JP2020106143A - Vehicle drive device - Google Patents

Abstract

To provide a vehicle drive device which stably supports a rotary shaft.SOLUTION: A vehicle drive device S includes: a case 52; an engine shaft 1 which is disposed within the case 52 and transmits driving force of an engine 50 to the downstream side; a first bearing 12 which supports one end part side of the engine shaft 1 relative to the case 52; an output gear 31a which is installed at the outer periphery side of the other end part side of the engine shaft 1 in such a way as to be able to rotate relative to the engine shaft 1; a second bearing 5 which supports the output gear 31a relative to the case 52; a third bearing 6 which supports the engine shaft 1 relative to the output gear 31a; and a fourth bearing 7 which supports the other end part side of the engine shaft 1 relative to the case 52.SELECTED DRAWING: Figure 3

Description

The present invention relates to a vehicle drive device that drives a vehicle with a driving force of a drive source such as an engine and a motor.

BACKGROUND ART As a vehicle drive device that drives a vehicle by the drive force of a drive source such as an engine or a motor, there is a vehicle drive device disclosed in Patent Document 1. The vehicle drive device is entirely housed in a case, and includes an engine shaft, a generator shaft, and an idler shaft that are installed in parallel with each other in the case. The engine shaft is arranged coaxially with the crank shaft of the engine, and the driving force of the crank shaft is transmitted to the engine shaft via the drive plate and the damper. An output gear for outputting the driving force from the engine is provided on the outer diameter side of the end of the engine shaft opposite to the crankshaft, and these gears are provided between the engine shaft and the output gear. A clutch is provided for releasable engagement.

The clutch is a friction type clutch in which a friction disc is concentrically arranged between the outer peripheral side and the inner peripheral side and a clutch hub, and the clutch drum is fixed to the engine shaft. The clutch hub is fixed to the output gear. The clutch hub and the output gear are rotatably supported by bearings with respect to the case. In this vehicle drive device, the presence/absence of rotation transmission from the engine shaft to the output gear is switched by switching engagement/disengagement of the clutch.

By the way, in the support structure for supporting the engine shaft and the output gear included in the above-mentioned vehicle drive device, the engine shaft bearing for supporting the engine shaft with respect to the case and the output gear with respect to the case are supported. Bearings for the output gear are fixed to the outer diameter side and the inner diameter side of the annular flange portion formed in the case and protruding in the axial direction. However, in this support structure, the diameter of the engine shaft bearing is limited by the diameter of the output gear bearing installed on the outer diameter side, so it is difficult to increase the diameter of the engine shaft bearing. There was a problem that it was difficult to increase the bearing capacity.

Therefore, the vehicle drive device described in Patent Document 2 employs a bearing that supports the engine shaft with respect to the output gear as the engine shaft bearing. It is described that it is possible to increase the bearing capacity by enlarging the diameter dimension of, and more stably support the rotating shaft.

International publication WO2009/128288 Japanese Patent No. 5489954

However, in the vehicle drive device described in Patent Document 2, the crankshaft side end of the engine shaft is provided with a bearing for supporting the engine shaft with respect to the case, whereas The engine shaft bearing arranged at the opposite end supports the engine shaft with respect to the output gear as described above. Therefore, when a load is applied to the gear provided at the crankshaft side end of the engine shaft, the output gear may be tilted, and the engine shaft may not be stably supported. In particular, when the torque is low, the output gear is likely to tilt, which may cause abnormal noise or wear at the end of the engine shaft opposite to the crankshaft.

The present invention provides a vehicle drive device capable of supporting a rotary shaft more stably.

The present invention is
A vehicle drive device for driving a vehicle by a driving force of a drive source,
A case,
A rotating shaft that is arranged in the case and transmits the driving force of the driving source to the downstream side,
A first bearing supporting one end side of the rotating shaft with respect to the case;
On the outer peripheral side on the other end side of the rotating shaft, a gear installed so as to be rotatable relative to the rotating shaft,
A second bearing for supporting the gear with respect to the case;
A third bearing that supports the rotating shaft with respect to the gear,
A drive device for a vehicle, comprising: a fourth bearing that supports the other end side of the rotating shaft with respect to the case.

According to the present invention, one end of the rotary shaft is supported by the case by the first bearing, and the other end of the rotary shaft is supported by the case by the fourth bearing. It can be supported, and the rotating shaft can be supported more stably. Further, the other end side of the rotating shaft is supported by the case by the fourth bearing and by the gear by the second bearing, so that the second bearing and the first bearing can be supported without increasing the diameter of the fourth bearing. The rotary shaft can be stably supported by the four bearings.

FIG. 1 is a main cross-sectional view showing an overall configuration of a vehicle drive device including a shaft support structure according to an embodiment of the present invention. It is a skeleton figure of a drive device for vehicles. It is a figure which shows the shaft support structure with which a vehicle drive device is equipped, and is a partial enlarged view of the A portion of FIG. It is a figure explaining the flow of lubricating oil, and is a partial enlarged view of the A section of FIG. It is a figure for demonstrating the arrangement|positioning relationship of an engine drive force transmission mechanism and a motor drive force transmission mechanism, Comprising: It is a figure which shows the meshing state of each gear seen from the axial direction.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
As shown in FIGS. 1 and 2, the vehicle drive device S is a hybrid vehicle drive device that includes an engine 50 as a drive source and a motor 70, and is arranged parallel to each other in a case 52. The engine shaft 1, the generator shaft 2, and the idler shaft 3 are provided.

The engine shaft 1 is arranged coaxially with the crankshaft 51 of the engine 50. The driving force of the crankshaft 51 is transmitted to the engine shaft 1 via the flywheel 55. An output gear 11a, which constitutes a generator driving gear train 10 described later, is provided at the center of the engine shaft 1 in the axial direction. The output gear 11a is integrally formed on the outer periphery of the engine shaft 1, and its end surface on the crankshaft 51 side is rotatably supported by the first bearing 12 with respect to the case 52. That is, the engine shaft 1 is rotatably supported by the first bearing 12 on the crankshaft 51 side with respect to the case 52.

Referring also to FIG. 3, a collar 8 that rotates integrally with the engine shaft 1 and an engine driving force transmission gear train 30 are formed on the outer diameter side of the end 1 a of the engine shaft 1 opposite to the crankshaft 51 side. And an output gear 31a that operates. The output gear 31 a is rotatably supported by the second bearing 5 with respect to the case 52. A clutch 80 is provided between the output gear 11a and the output gear 31a on the engine shaft 1 so as to disengageably connect the engine shaft 1 and the output gear 31a. The clutch 80 is a so-called multi-plate friction type clutch, and includes a large-diameter, substantially cylindrical clutch drum 85 fixed to the outer peripheral surface of the engine shaft 1 by spline fitting, and an end surface of the output gear 31a on the crankshaft 51 side. A small-diameter, generally cylindrical clutch hub 87 integrally formed so as to project in the axial direction, and a plurality of disc-shaped clutches alternately laminated along the axial direction between the clutch drum 85 and the clutch hub 87. The disk 81 and the clutch plate 82, and the clutch piston 83 that axially urges the clutch disk 81 and the clutch plate 82 toward the stopper 89 are provided.

The outer peripheral ends of the plurality of clutch disks 81 are held by a clutch drum 85, and the clutch disks 81 are slightly movable in the clutch drum 85 in the axial direction. Further, the inner peripheral ends of the plurality of clutch plates 82 are held by the clutch hub 87, and are slightly movable in the axial direction on the outer peripheral side of the clutch hub 87.

The clutch drum 85 has a wall portion 85a extending radially outward from the outer peripheral surface side of the engine shaft 1 and a substantially cylindrical shape extending axially from the outer diameter end of the wall portion 85a to the opposite side to the crankshaft 51. It has an outer cylindrical portion 85b and a substantially cylindrical inner cylindrical portion 85c that extends axially from the inner diameter end of the wall portion 85a to the side opposite to the crankshaft 51, and has a bottom as a whole. It is formed in a tubular shape. A hydraulic oil chamber 90 is formed between the wall portion 85a of the clutch drum 85 and the clutch piston 83. The working oil is supplied to the working oil chamber 90 through an oil passage 1b penetrating the engine shaft 1 in the radial direction. The clutch piston 83 is urged away from the clutch disc 81 and the clutch plate 82 by the urging force of a spring 88 installed on the side opposite to the hydraulic oil chamber 90, and when the hydraulic pressure in the hydraulic oil chamber 90 becomes higher than a predetermined level. , Is moved toward the clutch disc 81 and the clutch plate 82 against the biasing force of the spring 88.

On the other hand, in the output gear 31a integrally formed with the clutch hub 87, the inner peripheral surface 32 provided at the position facing the collar 8 of the end portion 1a of the engine shaft 1 has the collar 8 and the engine shaft via the third bearing 6. The inner peripheral surface 33, which supports the end portion 1a of No. 1 relatively rotatably and is provided at a position adjacent to the inner peripheral surface 32 in the axial direction (a position adjacent to the crankshaft 51 on the opposite side), It is supported rotatably relative to the outer peripheral surface of the flange portion 52d provided on the case 52 via the second bearing 5.

The collar 8 has a large-diameter collar portion 8a that surrounds the outer diameter side of the end portion 1a of the engine shaft 1, and an outer diameter dimension smaller than the large-diameter collar portion 8a, and an end surface of the engine shaft 1 opposite to the crankshaft 51 side. And a small-diameter collar portion 8b that covers 1c from the axial direction, and is formed in a tubular shape. The third bearing 6 is arranged on the outer peripheral surface 8c of the large diameter collar portion 8a.

The fourth bearing 7 is provided between the outer peripheral surface 8d of the small diameter collar portion 8b adjacent to the outer peripheral surface 8c of the large diameter collar portion 8a and the inner peripheral surface of the flange portion 52d provided on the case 52. That is, the engine shaft 1 is rotatably supported by the fourth bearing 7 on the side opposite to the crankshaft 51 with respect to the case 52.

Therefore, the engine shaft 1 is rotatably supported by the first bearing 12 on the crankshaft 51 side with respect to the case 52, and is rotatable with respect to the case 52 by the fourth bearing 7 on the opposite side to the crankshaft 51. It is supported. By supporting the engine shaft 1 on both sides of the case 52 in this way, the engine shaft 1 can be supported more stably. Therefore, even when a load acts on the output gear 11a, the inclination of the output gear 31a and the engine shaft 1 is reduced, and abnormal noise and wear occur at the end 1a of the engine shaft 1 opposite to the crankshaft 51. Can be suppressed. It should be noted that the engine shaft 1 and the collar 8 are not limited to being provided as separate bodies and may be provided as an integral body, but by making them separate bodies, design changes of the engine shaft 1 can be avoided.

Further, the third bearing 6 supports the inner peripheral surface 32 of the output gear 31a, and the second bearing 5 supports the inner peripheral surface 33 of the output gear 31a provided at a position adjacent to the inner peripheral surface 32 in the axial direction. Since the fourth bearing 7 is arranged on the inner peripheral side of the second bearing 5 so as to overlap the second bearing 5 in the axial direction, the second bearing 5, the third bearing 6, and The fourth bearings 7 can be collectively arranged.

The end portion 1a of the engine shaft 1 opposite to the crankshaft 51 is supported by the case 52 by the fourth bearing 7 and by the output gear 31a by the third bearing 6, so that The engine shaft 1 can be stably supported by the third bearing 6 and the fourth bearing 7 without increasing the diameter dimension.

Further, a thrust bearing 9 is provided between the fourth bearing 7 and the end surface 8e of the large diameter collar portion 8a on the side opposite to the crankshaft 51 side of the engine shaft 1, and the collar 8 is stable in the axial direction. Supported by the public.

At the end 1a of the engine shaft 1, an oil supply member 15 having a double pipe structure is provided at the shaft center of the engine shaft 1. Further, an oil passage 1d that penetrates the engine shaft 1 in the radial direction is provided at the end 1a of the engine shaft 1, and the lubricating oil supplied from the oil supply member 15 to the oil passage 1d is indicated by the solid line in FIG. As indicated by the arrow, the oil passes through between the collar 8 and the inner cylindrical portion 85c of the clutch drum 85, and is supplied from the clutch hub 87 to the clutch disc 81 and the clutch plate 82.

On the other hand, as shown by the dotted arrow in FIG. 4, the lubricating oil flows from the oil supply member 15 to the end surface 1c of the engine shaft 1 without being supplied to the oil passage 1d, and the lubricating oil flows to the flange portion 52d provided on the case 52 and the engine. Although it is supplied to the space between the end 1a of the shaft 1, the outflow to the outer diameter side is restricted by the collar 8 and the fourth bearing 7. Therefore, the lubricating oil can be suppressed from flowing out between the engine shaft 1 and the case 52, and the lubricating oil can be appropriately supplied to the clutch 80.

Subsequently, the configuration of the vehicle drive device S will be further described. The generator shaft 2 of the vehicle drive device S is a rotary shaft having a double structure including an inner peripheral shaft 2a and an outer peripheral shaft 2b arranged concentrically with the inner peripheral shaft 2a on the outer peripheral side. An end portion of the inner peripheral shaft 2a on the crankshaft 51 side is supported by a case 52 by a bearing 61, and a cylindrical member 2c is fixed to an end portion on the opposite side of the crankshaft 51. The cylindrical member 2c is supported by the case 52 by a bearing 62. An input gear 11b that meshes with the output gear 11a on the engine shaft 1 is provided near the end of the inner peripheral shaft 2a on the crankshaft 51 side. A generator driving gear train (first power transmission mechanism) 10 for transmitting the driving force of the engine shaft 1 to the inner peripheral shaft 2a by the output gear 11a on the engine shaft 1 and the input gear 11b on the inner peripheral shaft 2a. Is configured.

Further, an outer peripheral shaft 2b is rotatably installed on the outer diameter side of the inner peripheral shaft 2a substantially at the center. Further, a generator 60 is attached to the tubular member 2c fixed to the end of the inner peripheral shaft 2a opposite to the crankshaft 51. The generator 60 includes a rotor 60a fixed to the tubular member 2c, and a stator 60b fixed to the case 52 and opposed to the outer diameter side of the rotor 60a.

The driving force of the engine shaft 1 is transmitted to the inner peripheral shaft 2a of the generator shaft 2 via the generator driving gear train 10, so that the rotor 60a of the generator 60 is rotated by the rotation of the inner peripheral shaft 2a. Thereby, the driving force from the engine shaft 1 can be converted into electric power by the generator 60.

An output gear 21a that meshes with an input gear 21b on the idler shaft 3 described later is provided near the end of the outer peripheral shaft 2b on the crankshaft 51 side, and near the end on the opposite side of the crankshaft 51 side. A motor 70 is attached to the. The motor 70 includes a rotor 70a fixed to the outer peripheral shaft 2b, and a stator 70b fixed to the case 52 and arranged to face the outer diameter side of the rotor 70a. The outer peripheral shaft 2b is rotatably supported by the case 52 between the motor 70 and the output gear 21a by the bearing 71, and the end portion on the opposite side of the crankshaft 51 is rotatably supported by the case 52 by the bearing 72. There is.

A motor driving force transmission gear train (second power transmission mechanism) 20 for transmitting the driving force of the outer peripheral shaft 2b to the idler shaft 3 is formed by the output gear 21a on the outer peripheral shaft 2b and the input gear 21b on the idler shaft 3. It is configured. Therefore, when the outer peripheral shaft 2b is rotated by the driving force of the motor 70, the rotation is transmitted to the idler shaft 3 via the motor driving force transmission gear train 20.

The idler shaft 3 meshes with the output gear 41a that meshes with the input gear 41b attached to the differential case 45a, the output gear 31a on the engine shaft 1 and the output gear 21a on the outer peripheral shaft 2b in order from the crankshaft 51 side. The input gear 21b is provided. An end of the idler shaft 3 on the crankshaft 51 side is supported by the case 52 by a bearing 57, and an end of the idler shaft 3 on the opposite side of the crankshaft 51 is supported by the case 52 by a bearing 58. The output gear 31a on the engine shaft 1 and the input gear 21b on the idler shaft 3 form an engine drive force transmission gear train (third power transmission mechanism) 30 for transmitting the drive force of the engine shaft 1 to the idler shaft 3. It is configured. The output gear 41a on the idler shaft 3 and the input gear 41b on the differential case 45a form a final gear train 40 for transmitting the driving force of the idler shaft 3 to the differential mechanism 45.

The differential mechanism 45 includes a differential case 45a to which the input gear 41b is attached, and a differential shaft 46 arranged in parallel with the idler shaft 3. The differential case 45a has a crankshaft 51 side supported by a case 52 by a bearing 59a, and a side opposite to the crankshaft 51 supported by a case 59b by the case 52. The drive force of the motor 70 input to the idler shaft 3 via the motor drive force transmission gear train 20 and the drive force of the engine 50 input to the idler shaft 3 via the engine drive force transmission gear train 30 are final gears. It is transmitted to the differential shaft 46 via the row 40, and is transmitted from the differential shaft 46 to the drive wheels 47, 47 (see FIG. 2).

The vehicle drive device S of the present embodiment transmits the drive force of the motor 70 to the drive wheels 47, 47 to drive the vehicle to travel and the drive force of the engine 50 to the drive wheels 47. , 47 to transmit the vehicle to travel the vehicle (second transmission path), and these two power transmission paths are selectively used or are used together to drive the vehicle. ing. Specifically, by switching the engagement/disengagement of the clutch 80 provided between the engine shaft 1 and the output gear 31a, the first transmission path and the second transmission path are selectively used or combined. It is designed to switch the setting of whether or not to do it.

Explaining this point in detail, in the clutch 80, by controlling the hydraulic pressure in the hydraulic oil chamber 90, the clutch piston 83 is moved in the axial direction to bring the clutch disc 81 and the clutch plate 82 into contact with or away from each other. That is, when the pressure in the hydraulic oil chamber 90 is lowered to a predetermined value, the clutch piston 83 moves to the crankshaft 51 side by the urging force of the spring 88. As a result, the adjacent clutch disc 81 and clutch plate 82 are separated from each other, and the clutch 80 is disengaged. When the clutch 80 is disengaged, the driving force of the engine shaft 1 is not transmitted to the engine driving force transmission gear train 30.

In this state, the driving force of the motor 70 can be transmitted to the drive wheels 47, 47 through the first transmission path to drive the vehicle. That is, the driving force of the engine 50 is input from the engine shaft 1 to the inner peripheral shaft 2a through the generator driving gear train 10, so that the inner peripheral shaft 2a rotates. As a result, the rotor 60a of the generator 60 fixed to the inner peripheral shaft 2a rotates, and the generator 60 generates electric power. The electric power generated by the generator 60 is stored in a power storage device (not shown). Then, the motor 70 is driven by the stored electric power. The outer peripheral shaft 2b of the generator shaft 2 is rotated by the driving force of the motor 70, and the rotation is transmitted to the idler shaft 3 via the motor driving force transmission gear train 20. The driving force of the motor 70 thus transmitted is transmitted to the drive wheels 47, 47 via the final gear train 40, the differential mechanism 45, and the differential shaft 46. As a result, so-called series operation is possible in which the driving force of the engine 50 is entirely converted into electricity by the generator 60 for operation.

On the other hand, when the pressure of the hydraulic oil chamber 90 of the clutch 80 is made higher than a predetermined value, the clutch piston 83 moves to the side opposite to the crankshaft 51 side against the biasing force of the spring 88. Along with this, the clutch piston 83 presses the clutch disc 81 and the clutch plate 82 to sandwich them with the stopper 89. As a result, the clutch disc 81 and the clutch plate 82 are frictionally engaged with each other to engage the clutch 80, and the output gear 31a is directly connected to the engine shaft 1 to be in the lockup state.

In this state, the driving force of the engine 50 can be transmitted to the drive wheels 47, 47 through the second transmission path to drive the vehicle. That is, by engaging the clutch 80, the driving force of the engine shaft 1 is transmitted to the idler shaft 3 via the engine driving force transmission gear train 30, and is driven via the final gear train 40, the differential mechanism 45, and the differential shaft 46. It is transmitted to the wheels 47, 47. Since the engine shaft 1 and the inner peripheral shaft 2a are always connected via the generator driving gear train 10, the rotor 60a of the generator 60 rotates as the inner peripheral shaft 2a rotates. Therefore, since the generator 60 can generate electric power, so-called parallel operation in which the motor 70 is rotated by the generated electric power is also possible. In addition, by performing zero torque control on the motor 70 and the generator 60, drag loss can be minimized and the vehicle can be driven only by the engine 50.

FIG. 5 is a diagram for explaining the positional relationship between the motor driving force transmission gear train 20 and the engine driving force transmission gear train 30 in the vehicle drive device S of the present embodiment, and the meshing state of each gear as viewed in the axial direction. It is a figure which shows typically. In the vehicle drive system S of the present embodiment, the output gear 31a provided on the engine shaft 1 and the output gear 21a provided on the outer peripheral shaft 2b of the generator shaft 2 are both the input gear 21b provided on the idler shaft 3. Meshing. In this way, the output gear 31a and the output gear 21a are meshed with the same input gear 21b on the idler shaft 3, so that the engine drive force transmission gear train 30 and the motor drive force transmission gear train 20 are mounted on the idler shaft 3. The input gear 21b of is shared. By adopting such a configuration, as shown in FIGS. 1 and 2, the engine driving force transmission gear train 30 and the motor driving force transmission gear train 20 can be arranged at the same position in the axial direction. As a result, it is possible to reduce the size in the axial direction as compared with the vehicle drive device of the conventional configuration shown in Patent Document 1. Further, by sharing the input gear 21b on the idler shaft 3 between the engine driving force transmission gear train 30 and the motor driving force transmission gear train 20, it is possible to reduce the weight and cost by reducing the number of parts. Become.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and various modifications and improvements can be made as appropriate. For example, in the vehicle drive device S of the above embodiment, both the output gear 31a of the engine driving force transmission gear train 30 and the output gear 21a of the motor driving force transmission gear train 20 mesh with the input gear 21b on the idler shaft 3. Thus, the case where the input gear 21b on the idler shaft 3 is configured to be shared is shown. However, as the vehicle drive device of the present invention, other than this, the conventional vehicle drive device shown in Patent Document 1 is also used. As described above, the input gear of the engine drive force transmission gear train and the input gear of the motor drive force transmission gear train may be separately provided on the idler shaft. In that case, the engine driving force transmitting gear train and the motor driving force transmitting gear train are arranged side by side in the axial direction.

At least the following matters are described in the present specification. It should be noted that, although the constituent elements and the like corresponding to the above-described embodiment are shown in parentheses, the present invention is not limited to this.

(1) A vehicle drive device (vehicle drive device S) for driving a vehicle by the drive force of a drive source (engine 50, motor 70),
A case (case 52),
A rotary shaft (engine shaft 1) arranged in the case for transmitting the driving force of the drive source to the downstream side;
A first bearing (first bearing 12) supporting one end side of the rotating shaft with respect to the case;
A gear (output gear 31a) that is provided on the outer peripheral side of the other end of the rotating shaft and is rotatable relative to the rotating shaft;
A second bearing (second bearing 5) for supporting the gear with respect to the case;
A third bearing (third bearing 6) that supports the rotating shaft with respect to the gear,
A drive device for a vehicle, comprising: a fourth bearing (fourth bearing 7) that supports the other end side of the rotating shaft with respect to the case.

According to (1), one end side of the rotating shaft is supported by the case by the first bearing, and the other end side of the rotating shaft is supported by the case by the fourth bearing. The rotation shaft can be supported more stably. Further, the other end of the rotary shaft is supported by the case by the fourth bearing and by the gear by the third bearing, so that the third bearing and the first bearing can be supported without increasing the diameter of the fourth bearing. The rotary shaft can be stably supported by the four bearings.

(2) The vehicle drive device according to (1),
A collar (collar 8) that rotates integrally with the rotary shaft is provided at the other end of the rotary shaft,
The third bearing is disposed between the collar and the gear,
The vehicle drive device, wherein the fourth bearing is arranged between the collar and the case.

According to (2), since the third bearing and the fourth bearing support the other end side of the rotary shaft via the collar, the design change of the rotary shaft can be avoided. Further, since the collar and the fourth bearing are arranged between the rotary shaft and the case, it is possible to suppress the lubricating oil from flowing out between the rotary shaft and the case.

(3) The vehicle drive device according to (2),
A vehicle drive device in which a thrust bearing (thrust bearing 9) is provided between the collar and the fourth bearing.

According to (3), since the thrust bearing is provided between the collar and the fourth bearing, the collar can be stably supported.

(4) The vehicle drive device according to any one of (1) to (3),
The vehicle drive device,
An outer peripheral member (clutch drum 85) fixed to the rotating shaft, and an inner peripheral member that is arranged concentrically with the outer peripheral member on the inner peripheral side and integrally formed so as to project axially from the end face of the gear A member (clutch hub 87) and a plurality of friction materials (clutch disc 81, clutch plate 82) alternately laminated between the outer peripheral member and the inner peripheral member along the axial direction of the rotating shaft. Further comprising a friction engagement mechanism (clutch 80) that releasably connects the rotating shaft and the gear by sliding the friction material by relative rotation of the outer peripheral member and the inner peripheral member,
The third bearing supports an inner peripheral surface (inner peripheral surface 32) of the inner peripheral member of the gear,
The second bearing supports another inner peripheral surface (inner peripheral surface 33) provided at a position adjacent to the inner peripheral surface in the axial direction of the gear,
The vehicle drive device according to claim 4, wherein the fourth bearing is arranged on an inner peripheral side of the second bearing so as to axially overlap the second bearing.

According to (4), the third bearing supports the inner peripheral surface of the inner peripheral member of the gear, and the second bearing has another inner peripheral surface provided at a position adjacent to the inner peripheral surface in the axial direction. Since the fourth bearing is arranged so as to axially overlap the second bearing on the inner peripheral side of the second bearing, the second bearing, the third bearing, and the fourth bearing are supported. 4 bearings can be arranged collectively.

S Vehicle drive device 1 Engine shaft (rotating shaft)
5 2nd bearing 6 3rd bearing 7 4th bearing 8 Collar 9 Thrust bearing 12 1st bearing 31a Output gear (gear)
32 inner peripheral surface 33 inner peripheral surface (other inner peripheral surface)
50 engine (drive source)
52 Case 70 Motor (drive source)
80 clutch (friction engagement mechanism)
81 Clutch disc (friction material)
82 Clutch plate (friction material)
85 Clutch drum (peripheral member)
87 Clutch hub (inner peripheral member)

Claims (4)

A vehicle drive device for driving a vehicle by a driving force of a drive source,
A case,
A rotating shaft that is arranged in the case and transmits the driving force of the driving source to the downstream side,
A first bearing supporting one end side of the rotating shaft with respect to the case;
On the outer peripheral side on the other end side of the rotating shaft, a gear installed so as to be rotatable relative to the rotating shaft,
A second bearing for supporting the gear with respect to the case;
A third bearing that supports the rotating shaft with respect to the gear,
A drive device for a vehicle, comprising: a fourth bearing that supports the other end side of the rotating shaft with respect to the case. The vehicle drive device according to claim 1, wherein
A collar that rotates integrally with the rotary shaft is provided at the other end of the rotary shaft,
The third bearing is disposed between the collar and the gear,
The vehicle drive device, wherein the fourth bearing is arranged between the collar and the case. The vehicle drive device according to claim 2, wherein
A drive device for a vehicle, wherein a thrust bearing is provided between the collar and the fourth bearing. The vehicle drive device according to any one of claims 1 to 3,
The vehicle drive device,
An outer peripheral member fixed to the rotary shaft, an inner peripheral member disposed on the inner peripheral side concentric with the outer peripheral member and integrally formed so as to project axially from the end face of the gear, and the outer peripheral member A plurality of friction members alternately laminated between the inner peripheral member and the inner peripheral member along the axial direction of the rotary shaft, and the friction member slides by relative rotation of the outer peripheral member and the inner peripheral member. By so doing, further comprising a friction engagement mechanism that releasably connects the rotating shaft and the gear,
The third bearing supports an inner peripheral surface of the inner peripheral member of the gear,
The second bearing supports another inner peripheral surface provided at a position adjacent to the inner peripheral surface in the axial direction of the gear,
The vehicle drive device according to claim 4, wherein the fourth bearing is arranged on an inner peripheral side of the second bearing so as to axially overlap the second bearing.

Images