JP2018114950A - Vehicle drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure a speed reduction ratio and concurrently avoid interference between a rotary electric machine and other components when the rotary electric machine is added to a vehicle drive device having a triaxial structure to achieve hybridization of the vehicle drive device.SOLUTION: A vehicle drive device (1) includes: an input member (10); a transmission mechanism (15); a counter gear mechanism (20); a differential gear device (30); a rotary electric machine (40) having a rotary electric machine output gear (44); and an idle gear (52). The rotary electric machine (40) is disposed closer to a second gear (22) side than the first gear (21). The rotary electric machine output gear (44) engages with the idle gear (52) and the idle gear (52) engages with the first gear (21).SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle drive device.

  An input member coupled to the driving force source and a speed change mechanism having a speed change output gear are provided on the first shaft, a counter gear mechanism having a first gear and a second gear is provided on the second shaft, and a differential input gear is provided. A vehicle drive device having a differential gear device having a third gear on a third shaft is used. An example of a vehicle drive device having such a configuration is disclosed in Japanese Patent Laid-Open No. 2002-349683 (Patent Document 1). In the vehicle drive device of Patent Document 1, the second shaft on which the counter gear mechanism is disposed is vertically above the first shaft on which the input member and the transmission mechanism are disposed and the third shaft on which the differential gear device is disposed. Is arranged.

  Here, when the vehicle drive device of Patent Document 1 is hybridized, it is conceivable to add a rotating electrical machine and provide the rotating electrical machine to the counter gear mechanism so as to transmit a driving force. In this case, for example, when the axial length of the entire apparatus cannot be expanded due to restrictions on the vehicle, it is conceivable to arrange the rotating electrical machine vertically above the third axis.

  However, other parts are often arranged in a space vertically above the third axis. In fact, in the vehicle drive device of Patent Document 1, a parking lock mechanism is arranged in the space. For this reason, the rotating electrical machine cannot be disposed close to the counter gear mechanism because it physically interferes with other components, and the driving force of the rotating electrical machine cannot be transmitted to the counter gear mechanism. On the other hand, if it is attempted to transmit the driving force of the rotating electrical machine to the counter gear mechanism without changing the configuration on the counter gear mechanism side, it is conceivable to increase the diameter of the output gear of the rotating electrical machine. A large reduction ratio of the rotating electrical machine cannot be secured.

JP 2002-349683 A

  When a rotating electric machine is added to a three-axis vehicle drive device and hybridized, it is desirable to ensure a reduction ratio while avoiding interference between the rotating electric machine and other components.

A vehicle drive device according to the present disclosure includes:
An input member connected to the driving force source and a speed change mechanism having a speed change output gear are provided on the first shaft,
A counter gear mechanism having a first gear that meshes with the speed change output gear, a second gear, and a connecting member that connects the first gear and the second gear to a second axis parallel to the first axis. Prepared,
A vehicle drive device comprising a differential gear device having a differential input gear meshing with the second gear on a first shaft and a third shaft parallel to the second shaft,
A rotating electrical machine having a rotor and a rotating electrical machine output gear that rotates integrally with the rotor, and an idle gear; and
The rotating electrical machine is disposed closer to the second gear than the first gear in the axial direction;
The rotating electrical machine output gear meshes with the idle gear, and the idle gear meshes with the first gear.

  According to this configuration, the driving force of the rotating electrical machine output from the rotating electrical machine output gear is transmitted to the first gear of the counter gear mechanism via the idle gear. Therefore, the rotating electrical machine can be arranged away from the counter gear mechanism by an amount corresponding to the diameter of the idle gear without increasing the diameter of the rotating electrical machine output gear. By disposing the rotating electrical machine away from the counter gear mechanism, interference between the rotating electrical machine and other components can be avoided. Moreover, since it is not necessary to increase the diameter of the rotating electrical machine output gear, a large reduction ratio of the rotating electrical machine can be ensured.

  Further features and advantages of the technology according to the present disclosure will become more apparent from the following description of exemplary and non-limiting embodiments described with reference to the drawings.

Skeleton diagram of vehicle drive device according to embodiment Cross-sectional view of vehicle drive device Layout of each element of the vehicle drive unit as seen from the axial direction

  An embodiment of a vehicle drive device will be described with reference to the drawings. The vehicle drive device 1 according to the present embodiment is a drive device for a hybrid vehicle that includes both the internal combustion engine EG and the rotating electrical machine 40 as driving force sources for the wheels W. The vehicle drive device 1 is configured as a drive device for a so-called 1-motor parallel type hybrid vehicle. Moreover, the vehicle drive device 1 of this embodiment is comprised as a drive device for FF (Front Engine Front Drive) vehicles.

  In the description of the present embodiment, “drive coupling” means a state in which two rotating elements are coupled so as to be able to transmit a driving force (synonymous with torque). This concept includes a state in which the two rotating elements are connected so as to rotate integrally, and a state in which the driving force is transmitted through one or more transmission members. Such transmission members include various members (shafts, gear mechanisms, belts, etc.) that transmit rotation at the same speed or at different speeds, and engaging devices (frictions) that selectively transmit rotation and driving force. Engagement devices, meshing engagement devices, etc.).

  The “rotary electric machine” is used as a concept including a motor (electric motor), a generator (generator), and a motor / generator that performs both functions of the motor and the generator as necessary.

  In addition, regarding the arrangement of two members, “overlapping in a certain direction” means that when a virtual straight line parallel to the line-of-sight direction is moved in each direction orthogonal to the virtual straight line, It means that a region intersecting with both members exists at least in part.

  As shown in FIG. 1, the vehicle drive device 1 includes an input member 10, a transmission mechanism 15, a counter gear mechanism 20, a differential gear device 30, a rotating electrical machine 40, a drive transmission mechanism 50, and an output member. 60 as main components. The vehicle drive device 1 further includes a fluid coupling 11 and a lockup clutch 12. These are accommodated in a case (drive device case) 8.

  As shown in FIG. 2, the case 8 includes a first case portion 81 and a second case portion 87 that are divided in the axial direction L. The first case portion 81 includes an outer peripheral wall 82, an end wall 83, a first intermediate wall 84, and a second intermediate wall 85. The outer peripheral wall 82 is formed in a deformed cylindrical shape that generally follows the outer shapes of the transmission mechanism 15, the differential gear device 30, and the rotating electrical machine 40. The end wall 83 covers the end of the axial direction L opposite to the internal combustion engine EG. The first intermediate wall 84 and the second intermediate wall 85 are provided in the central portion of the first case portion 81 in the axial direction L. The first case portion 81 mainly accommodates the speed change mechanism 15, the counter gear mechanism 20, the differential gear device 30, the rotating electrical machine 40, and the drive transmission mechanism 50.

  The second case portion 87 includes an outer peripheral wall 88 and an end wall 89. The outer peripheral wall 88 is formed in a cylindrical shape that generally follows the outer shape of the fluid coupling 11. The end wall 89 is provided at the end of the axial direction L opposite to the internal combustion engine EG. The second case portion 87 is fixed to the first case portion 81 from the internal combustion engine EG side in the axial direction L, and the end wall 89 of the second case portion 87 is the internal combustion engine EG of the first case portion 81. It covers the opening on the side. The second case portion 87 mainly accommodates the fluid coupling 11 and the lockup clutch 12.

  As shown in FIG. 1, the input member 10 is drivingly connected to the internal combustion engine EG. The internal combustion engine EG is a prime mover (such as a gasoline engine or a diesel engine) that is driven by combustion of fuel inside the engine to extract power. In this embodiment, the input member 10 is connected to an output member (an internal combustion engine output member such as a crankshaft) of the internal combustion engine EG. In the present embodiment, the internal combustion engine EG corresponds to a “driving force source”.

  The input member 10 is connected to the fluid coupling 11. The fluid coupling 11 is connected to a speed change input member 14 that functions as an input member of the speed change mechanism 15. The fluid coupling 11 is, for example, a torque converter that includes a pump impeller that is drivingly connected to the input member 10, a turbine runner that is drivingly connected to the transmission input member 14, and a stator disposed therebetween. However, the fluid coupling 11 may be a fluid coupling including only a pump impeller and a turbine runner without being limited to such a configuration. The fluid coupling 11 transmits the torque of the internal combustion engine EG input to the input member 10 to the speed change input member 14 by fluid transmission via the hydraulic oil inside.

  The lockup clutch 12 is provided in parallel to the fluid coupling 11 between the input member 10 and the transmission input member 14. In the engaged state, the lockup clutch 12 transmits the torque of the internal combustion engine EG inputted to the input member 10 to the transmission input member 14 as it is without passing through the fluid coupling 11. The speed change input member 14 is disposed in a state of penetrating through a hole formed in the end wall 89 of the second case portion 87.

  The speed change mechanism 15 changes the rotational speed of the speed change input member 14 at a predetermined speed ratio, and outputs the result from the speed change output gear 15o. Here, the “transmission ratio” is a ratio of the rotational speed of the transmission input member 14 to the rotational speed of the transmission output gear 15o. The speed change mechanism 15 is, for example, an automatic stepped speed change mechanism that is capable of automatically switching a plurality of speed stages. When the speed change mechanism 15 is configured by an automatic stepped speed change mechanism, the speed change mechanism 15 includes, for example, at least one planetary gear mechanism and at least one speed change engagement device (clutch or brake). . However, the speed change mechanism 15 is not limited to such a configuration. For example, the speed change mechanism 15 may be an automatic continuously variable speed change mechanism capable of automatically changing the speed ratio steplessly, a fixed ratio speed change mechanism with a fixed speed ratio, It may be a manual stepped transmission mechanism or the like that can switch the gear position by manual operation of the driver. The transmission output gear 15o is rotatably supported by the first intermediate wall 84 of the first case portion 81 from the radially inner side (see FIG. 2).

  The input member 10, the fluid coupling 11, the lockup clutch 12, the speed change input member 14, and the speed change mechanism 15 having the speed change output gear 15o are arranged coaxially with each other. These are provided on a common first axis X1.

  The transmission output gear 15 o is drivingly connected to the counter gear mechanism 20. The counter gear mechanism 20 includes a first gear 21, a second gear 22, and a connecting member 24 that connects the first gear 21 and the second gear 22. As shown in FIG. 2, the connecting member 24 is supported by the end wall 83 of the first case portion 81 and the end wall 89 of the second case portion 87 so as to be rotatable from both sides in the axial direction L. Has been. The first gear 21 meshes with the transmission output gear 15o. The first gear 21 also meshes with an idle gear 52 that constitutes the drive transmission mechanism 50 at a position different from the transmission output gear 15 o in the circumferential direction. The second gear 22 is disposed on the internal combustion engine EG side in the axial direction L with respect to the first gear 21. The second gear 22 meshes with the differential input gear 30 i of the differential gear device 30.

  As shown in FIG. 2, the counter gear mechanism 20 further includes a third gear 23 connected to the connecting member 24 in addition to the first gear 21 and the second gear 22. The third gear 23 is provided closer to the second gear 22 in the axial direction L than the first gear 21. In the present embodiment, the third gear 23 is provided with a smaller diameter than the first gear 21 at a position adjacent to the first gear 21 on the second gear 22 side. The third gear 23 is formed integrally with the forming member of the first gear 21. That is, the third gear 23 is connected to the connecting member 24 via the forming member of the first gear 21. A parking pole 71 constituting a parking lock mechanism 70 can be locked to the third gear 23 (see also FIG. 3). The third gear 23 is a so-called parking gear, and has a larger inter-tooth pitch than the first gear 21 and the second gear 22.

  The counter gear mechanism 20 is provided on a second axis X2 parallel to the first axis X1.

  As shown in FIG. 1, the differential gear device 30 has a differential input gear 30i and is drivingly connected to a pair of left and right output members 60 via a differential main body. The differential gear device 30 transmits the torque input to the differential input gear 30i to the wheels W that are drivingly connected to the output member 60 while absorbing the rotational speed difference between the pair of left and right output members 60. .

  The differential gear device 30 is provided on a third axis X3 parallel to the first axis X1 and the second axis X2.

  As shown in FIG. 3, the first axis X1, the second axis X2, and the third axis X3 are in the order of the first axis X1, the second axis X2, the third axis X3 in the horizontal direction H, and the vertical direction. In V, the third axis X3, the first axis X1, and the second axis X2 are arranged in this order from the lower side. That is, the second axis X2 is disposed above the first axis X1 and the third axis X3 in the vertical direction V between the first axis X1 and the third axis X3 in the horizontal direction H when viewed in the axial direction L. Has been. The first axis X1, the second axis X2, and the third axis X3 are arranged in an obtuse triangular shape having the second axis X2 as the highest vertex when viewed in the axial direction L.

  As shown in FIGS. 2 and 3, a parking lock mechanism 70 is disposed on the radially outer side of the third gear 23 of the counter gear mechanism 20. The parking lock mechanism 70 includes a parking pole 71 having a claw portion 71 </ b> A, a parking rod 72 interlocked with a shift lever (not shown), and a parking cam 73 supported on the tip of the parking rod 72. The parking pole 71 is swingably provided with the pivot portion 71B as a fulcrum. The parking pole 71 is biased so that the claw portion 71 </ b> A is separated from the third gear 23 by a biasing spring (not shown) during normal operation. For example, when the shift lever is shifted to the “P range” by the driver's shift operation, the parking cam 73 interlocked with the parking rod 72 presses the parking pole 71 against the third gear 23 against the biasing force of the biasing spring. Then, the claw portion 71 </ b> A is locked to the third gear 23. Thus, the parking lock mechanism 70 prevents the counter gear mechanism 20 and thus the wheels W from rotating in a state where the claw portion 71A of the parking pole 71 is engaged with the third gear 23.

  As shown in FIG. 3, the parking lock mechanism 70 is disposed above the third gear 23 in the vertical direction V. The entire parking lock mechanism 70 is disposed so as to extend substantially along the horizontal direction H when viewed in the axial direction L.

  As described above, the vehicle drive device 1 of the present embodiment is a hybrid vehicle drive device, and the vehicle drive device 1 includes the rotating electrical machine 40. In the vehicle drive device 1, the power transmission system from the internal combustion engine EG side and the power transmission system from the rotating electrical machine 40 side merge on the downstream side (wheel W side) of the power transmission path from the speed change mechanism 15. . Specifically, the two power transmission systems merge at the counter gear mechanism 20 (first gear 21). The rotating electrical machine 40 is provided on a fourth axis X4 that is parallel to the first axis X1, the second axis X2, and the third axis X3. As shown in FIG. 3, the fourth axis X4 is disposed above the second axis X2 in which the counter gear mechanism 20 is disposed in the vertical direction V.

  As shown in FIGS. 1 and 2, the rotating electrical machine 40 includes a stator 41 fixed to the case 8 and a rotor 42 that is rotatably supported on the radially inner side of the stator 41. The rotating electrical machine 40 includes a rotor shaft 43 coupled to rotate integrally with the rotor 42, and a rotating electrical machine output gear 44 coupled to rotate integrally with the rotor shaft 43 at the end of the rotor shaft 43. . The rotor shaft 43 is supported by the second intermediate wall 85 of the first case portion 81 and the end wall 89 of the second case portion 87 so as to be rotatable from both sides in the axial direction L. The torque of the rotating electrical machine 40 is transmitted via the rotor shaft 43 and the rotating electrical machine output gear 44.

  The rotating electrical machine 40 is disposed in the axial direction L on the second gear 22 side (in this example, on the internal combustion engine EG side) with respect to the first gear 21 of the counter gear mechanism 20. The rotating electrical machine 40 is disposed above the counter gear mechanism 20 in the vertical direction V (see FIG. 3) at a position overlapping the counter gear mechanism 20 when viewed in the radial direction (see FIG. 2). In such a configuration, the rotating electrical machine 40 cannot be disposed close to the counter gear mechanism 20 in order to avoid physical interference with the parking lock mechanism 70 that is also disposed above the counter gear mechanism 20. In this case, in order to transmit the torque of the rotating electrical machine 40 to the counter gear mechanism 20 without changing the configuration on the counter gear mechanism 20 side, the rotating electrical machine output gear 44 has a large diameter so as to mesh with the first gear 21. It is possible to make it. However, in such a configuration, the outer diameter (number of teeth) of the rotating electrical machine output gear 44 is relatively larger than the outer diameter (number of teeth) of the first gear 21, so that the reduction ratio of the rotating electrical machine 40 is increased. It cannot be secured. The “reduction ratio” of the rotating electrical machine 40 is a ratio of the rotational speed of the rotating electrical machine 40 to the rotational speed of the counter gear mechanism 20 in the present embodiment.

  Therefore, in the present embodiment, in order to ensure a large reduction ratio while avoiding physical interference with the parking lock mechanism 70, the rotary electric machine 40 is disposed away from the counter gear mechanism 20, and a drive transmission mechanism is provided therebetween. 50 is provided. The drive transmission mechanism 50 transmits torque of the rotating electrical machine 40 to the counter gear mechanism 20, or transmits torque of the internal combustion engine EG and vehicle inertia torque transmitted to the counter gear mechanism 20 to the rotating electrical machine 40. The drive transmission mechanism 50 is substantially constituted by an idle gear 52 formed on the outer peripheral surface of the annular member 51. The idle gear 52 is provided on a first axis X1, a second axis X2, a third axis X3, and a fifth axis X5 parallel to the fourth axis X4.

  As shown in FIG. 2, the annular member 51 having the idle gear 52 is a columnar support protrusion 83 </ b> A formed on the end wall 83 of the first case portion 81 so as to protrude toward the internal combustion engine EG in the axial direction L. It is supported by. The annular member 51 (idle gear 52) is supported so as to be rotatable in a cantilevered state from the opposite side to the parking lock mechanism 70 in the axial direction L. Thus, the annular member 51 (idle gear 52) is arranged to avoid interference with the parking lock mechanism 70.

  The idle gear 52 meshes with the rotary electric machine output gear 44 and also meshes with the first gear 21. Therefore, the torque of the rotating electrical machine 40 is transmitted to the idle gear 52 via the rotating electrical machine output gear 44 and further transmitted to the first gear 21. In this way, the torque of the rotating electrical machine 40 can be transmitted to the first gear 21 via the idle gear 52. At this time, the rotating electrical machine 40 can be disposed away from the counter gear mechanism 20 by an amount corresponding to the outer diameter of the idle gear 52, and interference between the rotating electrical machine 40 and the parking lock mechanism 70 can be avoided. Further, since it is not necessary to increase the diameter of the rotating electrical machine output gear 44, the outer diameter (number of teeth) of the rotating electrical machine output gear 44 can be kept relatively small with respect to the outer diameter (number of teeth) of the first gear 21. A large reduction ratio of the rotating electrical machine 40 can be ensured.

  As shown in FIG. 3, the fifth axis X5 on which the drive transmission mechanism 50 (idle gear 52) is arranged is arranged above the second axis X2 on which the counter gear mechanism 20 is arranged in the vertical direction V. . The fifth axis X5 is arranged above the second axis X2 in the vertical direction V and below the fourth axis X4 where the rotating electrical machine 40 is arranged. In the present embodiment, the fourth axis X4, the fifth axis X5, and the second axis X2 are arranged in a straight line from the upper side to the lower side in the vertical direction V.

  The outer diameter size of the idle gear 52 is set so that the parking lock mechanism 70 fits in the space between the rotating electrical machine 40 and the counter gear mechanism 20 in the radial direction. The diameter of the idle gear 52 is substantially equal to the sum of the difference between the radius of the rotating electrical machine 40 (stator 41) and the radius of the rotating electrical machine output gear 44 and the vertical width of the parking lock mechanism 70 (parking pole 71). The size is set to be. By setting such a size, it is possible to avoid physical interference between the rotating electrical machine 40 and the parking lock mechanism 70 while minimizing the increase in the vertical direction V of the vehicle drive device 1 as necessary. It has become.

[Other Embodiments]
(1) In the above-described embodiment, the parking lock mechanism 70 is disposed outside the counter gear mechanism 20 in the radial direction, and the rotating electrical machine 40 and the drive transmission mechanism 50 (idle gear 52) so as to avoid interference with the parking lock mechanism 70. ) Is described as an example. However, the present invention is not limited to such a configuration, and when a component other than the parking lock mechanism 70 is disposed on the radially outer side of the counter gear mechanism 20, the rotating electrical machine 40 is avoided so as to avoid interference with the component. In addition, a drive transmission mechanism 50 may be provided.

(2) In the above embodiment, the idle gear 52 that constitutes the drive transmission mechanism 50 is described as an example in which the idle gear 52 is supported in a cantilevered state from the side opposite to the parking lock mechanism 70. However, the present invention is not limited to such a configuration, and when the member that supports the idle gear 52 on the parking lock mechanism 70 side and the parking lock mechanism 70 do not interfere with each other, the idle gear 52 is supported in a both-end supported state. Also good. Alternatively, depending on circumstances, the idle gear 52 may be supported in a cantilevered state from the parking lock mechanism 70 side.

(3) In the above-described embodiment, the size setting of the idle gear 52 has been described with reference to a specific and quantitative example in the case where the minimum required size is set. However, the idle gear 52 is not limited to such a configuration, and the idle gear 52 has some margin as long as the parking lock mechanism 70 can be accommodated in at least the space between the rotating electrical machine 40 and the counter gear mechanism 20. It may be set to the size setting given.

(4) In the above embodiment, the fourth axis X4 where the rotating electrical machine 40 is arranged and the fifth axis X5 where the drive transmission mechanism 50 is arranged are above the second axis X2 where the counter gear mechanism 20 is arranged. The configuration arranged in FIG. However, without being limited to such a configuration, for example, at least one of the fourth axis X4 and the fifth axis X5 is arranged so as to be aligned in the horizontal direction H with respect to the second axis X2 when viewed in the axial direction L, for example. May be.

(5) In the above embodiment, the fourth axis X4 where the rotating electrical machine 40 is arranged, the fifth axis X5 where the drive transmission mechanism 50 is arranged, and the second axis X2 where the counter gear mechanism 20 is arranged are in a straight line. The configuration arranged in a shape has been described as an example. However, without being limited to such a configuration, the fourth axis X4, the fifth axis X5, and the second axis X2 may be arranged in a broken line, for example.

(6) The configurations disclosed in each of the above-described embodiments (including the above-described embodiments and other embodiments; the same applies hereinafter) are applied in combination with the configurations disclosed in the other embodiments unless a contradiction arises. It is also possible to do. Regarding other configurations as well, the embodiments disclosed in the present specification are examples in all respects, and can be appropriately modified without departing from the gist of the present disclosure.

[Outline of Embodiment]
In summary, the vehicle drive device according to the present disclosure preferably includes the following configurations.

The first shaft (X1) includes an input member (10) coupled to the driving force source (EG) and a speed change mechanism (15) having a speed change output gear (15o).
A first gear (21) meshing with the transmission output gear (15o), a second gear (22), and a connecting member (24) for connecting the first gear (21) and the second gear (22); A counter gear mechanism (20) having a second axis (X2) parallel to the first axis (X1),
A differential gear device (30) having a differential input gear (30i) meshing with the second gear (22) is connected to the first shaft (X1) and the third shaft (X3) parallel to the second shaft (X2). A vehicle drive device (1) provided for
A rotating electrical machine (40) having a rotor (42) and a rotating electrical machine output gear (44) rotating integrally with the rotor (42), and an idle gear (52);
The rotating electrical machine (40) is disposed closer to the second gear (22) than the first gear (21) in the axial direction (L),
The rotating electrical machine output gear (44) meshes with the idle gear (52), and the idle gear (52) meshes with the first gear (21).

  According to this configuration, the driving force of the rotating electrical machine (40) output from the rotating electrical machine output gear (44) is transmitted to the first gear (21) of the counter gear mechanism (20) via the idle gear (52). Is done. Therefore, the rotating electrical machine (40) can be arranged away from the counter gear mechanism (20) by an amount corresponding to the diameter of the idle gear (52) without increasing the diameter of the rotating electrical machine output gear (44). By disposing the rotating electrical machine (40) away from the counter gear mechanism (20), interference between the rotating electrical machine (40) and other components can be avoided. Further, since there is no need to increase the diameter of the rotating electrical machine output gear (44), a large reduction ratio of the rotating electrical machine (40) can be ensured.

As one aspect,
The counter gear mechanism (20) further includes a third gear (23) connected to the connecting member (24) on the second gear (22) side of the first gear (21),
A parking lock mechanism (70) for preventing rotation of the counter gear mechanism (20) while meshing with the third gear (23);
It is preferable that the idle gear (52) is arranged to avoid interference with the parking lock mechanism (70).

  According to this configuration, the parking lock mechanism (70) meshes with the third gear (23), thereby forcibly preventing the rotation of the wheels that are drivingly connected to the differential gear device (30). It is possible to prevent the parked vehicle from starting unintentionally. In this case, since the idle gear (52) is disposed avoiding interference with the parking lock mechanism (70), the rotating electrical machine (40) is disposed away from the counter gear mechanism (20) while ensuring a reduction ratio. Interference with the parking lock mechanism (70) can be avoided including the idle gear (52), which is an additional configuration.

As one aspect,
It is preferable that the idle gear (52) is supported in a cantilevered state from the side opposite to the parking lock mechanism (70) in the axial direction (L).

  According to this configuration, since there is no member that supports the idle gear (52) on the parking lock mechanism (70) side in the axial direction (L), the idle gear (52), its support member, and the parking lock mechanism (70). ) Can be avoided more reliably.

As one aspect,
The parking lock mechanism (70) is disposed radially outside the third gear (23);
The outer diameter of the idle gear (52) is set so that the parking lock mechanism (70) fits in the space between the rotating electrical machine (40) and the counter gear mechanism (20) in the radial direction. Is preferred.

  According to this configuration, the rotating electrical machine (40) and the parking lock mechanism (70) can be engaged with the third gear (23) of the counter gear mechanism (20) from the outside in the radial direction. ) Can be avoided.

As one aspect,
The first axis (X1), the second axis (X2), and the third axis (X3) are the first axis (X1), the second axis (X2), the first axis in the horizontal direction (H). Arranged in order of three axes (X3) and in order of the third axis (X3), the first axis (X1), and the second axis (X2) from the lower side in the vertical direction (V). And
The fourth axis (X4) where the rotating electrical machine (40) is arranged and the fifth axis (X5) where the idle gear (52) is arranged are more in the vertical direction (V) than the second axis (X2). It is preferable to arrange on the upper side.

  According to this configuration, the rotating electrical machine (40) is installed in the space above each element (transmission mechanism (15), counter gear mechanism (20), and differential gear device (30)) constituting the vehicle drive device (1). ) Can be additionally arranged, and the vehicle can be hybridized by a slight change in the arrangement configuration while being based on the vehicle drive device (1) having a three-axis configuration.

  The vehicle drive device according to the present disclosure only needs to exhibit at least one of the effects described above.

DESCRIPTION OF SYMBOLS 1 Vehicle drive device 10 Input member 15 Transmission mechanism 15o Transmission output gear 20 Counter gear mechanism 21 First gear 22 Second gear 23 Third gear 24 Connection member 30 Differential gear device 30i Differential input gear 40 Rotating electrical machine 42 Rotor 44 Rotating electrical machine output gear 52 Idle gear 70 Parking lock mechanism EG Internal combustion engine (drive power source)
X1 1st axis X2 2nd axis X3 3rd axis X4 4th axis X5 5th axis L Axial direction V Vertical direction H Horizontal direction

Claims (5)

An input member connected to the driving force source and a speed change mechanism having a speed change output gear are provided on the first shaft,
A counter gear mechanism having a first gear that meshes with the speed change output gear, a second gear, and a connecting member that connects the first gear and the second gear to a second axis parallel to the first axis. Prepared,
A vehicle drive device comprising a differential gear device having a differential input gear meshing with the second gear on a first shaft and a third shaft parallel to the second shaft,
A rotating electrical machine having a rotor and a rotating electrical machine output gear that rotates integrally with the rotor, and an idle gear; and
The rotating electrical machine is disposed closer to the second gear than the first gear in the axial direction;
A vehicle drive device in which the rotating electrical machine output gear meshes with the idle gear, and the idle gear meshes with the first gear. The counter gear mechanism further includes a third gear coupled to the coupling member on the second gear side relative to the first gear,
A parking lock mechanism for preventing rotation of the counter gear mechanism in a state of meshing with the third gear;
The vehicle drive device according to claim 1, wherein the idle gear is arranged to avoid interference with the parking lock mechanism.   The vehicle drive device according to claim 2, wherein the idle gear is supported in a cantilevered state from the opposite side to the parking lock mechanism in the axial direction. The parking lock mechanism is disposed radially outward of the third gear;
4. The vehicle drive device according to claim 2, wherein an outer diameter of the idle gear is set so that the parking lock mechanism is accommodated in a space between the rotating electrical machine and the counter gear mechanism in a radial direction. The first axis, the second axis, and the third axis are in the order of the first axis, the second axis, and the third axis in the horizontal direction, and the third axis from the lower side in the vertical direction. , Arranged in the order of the first axis, the second axis,
The 4th axis | shaft in which the said rotary electric machine is arrange | positioned, and the 5th axis | shaft in which the said idle gear is arrange | positioned are arrange | positioned above the said 2nd axis | shaft in the up-down direction. Vehicle drive system.

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