JP2023148130A - Vehicle drive transmission device - Google Patents

Abstract

To constitute a vehicle drive transmission device having a torque vectoring device into a small size.SOLUTION: A rotor 81, a differential gear mechanism 3, a first reduction gear 51, a second reduction gear 52 and a torque vectoring device 7 are coaxially arranged at a vehicle drive transmission device 100. The differential gear mechanism 3 comprises a differential input element E3, a first differential output element E31 and a second differential output element E32, and the torque vectoring device 7 comprises a control input element E7, a first control output element E71 and a second control output element E72. The first control output element E71 is connected to a first object element E1 with one of the differential input element E3, the first differential output element E31 and the second differential output element E32 as the first object element E1 and the second object element E2, and the second control output element E72 is connected to the second object element E2.SELECTED DRAWING: Figure 1

Description

The present invention includes an input member that rotates integrally with a rotor of a rotating electric machine, a pair of output members that are drivingly connected to wheels, and a differential that distributes torque transmitted from the input member to each of the pair of output members. A gear mechanism, a pair of reducers respectively disposed between the differential gear mechanism and the pair of output members, and a torque vectoring device that transmits different torques to each of the pair of output members are coaxially arranged. The present invention relates to a vehicle drive transmission device arranged in a vehicle.

JP 2020-67183 A describes a motor as a driving force source, a hollow rotor shaft (103) as an input member that rotates integrally with the rotor of the motor, and a radial direction of the rotor shaft (103). A planetary gear mechanism (105, 107) comprising a bevel gear type differential gear mechanism (101) arranged inside and constituting a speed reduction device coaxially with the rotor shaft (103) and the differential gear mechanism (101). A vehicle drive transmission device (100) is disclosed in which a vehicle drive transmission device (100) is arranged (in the background art, the numbers in parentheses are those of the referenced documents). Additionally, the vehicle drive transmission device is equipped with a torque vectoring device that actively controls the distribution of the driving force transmitted to the left and right wheels of the vehicle to make the vehicle run more smoothly, for example around curves. Sometimes.

JP2020-67183A

In electric vehicles, it is also required to secure a space for mounting batteries and the like, and an increase in the weight of the vehicle drive transmission device also deteriorates energy efficiency, so it is desirable that the vehicle drive transmission device be configured in a small size. However, as described above, when a torque vectoring device is installed, the size of the vehicle drive transmission device tends to increase, particularly in the axial direction. As a result, the ease of mounting on a vehicle may also deteriorate. Therefore, it is desirable to suppress the increase in size due to the provision of a torque vectoring device and to configure a vehicle drive transmission device in a smaller size.

In view of the above, it is desired to provide a technique for configuring a compact vehicle drive transmission device including a torque vectoring device.

In view of the above, a vehicle drive transmission device includes a rotating electric machine including a rotor, an input member that rotates integrally with the rotor, a first output member that is drive-coupled to a first wheel, and a rotary electric machine that is connected to a second wheel. a second output member drivingly connected; a differential input element, a first differential output element, and a second differential output element connected to rotate integrally with the input member; the input member a differential gear mechanism that distributes the torque transmitted from the to the differential input element to the first differential output element and the second differential output element; and a differential gear mechanism that decelerates the rotation of the first differential output element. a first reduction gear that transmits the rotation to the first output member; a second reduction gear that reduces rotation of the second differential output element and transmits the rotation to the second output member; a torque vectoring device that makes different torques transmitted to an output member; the rotor, the differential gear mechanism, the first reduction gear, the second reduction gear, and the torque vectoring device are coaxial. The torque vectoring device includes a control drive source, a control input element driven by the control drive source, and a control input element driven by the control drive source. A first control output element to which a torque in the same direction as the torque transmitted to the control input element is transmitted, and a torque in the opposite direction to the torque transmitted from the control drive source to the control input element. a second control output element, wherein the first control output element is any one of the differential input element, the first differential output element, and the second differential output element. The second control output element is connected to the first target element of the differential input element, the first differential output element, and the second differential output element. is connected to a second target element different from the second target element.

According to this configuration, the control torque transmitted from the control drive source of the torque vectoring device to the first target element and the second target element is amplified by the first reduction gear and the second reduction gear and transmitted to the wheels. Ru. Therefore, a relatively large torque compared to the torque generated by the control drive source can be transmitted to the wheels as torque vectoring torque. That is, since the torque generated by the torque vectoring device can be made smaller, it is easier to downsize the torque vectoring device. Therefore, according to this configuration, it is easy to configure a vehicle drive transmission device including a torque vectoring device into a small size.

Further characteristics and advantages of the vehicle drive transmission device will become clear from the following description of exemplary and non-restrictive embodiments with reference to the drawings.

Cross-sectional view showing an example of a vehicle drive transmission device (first vehicle drive transmission device) An enlarged sectional view showing an example of a torque vectoring device (first torque vectoring device) Skeleton diagram of the drive transmission device for the first vehicle Speed diagram of the drive transmission device for the first vehicle Exploded perspective view showing an example of a differential gear mechanism Axial front view of the differential gear mechanism viewed from the first axial side Axial front view of the differential gear mechanism seen from the second axial side Cross-sectional view showing an example of a vehicle drive transmission device (second vehicle drive transmission device) An enlarged sectional view showing an example of a torque vectoring device (second torque vectoring device) Skeleton diagram of the drive transmission device for the first vehicle Speed diagram of the drive transmission device for the first vehicle

Hereinafter, embodiments of a vehicle drive transmission device will be described based on the drawings. The directions of each member in the following description represent the directions when the vehicle drive transmission device 100 is assembled in a vehicle (vehicle mounted state). In addition, terms related to dimensions, arrangement directions, arrangement positions, etc. of each member are concepts that include states in which there are differences due to errors (tolerable errors in manufacturing). Although the structure will be described later, the vehicle drive transmission device 100 of this embodiment includes the rotor 81 of the rotating electric machine 8, the differential gear mechanism 3, the first reduction gear 51, the second reduction gear 52, and the torque vectoring device 7. are placed coaxially. Here, the direction along the rotational axis X of the rotor 81 is defined as an axial direction L, one side of the axial direction L is defined as a first axial side L1, the other side of the axial direction L is defined as a second axial side L2, A direction perpendicular to the direction L is defined as a radial direction R. Furthermore, in the radial direction R, the side of the rotation axis X is called the radially inner side R1, and the opposite side is called the radially outer side R2.

In addition, in this specification, regarding the arrangement of two members, "overlapping when viewed in a specific direction" means that when a virtual straight line parallel to the line of sight is moved in each direction orthogonal to the virtual straight line, the corresponding This means that there exists at least a part of the region where the virtual straight line intersects both of the two members. Furthermore, in this specification, regarding the arrangement of two members, "the axial arrangement areas overlap" means that at least the axial arrangement area of one member is within the axial arrangement area of the other member. This means that some of them are included.

In addition, in this specification, "driving connection" refers to a state in which two rotating elements are connected so that driving force (synonymous with torque) can be transmitted, and the two rotating elements rotate integrally. This includes a connected state, or a state in which the two rotating elements are connected so that driving force can be transmitted via one or more transmission members (shafts, gears, etc.). Note that the transmission member may include an engagement device (for example, a friction engagement device, a meshing engagement device, etc.) that selectively transmits rotation and driving force.

1 to 4 are an axial sectional view, a skeleton diagram, and a speed diagram of a first vehicle drive transmission device 100A, which is an example of the vehicle drive transmission device 100. In cases where it is not necessary to distinguish it from other configuration examples (second vehicle drive transmission device 100B described later), it may be simply referred to as vehicle drive transmission device 100.

As shown in FIGS. 1 to 3, the vehicle drive transmission device 100 includes a rotating electrical machine 8 as a driving force source for wheels W, a pair of output members 9 drivingly connected to the pair of wheels W, and a rotating electrical machine 8. 8 and a pair of output members 9 for driving connection. The gear mechanism includes an input member 1 that rotates integrally with the rotor 81 of the rotating electric machine 8, a differential gear mechanism 3 that distributes torque transmitted from the input member 1 to a pair of output members 9, and a differential A pair of reduction gears 5 arranged between the gear mechanism 3 and the pair of output members 9, and a torque vectoring device 7 that makes different torques transmitted to each of the pair of output members 9 are included. In the vehicle drive transmission device 100 of the present embodiment, power is transmitted to each of the pair of output members 9 in the order of the input member 1, the differential gear mechanism 3, the torque vectoring device 7, the speed reducer 5, and the output member 9. A route has been formed. That is, in the vehicle drive transmission device 100 of this embodiment, the torque vectoring device 7 is arranged upstream of the reduction gear 5 in the power transmission path from the rotating electric machine 8 that is the driving force source. Although details will be described later, since the control torque by the torque vectoring device 7 is amplified by the reducer 5 and transmitted to the wheels W, the torque generated by the torque vectoring device 7 can be made smaller. It is easy to downsize the vectoring device 7.

The pair of wheels W are a first wheel W1 and a second wheel W2, and the pair of output members 9 are a first output member 91 and a second output member 92. Each of the pair of output members 9 is drivingly connected to a wheel W via a drive shaft DS. In this embodiment, the first wheel W1 and the first output member 91 are driven and connected via the first drive shaft DS1, and the second wheel W2 and the second output member 92 are driven and connected via the second drive shaft DS2. connected. Further, the pair of reducers 5 are a first reducer 51 and a second reducer 52. In the following description, the rotor shaft 10 corresponds to the input member 1, but the input member 1 may be a member connected to the rotor shaft 10 by, for example, spline engagement.

The differential gear mechanism 3 includes a differential input element E3, a first differential output element E31, and a second differential output element E32 connected to the input member 1 so as to rotate integrally therewith. The differential gear mechanism 3 distributes the torque transmitted from the input member 1 to the differential input element E3 to the first differential output element E31 and the second differential output element E32. The first differential output element E31 is drivingly connected to the deceleration input element E5 (first deceleration input element E51) of the first reducer 51, which is one of the pair of reducers 5, and the second differential output element E32 is drivingly connected to the deceleration input element E5 (second deceleration input element E52) of the second reduction gear 52, which is the other reduction gear 5. The first reducer 51 decelerates the rotation of the first differential output element E31 (first deceleration input element E51) and transmits it to the first output member 91 via the deceleration output element E6 (first deceleration output element E61). do. The second reducer 52 decelerates the rotation of the second differential output element E32 (second deceleration input element E52) and transmits it to the second output member 92 via the deceleration output element E6 (second deceleration output element E62). do.

As shown in FIG. 2, the torque vectoring device 7 includes a control drive source 70, a control input element E7 driven by the control drive source 70, a first control output element E71, and a second control drive source 70. and an output element E72. The first control output element E71 is an output element to which the torque transmitted from the control drive source 70 to the control input element E7 is transmitted in the same direction. The second control output element E72 is an output element to which the torque transmitted from the control drive source 70 to the control input element E7 is converted in the opposite direction and transmitted. The first control output element E71 is connected to the first target element E1, which is any one of the above-mentioned differential input element E3, first differential output element E31, and second differential output element E32. be done. The second control output element E72 is connected to a second target element E2 different from the first target element E1 among the differential input element E3, the first differential output element E31, and the second differential output element E32. Ru.

In the first vehicle drive transmission device 100A, the first control output element E71 is connected to the first differential output element E31, and the second control output element E72 is connected to the differential input element E3. ing. That is, in the first vehicle drive transmission device 100A, the first target element E1 is the first differential output element E31, and the second target element E2 is the differential input element E3. In the second vehicle drive transmission device 100B, which will be described later with reference to FIGS. 8 to 11, the first control output element E71 is connected to the differential input element E3, and the second control output element E72 is connected to the first differential input element E3. A form connected to the output element E31 is illustrated. That is, in the second vehicle drive transmission device 100B, the first target element E1 is the differential input element E3, and the second target element E2 is the first differential output element E31.

Note that this is not limited to these forms; for example, the first target element E1 is the differential input element E3, the second target element E2 is the second differential output element E32, the first target element E1 is the second differential input element E3, etc. The differential output element E32 is a differential input element E3, and the second target element E2 is a differential input element E3. The first target element E1 is a first differential output element E31, and the second target element E2 is a second differential output element. The first target element E1 may be the second differential output element E32, and the second target element E2 may be the first differential output element E31. Since it can be easily understood by those skilled in the art, examples and detailed explanations including illustrations will be omitted.

The vehicle drive transmission device 100 is configured such that the rotor 81, the differential gear mechanism 3, the first reduction gear 51, the second reduction gear 52, and the torque vectoring device 7 are arranged coaxially. In the present embodiment, the differential gear mechanism 3 is disposed on the radially inner side R1 of the rotor 81 and at a position that overlaps with the rotor 81 when viewed in the radial direction along the radial direction R. That is, the differential gear mechanism 3 and the rotor 81 have overlapping regions in the axial direction L. Further, the first reduction gear 51 is arranged on the first axial side L1 with respect to the rotor 81, and the second reduction gear 52 is arranged on the second axial side L2 with respect to the rotor 81. The torque vectoring device 7 is arranged between the rotor 81 and the first reduction gear 51 in the axial direction L. That is, in the vehicle drive transmission device 100 of the present embodiment, the first reduction gear 51, the torque vectoring device 7, the differential gear mechanism 3, and the rotor are arranged from the first axial side L1 to the second axial side L2. 81 (rotating electric machine 8) and the second reduction gear 52 are arranged in the order shown.

As described above, by arranging the differential gear mechanism 3 at a position R1 on the radially inner side of the rotor 81 and overlapping with the rotor 81 in a radial view, the axial dimension of the vehicle drive transmission device 100 can be reduced. Easy to downsize. Further, since the first reduction gear 51, the torque vectoring device 7, the rotating electric machine 8, the differential gear mechanism 3, and the second reduction gear 52 are arranged in the order shown along the axial direction L, the vehicle drive It is also easy to reduce the size of the transmission device 100 in the radial direction.

Note that the torque vectoring device 7 only needs to be placed between the differential gear mechanism 3 and any reduction gear 5, for example, the torque vectoring device 7 may be placed between the differential gear mechanism 3 and the second reduction gear 52. may have been done. Further, the differential gear mechanism 3 may be arranged so that the arrangement area in the axial direction L does not overlap with the rotor 81, although this is limited in achieving a reduction in the axial dimension. Although not shown, the differential gear mechanism 3 may be arranged adjacent to the rotating electric machine 8 (rotor 81) in the axial direction L. For example, the differential gear mechanism 3 may be disposed on the first axial side L1 with respect to the rotor 81 and on the second axial side L2 with respect to the torque vectoring device 7. Specifically, this will be briefly explained in (3) of "Other embodiments" at the end.

In this embodiment, the driving force source for the wheels W is the rotating electrical machine 8 including the rotor 81, and the input member 1 is the rotor shaft 10. Although details will be described later, in this embodiment, the differential input element E3 of the differential gear mechanism 3 (differential carrier C3 constituted by the carrier member 30, see FIGS. 1, 5 to 7, etc.) is connected to the rotor shaft. 10 (input member 1) so as to rotate integrally. Furthermore, as will be described later, in this embodiment, the first reducer 51 and the second reducer 52 have the same configuration except that they are arranged mirror-symmetrically with respect to a plane perpendicular to the axial direction L. , if the two are not to be distinguished, they will be simply referred to as the reduction gear 5 and explained.

The rotating electric machine 8 is an inner rotor type rotating electric machine, and includes a stator 82 fixed to the case 6 as a non-rotating member, and a rotor 81 rotatably supported on the radially inner side R1 of the stator 82. Stator 82 includes a stator core and a stator coil wound around the stator core, and rotor 81 includes a rotor core and permanent magnets disposed in the rotor core. The rotating electrical machine 8 is drive-controlled by a rotating electrical machine control device (not shown).

The rotor 81 is supported by the rotor shaft 10. The rotor shaft 10 corresponds to the input member 1 connected to the rotor 81 so as to rotate integrally with the rotor 81. The rotor shaft 10 is rotatably supported by the case 6 via a pair of input bearings B1 disposed on both sides of the rotor 81 in the axial direction L, respectively. In this embodiment, one input bearing B1 has a first input bearing B1a which is a radial bearing that receives a load in the radial direction R (radial load/thrust force), and a first input bearing B1a that receives a load in the axial direction L (thrust load/thrust force). The second input bearing B1b is a receiving thrust bearing.

Next, the differential gear mechanism 3 will be explained with reference also to FIGS. 3 to 7. The differential gear mechanism 3 including the differential input element E3, the first differential output element E31, and the second differential output element E32 includes the first differential output element E31, the differential input element E3, and the second differential output element E32. This is a planetary gear mechanism configured such that the rotational speeds of the power output elements E32 are in the stated order (see the speed diagram in FIG. 4).

In this embodiment, among the differential input element E3, the first differential output element E31, and the second differential output element E32, one is a sun gear (first differential sun gear S31 described later), and one is a carrier ( The remaining one is a sun gear (second differential sun gear S32, which will be described later) that is different from the aforementioned sun gear (first differential sun gear S31). That is, the differential gear mechanism 3 configured by a planetary gear mechanism does not include a ring gear as a rotating element. By not including a ring gear, the differential gear mechanism 3 can be easily downsized in the radial direction R, and the differential gear mechanism 3 can be easily arranged on the radially inner side R1 with respect to the hollow cylindrical rotor shaft 10.

Although illustration and detailed description are omitted, one of the three rotating elements may be a sun gear, one may be a carrier, and the remaining one may be a carrier different from this carrier. Also in this case, the differential gear mechanism 3 can be configured by a planetary gear mechanism that does not include a ring gear as a rotating element.

In this embodiment, the first differential output element E31 is the first differential sun gear S31, the differential input element E3 is the differential carrier C3, and the second differential output element E32 is the second differential sun gear S32. be. Further, as shown in FIGS. 5 to 7, the differential carrier C3 rotatably supports the first differential pinion gear P31 and the second differential pinion gear P32. The first differential pinion gear P31 meshes with the first differential sun gear S31 and the second differential pinion gear P32, and the second differential pinion gear P32 meshes with the first differential pinion gear P31 and the second differential sun gear S32. There is.

The differential carrier C3 is fixed to the rotor shaft 10 so as to protrude radially inward R1 from the inner peripheral surface of the rotor shaft 10. Since the differential carrier C3 can be appropriately connected and fixed to the radially inner side R1 of the rotor shaft 10 so as to rotate integrally with the rotor shaft 10, it is easy to downsize the differential gear mechanism 3. The differential carrier C3 does not protrude radially inward R1 from the inner circumferential surface of the rotor shaft 10, and is formed into a cylindrical shape having a wall thickness that allows the rotor shaft 10 to accommodate the pinion gear, for example. This does not preclude a configuration in which the differential carrier C3 is integrally formed with the rotor shaft 10 on the radially inner side R1.

The first differential pinion gear P31 has a first gear part P31a and a second gear part P31b. As shown in FIGS. 3, 5, and 6, the first gear portion P31a meshes with the first differential sun gear S31, and the second gear portion P31b meshes with the second differential pinion gear P32. . Therefore, the first differential pinion gear P31 having the first gear part P31a and the second gear part P31b meshes with the first differential sun gear S31 and the second differential pinion gear P32. The second differential pinion gear P32 meshes with the second differential sun gear S32. The second differential pinion gear P32 functions as an idler gear that reverses the rotational direction between the first differential pinion gear P31 and the second differential sun gear S32.

As shown in FIGS. 6 and 7, the first gear portion P31a of the first differential pinion gear P31 is housed in a first gear housing portion 31 formed in the carrier member 30 forming the differential carrier C3. Further, the second gear portion P31b of the first differential pinion gear P31 is housed in a second gear housing portion 32 formed in the carrier member 30. The first gear part P31a and the second gear part P31b rotate integrally as a first differential pinion gear P31. In the first differential pinion gear P31, the outer peripheral surface of the first gear portion P31a slides on the inner peripheral surface 31a of the first gear storage portion 31, and the outer peripheral surface of the second gear portion P31b slides on the inner peripheral surface 31a of the second gear storage portion 31. The carrier member 30 (differential carrier C3) supports the carrier member 30 in a sliding manner relative to the inner circumferential surface 32a of the differential carrier C3. Further, the second differential pinion gear P32 is housed in a second differential pinion gear housing portion 33 formed in the carrier member 30. The second differential pinion gear P32 is supported by the carrier member 30 (differential carrier C3) in such a manner that its outer circumferential surface slides on the inner circumferential surface 33a of the second differential pinion gear storage section 33.

The differential sun gear S3 (first differential sun gear S31, second differential sun gear S32) is arranged on the radially inner side R1 of the carrier member 30. Unlike the first differential pinion gear P31 and the second differential pinion gear P32, the differential sun gear S3 has a gap with the inner circumferential surface 30a of the carrier member 30 so that it can rotate without contacting the inner circumferential surface 30a. It is arranged as follows.

Hereinafter, the reduction gear 5 of this embodiment will be explained. The first reducer 51 and the second reducer 52 include a sun gear (reduction sun gear S5), a large diameter gear part (reduction first pinion gear P5a) that meshes with the sun gear (reduction sun gear S5), and a large diameter gear part (reduction first pinion gear P5a). A stepped planetary gear P6 (reduction pinion gear P5) equipped with a small-diameter gear portion (reduction second pinion gear P5b) smaller in diameter than the first pinion gear P5a), and a carrier (reduction carrier C5) that rotatably supports the stepped planetary gear P6. ) and a small-diameter ring gear R5b that meshes with a small-diameter gear portion (reduction second pinion gear P5b). This reducer 5 does not include a large-diameter ring gear that meshes with the large-diameter gear portion (first reduction pinion gear P5a), but only includes a small-diameter ring gear R5b.

That is, the reducer 5 includes a sun gear (reduction sun gear S5), a stepped planetary gear P6 (reduction pinion gear P5), which includes a large diameter gear portion (reduction first pinion gear P5a) and a small diameter gear portion (reduction second pinion gear P5b). ), a carrier (reduction carrier C5), and a small-diameter ring gear R5b. In the reducer 5, a sun gear (reduction sun gear S5) is connected to rotate integrally with a corresponding one of the first differential output element E31 and the second differential output element E32, The small diameter ring gear R5b is fixed to the non-rotating member (case 6), and the carrier (reduction carrier C5) rotates integrally with the corresponding output member 9 of the first output member 91 and the second output member 92. They are connected and configured in such a way that Here, the reduction sun gear S5 is a reduction input element E5 of the reduction gear 5, and the reduction carrier C5 is a reduction output element E6.

The first reducer 51 includes a sun gear (first reduction sun gear S51), a large diameter gear portion (first reduction first pinion gear P51a), and a small diameter gear portion (first reduction second pinion gear P51b). This is a planetary gear mechanism including a one-stage planetary gear P61 (first reduction pinion gear P51), a carrier (first reduction carrier C51), and a first small-diameter ring gear R51b. The first reduction gear 51 is arranged on the first axial side L1 with respect to the second reduction gear 52. The first reduction gear 51 is configured such that the sun gear (first reduction sun gear S51) rotates integrally with the first differential output element E31, which is the corresponding (first axial side L1) differential output element. The first small-diameter ring gear R51b is connected to the non-rotating member (the case 6 in this embodiment), and the carrier (first reduction carrier C51) corresponds to the output member 9 (on the first axial side L1). The first output member 91 is connected to rotate integrally with the first output member 91 . Here, the first reduction sun gear S51 is the first reduction input element E51 of the first reduction gear 51, and the first reduction carrier C51 is the first reduction output element E61.

The second reduction gear 52 includes a sun gear (second reduction sun gear S52), a large diameter gear portion (second reduction first pinion gear P52a), and a small diameter gear portion (second reduction second pinion gear P52b). This is a planetary gear mechanism including a two-stage planetary gear P62 (second reduction pinion gear P52), a carrier (second reduction carrier C52), and a second small diameter ring gear R52b. The second reduction gear 52 is arranged on the second axial side L2 with respect to the first reduction gear 51. The second reduction gear 52 is configured such that the sun gear (second reduction sun gear S52) rotates integrally with the second differential output element E32, which is the corresponding (second axial side L2) differential output element. The second small-diameter ring gear R52b is fixed to the non-rotating member (case 6), and the carrier (second reduction carrier C52) is the output member 9 on the corresponding side (second axial side L2). It is configured to be connected to the output member 92 so as to rotate integrally therewith. Here, the second reduction sun gear S52 is the second reduction input element E52 of the second reduction gear 52, and the second reduction carrier C52 is the second reduction output element E62.

Further, in the first reduction gear 51, the first reduction second pinion gear P51b (small diameter gear part (reduction second pinion gear P5b)) is connected to the first reduction first pinion gear P51a (large diameter gear part (reduction first pinion gear P5a)). ) is arranged on the axial first side L1. In the second reduction gear 52, the second reduction second pinion gear P52b (small diameter gear part (reduction second pinion gear P5b)) is connected to the second reduction second pinion gear P52b (large diameter gear part (reduction first pinion gear P5a)). On the other hand, it is arranged on the second axial side L2. Further, as shown in FIG. 1, the fitting portion J where the first output member 91 and the first drive shaft DS1 are connected overlaps with the first reduction second pinion gear P51b (small diameter gear portion) in a radial view. However, the fitting part J where the second output member 92 and the second drive shaft DS2 are connected overlaps with the second reduction gear pinion gear P52b (small diameter gear part) when viewed in the radial direction.

Since the diameter of the sun gear (reduction sun gear S5) that meshes with the large diameter gear portion (reduction first pinion gear P5a) of stepped planetary gear P6 can be easily made small, the reduction ratio of reduction gear 5 can be easily increased. Further, it is easier to secure a wider space on the radially inner side R1 with respect to the small diameter gear portion (second reduction pinion gear P5b) than on the radially inner side R1 with respect to the large diameter gear portion. According to the present embodiment, by utilizing such a space and arranging the fitting portion J at a position overlapping the small diameter gear portion when viewed in the radial direction, the vehicle drive transmission device 100 is large in the radial direction R. The distance in the axial direction L between the first drive shaft DS1 and the second drive shaft DS2 can be kept small while suppressing the increase in the distance. Therefore, the mountability of the vehicle drive transmission device 100 on a vehicle can be easily improved.

In addition, in the present embodiment, the large diameter gear part (first reduction pinion gear P5a) and the small diameter gear part (second reduction pinion gear P5b) of the stepped planetary gear P6 are helical gears with helical teeth in the same direction. It is. Therefore, the axial load (so-called thrust force) generated by the meshing between the sun gear (reduction sun gear S5) and the large diameter gear part (reduction first pinion gear P5a), and the axial load caused by the meshing between the small diameter ring gear R5b and the small diameter gear part and will face opposite sides. Therefore, the axial load acting on the carrier of the reducer 5 (reduction carrier C5) can be kept small. Therefore, it is easy to downsize the bearing (output bearing B9) that supports the deceleration carrier C5 and the output member 9. In addition, it is easy to reduce torque loss that occurs when supporting an axial load using a bearing, thereby increasing transmission efficiency.

The large diameter gear portion and the small diameter gear portion are integrally formed as a stepped planetary gear P6. The large-diameter gear portion (first reduction pinion gear P5a) meshes with the reduction sun gear S5, but does not mesh with the ring gear because there is no large-diameter ring gear. On the other hand, the small diameter gear portion (reduction second pinion gear P5b) does not mesh with the sun gear, but meshes only with the small diameter ring gear R5b. Since the deceleration carrier C5 is the deceleration output element E6, the gear engagement in the power transmission path from the deceleration input element E5 to the deceleration output element E6 is between the deceleration sun gear S5 and the large diameter gear portion (the first deceleration pinion gear P5a). and the small diameter gear part (reduction second pinion gear P5b) and the small diameter ring gear R5b.

Here, as described above, if the large diameter gear part (first reduction pinion gear P5a) and the small diameter gear part (second reduction pinion gear P5b) are helical gears with helical teeth in the same direction, the reduction The thrust forces at the two meshing points in the power transmission path from the input element E5 to the deceleration output element E6 are in opposite directions, making it easier to cancel out the thrust forces. Therefore, the thrust force applied to the output bearing B9 is reduced, and torque loss is reduced.

The speed reducer 5 can also be configured to include a large-diameter ring gear, as illustrated in (1) of "Other Embodiments" at the end. However, in this case, the large-diameter gear portion (first reduction pinion gear P5a) meshes with both the reduction sun gear S5 and the large-diameter ring gear. Including the meshing between the small diameter gear part (reduction second pinion gear P5b) and the small diameter ring gear R5b, there are three meshing points in the power transmission path from the reduction input element E5 to the reduction output element E6 (in this case, the small diameter ring gear R5b). , it is difficult to cancel the thrust force in the reducer 5 like the reducer 5 of this embodiment. Attempting to achieve a high reduction ratio often results in an increase in loss due to an increase in the size of the structure and increased meshing due to multi-stage gears. However, the reducer 5 of this embodiment is configured with a composite planetary gear mechanism, thereby achieving a high reduction ratio while suppressing the increase in the structure and meshing, and achieving an even higher reduction ratio. Nevertheless, the thrust load can be suppressed.

The torque vectoring device 7 includes a control drive source 70 and a gear mechanism. In this embodiment, the control drive source 70 is a rotating electrical machine (second rotating electrical machine) arranged coaxially with the rotating electrical machine 8, the differential gear mechanism 3, and the speed reducer 5. The control drive source 70 is also an inner rotor type rotating electric machine, and includes a second stator 7s fixed to the case 6 as a non-rotating member, and a second stator rotatably supported on the radially inner side R1 of the second stator 7s. 2 rotors 7r. The control drive source 70 is drive-controlled by a vectoring control device (not shown). The vectoring control device may be a common control device with a rotating electrical machine drive device that drives and controls the rotating electrical machine 8. The gear mechanism includes a first planetary gear mechanism 71 and a second planetary gear mechanism 72.

In this embodiment, the first planetary gear mechanism 71 is a single pinion type planetary gear mechanism including a first sun gear S71, a first carrier C71, and a first ring gear R71, and the second planetary gear mechanism 72 is a It is a single pinion type planetary gear mechanism that includes two sun gears S72, a second carrier C72, and a second ring gear R72. The first carrier C71 rotatably supports a plurality of first pinion gears P71 that mesh with the first sun gear S71 and the first ring gear R71. The first pinion gear P71 rotates (rotates) around its axis, and also rotates (revolutions) about the first sun gear S71 together with the first carrier C71. A plurality of first pinion gears P71 are provided at intervals along the orbit. Similarly, the second carrier C72 rotatably supports a plurality of second pinion gears P72 that mesh with the second sun gear S72 and the second ring gear R72. The second pinion gear P72 rotates (rotates) around its axis, and also rotates (revolutions) about the second sun gear S72 together with the second carrier C72. A plurality of second pinion gears P72 are provided at intervals along the orbit.

The first planetary gear mechanism 71 and the second planetary gear mechanism 72 have the same number of gears of the same type, and are planetary gear mechanisms of the same configuration. That is, the number of teeth of the first sun gear S71 and the number of teeth of the second sun gear S72 are the same, and the number of teeth of the first ring gear R71 and the number of teeth of the second ring gear R72 are the same. Further, the number of teeth of the first pinion gear P71 and the number of teeth of the second pinion gear P72 are set to be the same. The first ring gear R71 and the second ring gear R72 are connected to rotate integrally. In this embodiment, as shown in FIGS. 1 and 2, the first ring gear R71 and the second ring gear R72 are integrally formed.

The vehicle drive transmission device 100 of this embodiment includes a plurality of planetary gear mechanisms, such as a differential gear mechanism 3 and a reduction gear 5. Therefore, when distinguishing between the planetary gear mechanism of the torque vectoring device 7 and each gear constituting the planetary gear mechanism, the first planetary gear mechanism 71 and the second planetary gear mechanism 72 are replaced with the first control planetary gear mechanism. and a second control planetary gear mechanism, the first sun gear S71 and the second sun gear S72 are respectively called the first control sun gear and the second control sun gear, and the first ring gear R71 and the second ring gear R72 are respectively called the first control sun gear The first carrier C71 and second carrier C72 are respectively referred to as a first control carrier and second control carrier, and the first pinion gear P71 and second pinion gear P72 are respectively referred to as a first control ring gear and a second control ring gear. The second control pinion gear will be referred to as the control pinion gear and the second control pinion gear. Further, as described above, the first planetary gear mechanism 71 and the second planetary gear mechanism 72 are planetary gear mechanisms having the same configuration. Therefore, when not distinguishing between the two, the first control planetary gear mechanism and the second control planetary gear mechanism are collectively referred to as the control planetary gear mechanism, and the first control sun gear and the second control sun gear are collectively referred to as the control planetary gear mechanism. The first control ring gear and the second control ring gear are collectively referred to as the control ring gear, and the first control carrier and the second control carrier are collectively referred to as the control carrier. The first control pinion gear and the second control pinion gear are collectively referred to as a control pinion gear.

Further, one of the first sun gear S71 and the second sun gear S72 is a control input element E7, and the other of the first sun gear S71 and the second sun gear S72 is fixed to a non-rotating member (case 6). ing. In this embodiment, the first sun gear S71 is the control input element E7, and the second sun gear S72 is fixed to the case 6. Naturally, the second sun gear S72 may be the control input element E7, and the first sun gear S71 may be fixed to the non-rotating member (case 6).

In the torque vectoring device 7 (first torque vectoring device 7A) in the first vehicle drive transmission device 100A, the first sun gear S71, which is the control input element E7 driven by the control drive source 70, is a drive side sun gear. The second sun gear S72 fixed to the case 6, which is a non-rotating member, is a fixed sun gear. The first sun gear S71 is connected to the second rotor 7r of the control drive source 70 via a control input connection member 77. The control input connecting member 77 is arranged so as to extend in the radial direction R on the first axial side L1 with respect to the first sun gear S71. Further, in this embodiment, the second sun gear S72 is directly connected to the case 6, but the portion where the wall surface of the case 6 extends with respect to the second sun gear S72 is connected to the fixed connection member 78. It may also be called. Further, such a fixed connection member 78 may be formed of a member different from the case 6, and the second sun gear S72 may be connected to the case 6 via the fixed connection member 78.

Further, one of the first carrier C71 and the second carrier C72 is the first control output element E71, and the other of the first carrier C71 and the second carrier C72 is the second control output element E72. be. In this embodiment, the first carrier C71 is the first control output element E71, and the second carrier C72 is the second control output element E72. As described above, in the vehicle drive transmission device 100 of the present embodiment, the first control output element E71 is connected to the first target element E1, and the second control output element E72 is connected to the second target element E2. connected. In the first vehicle drive transmission device 100A including the first torque vectoring device 7A, the first differential output element E31 is the first target element E1, and the differential input element E3 is the second target element E2. It is. Therefore, in the first vehicle drive transmission device 100A, the first carrier C71 (first control output element E71) is connected to the first differential output element E31 (first target element E1), and the second carrier C72 (first control output element E71) is connected to the first differential output element E31 (first target element E1). The second control output element E72) is connected to the differential input element E3 (the second target element E2).

In this embodiment, the torque vectoring device 7 is arranged between the rotor 81 and the first reduction gear 51 in the axial direction L. In this case, the first carrier C71 and the second carrier C72 are connected so as to rotate integrally with the rotor 81 adjacent to the second axial side L2 with respect to the torque vectoring device 7. and a first differential output element E31 that is input to the first reduction gear 51 adjacent to the first axial side L1 with respect to the torque vectoring device 7. Therefore, it is easy to simplify the connection relationship between the torque vectoring device 7 and the first target element E1 and the second target element E2. Therefore, according to this configuration, it is easy to downsize the vehicle drive transmission device 100.

If the second target element E2 is the second differential output element E32 instead of the differential input element E3, it is necessary to connect the second control output element E72 and the second differential output element E32. be. In this embodiment, the torque vectoring device 7 is arranged on the first axial side L1 with respect to the differential gear mechanism 3, and the second differential sun gear S32 as the second differential output element E32 is The torque vectoring device 7 is disposed on the opposite side in the axial direction L (second axial side L2) with the gear mechanism 3 interposed therebetween. Therefore, when connecting the second control output element E72 and the second differential output element E32, the connecting member for connecting them is moved from the torque vectoring device 7 beyond the differential gear mechanism 3 in the axial direction L. It is not easy to arrange the connecting member. Further, even if the connecting member can be arranged, its extension distance becomes long, which hinders miniaturization of the vehicle drive transmission device 100.

Further, as shown in FIGS. 1 to 3, the first planetary gear mechanism 71 is disposed adjacent to the second planetary gear mechanism 72 on the first axial side L1. Further, the first carrier C71 is the first control output element E71, and the second carrier C72 is the second control output element E72. In the first torque vectoring device 7A, the first connecting member 73 connecting the first carrier C71 and the first differential output element E31 radially extends the second axial side L2 with respect to the first sun gear S71. It is arranged so as to extend in the direction R. Further, a second connecting member 74 that connects the second carrier C72 and the differential input element E3 is arranged to extend in the radial direction R on the first axial side L1 with respect to the second sun gear S72. . That is, along the axial direction L, the first connecting member 73 and the second connecting member 74 are arranged between the first sun gear S71 and the second sun gear S72.

With such a configuration, it is easy to simplify the connection between the first carrier C71 and the first differential output element E31 and the connection between the second carrier C72 and the differential input element E3. Further, the connection between the control input element E7 (here, the first sun gear S71), which is one of the first sun gear S71 and the second sun gear S72, and the control drive source 70, and the connection between the first sun gear S71 and the second sun gear The connection between the other of the sun gear S72 (here, the second sun gear S72) and the non-rotating member (case 6) can also be made simple. Therefore, it is easy to downsize the vehicle drive transmission device 100.

In addition, in the first torque vectoring device 7A, the portion extending in the radial direction R of each member is defined as a radially extending portion, and the radially extending portion of the control input connecting member 77, the first sun gear S71, the first connecting The radially extending portion of the member 73, the radially extending portion of the second connecting member 74, and the second sun gear S72 are described along the axial direction L from the first axial side L1 to the second axial side L2. They are arranged in the following order. Further, the area where these members are arranged along the axial direction L overlaps the connecting body 41 that connects the first differential sun gear S31 and the first reduction sun gear S51 in a radial view ( The arrangement region of this region in the axial direction L overlaps with the arrangement region of the connecting body 41). That is, the constituent members of the torque vectoring device 7 (control input connection member 77, first sun gear S71, first connection member 73, second connection member 74, second sun gear S72) are arranged along the axial direction L. At the same time, it is arranged on the radially outer side R2 of the connecting body 41 so as to overlap with the connecting body 41 in the radial direction. This makes it easy to keep the space for arranging the components of the torque vectoring device 7 small. Therefore, even if the torque vectoring device 7 is provided, it is easy to downsize the vehicle drive transmission device 100.

FIG. 4 shows a speed diagram of the first vehicle drive transmission device 100A. Note that the same applies to the speed diagram of the second vehicle drive transmission device 100B (FIG. 11) unless otherwise specified with respect to the definitions in the speed diagram of FIG. 4. The speed diagram in the center shows the speed diagram of the differential gear mechanism 3, the speed diagram on the lower left side shows the speed diagram of the first reducer 51, and the speed diagram on the lower right side shows the speed diagram of the second reducer 52. A velocity diagram is shown. The speed diagram on the upper right side shows the speed diagram of the torque vectoring device 7. That is, the speed diagram on the upper right side of FIG. 4 shows the speed diagram of the first torque vectoring device 7A, the upper line is the speed diagram of the first planetary gear mechanism 71, and the lower line is the speed diagram of the second planetary gear mechanism. 7 is a velocity diagram of the mechanism 72. FIG. Further, points other than the X mark on the vertical line (black circles, black squares, black triangles, black stars) indicate that the rotating elements (rotating members) corresponding to the target vertical line rotate integrally with each other. The X mark indicates that the rotating element (rotating member) corresponding to the vertical line is fixed to the non-rotating member (case 6). Furthermore, black arrows indicate the driving force (torque) for the wheels W transmitted from the rotating electric machine 8, and white arrows indicate the control torque by the torque vectoring device 7.

For example, as shown in FIG. 4, when torque in the normal rotation direction (upward in FIG. 4) from control drive source 70 is transmitted to first sun gear S71, the torque is transmitted to first carrier C71. As described above, the first ring gear R71 and the second ring gear R72 are connected to rotate integrally with each other. Further, the second sun gear S72 is fixed to the case 6, which is a non-rotating member. Therefore, the torque in the forward direction transmitted to the first sun gear S71 acts on the first carrier C71 as a torque in the forward direction (torque in the same direction as the torque transmitted to the control input element E7), and A torque in the reverse direction (downward in FIG. 4) acts on the second carrier C72 (torque in the opposite direction to the torque transmitted to the control input element E7).

The first carrier C71 is connected to rotate integrally with the first differential sun gear S31 of the differential gear mechanism 3, and the second carrier C72 is integrally connected to the differential carrier C3 of the differential gear mechanism 3. connected to rotate. Therefore, the torque in the reverse rotation direction transmitted from the second carrier C72 of the torque vectoring device 7 to the differential carrier C3 is greater than the torque in the forward rotation direction transmitted from the input member 1 (rotor 81) to the differential carrier C3. The torque is in the opposite direction. The torque transmitted from the torque vectoring device 7 to the differential carrier C3 is distributed between the first differential sun gear S31 and the second differential sun gear S32 of the differential gear mechanism 3. However, the torque from such a torque vectoring device 7 is sufficiently smaller than the torque transmitted from the rotating electric machine 8 to the differential carrier C3.

Further, the torque in the normal rotation direction transmitted from the first carrier C71 of the torque vectoring device 7 to the first differential sun gear S31 is transmitted from the input member 1 (rotor 81) to the first differential gear mechanism 3 via the differential gear mechanism 3. This torque is in the same direction as the torque in the normal rotation direction that is transmitted to sun gear S31. As a result, the torque transmitted to the first differential sun gear S31 becomes relatively larger than the torque transmitted to the second differential sun gear S32. Since the first reduction gear 51 drivingly connected to the first differential sun gear S31 and the second reduction gear 52 drivingly connected to the second differential sun gear S32 have the same configuration, the first reduction gear 51 and the second reduction gear 52 drivingly connected to the second differential sun gear S32 have the same configuration. A difference also occurs between the torque transmitted to the first wheel W1 via the first output member 91 and the torque transmitted to the second wheel W2 via the second reduction gear 52 and the second output member 92, resulting in a torque vector. The ring is realized. In this case, the second wheel W2 is relatively decelerated, and the first wheel W1 is relatively speeded up.

Although not shown in the drawings, for example, when torque in the reverse direction (downward in FIG. 4) from the control drive source 70 is transmitted to the first sun gear S71, the torque in the reverse direction is transmitted to the first carrier C71. It acts as a torque in the reverse rotation direction (torque in the same direction as the torque transmitted to the control input element E7), and also acts on the second carrier C72 as a torque in the forward rotation direction (upward in FIG. 4) (torque in the same direction as the torque transmitted to the control input element E7). It acts as a torque in the opposite direction to the transmitted torque.

The torque in the forward rotation direction transmitted from the second carrier C72 of the torque vectoring device 7 to the differential carrier C3 is in the same direction as the torque in the forward rotation direction transmitted from the input member 1 (rotor 81) to the differential carrier C3. torque. Therefore, the torque that is the sum of the torque transmitted from the input member 1 (rotor 81) to the differential carrier C3 and the torque transmitted from the torque vectoring device 7 to the differential carrier C3 is the It is distributed between a first differential sun gear S31 and a second differential sun gear S32. However, the torque from such a torque vectoring device 7 is sufficiently smaller than the torque transmitted from the rotating electric machine 8 to the differential carrier C3.

Further, the torque in the reverse direction transmitted from the first carrier C71 of the torque vectoring device 7 to the first differential sun gear S31 is transmitted from the input member 1 (rotor 81) to the first differential sun gear via the differential gear mechanism 3. This torque is in the opposite direction to the normal rotation torque transmitted to S31. As a result, the torque transmitted to the first differential sun gear S31 becomes relatively smaller than the torque transmitted to the second differential sun gear S32. Since the first reduction gear 51 drivingly connected to the first differential sun gear S31 and the second reduction gear 52 drivingly connected to the second differential sun gear S32 have the same configuration, the first reduction gear 51 and the second reduction gear 52 drivingly connected to the second differential sun gear S32 have the same configuration. A difference also occurs between the torque transmitted to the first wheel W1 via the first output member 91 and the torque transmitted to the second wheel W2 via the second reduction gear 52 and the second output member 92, resulting in a torque vector. The ring is realized. In this case, the first wheel W1 is relatively decelerated and the second wheel W2 is relatively speeded up.

In the torque vectoring device 7 of this embodiment, one of the first carrier C71 and the second carrier C72 is the first control output element E71, and the other of the first carrier C71 and the second carrier C72 is the first control output element E71. is the second control output element E72. In the above, the first carrier C71 is the first control output element E71 and the second carrier C72 is the second control output element E72 (first torque vectoring device 7A). The carrier C72 may be the first control output element E71, and the first carrier C71 may be the second control output element E72. Hereinafter, FIGS. 8 to 11 will be referred to regarding the vehicle drive transmission device 100 (second vehicle drive transmission device 100B) including the torque vectoring device 7 (second torque vectoring device 7B) of such a configuration. I will explain. Note that the configurations of the differential gear mechanism 3, speed reducer 5, etc. are the same as those of the first vehicle drive transmission device 100A, and a description thereof will be omitted.

Also in the torque vectoring device 7 (second torque vectoring device 7B) in the second vehicle drive transmission device 100B, the first sun gear S71 is the control input element E7, and the second sun gear S72 is fixed to the case 6. There is. Also in the second torque vectoring device 7B, the first sun gear S71, which is the control input element E7 driven by the control drive source 70, is a drive-side sun gear and is fixed to the case 6, which is a non-rotating member. The second sun gear S72 is a fixed sun gear. The first sun gear S71 is connected to the second rotor 7r of the control drive source 70 via a control input connection member 77. The control input connecting member 77 is arranged so as to extend in the radial direction R on the first axial side L1 with respect to the first sun gear S71. Further, the second sun gear S72 is connected and fixed to the case 6 via a fixed connection member 78. The fixed connection member 78 is disposed so as to extend along the axial direction L from the radially inner side R1 toward the first axial side L1 with respect to the second sun gear S72, and is arranged so as to extend along the axial direction L toward the axially first side L1. It is connected to the case 6 at the first side L1.

As described above, one of the first carrier C71 and the second carrier C72 is the first control output element E71, and the other of the first carrier C71 and the second carrier C72 is the second control output element. This is element E72. Similarly to the first torque vectoring device 7A, also in the second torque vectoring device 7B, the first carrier C71 is the first control output element E71, and the second carrier C72 is the second control output element E72. . As described above, in the vehicle drive transmission device 100 of the present embodiment, the first control output element E71 is connected to the first target element E1, and the second control output element E72 is connected to the second target element. Connected to E2. In the second vehicle drive transmission device 100B including the second torque vectoring device 7B, unlike the first vehicle drive transmission device 100A, the differential input element E3 is the first target element E1, and the first differential input element E3 is the first target element E1. The output element E31 is the second target element E2. Therefore, in the second vehicle drive transmission device 100B, the first carrier C71 (first control output element E71) is connected to the differential input element E3 (first target element E1), and the second carrier C72 (second control output element E71) is connected to the differential input element E3 (first target element E1). The differential output element E72) is connected to the first differential output element E31 (the second target element E2).

Also in the second vehicle drive transmission device 100B, the torque vectoring device 7 is arranged between the rotor 81 and the first reduction gear 51 in the axial direction L. In this case, the first carrier C71 and the second carrier C72 are connected so as to rotate integrally with the rotor 81 adjacent to the second axial side L2 with respect to the torque vectoring device 7. and a first differential output element E31 that is input to the first reduction gear 51 adjacent to the first axial side L1 with respect to the torque vectoring device 7. Therefore, it is easy to simplify the connection relationship between the torque vectoring device 7 and the first target element E1 and the second target element E2, and it is easy to reduce the size of the vehicle drive transmission device 100.

Further, similarly to the first vehicle drive transmission device 100A, as shown in FIGS. 8 to 10, the first planetary gear mechanism 71 is adjacent to the second planetary gear mechanism 72 on the first side L1 in the axial direction. It is arranged as follows. Further, in the same way as the first torque vectoring device 7A, in the second torque vectoring device 7B, the first carrier C71 is the first control output element E71, and the second carrier C72 is the second control output element E72. be. However, unlike the first torque vectoring device 7A, in the second torque vectoring device 7B, the first target element E1 to which the first control output element E71 (first carrier C71) is connected is the first differential It is not the output element E31 but the differential input element E3. Further, the second target element E2 to which the second control output element E72 (second carrier C72) is connected is not the differential input element E3 but the first differential output element E31.

In the first torque vectoring device 7A, the first connecting member 73 that connects the first carrier C71 and the first differential output element E31 is arranged so that the second axial side L2 is connected to the first sun gear S71 in the radial direction R. A second connecting member 74 that connects the second carrier C72 and the differential input element E3 extends in the radial direction R on the first axial side L1 with respect to the second sun gear S72. It is arranged so that That is, along the axial direction L, the first connecting member 73 and the second connecting member 74 are arranged between the first sun gear S71 and the second sun gear S72.

However, in the second torque vectoring device 7B, the second first connecting member 75 (also referred to as a third connecting member) that connects the first carrier C71 and the differential input element E3 is connected to the first ring gear R71. The axially first side L1 extends toward the radially outer side R2, further extends through the radially outer side R2 of the first ring gear R71 and the second ring gear R72, and further extends to the axially second side L2. The second sun gear S72 is arranged to extend through the second axial side L2 of the second sun gear S72. Further, a second connecting member 76 (which may also be referred to as a fourth connecting member) that connects the second carrier C72 and the first differential output element E31 is connected to the second sun gear S72 in the second axial direction. It is arranged so that the side L2 extends in the radial direction R.

In this configuration, for example, the extension distance of the connecting member that connects the differential input element E3 and the control carrier (C71 or C72) is longer than that of the first torque vectoring device 7A. Therefore, although it is not simpler than the first torque vectoring device 7A, even if the configuration is like the second torque vectoring device 7B, the connection between the first carrier C71 and the differential input element E3, and the second carrier It is easy to simplify the connection between C72 and the first differential output element E31. Further, the connection between the control input element E7 (here, the first sun gear S71), which is one of the first sun gear S71 and the second sun gear S72, and the control drive source 70, and the connection between the first sun gear S71 and the second sun gear The connection between the other of the sun gear S72 (here, the second sun gear S72) and the non-rotating member (case 6) can also be made simple. Therefore, even if a configuration like the second torque vectoring device 7B is adopted, it is easy to downsize the vehicle drive transmission device 100.

Also, in the second torque vectoring device 7B, the portion extending in the radial direction R of each member is defined as a radially extending portion, and the radially extending portion of the control input connecting member 77, the first sun gear S71, the second sun gear S72, the radially extending portion of the second second connecting member 76 and the radially extending portion of the second first connecting member 75 extend axially from the first axial side L1 toward the second axial side L2. They are arranged in the order listed along the direction L. Further, the area where these members are arranged along the axial direction L overlaps the connecting body 41 that connects the first differential sun gear S31 and the first reduction sun gear S51 in a radial view ( The arrangement region of this region in the axial direction L overlaps with the arrangement region of the connecting body 41). In other words, the components of the torque vectoring device 7 (control input connection member 77, first sun gear S71, second sun gear S72, second second connection member 76, second first connection member 75) are connected in the axial direction L. , and is arranged on the radially outer side R2 of the connecting body 41 so as to overlap with the connecting body 41 in the radial direction. This makes it easy to keep the space for arranging the components of the torque vectoring device 7 small. Therefore, even if the torque vectoring device 7 is provided, it is easy to downsize the vehicle drive transmission device 100.

FIG. 11 shows a speed diagram of the second vehicle drive transmission device 100B. In FIG. 11, in the speed diagram on the upper right side showing the speed diagram of the second torque vectoring device 7B, the lower line is the speed diagram of the first planetary gear mechanism 71, and the upper line is the speed diagram of the second planetary gear mechanism 72. FIG. For example, as shown in FIG. 11, when torque in the reverse direction (downward in FIG. 11) from control drive source 70 is transmitted to first sun gear S71, the torque is transmitted to first carrier C71. As described above, the first ring gear R71 and the second ring gear R72 are connected to rotate integrally with each other. Further, the second sun gear S72 is fixed to the case 6, which is a non-rotating member. Therefore, the torque in the reverse direction transmitted to the first sun gear S71 acts on the first carrier C71 as a torque in the reverse direction (torque in the same direction as the torque transmitted to the control input element E7), and also acts on the first carrier C71 as a torque in the same direction as the torque transmitted to the control input element E7. This acts on the carrier C72 as a torque in the normal rotation direction (upward in FIG. 11) (torque in the opposite direction to the torque transmitted to the control input element E7).

The first carrier C71 is connected to rotate integrally with the differential carrier C3 of the differential gear mechanism 3, and the second carrier C72 is integrally connected with the first differential sun gear S31 of the differential gear mechanism 3. connected to rotate. Therefore, the torque in the reverse direction transmitted from the first carrier C71 of the torque vectoring device 7 to the differential carrier C3 is greater than the torque in the forward direction transmitted from the input member 1 (rotor 81) to the differential carrier C3. The torque is in the opposite direction. The torque transmitted from the torque vectoring device 7 to the differential carrier C3 is distributed between the first differential sun gear S31 and the second differential sun gear S32 of the differential gear mechanism 3. However, the torque from such a torque vectoring device 7 is sufficiently smaller than the torque transmitted from the rotating electric machine 8 to the differential carrier C3.

Further, the torque in the normal rotation direction transmitted from the second carrier C72 of the torque vectoring device 7 to the first differential sun gear S31 is transmitted from the input member 1 (rotor 81) to the first differential gear mechanism 3 via the differential gear mechanism 3. This torque is in the same direction as the torque in the normal rotation direction that is transmitted to sun gear S31. As a result, the torque transmitted to the first differential sun gear S31 becomes relatively larger than the torque transmitted to the second differential sun gear S32. Since the first reduction gear 51 drivingly connected to the first differential sun gear S31 and the second reduction gear 52 drivingly connected to the second differential sun gear S32 have the same configuration, the first reduction gear 51 and the second reduction gear 52 drivingly connected to the second differential sun gear S32 have the same configuration. A difference also occurs between the torque transmitted to the first wheel W1 via the first output member 91 and the torque transmitted to the second wheel W2 via the second reduction gear 52 and the second output member 92, resulting in a torque vector. The ring is realized. In this case, the second wheel W2 is relatively decelerated, and the first wheel W1 is relatively speeded up.

Although not shown in the drawings, for example, when torque in the normal rotation direction (upward in FIG. 11) from the control drive source 70 is transmitted to the first sun gear S71, the torque in the normal rotation direction is transmitted to the first carrier C71. acts as a torque in the forward rotation direction (torque in the same direction as the torque transmitted to the control input element E7), and acts on the second carrier C72 as a torque in the reverse direction (downward in FIG. 11) (control input element This acts as a torque in the opposite direction to the torque transmitted to E7.

The torque in the forward rotation direction transmitted from the first carrier C71 of the torque vectoring device 7 to the differential carrier C3 is in the same direction as the torque in the forward rotation direction transmitted from the input member 1 (rotor 81) to the differential carrier C3. torque. Therefore, the torque that is the sum of the torque transmitted from the input member 1 (rotor 81) to the differential carrier C3 and the torque transmitted from the torque vectoring device 7 to the differential carrier C3 is the It is distributed between a first differential sun gear S31 and a second differential sun gear S32. However, the torque from such a torque vectoring device 7 is sufficiently smaller than the torque transmitted from the rotating electric machine 8 to the differential carrier C3.

Further, the torque in the reverse direction transmitted from the second carrier C72 of the torque vectoring device 7 to the first differential sun gear S31 is transmitted from the input member 1 (rotor 81) to the first differential sun gear via the differential gear mechanism 3. This torque is in the opposite direction to the normal rotation torque transmitted to S31. As a result, the torque transmitted to the first differential sun gear S31 becomes relatively smaller than the torque transmitted to the second differential sun gear S32. Since the first reduction gear 51 drivingly connected to the first differential sun gear S31 and the second reduction gear 52 drivingly connected to the second differential sun gear S32 have the same configuration, the first reduction gear 51 and the second reduction gear 52 drivingly connected to the second differential sun gear S32 have the same configuration. A difference also occurs between the torque transmitted to the first wheel W1 via the first output member 91 and the torque transmitted to the second wheel W2 via the second reduction gear 52 and the second output member 92, resulting in a torque vector. The ring is realized. In this case, the first wheel W1 is relatively decelerated and the second wheel W2 is relatively speeded up.

By the way, as shown in FIG. 5, the differential gear mechanism 3 is a planetary gear mechanism using helical gears. If the torque for torque vectoring is large on either side of the first output member 91 or the second output member 92, the engagement of the helical gears of the differential gear mechanism 3 causes the input member 1 etc. to be axially Load acts on one side. Therefore, at least one of the differential input element E3 (differential carrier C3), the input member 1 (rotor shaft 10), and the rotor 81 is moved in the axial direction L by a bearing (thrust bearing) that can receive an axial load. It is preferable that it is rotatably supported in a regulated state. In this embodiment, the input bearing B1 is configured by a bearing that supports both a radial load and an axial load. In this embodiment, as shown in FIGS. 2 and 9, the input bearing B1 includes a first input bearing B1a that supports a radial load and a second input bearing B1b that supports an axial load. has been done. With this configuration, it is possible to appropriately support the axial load generated due to the torque for torque vectoring, and it is possible to reduce torque loss due to support of the load.

[Other embodiments]
Other embodiments will be described below. Note that the configurations of each embodiment described below are not limited to being applied individually, but can be applied in combination with the configurations of other embodiments as long as no contradiction occurs.

(1) In the above, the structure of the reducer 5 includes a reduction sun gear S5, a large diameter gear portion (reduction first pinion gear P5a) that meshes with reduction sun gear S5, and a diameter smaller than the large diameter gear portion (reduction first pinion gear P5a). A stepped planetary gear P6 (reduction pinion gear P5) equipped with a small diameter gear portion (second reduction pinion gear P5b), a reduction carrier C5 rotatably supporting the stepped planet gear P6, and a small diameter gear portion (second reduction pinion gear P5b). A planetary gear mechanism including a small-diameter ring gear R5b that meshes with a pinion gear P5b has been described as an example. In other words, a planetary gear mechanism that does not include a large-diameter ring gear meshing with the large-diameter gear portion (first reduction pinion gear P5a) but only includes a small-diameter ring gear R5b has been described as an example. However, the reducer 5 may be configured to include both a large diameter ring gear and a small diameter ring gear R5b.

That is, although not shown, the reducer 5 includes a reduction sun gear S5, a stepped planetary gear P6 including a large diameter gear portion (first reduction pinion gear P5a) and a small diameter gear portion (second reduction pinion gear P5b). , a planetary gear mechanism including a reduction carrier C5, a large-diameter ring gear, and a small-diameter ring gear R5b. In this reducer 5, a reduction sun gear S5 is connected to rotate integrally with a corresponding one of the first differential output element E31 and the second differential output element E32, and has a large diameter The ring gear is fixed to the non-rotating member (case 6), and the small diameter ring gear R5b is connected to rotate integrally with the corresponding one of the first output member 91 and the second output member 92. It consists of In the example described above with reference to FIGS. 1 to 11, the reduction sun gear S5 was the reduction input element E5 of the reduction gear 5, and the reduction carrier C5 was the reduction output element E6, but this embodiment includes a large diameter ring gear. , the reduction sun gear S5 is the reduction input element E5 of the reduction gear 5, and the small diameter ring gear R5b is the reduction output element E6.

(2) Furthermore, the reducer 5 configured by a planetary gear mechanism including a reduction sun gear S5, a reduction carrier C5, a reduction ring gear R5, and a reduction pinion gear P5 includes a stepped planetary gear P6 as the reduction pinion gear P5 as described above. For example, the present invention is not limited to the configuration, and may be configured by, for example, a double pinion type planetary gear mechanism including a first reduction pinion gear that meshes with the reduction sun gear S5, and a second reduction pinion gear that meshes with the first reduction pinion gear and the reduction ring gear R5. good. Although illustration is omitted, the reducer 5 in this case includes a reduction sun gear S5 as a reduction input element E5, a reduction carrier C5 as a reduction output element E6, and a reduction ring gear R5 connected and fixed to a case 6 as a non-rotating member. It can be configured by Alternatively, the reduction gear 5 can be configured by using the reduction sun gear S5 as the reduction input element E5, the reduction ring gear R5 as the reduction output element E6, and connecting and fixing the reduction carrier C5 to the case 6 as a non-rotating member. Further, the reducer 5 may be configured by a single pinion type planetary gear mechanism.

(3) In the above example, the differential gear mechanism 3 is arranged at a position R1 inside the rotor 81 in the radial direction and overlaps with the rotor 81 when viewed in the radial direction along the radial direction R. did. In other words, an example is shown in which the arrangement regions of the differential gear mechanism 3 and the rotor 81 in the axial direction L overlap. However, the differential gear mechanism 3 may be arranged such that the arrangement region in the axial direction L does not overlap with the rotor 81. For example, the differential gear mechanism 3 may be arranged adjacent to the rotating electric machine 8 (rotor 81) in the axial direction L. Although illustration is omitted, as one aspect, such a differential gear mechanism 3 includes a differential input element E3, a first differential output element E31, and a second differential output element E32, and the first differential The output element E31, the differential input element E3, and the second differential output element E32 can be configured as a double pinion type planetary gear mechanism configured such that the rotation speeds of the output element E31, the differential input element E3, and the second differential output element E32 are in the stated order. In this case, the differential input element E3 may be a differential ring gear R3, the first differential output element E31 may be a differential carrier C3, and the second differential output element E32 may be a differential sun gear S3. can.

(4) In the above example, the differential gear mechanism 3 is configured as a planetary gear mechanism. However, the differential gear mechanism 3 is not limited to a planetary gear mechanism, and may be configured, for example, by a bevel gear mechanism.

(5) In the above description, helical gears have been described as examples of gears that mesh with each other. However, if the effect of the gears being configured by helical gears is not desired, this does not preclude each gear from being configured by spur gears as appropriate.

1: Input member, 3: Differential gear mechanism, 5: Reducer, 6: Case (non-rotating member), 7: Torque vectoring device, 7A: First torque vectoring device (torque vectoring device), 7B: Second torque vectoring device (torque vectoring device), 7r: second rotor (drive source for control), 8: rotating electric machine, 9: output member, 51: first reduction gear, 52: second reduction gear, 70 : control drive source, 71: first planetary gear mechanism, 72: second planetary gear mechanism, 73: first connecting member, 74: second connecting member, 81: rotor, 91: first output member, 92: first 2 output member, 100: Vehicle drive transmission device, 100A: First vehicle drive transmission device (vehicle drive transmission device), 100B: Second vehicle drive transmission device (vehicle drive transmission device), B1b: Input No. 2 bearing (thrust bearing), C71: first carrier, C72: second carrier, E1: first target element, E2: second target element, E3: differential input element, E31: first differential output element, E32 : second differential output element, E7: control input element, E71: first control output element, E72: second control output element, L: axial direction, L1: axial first side, L2: axial direction Second side, R: radial direction, R1: radially inside (radially inside), R2: radially outside (radially outside), R71: first ring gear, R72: second ring gear, S71: first sun gear , S72: Second sun gear, W: Wheel, W1: First wheel, W2: Second wheel, X: Rotation axis

Claims (5)

A rotating electrical machine with a rotor,
an input member that rotates integrally with the rotor;
a first output member drivingly connected to the first wheel;
a second output member drivingly connected to the second wheel;
A differential input element, a first differential output element, and a second differential output element are connected to the input member so as to rotate together with the input member, and the differential input element is transmitted from the input member to the differential input element. a differential gear mechanism that distributes torque between the first differential output element and the second differential output element;
a first speed reducer that reduces rotation of the first differential output element and transmits it to the first output member;
a second reduction gear that reduces rotation of the second differential output element and transmits the rotation to the second output member;
a torque vectoring device that makes different torques transmitted to the first output member and the second output member,
A vehicle drive transmission device in which the rotor, the differential gear mechanism, the first reduction gear, the second reduction gear, and the torque vectoring device are arranged coaxially,
The torque vectoring device includes a control drive source, a control input element driven by the control drive source, and a torque in the same direction as the torque transmitted from the control drive source to the control input element. comprising a first control output element to which a torque is transmitted, and a second control output element to which a torque in a direction opposite to the torque transmitted from the control drive source to the control input element is transmitted;
The first control output element is connected to a first target element that is any one of the differential input element, the first differential output element, and the second differential output element,
The second control output element is connected to a second target element different from the first target element among the differential input element, the first differential output element, and the second differential output element. Drive transmission devices for vehicles. The direction along the rotational axis of the rotor is defined as an axial direction, the direction orthogonal to the rotational axis is defined as a radial direction, one side in the axial direction is defined as a first axial side, and the other side in the axial direction is defined as an axial direction. As the second side,
The differential gear mechanism is arranged inside the rotor in the radial direction and at a position overlapping the rotor when viewed in the radial direction along the radial direction,
The first speed reducer is arranged on the first side in the axial direction with respect to the rotor,
The second speed reducer is arranged on the second axial side with respect to the rotor,
The vehicle drive transmission device according to claim 1, wherein the torque vectoring device is disposed between the rotor and the first reduction gear in the axial direction. The torque vectoring device includes a single pinion type first planetary gear mechanism including a first sun gear, a first carrier, and a first ring gear, and a second sun gear, a second carrier, and a second ring gear. Equipped with a single pinion type second planetary gear mechanism,
The number of teeth of the first sun gear and the number of teeth of the second sun gear are the same, and the number of teeth of the first ring gear and the number of teeth of the second ring gear are the same,
The first ring gear and the second ring gear are connected to rotate integrally,
One of the first sun gear and the second sun gear is the control input element, the other of the first sun gear and the second sun gear is fixed to a non-rotating member,
One of the first carrier and the second carrier is the first control output element, and the other of the first carrier and the second carrier is the second control output element,
The vehicle drive transmission device according to claim 2, wherein the first differential output element is the first target element, and the differential input element is the second target element. The first planetary gear mechanism is disposed adjacent to the second planetary gear mechanism on the first axial side,
The first carrier is the first control output element, the second carrier is the second control output element,
A first connecting member connecting the first carrier and the first differential output element is arranged to extend in the radial direction on the second axial side with respect to the first sun gear,
A second connecting member connecting the second carrier and the differential input element is arranged so as to extend in the radial direction on the first axial side with respect to the second sun gear. 3. The vehicle drive transmission device according to 3. The differential gear mechanism is a planetary gear mechanism using helical gears,
5. At least one of the differential input element, the input member, and the rotor is rotatably supported with movement in the axial direction being restricted by a thrust bearing. Vehicle drive transmission device.

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