodiment in which the first embodiment is partially modified will be described with reference to FIG. In the description of the third embodiment as well, the same parts as those of the first embodiment are designated by the same reference numerals, and the description thereof will be omitted. Also in FIG. 6, the hydraulic control device 40 ₁ similar to that of the hydraulic control device 40 ₃ is shown in simplified, the line pressure PL is shown with simplified to be pressure regulated by primary regulator valve 42, a secondary regulator valve 43 is omitted, the oil passage c6~c13 are those secondary pressure _{P SEC} is supplied as well as lubrication pressure.

As shown in FIG. 6, the hydraulic control device 403 according to the _third embodiment has an oil passage by a check valve 145 as a switching valve instead of the second lubrication switching valve 45 in the first embodiment. It switches between a cut-off state and a communication state between c6 and the oil passage e1.

Specifically, the check valve 145 includes a plate-shaped member 145B in which the through hole 145a is formed, a cup-shaped member 145P which is a cup-shaped member capable of closing the through hole 145a, and a cup-shaped member 145P. A spring 145s that urges the spring 145s and a spring 145s are provided, and the signal pressure P _SRL2 from the solenoid valve _SRL2 is input to the inside of the cup-shaped member 145P so as to act in the same direction as the urging force of the spring 145s. Has been done.

In detail, the urging force of the spring 145s is smaller than the urging force received by the cup-shaped member 145P through the through hole 145a when the secondary pressure P _SEC of the oil passage c6 is input to the through hole 145a. It is set. Therefore, when the solenoid valve SRL2 is off-controlled and the signal pressure P _SRL2 is not output and the secondary pressure P _SEC is supplied to the oil passage c6, the cup-shaped member 145P is separated from the plate-shaped member 145B and the oil passage is separated. The secondary pressure P _SEC flows through e1, and the communication state is established. On the other hand, when the solenoid valve SRL2 is turned on by the control unit 31 and the signal pressure P _SRL2 is input to the inside of the cup-shaped member 145P, the cup-shaped member 145P is made into a plate-shaped member in combination with the urging force of the spring 145s. It comes into contact with the 145B, closes the through hole 145a, and is in a shutoff state in which the oil passage c6 and the oil passage e1 are blocked from each other.

In this way, the communication state and the cutoff state can be switched by the on / off control of the solenoid valve SRL2, and the response is slower and the controllability is not good as compared with the second lubrication switching valve 45 in the first embodiment. However, the structure having the same function as the second lubrication switching valve 45 in the first embodiment can be simplified, and the cost can be reduced.

Since the other configurations, actions, and effects are the same as those in the first embodiment, the description thereof will be omitted.

[Summary of First to Third Embodiments]
The drive device (1) for this vehicle is
The starting friction engaging element (WSC) that is engaged at the time of starting,
A hydraulic source (21,22) that generates hydraulic pressure,
A cooler (70) that cools the oil and
A first lubricating oil passage (81) for supplying lubricating oil to the starting friction engaging element (WSC),
The first oil passage (c1, c2, c3, c5, c7, c8, c12) that supplies the hydraulic pressure of the hydraulic source (21,22) to the first lubricating oil passage (81) via the cooler (70). , C13) and
The first oil passage (c1, c2, c3, c5, c7, c8, c12, c13) upstream of the cooler (70) and the first oil passage (c1, c2, c3, c5, c7, c8, c12, c13) so as to bypass the cooler (70). A second oil passage (c6, e1, e2) capable of communicating with the downstream side of the cooler (70) of c1, c2, c3, c5, c7, c8, c12, c13).
The first solenoid valve (SRL2) capable of outputting the first signal pressure and
A communication state intervening in the second oil passage (c6, e1, e2) and communicating with the second oil passage (c6, e1, e2) by the first signal pressure, and the second oil passage (c6). , E1, e2) are shut off, and a first switching valve (45, 145) that can be switched to is provided.

As a result, by shutting off the second lubrication switching valve 45 or the check valve 145, the oil passages c1, c2, c3, c5, c7, c8, c12, and c13 supply the lubricating oil to the starting clutch WSC via the cooler 70. Although it can be supplied, by connecting the second lubrication switching valve 45 or the check valve 145, the oil passages c6, e1 and e2 can bypass the cooler 70 and supply the lubricating oil to the starting clutch WSC. It is possible to prevent the occurrence of supply shortage.

In addition, the drive device (1) for this vehicle is
The first switching valve (45, 145) is switched to the shutoff state when the oil temperature is the first oil temperature, and is in the communication state when the oil temperature is the second oil temperature lower than the first oil temperature. It is switched to.

As a result, when the oil temperature is the second oil temperature (low temperature) lower than the first oil temperature (normal temperature), especially when the low temperature is such that the electric oil pump 22 cannot be driven, the start clutch WSC bypasses the cooler 70. Lubricating oil can be supplied to the vehicle, and the occurrence of insufficient supply of lubricating oil can be prevented.

In addition, the drive device (1) for this vehicle is
A second lubricating oil passage (82, 83, 84) for supplying lubricating oil to a portion other than the starting friction engaging element (WSC), and
A check that intervenes in the first oil passage (c1, c2, c3, c5, c7, c8, c12, c13) to allow lubricating oil to pass from the upstream side to the downstream side and block backflow from the downstream side to the upstream side. With a valve (54)
The second lubricating oil passage (82, 83, 84) communicates with the check valve (54) in the first oil passage (c1, c2, c3, c5, c7, c8, c12, c13) on the upstream side. And
The first lubricating oil passage (81) and the second oil passage (c6, e1, e2) are the check valves in the first oil passage (c1, c2, c3, c5, c7, c8, c12, c13). It communicates on the downstream side of (54).

As a result, when the second lubrication switching valve 45 or the check valve 145 is in a communicative state and the lubricating oil is supplied to the starting clutch WSC by bypassing the cooler 70, the second lubrication circuit 82 to 4 is used by the check ball 54. Lubricating oil does not flow through the lubricating circuit 84, and a sufficient flow rate of the lubricating oil to the first lubricating circuit 81 (starting clutch WSC) can be secured.

In addition, the drive device (1) for this vehicle is
The hydraulic source is a mechanical oil pump (21) driven by a drive source that outputs a driving force for traveling of a vehicle, and an electric oil pump (21) that can be driven independently of the mechanical oil pump (21). 22) and
A line pressure circuit (a1) that is connected to an engagement control hydraulic circuit (47) that controls the starting friction engagement element (WSC) and supplies a line pressure (PL) to the engagement control hydraulic circuit (47). , A2, a3, a4, a5, a6),
It is connected to the line pressure circuit (a1, a2, a3, a4, a5, a6) and the first oil passage (c1, c2, c3, c5, c7, c8, c12, c13) and is connected to the hydraulic source. A regulator valve (42) that regulates the line pressure (PL) using hydraulic pressure as the original pressure,
A second solenoid valve (SRL1) capable of outputting a second signal pressure, and
The first state in which the hydraulic pressure generated by the electric oil pump (22) is supplied to the line pressure circuits (a1, a2, a3, a4, a5, a6) by the second signal pressure, and the electric oil pump (22). A second state of supplying the hydraulic pressure generated by) to the first lubricating oil passage (81), and a second switching valve (44) that can be switched to.

As a result, by switching the first lubrication switching valve 44, when a small amount of lubrication flow rate to the first lubrication circuit 81 (start clutch WSC) is sufficient, the oil passage using the hydraulic _PEOP of the electric oil pump 22 as the line pressure circuit. When a large amount of lubrication flow rate to the first lubrication circuit 81 (start clutch WSC) is required, the hydraulic _PEOP of the electric oil pump 22 is directly supplied to the first lubrication circuit 81 (start clutch WSC). Can be done. Therefore, by switching the first lubrication switching valve 44 from the first state to the second state, the second and fourth lubrication circuits 82 to 84 and the like are connected via the engagement circuit 47 (clutch and the like) and the secondary regulator valve 43. The hydraulic _PEOP of the electric oil pump 22 that was also supplied can be directly supplied to the first lubrication circuit 81, and the amount of lubricating oil supplied to the starting clutch WSC is increased to a large flow state, especially at the time of starting. This makes it possible to sufficiently lubricate (cool) the starting clutch WSC, which is slip-engaged at the time of starting and generates a large amount of heat.

In addition, the drive device (1) for this vehicle is
The second switching valve (44) is interposed between the first switching valve (45, 145) of the second oil passage (c6, e1, e2) and the first lubricating oil passage (81). The hydraulic pressure supplied from the first switching valve (45, 145) in the communicating state in the first state is communicated with the first lubricating oil passage (81), and the communication is made in the second state. The oil supplied from the first switching valve (45,145) in the state is shut off.

As a result, even if an abnormality occurs in which the second lubrication switching valve 45 or the check valve 145 remains in the communicating state, the line pressure PL to the first lubrication circuit 81 (starting clutch WSC) by the first lubrication switching valve 44 occurs. It is possible to flow a large amount of lubricating oil through the cooler 70, and it is possible to prevent the cooling of the oil by the cooler 70 from being stopped.

In addition, the drive device (1) for this vehicle is
The first switching valve (45) includes a spool (45p), an urging member (45s) that urges the spool (45p) in one direction, and upstream of the second oil passage (c6, e1, e2). The spool (45p) has an input port (45c) communicating with the side and an output port (45b) communicating with the downstream side of the second oil passage (c6, e1, e2) by the first signal pressure. ) Is switched to switch between the communication state and the cutoff state.

As a result, the spool 45p can switch between the communication state and the cutoff state of the input port 45c and the output port 45b, and for example, the controllability is improved as compared with the case where the second lubrication switching valve is configured by the check valve. Can be done.

In addition, the drive device (1) for this vehicle is
The first switching valve (145) includes a cup-shaped member (145P) and a plate-shaped member (145B) having a through hole (145a) communicating with the upstream side of the second oil passage (c6, e1, e2). The plate-shaped member (145B) has an urging member (145s) that urges the cup-shaped member (145P) so as to close the through hole (145a), and the input of the first signal pressure causes the urging member (145s). The cup-shaped member (145P) is pressed at a position that closes the through hole (145a) of the plate-shaped member (145B) to enter the blocking state, and the cup-shaped member (145P) is not input with the first signal pressure. Is pressed by the hydraulic pressure of the hydraulic power generation source, the cup-shaped member (145P) and the plate-shaped member (145B) are separated from each other, and the communication state is established.

As a result, the communication state and the cutoff state of the through hole 145a can be switched by the cup-shaped member 145P, and the cost can be reduced as compared with the case where the second lubrication switching valve is switched by the spool, for example.

And the drive device (1) for this vehicle
A rotating electric machine (MG) that outputs the driving force for running the vehicle as a driving source,
When engaged, the engine (2) as a drive source and the rotating electric machine (MG) are driven and connected, and when released, the engine (2) and the rotating electric machine (MG) are separated from each other. With the clutch (K0),
A speed change mechanism (5) that shifts the rotation of the drive source (2, MG) and
When engaged, the drive source (2, MG) and the transmission mechanism (5) are driven and connected, and when released, the drive source (2, MG) and the transmission mechanism (5) are disconnected. Equipped with a drive transmission clutch (WSC) to release
The starting friction engaging element is the drive transmission clutch (WSC).

As a result, even if a large amount of lubricating oil is required for the starting clutch WSC that slip-engages and transmits the driving force of the engine 2 and the motor MG at the time of starting, the starting clutch WSC is lubricated by bypassing the cooler 70. Oil can be supplied, and it is possible to prevent the occurrence of insufficient supply of lubricating oil.

[Possibilities of other embodiments]
In the first to third embodiments described above, as an example of the vehicle drive device, a so-called parallel hybrid drive device 1 in which the drive rotation of the engine 2 and the motor MG is changed by the speed change mechanism 5 is used as an example. However, the present invention is not limited to this, and any hybrid drive device such as a split type hybrid drive device may be used, and further, an automatic transmission that shifts the rotation of the engine 2 without a motor. It doesn't matter if there is. In particular, a vehicle that idle-stops the engine 2 will be equipped with an electric oil pump for supplying hydraulic pressure to the automatic transmission during the idle-stop system.

Further, in the first and second embodiments, the case where the second lubrication switching valve 45 having the spool 45p is used as the first switching valve will be described, and in the third embodiment, the first switching will be described. The case where the check valve 145 having the cup-shaped member 145P is used as the valve has been described, but the present invention is not limited to these, and communication or blocking between the oil passage c6 as the second oil passage and the oil passage e1 is performed. Any switching valve that can be used will do.

Further, in the first to third embodiments, when the oil temperature becomes low and the electric oil pump 22 cannot be driven, the one that bypasses the cooler 70 and supplies the lubricating oil to the starting clutch WSC has been described. In addition to the above, for example, when the remaining amount of the battery is low and the electric oil pump 22 cannot be driven, the cooling oil 70 may be bypassed and the lubricating oil may be supplied to the starting clutch WSC depending on other conditions. For example, when the starting clutch WSC is slip-engaged and a large flow rate of the lubricating oil is required, the lubricating oil may be supplied to the starting clutch WSC by bypassing the cooler 70 regardless of other conditions.

Further, in the first to third embodiments, the hydraulic _PEOP of the electric oil pump 22 can be supplied to the starting clutch WSC by switching the first lubrication switching valve 44, but the first lubrication has been described. The hydraulic _PEOP of the electric oil pump 22 is always supplied as the main pressure of the line pressure PL without the switching valve 44, and the flow rate of the lubricating oil to the starting clutch WSC is small only by switching the second lubrication switching valve 45. And a large flow rate may be used.

Further, in the first to third embodiments, the one having the second lubrication circuit 82 to the fourth lubrication circuit 84 in addition to the first lubrication circuit 81 for supplying the lubricating oil to the starting clutch WSC has been described. The configuration may include only one lubrication circuit 81, and any other lubrication portion may be used.

Further, in the first to third embodiments, the oil that has passed through the cooler 70 is supplied to the second lubrication circuit 82, the third lubrication circuit 83, and the fourth lubrication circuit 84, respectively. Not limited to this, a modulator valve is provided between the cooler 70 and the second lubrication circuit 82 and the third lubrication circuit 83 to supply the lubrication pressure to be supplied to the second lubrication circuit 82 and the third lubrication circuit 83 (that is, the motor MG). It may be configured to remain constant.

1 ... Vehicle drive device (hybrid drive device)
2 ... Engine 5 ... Transmission mechanism 21 ... Hydraulic oil source, mechanical oil pump 22 ... Hydraulic source, electric oil pump 42 ... Regulator valve (primary regulator valve)
44 ... Second switching valve (first lubrication switching valve)
45 ... 1st switching valve (2nd lubrication switching valve)
45b ... Output port 45c ... Input port 45p ... Spool 45s ... Biasing member (spring)
47 ... Hydraulic circuit for engagement control (engagement circuit)
54 ... Check valve (check ball)
70 ... Cooler 81 ... First lubrication oil passage (first lubrication circuit)
82 ... Second lubricating oil passage (second lubricating circuit)
83 ... 2nd lubricating oil passage (3rd lubricating circuit)
84 ... 2nd lubricating oil passage (4th lubricating circuit)
145 ... 1st switching valve (2nd lubrication switching valve)
145B ... Plate-shaped member 145P ... Cup-shaped member 145a ... Through hole 145s ... Biasing member (spring)
K0 ... Engine disengagement clutch (clutch)
MG ... Rotating electric machine (motor)
PL ... Line pressure SRL1 ... Second solenoid valve (solenoid valve)
SRL2 ... 1st solenoid valve (solenoid valve)
WSC: Friction engagement element for starting, drive transmission clutch (starting clutch)
a1, a2, a3, a4, a5, a6 ... Line pressure circuit (oil passage)
c1, c2, c3, c5, c7, c8, c12, c13 ... 1st oil passage c6, e1, e2 ... 2nd oil passage

By the way, since the starting clutch in the vehicle drive device that is engaged at the time of starting is slip-engaged in order to make the starting smooth, the amount of heat generated is particularly large at the time of starting. In order to improve the cooling efficiency of such a starting clutch, it is conceivable to interpose a cooler in an oil passage for supplying the lubricating oil to the starting clutch to cool the lubricating oil before supplying the lubricating oil. However, for example, the oil temperature is low oil viscosity is high, the pressure loss in the cooler is increased, a possibility there Ru supply amount of lubricating oil to the starting clutch is returned is decreased.

Therefore, it is possible to supply the lubricating oil to the starting friction engaging element via the cooler, and it is possible to prevent a decrease in the supply amount of the lubricating oil to the starting friction engaging element. The purpose is to provide the device.

According to the drive device for this vehicle, by shutting off the first switching valve, the first switching valve can be supplied with lubricating oil to the starting friction engaging element via the cooler through the first oil passage. By making the communication state, the lubricating oil can be supplied to the starting friction engaging element by bypassing the cooler by the second oil passage, and it is possible to prevent a decrease in the supply amount of the lubricating oil.

Subsequently, a case where the spool 45p of the second lubrication switching valve 45 is stuck at the lower position in the drawing will be described. If the spool 45p of the second lubrication switching valve 45 remains in the lower position in the figure, the secondary pressure _PSEC can be supplied to the first lubrication circuit 81 when the oil temperature is low, but the oil temperature rises to normal temperature. In this case, it becomes difficult for the oil to flow into the cooler 70, and there is a possibility that the cooling of the oil temperature does not proceed, and there is a possibility that the supply of the lubricating oil to the second lubrication circuit 82 to the fourth lubrication circuit 84 also decreases . Further, when a large amount of lubricating oil flows through the first lubrication circuit 81 and the starting clutch WSC becomes excessively lubricated, the drag resistance of the starting clutch WSC increases, which hinders the improvement of the fuel efficiency of the vehicle.

As described above, in the hybrid drive device 1 according to the first embodiment, the cooler 70 is provided by the oil passages c7 to c13 by setting the second lubrication switching valve 45 to the upper position (disengaged state) in the drawing. Although the lubricating oil can be supplied to the starting clutch WSC via the above, the cooler 70 is bypassed by the oil passages c6, e1 and e2 by setting the second lubrication switching valve 45 to the lower position (communication state) in the figure. Lubricating oil can be supplied to the starting clutch WSC, and it is possible to prevent a decrease in the supply amount of the lubricating oil.

As a result, by shutting off the second lubrication switching valve 45 or the check valve 145, the oil passages c1, c2, c3, c5, c7, c8, c12, and c13 supply the lubricating oil to the start clutch WSC via the cooler 70. Although it can be supplied, by connecting the second lubrication switching valve 45 or the check valve 145, the oil passages c6, e1 and e2 can bypass the cooler 70 and supply the lubricating oil to the starting clutch WSC. It is possible to prevent a decrease in the supply amount of the oil .

As a result, when the oil temperature is the second oil temperature (low temperature) lower than the first oil temperature (normal temperature), especially when the low temperature is such that the electric oil pump 22 cannot be driven, the start clutch WSC bypasses the cooler 70. Lubricating oil can be supplied to the vehicle, and a decrease in the supply amount of lubricating oil can be prevented.

As a result, even if a large amount of lubricating oil is required for the starting clutch WSC that slip-engages and transmits the driving force of the engine 2 and the motor MG at the time of starting, the starting clutch WSC is lubricated by bypassing the cooler 70. Oil can be supplied, and it is possible to prevent a decrease in the supply amount of lubricating oil.

Claims (8)

The starting friction engaging element that is engaged at the time of starting,
A hydraulic source that generates hydraulic pressure and
With a cooler that cools the oil,
A first lubricating oil passage that supplies lubricating oil to the starting friction engaging element,
A first oil passage that supplies the hydraulic pressure of the hydraulic source to the first lubricating oil passage via the cooler, and
A second oil passage capable of communicating the upstream side of the first oil passage with respect to the cooler and the downstream side of the first oil passage with respect to the cooler so as to bypass the cooler.
The first solenoid valve capable of outputting the first signal pressure and
A first switching valve that is interposed in the second oil passage and is switched between a communication state in which the second oil passage is communicated and a cutoff state in which the second oil passage is cut off by the first signal pressure. With,
Vehicle drive unit. The first switching valve is switched to the shut-off state when the oil temperature is the first oil temperature, and is switched to the communication state when the oil temperature is the second oil temperature lower than the first oil temperature.
The vehicle drive device according to claim 1. A second lubricating oil passage that supplies lubricating oil to a portion other than the starting friction engaging element,
A check valve that is interposed in the first oil passage, allows lubricating oil to pass from the upstream side to the downstream side, and blocks backflow from the downstream side to the upstream side is provided.
The second lubricating oil passage communicates on the upstream side of the check valve in the first oil passage.
The first lubricating oil passage and the second oil passage communicate with each other on the downstream side of the check valve in the first oil passage.
The vehicle drive device according to claim 1 or 2. The hydraulic source includes a mechanical oil pump driven by a drive source that outputs a driving force for traveling of a vehicle, and an electric oil pump that can be driven independently of the mechanical oil pump.
A line pressure circuit connected to an engagement control hydraulic circuit that controls the starting friction engagement element and supplying line pressure to the engagement control hydraulic circuit.
A regulator valve that connects to the line pressure circuit and the first oil passage and adjusts the pressure to the line pressure using the hydraulic pressure of the hydraulic pressure source as the original pressure.
A second solenoid valve capable of outputting the second signal pressure and
A first state in which the hydraulic pressure generated by the electric oil pump is supplied to the line pressure circuit by the second signal pressure, and a second state in which the hydraulic pressure generated by the electric oil pump is supplied to the first lubricating oil passage. A second switching valve that can be switched to
The vehicle drive device according to claim 3. The second switching valve is interposed between the first switching valve of the second oil passage and the first lubricating oil passage, and is connected to the first switching valve in the first state. The supplied hydraulic pressure is communicated with the first lubricating oil passage, and the hydraulic pressure supplied from the first switching valve in the communicating state is cut off in the second state.
The vehicle drive device according to claim 4. The first switching valve communicates with a spool, an urging member for urging the spool in one direction, an input port communicating with the upstream side of the second oil passage, and a downstream side of the second oil passage. It has an output port, and the position of the spool is switched by the first signal pressure to switch between the communication state and the cutoff state.
The vehicle drive device according to any one of claims 1 to 5. The first switching valve urges the cup-shaped member, a plate-shaped member having a through hole communicating with the upstream side of the second oil passage, and the cup-shaped member so as to close the through hole of the plate-shaped member. The cup-shaped member is pressed at a position where the through hole of the plate-shaped member is closed by the input of the first signal pressure, so that the shutoff state is obtained and the first signal pressure is applied. When the cup-shaped member is pressed by the hydraulic pressure of the hydraulic pressure source due to non-input, the cup-shaped member and the plate-shaped member are separated from each other to enter the communication state.
The vehicle drive device according to any one of claims 1 to 5. A rotating electric machine that outputs the driving force for running the vehicle as a driving source,
An engine disengagement clutch that drives and connects the engine as a drive source and the rotary electric machine when engaged, and disconnects the engine and the rotary electric machine when released.
A speed change mechanism that shifts the rotation of the drive source,
It is provided with a drive transmission clutch that drives and connects the drive source and the transmission mechanism when engaged and disconnects the drive source and the transmission mechanism when released.
The starting friction engaging element is the drive transmission clutch.
The vehicle drive device according to any one of claims 1 to 7.

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