JP2016020716A - Vehicle drive assembly - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable multiple gear positions exceeding forward seven gear positions in a restricted axial space such as a vehicle with a transversely-placed engine.SOLUTION: A vehicle drive assembly comprises: a first driving shaft 46 driven from a first input shaft 14 connected to a first clutch 10; a second driving shaft 16 driven from a second input shaft 17 connected to a second clutch 12; a driven shaft 22 including a first driven gear 22b and a second driven gear 22c; a first transmission mechanism obtaining two transmission gear ratios between the first driving shaft 46, and the first driven gear 22b and the second driven gear 22c; a second transmission mechanism obtaining two transmission gear ratios between the second driving shaft 16, and the first driven gear 22b and the second driven gear 22c; a first reduction mechanism interposed between the first input shaft 14 and the first driving shaft 46; and a second reduction mechanism interposed between the second input shaft 18 and the second driving shaft 16, the first input shaft 14 and the second input shaft 14 being able to be coupled to each other via a reduction gear 30.SELECTED DRAWING: Figure 1

Description

  The present invention belongs to a so-called dual clutch transmission (hereinafter referred to as DCT) having two clutches between an internal combustion engine (engine) and a transmission, and includes a motor generator (hereinafter referred to as M / G). It is related with the drive device for motor vehicles which can be diverted for hybrid vehicles.

Conventionally, as this type of automobile drive device, a planetary gear mechanism (planetary gear set) is provided on the first drive gear shaft (first input shaft) to obtain a five-speed forward gear ratio while suppressing the axial length. Examples are known (see, for example, Patent Document 1).
Further, an example in which this is multistaged up to seven forward stages is known (for example, see FIG. 7 of Patent Document 2). Furthermore, an example having a plurality of planetary gear sets is known (see, for example, Patent Document 3).

Japanese Patent No. 4926209 Japanese Patent No. 5478329 Japanese Patent No. 5329477

  However, the above-described conventional automobile drive device has a limit in the axial length of the drive device in consideration of mountability in a vehicle, and cannot simply increase the number of gear sets. Even if the number of stages is the maximum, the forward seven stages are the limit, and there is a problem of insufficient response to social demands such as environmental performance such as automobile exhaust and fuel consumption.

The problem to be solved is that environmental performance and fuel consumption cannot be sufficiently improved because the number of gears is small.
SUMMARY OF THE INVENTION An object of the present invention is to obtain more gear ratios and to improve the environmental performance and fuel consumption that automobiles require from society.

  An automobile drive device of the present invention includes a first clutch and a second clutch that can receive power from a crankshaft of an engine, a first drive shaft that is driven from a first clutch via a first input shaft, A second drive shaft disposed in parallel with the first drive shaft and driven from the second clutch via the coupling gear and the second input shaft; and disposed in parallel with the first drive shaft and the second drive shaft; A driven shaft having a driven gear and a second driven gear; a first speed change mechanism for obtaining two speed ratios between the first drive shaft and the first driven gear and the second driven gear; a second drive shaft and a first A second speed change mechanism that obtains two speed ratios between the driven gear and the second driven gear; a first speed reduction mechanism that is interposed between the first input shaft and the first drive shaft and performs direct connection and speed reduction drive; A second speed reduction mechanism interposed between the two input shafts and the second drive shaft and having two gear ratios, First input shaft and the second input shaft, characterized in that the connectable via a reduction gear.

The automobile drive device of the present invention can improve the environmental performance such as the exhaust of the automobile and the fuel efficiency by making it possible to obtain a gear ratio exceeding seven forward speeds while suppressing the axial length.

It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 1 of this invention. FIG. 3 is a layout diagram illustrating an arrangement of shafts in the automobile drive device according to the first embodiment. It is a figure which shows the operation | movement table | surface in the drive device for motor vehicles of Example 1. FIG. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 2 of this invention. It is sectional drawing of the planetary gear part of Example 2. FIG. It is a figure which shows the action | operation table | surface in the drive device for shaft cars of Example 2. FIG. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 3 of this invention. FIG. 6 is a layout diagram illustrating an arrangement of shafts in a vehicle drive device according to a third embodiment. It is a figure which shows the operation | movement table | surface in the drive device for motor vehicles of Example 3. FIG. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 4 of this invention. It is a figure which shows the action | operation table | surface in the shaft vehicle drive device of Example 4. FIG. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 5 of this invention. It is a figure which shows the action | operation table | surface in the drive device for shaft cars of Example 5. FIG. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 6 of this invention. It is a figure which shows the action | operation table | surface in the drive device for shaft cars of Example 6. FIG. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 7 of this invention. It is a figure which shows the action | operation table | surface in the drive device for shaft cars of Example 7. FIG.

DESCRIPTION OF EMBODIMENTS Hereinafter, an automobile drive device according to an embodiment of the present invention will be described with reference to the drawings based on each example. In addition, although what is shown by (circle) on an axis | shaft by each skeleton in a figure attaches | subjects a code | symbol and does not demonstrate, it shows a bearing, respectively.

FIG. 1 is a skeleton diagram of the main part of the automobile drive apparatus according to Embodiment 1 of the present invention.
The automobile drive device of the first embodiment receives power from the crankshaft 2 of the engine 1 via the first clutch 10 and the second clutch 12. In other words, the first clutch 10 and the second clutch 12 can be switched between disengagement and connection, respectively. Transmit power.

First, each axis will be described. The vehicle drive apparatus according to the first embodiment includes a first input shaft 14, a second clutch shaft 12b, a first drive shaft 46, a second drive shaft 16, a second input shaft 18, a sub shaft 20, a driven shaft 22, and an output shaft. 24.
That is, the first input shaft 14 is connected to the first clutch plate 10 a and has the same shaft center as the crankshaft 2. Moreover, the 1st drive shaft 46 is the same axial center as the 1st input shaft 14, and the 1st drive shaft 46 comprises the 1st drive shaft of this invention.
The second drive shaft 16 is disposed in parallel with the first input shaft 14 and receives power transmission from the second clutch shaft 12b connected to the second clutch plate 12a via the second input shaft 18 as will be described later. . The second drive shaft 16 constitutes the second drive shaft of the present invention.
The countershaft 20 is provided in parallel with the first input shaft 14 and is used to drive forward first speed and reverse drive, which will be described later.
The driven shaft 22 is provided in parallel with the first drive shaft 46 and the second drive shaft 16 and receives transmission of power shifted from the first drive shaft 46 and the second drive shaft 16 as described later.
The output shaft 24 is parallel to the driven shaft 22, and power is transmitted by an output driven gear 24 a meshed with an output drive gear 22 a integrated with the driven shaft 22, and left and right (not shown) are connected via a built-in differential device 24 b and the like. Drive the wheels. In FIG. 1, the output driven gear 24a and the differential device 24b are drawn away from each other for convenience.

Here, the arrangement of the axes depicted in FIG. 2 will be described.
FIG. 2 represents the center of each axis in the AA cross section viewed from the left side of FIG. 1 with a dot, each gear is represented with a broken line, and the whole is drawn smaller than FIG.
The shaft centers of the crankshaft 2, the first clutch 10, the second clutch 12, the first input shaft 14, the second clutch shaft 12b, and the first drive shaft 46 coincide with the shaft center B. Therefore, the axis center of the input gear 12c is also the axis center B.
The axis center of the second input shaft 18 and the intermediate gear 18a is the axis center C, and the axis center of the second drive shaft 16 and the second input driven gear 16a is the axis center D.
The shaft center E is equidistant from the shaft center B and the shaft center D, and the driven shaft 22 and the output drive gear 22a are disposed at the shaft center F. The output shaft 24 and the output driven gear 24a are disposed at the shaft center F, respectively.
A first-speed drive gear 20a is arranged at the shaft center G where the auxiliary shaft 20 is located, and a second M / G drive gear 70a is arranged at the shaft center H where the second M / G 70 described later is located.

Next, the first speed change mechanism and the first speed reduction mechanism centered on the first input shaft 14 and the first drive shaft 46 will be described.
The first speed change mechanism mainly drives odd-numbered stages such as first speed and third speed, which will be described later, and has two speed ratios between the first drive shaft 46 and the first driven gear 22b and the second driven gear 22c. Get.
On the other hand, the planetary gear 30 constituting the first reduction mechanism is composed of three rotating elements, a sun gear 32, a ring gear 34, and a carrier 38 that rotatably supports a plurality of pinions 36 meshed with the sun gear 32 and the ring gear 34. It is configured.
The sun gear 32 is always connected to the first input shaft 14 and is connected to the first M / G 40. The ring gear 34 can be fixed by engaging with the dog teeth 44a of the case (stationary portion) 44 by moving the first sleeve 34a to the right side in the drawing, whereby the rotation of the sun gear 38 is decelerated and the carrier 38 is fixed. To drive.

The carrier 38 is connected to the first drive shaft 46. The first drive shaft 46 is provided with a second sleeve 46a at the intermediate position and a third sleeve 46b at the right side.
Dog teeth 14b are provided on the first input shaft 14 side. The dog teeth 14b are engaged with the third sleeve 46b when the third sleeve 46b is moved to the right, whereby the planetary gear 30 is integrated. Here, the dog teeth 14b and the third sleeve 46b constitute means for integrating the three rotating elements of the present invention.
That is, the first drive shaft 46 is driven to decelerate from the first input shaft 14 at a reduction ratio iP by moving the first sleeve 34a to the right side, and the first sleeve 34a is disengaged to move the third sleeve 46b to the right side. When the first drive shaft 46 is engaged with the dog teeth 14b, the first drive shaft 46 is directly connected to the first input shaft 14 and driven.
Therefore, the first drive shaft 46 is selectively driven from the first input shaft 14 at two speed ratios, that is, deceleration drive and direct drive.
In the following description, in the case where each sleeve moves to the left and right in the figure, it is omitted that the sleeve engages with the mating dog tooth while being fitted to each spline.

The first drive shaft 46 rotatably supports the first drive gear 48 and the second drive gear 50. The first drive gear 48 moves when the second sleeve 46a moves to the left side in the drawing, and the first drive gear 48 moves to the right side. The two drive gears 50 can be connected to each other.
The first drive gear 48 and the second drive gear 50 are always meshed with the first driven gear 22b and the second driven gear 22c that are integral with the driven shaft 22, respectively.

Next, the second speed change mechanism and the second speed reduction mechanism centering on the second drive shaft 16 and the second input shaft 18 will be described.
The second speed change mechanism mainly drives even-numbered stages such as second speed and fourth speed, which will be described later, and has two speed ratios between the second drive shaft and the first driven gear 22b and the second driven gear 22c. obtain. That is, the second drive shaft 16 receives power transmission at two reduction ratios via the second input shaft 18 driven from the input gear 12c integrated with the second clutch shaft 12b.
The intermediate gear 18 a meshed with the input gear 12 c is meshed with a second intermediate driven gear 16 a that is rotatably supported on the second drive shaft 16. In FIG. 1, the input gear 12c and the intermediate gear 18a are drawn apart from each other, but they are engaged with each other as shown in FIG.
A second low-speed driven gear 18 d that is rotatably supported on the second drive shaft 16 meshes with a second low-speed drive gear 18 e that is integral with the second input shaft 18.

The fourth sleeve 16b provided on the second drive shaft 16 is connected to the second intermediate drive gear 16a when moving to the right side in the figure, and is connected to the second low speed driven gear 18d when moving to the left side.
The second intermediate drive gear 16a is driven to decelerate from the second clutch shaft 12b with a speed ratio i2m, while the second low speed driven gear 18d is driven from the second clutch shaft 12b with a larger reduction ratio i2n.
The intermediate gear 18a is also meshed with the second M / G drive gear 70a of the second M / G 70, and exchanges power between the second M / G 70 and the second transmission mechanism.

The second drive shaft 16 rotatably supports the third drive gear 56 and the fourth drive gear 58. When the fifth sleeve 16c provided on the second drive shaft 16 moves to the left in the drawing, the third drive gear 16 is driven. When the gear 56 moves to the right side, it can be connected to the fourth drive gear 58.
The third drive gear 56 and the fourth drive gear 58 are always meshed with the first driven gear 22 b and the second driven gear 22 c that are integral with the driven shaft 22, respectively.

As described above, the distances between the shaft centers of the first drive shaft 46 and the second drive shaft 16 and the driven shaft 22 are the same, and the first drive gear 48 and the third drive gear 56 are the same first. Since the second drive gear 50 and the fourth drive gear 58 are engaged with the same second driven gear 22c, the gear ratio is the same.
Therefore, here, the gear ratio of the first drive gear 48 and the third drive gear 56 and the first driven gear 22b (the number of teeth of the first driven gear 22b / the teeth of the first drive gear 48 and the third drive gear 56). The number of teeth of the second driving gear 50 and the fourth driving gear 58 and the second driven gear 22c (the number of teeth of the second driven gear 22c / the teeth of the second driving gear 50 and the fourth driving gear 58). Number) is iH.

Next, a description will be given of the countershaft 20 related to the first forward speed and reverse drive described later.
The countershaft drive gear 46c that can be connected by the first drive shaft 46 and the third sleeve 46b meshes with the countershaft driven gear 20a that is integral with the subshaft 20. Here, the tooth number ratio (the number of teeth of the countershaft driven gear 20a / the number of teeth of the countershaft drive gear 46c) is iS.

The relay gear 20b integrated with the countershaft 20 meshes with the input gear 12c.
Therefore, when the third sleeve 46b is engaged with the countershaft drive gear 46c and the first drive shaft 46 and the countershaft 20 are connected, the first input shaft 14 is driven second through the planetary gear 30 of the first reduction mechanism. It becomes possible to drive the shaft 16, and conversely, the second input shaft 18 can drive the first drive shaft 46. That is, the first input shaft 14 and the second input shaft 18 can be connected.
That is, the planetary gear 30 of the first reduction mechanism constitutes the reduction gear of the present invention.
Here, the tooth ratio between the relay gear 20b and the input gear 12c (the number of teeth of the input gear 12c / the number of teeth of the relay gear 20b) is iT.

The reverse gear 62a rotatably supported on the countershaft 20 meshes with the first drive gear 48 via an idler gear 62b. In FIG. 1, the idler gear 62b and the first drive gear 48 are drawn apart from each other, but they are engaged with each other.
The reverse gear 62a can be connected to the countershaft 20 by the sixth sleeve 20c moving to the left in the drawing.
The gear ratio between the reverse gear 62a and the first drive gear 48 (the number of teeth of the first drive gear 48 / the number of teeth of the reverse gear 62a) is iR.
Although not described, each sleeve can be moved by a shift fork (not shown), and each sleeve is provided with a synchronization device (not shown) as required.

Next, the operation of the automobile drive device shown in FIG. 1 will be described with reference to the operation table shown in FIG.
In the operation table of FIG. 3, the shift speeds to be described below are assigned in the vertical direction such that the first speed is “1st”, the first clutch 10 and the second clutch 12 in the horizontal direction, and the sleeves described above Each code is marked and assigned.
The crosses in the table indicate the connection of the first clutch 10 and the second clutch 12, the arrows indicate the moving directions of the sleeves, and the absence of a blank and an arrow indicates release or neutrality. An arrow surrounded by () indicates that the sleeve may be connected but is not involved in power transmission.

Although not shown, the automobile drive device shown in FIG. 1 includes a hydraulic pump, a battery, various sensors, a controller, an actuator, and the like as necessary to operate the device. The following operations are instructed by the controller. Based on.
In the following description, rotation in the same direction as the rotation direction of the engine 1 or a direction linked thereto is defined as “forward rotation”, and rotation opposite to those directions is defined as “reverse rotation”.
The operation of the second M / G 70 will be described last.

Here, in the following description of the operation, an example will be described in which the gear ratio of each gear is set to the following value.
iP: 2.945
i2m: 1.310
i2n: 3.858
iL: 0.766
iH: 0.446
iS: 1.100
iT: 0.528
iR: -1.248
The value of iR is-(minus) because the input shaft 14 drives the first driven gear 22b in the direction opposite to the rotation in conjunction with the engine 1.

  First, the engine 1 is started by connecting the first clutch 10 and rotating the first M / G 40 forward. When the vehicle is stopped at the time of starting or when the vehicle is running at a low speed, the first sleeve 34a, the fourth sleeve 16b, and the fifth sleeve 1c are set to the first forward speed in the operation table of FIG. The sleeves may be engaged as shown, but the other sleeves are neutral as shown in FIG.

The engine 1 is stopped when it is not necessary, but thereafter, the first clutch 10 is operated when the vehicle is traveling in an odd-numbered stage, and the second clutch 12 is operated when the vehicle is traveling in an even-numbered stage. It can be started by rotating the engine 1 forward by connecting.
The first forward speed is switched by releasing the first clutch 10 and engaging the sixth sleeve in addition to the three engagements of the first sleeve 34a, the fourth sleeve 16b, and the fifth sleeve 1c. .
In general, the start is performed in the first-speed EV traveling (driving using only the first M / G 40 as a power source). Accordingly, when the first M / G 40 is rotated forward in the first speed state in which the engine 1 is stopped and the first clutch 10 is released, the EV travel is performed at the first speed with the battery as a power source.

Subsequently, when the driver depresses the accelerator pedal and the first clutch 10 is connected in the EV traveling state, the engine 1 can be rotated and started.
After the engine 1 is started, it is possible to travel in the first speed only by the engine 1 and to travel by hybrid drive by urging it to the first M / G 40. The speed ratio of the first speed (the rotational speed of the engine 1 / the rotational speed of the driven shaft 22) is iP · iS · iT · i2n · iL, and is 5.055 in the above-described value.

Note that the gear ratio from the first M / G 40 to the driven shaft 22 in the above-described first speed EV traveling is also the same as the gear ratio from the engine 1, and this is the same for driving in the following odd-numbered stages.
Further, when the driver releases the accelerator pedal during traveling at the first speed, the first clutch 10 is released, the engine 1 is stopped, the first M / G 40 generates power, and the battery is charged. So-called energy regeneration can be performed. This energy regeneration can be performed in the same way in the subsequent traveling at each of the odd-numbered shift speeds, but individual descriptions thereof are omitted.

Next, switching from the first speed running to the second speed by the engine 1 is performed by connecting the second clutch 12 while releasing the first clutch 10 while the sleeves are in the first speed state. .
The speed ratio of the second speed is i2n · iL, which is 2.955 with the above value.
When the sixth sleeve 20c is continuously engaged from the first speed during the second speed drive driven by the engine 1, the first M / G 40 can urge the gear at the first speed ratio. Further, when the second sleeve 46a is moved to the left side and engaged in preparation for the next switching to the third speed, the first M / G 40 can be urged at the third speed ratio described later.

Further, as described above, the energy regeneration when the driver releases the accelerator pedal can be similarly performed by driving the first M / G 40 at the respective odd speed ratios.
As described above, even when the vehicle travels at other speeds with even speeds, it can be energized by the first M / G 40 at the speed ratio of odd speeds while driving with the engine 1, and energy regeneration is possible. Will not be described later.

Next, the switching from the second speed running to the third speed by the engine 1 is performed by connecting the second sleeve 46 a with the second drive gear 50 in advance, and then releasing the second clutch 12 and moving the first clutch 10. Do it by connecting.
The speed ratio of the third speed is ip · iL, which is 2.256 in the above-described value.

Next, the switching by the engine 1 from the third speed traveling to the fourth speed is performed by moving the fifth sleeve 16c to the right side in advance and engaging the second clutch 12 while releasing the first clutch 10 in advance. This is done by connecting
The speed ratio of the fourth speed is i2n · iH, which is 1.721 in the above-described value.

Next, when the engine 1 travels from the fourth speed travel to the fifth speed, the second sleeve 46a is moved to the right during engagement at the fourth speed, and then the second clutch 12 is engaged. The first clutch 10 is connected while being released.
The speed ratio of the fifth speed is iP · iH, which is 1.313 in the above-described value.

Next, when the engine 1 travels from the fifth speed to the sixth speed, the fourth sleeve 16b and the fifth sleeve 16c are engaged in advance as shown in the operation table, and then the first clutch 10 is released. This is done by connecting the second clutch 12.
The speed ratio of the sixth speed is i2m · iL, and is 1.003 in the above-described value.

Next, when the engine 1 travels from the sixth speed to the seventh speed, the second sleeve 46a and the third sleeve 46a are engaged in advance as shown in the operation table, and then the second clutch 12 is released. This is done by connecting the first clutch 10.
The gear ratio of the seventh speed is iL, which is 0.766 with the above value.

Next, when the engine 1 travels from the seventh speed to the eighth speed, the fourth sleeve 16b and the fifth sleeve 16c are engaged in advance as shown in the operation table, and then the first clutch 10 is released. This is done by connecting the second clutch 12.
The speed ratio of the eighth speed is i2m × iH, which is 0.584 in the above-described value.

Next, when the engine 1 switches from the eighth speed to the ninth speed, the second sleeve 46a and the third sleeve 46a are engaged in advance as shown in the operation table, and then the first clutch 12 is released while the second clutch 12 is released. This is done by connecting the clutch 10.
The gear ratio of the ninth speed is iH, and the above value is 0.446.

On the other hand, the reverse travel is performed by releasing the first clutch 10 and the second clutch 12 and engaging the third sleeve 46b and the sixth sleeve 20c in addition to the engagement of the first sleeve 34a.
When the first M / G 40 is rotated forward in the reverse state, the EV travel is performed with the battery as a power source. In the same way as the above-mentioned advance, the start is started from the reverse EV travel.
Subsequently, in order to drive by the engine 1, the first clutch 10 is connected and the engine 1 is started while the vehicle is traveling in reverse EV. The transmission gear ratio of the reverse engine 1 is iP · iS · iR, and is −4.043 in the above-described value.
Even in reverse, the first M / G 40 can be energized and regenerated by the engine 1.

Each of the gear ratios described above is calculated from theoretical numerical values (gear ratios). When the gear ratio is specifically calculated by setting the number of teeth, a slight difference occurs, but it is very small.
Further, the step difference between the respective forward gear ratios (the gear ratio / the gear ratio higher by one gear) is 1 in every gear except that the first gear and the second gear are 1.711. .31, which is a substantially constant value.

  Further, as can be seen from the above description and the operation table of FIG. 3, the first speed reduction mechanism and the second speed reduction mechanism are switched between the low speed stage and the high speed stage. For example, the first drive gear 48 drives the first driven gear 22b. In this case, the gear position is changed in four steps between the third speed on the low speed stage side with a large reduction ratio and the seventh speed on the high speed stage side with a small reduction ratio. This can be said for all of the second drive gear 50, the third drive gear 56, and the fourth drive gear 58 except for the first speed that connects the first input shaft 14 and the second input shaft 18 via the reduction gear. That is.

In the above description, it is only the first forward speed that engages the third sleeve 46b to connect the first speed change mechanism and the second speed change mechanism, but there are actually various combinations.
For example, when the third sleeve 46b is engaged and the second clutch 12a is connected, the first drive shaft 46 is decelerated from the second clutch shaft 12b. Therefore, when the second sleeve 46a is moved to the left and connected to the first drive gear 48, the gear ratio is iL / (iS · iT), and the above-mentioned gear ratio is 1.318. This value is a gear ratio that can be said to be intermediate between the fourth speed and the fifth speed, and can be a practical gear ratio depending on the setting of the gear ratio.
Although detailed description is omitted, the present invention can thus obtain speed ratios other than the above-described speed stages.

Next, the second M / G 70 will be described.
As described above, only the first M / G 40 can be driven as a hybrid vehicle, so the second M / G 70 is not essential. However, if the second M / G 70 is provided, the following effects can be expected.
First, only the first M / G 40 is provided as a general hybrid vehicle, and a vehicle to which the second M / G 70 is added as in this embodiment can be a so-called plug-in hybrid vehicle.
In other words, even if only the first M / G 40 has a limited EV driving capability using only the battery as a power source, the addition of the second M / G 70 increases the EV driving capability, so that it can be used as a plug-in hybrid vehicle. Performance is improved.
That is, the basic part of the drive device is shared, and the hybrid vehicle and the plug-in hybrid vehicle can be used properly depending on the presence or absence of the second M / G 70.

In addition, since EV travel and energy regeneration are possible even at even speed stages, switching between odd and even stages can be performed smoothly during energy regeneration.
Furthermore, by utilizing both the first M / G 40 and the second M / G 70 and controlling their rotational speeds, it is possible to perform a synchronous action between the sleeve and the dog teeth at each gear ratio switching. In addition to not using a synchronizer which is not shown in the figure, the speed change operation can be performed quickly.
Furthermore, depending on the capacity of the first M / G 40 and the second M / G 70, the reverse gear 62 and the seventh sleeve 20d related to the reverse drive can be eliminated. This is because, for example, the first M / G 40 is reversely rotated in the same connection relationship as the first forward speed, and when the battery power is insufficient, the second clutch is connected and the engine is operated by the second M / G 70. And the engine 1 drives the second M / G 70 to generate power. Therefore, a so-called series type hybrid drive in which the second M / G 70 generates power and the first M / G 40 is driven.
Further, when the second M / G 70 having the minimum capacity capable of starting the engine 1 is used, the engine 1 can be started by the second M / G 70 by connecting the second clutch in any traveling state. The engine 1 can be started without affecting the driving torque of the shaft 24.
Thus, many merits can be expected by adding the second M / G 70.

In the above description, the crankshaft 2 of the engine 1 is arranged in the lateral direction of the vehicle, and the configuration is suitable for so-called engine-side-mounted front wheel drive and rear wheel drive. However, the output drive gear 22a and the output are not limited to this. By adopting a hypoid gear as the driven gear 24a, it is possible to apply to a so-called engine vertical installation type.
Further, when the output shaft 24 has the same shaft center as that of the crankshaft 2, it can be applied to an FR vehicle that drives the rear wheels by the front engine.

The above is the operation of the first embodiment. In the first embodiment, the following effects can be obtained.
First, in the prior art, in particular, in the case of so-called engine horizontal placement in which the crankshaft 2 of the engine 1 is arranged in the lateral direction of the vehicle, there are restrictions on the axial length that the drive device can take. Although it was a limit, in Example 1, it becomes possible to increase the number of stages beyond eight forward stages with an axial length equivalent to the conventional seven stages.
Since the number of gears is increased, it becomes possible to perform driving that precisely meets the characteristics of the engine 1 and the requirements of the vehicle, and the exhaust performance and fuel consumption of the engine 1 can be expected to be improved.
Further, the inter-step ratio after the second speed can be set to a substantially constant small value, and excellent speed change / drive characteristics can be obtained.

Moreover, if the first M / G 40 is provided, it can be easily applied to a hybrid vehicle.
In addition to the first speed reduction mechanism and the second speed reduction mechanism, there is also a merit that the number of gears can be reduced with respect to the number of gears because the two speed reduction mechanisms are connected.
Further, in the driving at the sixth speed or higher in which the planetary gear 30 is integrated, it becomes the same as the case where there is no low-speed gear in the general DCT, so that the rotational loss is reduced particularly in the high-speed traveling, and the power is transmitted. Efficiency is improved and fuel efficiency can be improved in this respect as well.

Next, an automobile drive device according to a second embodiment of the present invention will be described.
FIG. 4 is a skeleton diagram of the main part of the automobile drive device according to the second embodiment of the present invention.
FIG. 5 is a cross-sectional view of the periphery of the planetary gear 30 as will be described later, and FIG. 6 shows an operation table of the second embodiment as in FIG.
Here, the description will focus on parts that are different from the first embodiment, the same reference numerals are given to parts that are substantially the same as those of the first embodiment, and descriptions thereof, including operation, are omitted.

The difference between the second embodiment and the first embodiment is that the first-speed power transmission path is different.
That is, the countershaft drive gear 46 c is also meshed with the second input driven gear 18 f integrated with the second input shaft 18. In FIG. 4, although both are drawn apart, they are actually engaged. Since the countershaft drive gear 46c and the second input driven gear 18f have a function of connecting the first transmission mechanism and the second transmission mechanism, the planetary gear 30 of the first reduction mechanism is the same as that of the first embodiment. Configure the reduction gear.

In relation to this, the function of the third sleeve 46b changes.
That is, the first drive shaft 46 and the countershaft drive gear 46c are connected by moving the third sleeve 46b to the right.
Further, the function of the first sleeve 34a is increased. That is, when the first sleeve 34a is moved to the right, the function of connecting the case 44 and fixing the ring gear 34 is the same, but when the first sleeve 34a is moved to the left, the carrier 38 is connected and the planetary gear 30 is integrated. .

Here, the details will be described based on the sectional view around the planetary gear 30 shown in FIG.
FIG. 5 depicts a section related to the upper half of the section of the planetary gear 30 from the axial center B.
The sun gear 32 is connected to the first input shaft 14.
The carrier 38 rotatably supports the pinion 36 with a pin 38b, is connected to the first drive shaft 46, and is integrated with the collar 38a. The collar 38a has dog teeth 38b on the inner diameter side.
The ring gear 34 is integrated with the hub 34 b, and a bearing 38 c is provided between the hub 34 b and the carrier 38.

The first sleeve 34a is engaged with the hub 34b so as to be movable in the axial direction by the inner spline 34c. The first sleeve 34a also has an outer spline 34d at the outer diameter portion. When the first sleeve 34a moves to the right side, it engages with dog teeth 44a fixed to the case 44 (not shown), and when it moves to the left side, the outer spline 34d engages with the collar 38a integral with the carrier 38 to integrate the planetary gear 30. To do.
In order to integrate the planetary gear 30, the ring gear 34 and the sun gear 32 may be connected.
Another difference is that there are fewer gears associated with reverse travel. That is, the reverse gear 62 meshes with the first driven gear 22b. In FIG. 4, although both are drawn apart, they are actually engaged.

Next, the operation of the second embodiment will be described with reference to the operation table shown in FIG.
As described above, the portion related to the forward first speed is different from that of the first embodiment.
That is, the first speed moves the third sleeve 46b to the right, but the operation of the fourth sleeve 16b and the fifth sleeve 16c is the same as in the first embodiment.
Others are the same as those of the first embodiment, and thus detailed description thereof is omitted.

  Since the first speed drives the second input shaft 18 from the first drive shaft 46, the calculation of the gear ratio is slightly different. That is, the ratio of the number of teeth of the countershaft driving gear 46c and the second input driven gear 18f (the number of teeth of the second input driven gear 18f / the number of teeth of the countershaft driving gear 46c) is i2D, and the second high-speed driven gear 18d and the second gear 2 When the gear ratio of the high speed drive gear 18e (the number of teeth of the second high speed driven gear 18d / the number of teeth of the second high speed drive gear 18e) is i2H, the gear ratio of the first speed is iP · i2D · i2H · iL. The gear ratio similar to that of the first embodiment can be obtained by appropriately setting i2D and i2H.

Example 2 has the same effects as Example 1, and also has the following effects.
The first speed has three meshing positions of gears other than the planetary gear 30 and is smaller than the five positions in the first embodiment, so that the power transmission efficiency is further improved.
Further, as described in the first embodiment, the gear ratio different from the first speed to the ninth speed is obtained by engaging the third sleeve 46b and connecting the first speed change mechanism and the second speed change mechanism. can get.
That is, when the third sleeve 46b is engaged, the fourth sleeve 16b and the fifth sleeve 16c are moved to the right in the drawing and engaged, and the first clutch 10 is engaged, the tenth speed is smaller than the ninth speed. It can be driven at a speed ratio that can be said to be high.

However, since the gear ratio of the 10th speed is obtained by connecting the first clutch 10 that is the same as the 9th speed, the first clutch 10 and the second clutch 12 are simply switched to change the speed from the 9th speed. I can't. Accordingly, when switching from the eighth speed, the ninth speed or the tenth speed is selected.
However, when the tenth speed is selected, the rotational speed of the engine 1 can be suppressed at a high speed, which is advantageous when used as 10 forward speeds.
The second embodiment also has the same merit as the first embodiment, but detailed description thereof is omitted.

Next, an automobile drive device according to Embodiment 3 of the present invention will be described.
FIG. 7 is a skeleton diagram of the main part of the automobile drive device according to the third embodiment of the present invention.
Further, FIG. 8 is a layout diagram showing the arrangement of the respective axes in the same manner as FIG. 2, and shows the AA cross section of FIG. 6. Compared with the first embodiment shown in FIG. 2, the position of the shaft center G of the auxiliary shaft 20 is greatly different.
Here, the description will focus on the parts that are different from the first and second embodiments, the same reference numerals are given to the parts that are substantially the same, and the description including the operation is omitted.

The first difference between the third embodiment and the first embodiment is that the first speed drive path is different. That is, the countershaft drive gear 46 c integral with the first drive shaft 46 is meshed with the countershaft driven gear 20 a that is rotatably supported on the countershaft 20. When the seventh sleeve 20d moves to the right side in the figure, the countershaft driven gear 20a is connected to the first speed gear 66.
The first speed gear 66 is always meshed with the first drive gear 48. Accordingly, when the countershaft driven gear 20a and the first speed gear 66 are connected by the seventh sleeve 20d, the first drive shaft 46 drives the first driven gear 22b through these both gears and the first drive gear 48.

The second difference between the third embodiment and the first embodiment is that the reverse drive path is different.
In this connection, as described above, the position of the shaft center G of the auxiliary shaft 20 shown in FIG. That is, the second countershaft driven gear 20e integrated with the countershaft 20 is meshed with the intermediate gear 18a. Although both are drawn apart from each other in the figure, they are engaged as shown in FIG.
The second countershaft driven gear 20e is connected to the reverse drive gear 20f by moving the sixth sleeve 20c to the left in the drawing. The reverse drive gear 20f meshes with the first input shaft 14 and the reverse driven gear 14c.

Therefore, when the second sleeve driven gear 20e and the reverse drive gear 20f are connected by moving the sixth sleeve 20c to the left side, the second clutch shaft 12b is connected to the input gear 12c, the intermediate gear 18a, the second countershaft driven gear 20e, The first input shaft 14 is connected to the first input shaft 14 via the reverse drive gear 20f and the reverse driven gear 14c. When the second clutch shaft 12b rotates forward, the first input shaft 14 rotates reversely.
The first speed change mechanism and the second clutch shaft 12a are connected in this reverse drive path. Since the first input shaft 14 is reversely rotated as described above, what is the function of the relay gear 20b in the first embodiment? Different.
In the third embodiment, the second M / G 70 that is provided in the first embodiment is not provided.
Others are the same as those in the first and second embodiments, and thus the description thereof is omitted.

The operation of the third embodiment is the same as that of the first embodiment except for the first speed and reverse drive described above.
Further, the first speed and the reverse gear ratio can be made the same as in the first embodiment by appropriately setting the gear ratio of each gear described above.
However, because the reverse drive path is different from that in the first embodiment, the rotational direction of the first M / G 40 in the reverse direction and the gear ratio between the first M / G 40 and the driven shaft are different from those in the first embodiment. That is, in reverse, the first M / G 40 has the same connection relationship as the first forward speed, so that the reverse drive is performed in reverse and the gear ratio between the first M / G 40 and the driven shaft is also the same as the first forward speed. Be the same.
The third embodiment also has the same merit as the first embodiment, but detailed description thereof is omitted.

Next, an automobile drive device according to Embodiment 4 of the present invention will be described.
FIG. 10 is a skeleton diagram of the main part of the automobile drive device according to the fourth embodiment of the present invention. FIG. 11 shows an operation table of the fourth embodiment.
Here, the description will focus on the parts that are different from the first and third embodiments, the same reference numerals are given to the parts that are substantially the same, and the description including the operation is omitted.

The first difference between the first embodiment and the third embodiment in the fourth embodiment is that there is no mechanical power transmission path from the engine 1 to the driven shaft 22 in reverse.
That is, as described in the first embodiment, when the second M / G 70 is provided in addition to the first M / G 40, the reverse drive can be a series type hybrid drive.

The second difference in the fourth embodiment is that a gear for obtaining the gear ratio of the tenth speed is provided.
That is, a 10th speed gear is provided instead of the reverse drive path in the third embodiment.
Specifically, the third countershaft driven gear 20g integrated with the countershaft 20 meshes with the input gear 12c, and is connected to the tenth speed gear 20h by moving the eighth sleeve 20i to the left in the drawing. The tenth speed gear 20h meshes with a tenth speed driven gear 14d integrated with the first input shaft 14.
Therefore, when the eighth sleeve 20i is moved to connect the third countershaft driven gear 20g and the tenth speed gear 20h, the second clutch shaft 12b becomes the input gear 12c, the third countershaft driven gear 20g, and the tenth speed gear 20h. The first input shaft 14 can be driven at an increased speed via the 10-speed driven gear 14d.
Others are the same as those in the first embodiment or the third embodiment, and thus description thereof is omitted.

The operation of the fourth embodiment is the same as that of the first or third embodiment except for the tenth speed and the reverse drive.
The tenth speed drive is performed by adding the engagement of the eighth sleeve 20 i and the other sleeves being the same engagement as the ninth speed, and connecting the second clutch 12. As described above, since the second clutch shaft 12b drives the first input shaft 14 at an increased speed, the gear ratio is correspondingly smaller than the ninth speed.
Further, unlike the 10th speed in the second embodiment, the switching from the 9th speed to the 10th speed can be switched by switching from the first clutch 10 to the second clutch 12.
The fourth embodiment also has the same merit as the first embodiment, but detailed description thereof is omitted.

Next, an automobile drive device according to Embodiment 5 of the present invention will be described.
FIG. 12 is a skeleton diagram of the main part of the automobile drive device according to the fifth embodiment of the present invention. Further, although the illustration of the arrangement of each axis is omitted, it is basically the same as that of the first embodiment.
Here, the description will focus on parts that are different from the first embodiment, the same reference numerals are given to parts that are substantially the same as those of the first embodiment, and descriptions thereof, including operation, are omitted.

The first difference between the fifth embodiment and the first embodiment is that the connection relationship of the planetary gears 30 constituting the first reduction mechanism is different. That is, the first input shaft 14 is connected to the first M / G 40 as in the first embodiment, but is connected to the ring gear 34.
The carrier 38 is connected to the first drive shaft 46 in the same manner as in the first embodiment, but the sun gear 32 can be fixed to the case 44 by the movement of the first sleeve 32a to the right in the drawing. .
The first sleeve 32a also has a function of integrating the planetary gear 30 by moving to the left side and connecting to the dog teeth 38a integrated with the carrier 38.

  The second difference between the fifth embodiment and the first embodiment is that the first-speed power transmission path is different. That is, when the third sleeve 46b moves to the right side in the figure, the first drive shaft 46 is connected to the second clutch shaft 12b, whereby the first drive shaft 46 is connected to the second input shaft 18 and the second gear 18c via the input gear 12c. The second drive shaft 16 can be driven.

Again, when the first drive shaft 46 is connected to the second clutch shaft 12b, the first input shaft 14 can be connected to the second input shaft 18 via the planetary gear 30, and the planetary gear constituting the first reduction mechanism. 30 constitutes a reduction gear of the present invention.
A third difference of the fifth embodiment from the first embodiment is that the reverse gear 62 is directly meshed with the first driven gear 22b as in the second embodiment.
In addition, 2nd M / G70 which was in Example 1 is not provided.

The operation of the fifth embodiment will be described with reference to the operation table shown in FIG.
As described above, since the connection relationship of the planetary gear 30 is different, the relationship between each gear ratio and the gear ratio is different from that of the first embodiment.
Here, as described in the first embodiment, an example in which the gear ratio of each gear is set to the following value will be described.
iP: 1.618
i2m: 1.272
i2n: 2.058
iL: 1.168
iH: 0.446
iS: 2.103
iR: -0.909

First, the speed ratio of the forward first speed is iP · i2n · iL, and the above-mentioned gear ratio is 3.889.
Hereinafter, according to the operation table of FIG. 13, the second to ninth speeds are different from the first embodiment in the calculation of the gear ratio together with the power transmission path.
Second speed: i2n · iL = 2.403
3rd speed: ip · iL = 1.890
4th speed: i2m · iL = 1.486
5th speed: iL = 1.168
6th speed: i2n · iH = 0.918
7th speed: iP · iH = 0.722
8th speed: i2m · iH = 0.567
9th speed: iH = 0.446
The reverse gear is iP · iS · iR, and is -3.09 in the above-mentioned ratio of the number of teeth.
The fifth embodiment also has the same merit as the first embodiment, but detailed description thereof is omitted.

Next, an automobile drive device according to Embodiment 6 of the present invention will be described.
FIG. 14 is a skeleton diagram of the main part of the automobile drive device according to the sixth embodiment of the present invention. Further, although the illustration of the arrangement of each axis is omitted, it is basically the same as that of the first embodiment.
Here, the description will focus on the parts that are different from the first and fifth embodiments, the same reference numerals are given to the substantially same parts, and the description including the operation is omitted.

The first difference between the sixth embodiment and the first embodiment is that, similarly to the fifth embodiment, the connection relationship of the planetary gears 30 is different. Further, the function of integrating the planetary gear 30 is performed by the third sleeve 46b as in the first embodiment, which is different from the fifth embodiment.
The first speed power transmission path is different from that of the fifth embodiment.
That is, the relay gear 20b rotatably provided on the countershaft 20 meshes with the input gear 12c, and is connected to the countershaft 20 when the seventh sleeve 20d moves to the right side in the drawing. When the auxiliary shaft 20 is connected to the relay gear 20b, the first drive shaft 46 is connected to the second clutch shaft 12b via the auxiliary shaft 20, so that the first input shaft 14 is connected to the planetary gear 30 constituting the first reduction mechanism. Thus, the second input shaft 18 is connected. Accordingly, the planetary gear 30 also constitutes the reduction gear of the present invention.
The gear ratio between the relay gear 20b and the input gear 12c is iT as in the first embodiment.
Others are the same as those of the fifth embodiment, and thus description thereof is omitted.

The operation of the sixth embodiment will be described with reference to an operation table shown in FIG. 14 in which the gear ratio of each gear is set to the following value.
iP: 1.563
i2m: 1.250
i2n: 1.954
iL: 1.168
iH: 0.478
iS: 2.104
iT: 0.583
iR: -1.102

As described above, the power transmission path related to the first speed is different from that in the fifth embodiment, and this will be mainly described.
That is, the first drive shaft 46 decelerates the input gear 12c by engaging the seventh sleeve 20d at the first speed. As a result, the gear ratio is iP · iS · iT · i2n · iL, and the above-mentioned gear ratio is 4.376.
Thereafter, the gear ratios of the second speed to the ninth speed are the same calculation formula as in the fifth embodiment, and the gear ratio in the above-described number of teeth is as follows.
Second gear: 2.282
3rd speed: 1.826
4th speed: 1.460
5th speed: 1.168
6th speed: 0.934
7th speed: 0.747
8th speed: 0.598
9th gear: 0.478

Subsequently, Example 6 can be driven at the 10th speed. That is, the 10th speed engages the seventh sleeve 20d, so that the first clutch shaft 12b can drive the first drive shaft 46 at an increased speed. As a result, the gear ratio of the 10th speed in the engagement relationship shown in the operation table is iH / (iT · iS), and the gear ratio is 0.390.
The reverse movement is the same calculation formula as in the fifth embodiment, and is −3.624 in the above-described tooth number ratio.
The sixth embodiment has a merit over the first embodiment because it can obtain a gear ratio of 10 forward speeds while being capable of mechanical reverse drive as described above, but detailed description thereof is omitted.

Next, an automobile drive device according to a seventh embodiment of the present invention will be described.
FIG. 16 is a skeleton diagram of the main part of the automobile drive device according to the seventh embodiment of the present invention.
Here, the description will focus on the parts that are different from the first embodiment, the same reference numerals are assigned to the substantially same parts, and the description including the operation is omitted.

  The first difference of the seventh embodiment from the first embodiment is that the first reduction mechanism is not a planetary gear. That is, the speed reducing action is performed by two pairs of gears between the auxiliary shaft 20 and the first input shaft 14 and the first drive shaft 46. Specifically, a reduction input gear 14b integrated with the first input shaft 14, a first reduction intermediate gear 26a meshed with the first input shaft 14, a second reduction intermediate gear 26b integrated with the first reduction intermediate gear 26a, and The reduction driven gear 46b rotatably supported by the meshing first drive shaft 46 performs reduction and direct drive.

When the third sleeve 46a provided on the first drive shaft 46 side moves to the left and engages with the speed reduction driven gear 46b, it is decelerated, and when it moves to the right and engages with the first input shaft 14, it is directly connected.
If this reduction ratio is set to the same value as the reduction ratio iP in the planetary gear 30 of the first embodiment, the function is the same. Therefore, the reduction ratio is also assumed here as iP.

The second difference is that the first input shaft 14 and the second input shaft 18 can be connected by the reduction input gear 14b and the relay gear 18g.
That is, when the sixth sleeve 18 h provided on the relay gear 18 g is engaged with the first input shaft 18, the first input shaft 14 and the second input shaft 18 are connected. The reduction ratio of the reduction input gear 14b and the relay gear 18g (the number of teeth of the relay gear 18g / the number of teeth of the reduction input gear 14b) is il2.
By engaging the sixth sleeve 18h with the first input shaft 18, the first input shaft 14 can drive the second input shaft 18 at a reduced speed via the reduction input gear 14b and the relay gear 18g. Therefore, the reduction input gear 14b and the relay gear 18g constitute the reduction gear of the present invention.

The third difference is that the arrangement of the first M / G 40 is different. That is, the power of the first M / G 40 can be transmitted to the first input shaft 14 via the first M / G drive gear 40a meshing with the relay gear 18g.
Further, in relation to these, the reverse gear 62a and the second reduction intermediate gear 26b, which can be connected by the seventh sleeve 20d, mesh with the first driven gear 22b. introduce. Here, the reverse gear 62 is drawn away from the first driven gear 22b, but both are meshed as in the first embodiment.
Note that the second M / G 70 in the seventh embodiment is not provided in the seventh embodiment.

Next, the operation of the seventh embodiment will be described with reference to the operation table shown in FIG. 17 with respect to parts different from the first and second embodiments.
As described above, the drive path of the first forward speed is different, and this will be mainly described.
Since power transmission is performed in the first speed as described above, each sleeve is operated as shown in the operation table of FIG. As a result, the gear ratio becomes iP · iL2 · iL. Therefore, if iL2 is set to an appropriate value, the same gear ratio as in the first embodiment can be obtained.
Since it is the same for the reverse, the description is omitted.

As described above, the reduction gear of the present invention is configured such that the first input shaft 14 and the second input shaft 18 can be connected by the reduction input gear 14b and the relay gear 18g. The following can be done.
That is, the first drive shaft 46 and the second input shaft 18 or the first reduction intermediate gear 26a and the input gear 12c can be connected to each other and used instead.

  As can be seen from the above description, also in the seventh embodiment, the same effect as described in the first embodiment can be obtained.

As described above, each of the automobile drive devices of the above-described embodiments has the following characteristics.
When applied to a so-called horizontal engine vehicle, while there are restrictions on the axial length of the drive unit, it is possible to increase the number of stages beyond seven forward stages, and the first M / G 40 makes it easy to make a hybrid vehicle. Can be applied.
Since the number of gears is increased, it is possible to perform a drive that precisely meets the characteristics of the engine 1 and the requirements of the vehicle, and an improvement in exhaust performance and fuel consumption can be expected.
Further, in each embodiment using the planetary gear 30 for the first speed reduction mechanism, it is almost the same as the case where there is no low-speed gear in a general DCT, so that the fuel consumption can be improved particularly at high speed. it can.

  The automobile drive device of the present invention is based on general knowledge of a person skilled in the art, and selects the optimum drive mode according to the driving condition of the automobile for driving, GPS (global positioning system), car Based on information such as a navigation system, it can be implemented in a mode combined with a device such as optimal control on a long road or on a highway.

The automobile drive device of the present invention can be applied to a passenger car or the like that places particular emphasis on travel cost and is required to reduce environmental load. However, the invention is not limited thereto, and various types of vehicles using an internal combustion engine and an electric motor generator are used. It can be applied to vehicles.

DESCRIPTION OF SYMBOLS 1 Engine 2 Crankshaft 10 1st clutch 12 2nd clutch 14 1st input shaft 16 2nd drive shaft 18 2nd input shaft 20 Sub shaft 22 Driven shaft 24 Output shaft 30 Planetary gear 32 Sun gear 34 Ring gear 36 Pinion 38 Carrier 40 First 1M / G
44 Case 46 First drive shaft 48 First drive gear 50 Second drive gear 56 Third drive gear 58 Fourth drive gear 62 Reverse gear 66 First speed gear 70 Second M / G

Claims (11)

A first clutch and a second clutch capable of receiving power from an engine crankshaft;
A first drive shaft driven from the first clutch via a first input shaft;
A second drive shaft disposed in parallel with the first drive shaft and driven from the second clutch via a coupling gear and a second input shaft;
A driven shaft that is arranged in parallel with the first drive shaft and the second drive shaft and has a first driven gear and a second driven gear;
A first speed change mechanism that obtains two speed ratios between the first drive shaft and the first driven gear and the second driven gear;
A second speed change mechanism for obtaining two speed ratios between the second drive shaft and the first driven gear and the second driven gear;
A first reduction mechanism that is interposed between the first input shaft and the first drive shaft and performs direct connection and reduction drive;
A second reduction mechanism interposed between the second input shaft and the second drive shaft and having two gear ratios;
With
An automobile drive device characterized in that the first input shaft and the second input shaft can be connected via a reduction gear.   2. The automobile drive device according to claim 1, wherein a speed ratio of forward first speed is obtained by connecting the first input shaft and the second input shaft.   The first speed reduction mechanism is composed of a three-rotation element of a sun gear connected to the first input shaft, a ring gear that can be fixed to a stationary part, and a carrier connected to the first drive shaft, and these three rotation elements are integrated. And the second speed reduction mechanism is a pair of gears that can be selectively connected between the second input shaft and the second drive shaft at a low speed ratio and a high speed ratio. The automobile drive device according to claim 1, wherein the vehicle drive device is configured.   The first reduction mechanism is composed of a three-rotation element including a ring gear connected to the first input shaft, a sun gear that can be fixed to a stationary portion, and a carrier connected to the first drive shaft. And the second speed reduction mechanism is a pair of gears that can be selectively connected between the second input shaft and the second drive shaft at a low speed ratio and a high speed ratio. The automobile drive device according to claim 1, wherein the vehicle drive device is configured.   A counter shaft is provided in parallel with the first input shaft, the first input shaft and the counter shaft can be connected or connected by a counter shaft driving gear and a counter shaft driven gear, and meshed with the first driven gear. 5. The automobile drive device according to claim 1, further comprising a reverse gear that can be integrated with the countershaft. 6.   6. The automobile drive device according to claim 5, wherein the first drive shaft is capable of driving the second input shaft via the auxiliary shaft.   4. The automobile drive device according to claim 3, wherein the first drive shaft is capable of driving the second input shaft via a relay gear.   The first reduction mechanism is composed of two pairs of gears capable of selecting a reduction drive and a direct connection drive between the first input shaft and the first drive shaft, and the second reduction mechanism includes the first reduction shaft. It is composed of two pairs of gears that can be selectively connected between the two input shafts and the second drive shaft at a low speed ratio and a high speed ratio, and a relay gear between the first input shaft and the second input shaft. The vehicle drive device according to claim 1, wherein the vehicle drive device can be connected to the vehicle. A first clutch and a second clutch capable of receiving power from an engine crankshaft;
A first drive shaft driven from the first clutch via a first input shaft;
A second drive shaft disposed in parallel with the first drive shaft and driven from the second clutch via a coupling gear and a second input shaft;
A driven shaft that is arranged in parallel with the first drive shaft and the second drive shaft and has a first driven gear and a second driven gear;
A first speed change mechanism that obtains two speed ratios between the first drive shaft and the first driven gear and the second driven gear;
A second speed change mechanism for obtaining two speed ratios between the second drive shaft and the first driven gear and the second driven gear;
A first reduction mechanism that is interposed between the first input shaft and the first drive shaft and performs direct connection and reduction drive;
A second reduction mechanism interposed between the second input shaft and the second drive shaft and having two gear ratios;
With
A reduction gear is provided between the first drive shaft and a countershaft provided in parallel with the first drive shaft to allow connection, and a first speed gear is provided between the subshaft and the first transmission mechanism. An automobile drive device characterized in that the first drive shaft can drive the driven shaft via the auxiliary shaft and the first transmission mechanism.   The first motor generator capable of driving the first input shaft and the second motor generator capable of driving the second input shaft are provided. Car drive system. 11. The automobile drive device according to claim 10, further comprising no mechanical power transmission means for performing reverse travel.

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