JP7505469B2 - Drive unit - Google Patents

Description

The present invention relates to a drive device that supplies oil discharged from an oil pump to a rotating electric machine.

In recent years, some drive devices mounted on vehicles use a transmission mechanism to change the speed of a drive source such as an engine before outputting the rotation, and a motor generator (hereinafter simply referred to as a "motor") is drivingly connected to the transmission mechanism to assist the drive force or regenerate excess drive force in order to improve the vehicle's fuel efficiency. In such drive devices, the motor generates heat when an electric current flows through it during power running or regeneration, so a configuration has been proposed in which cooling oil is supplied to the motor to cool it (see Patent Documents 1 and 2).

JP 2013-119918 A JP 2019-129608 A

As in Patent Document 1, where cooling oil is supplied from the oil pump to the motor through the inside of the transmission mechanism, there is a risk that the oil temperature will rise while passing through the transmission mechanism, so it is preferable to cool the oil before supplying it to the motor. In Patent Document 2, the oil discharged from the electric oil pump is supplied to an oil cooler, where the oil is cooled before being supplied to the motor. However, the oil cooler is generally located away from the drive unit, for example at the front of the vehicle, and in order to supply oil to the oil cooler in this way, it is also necessary to generate a certain amount of high pressure with the electric oil pump to circulate the oil. This makes it necessary to provide an oil cooler or to make the electric oil pump larger, which is an obstacle to reducing costs.

The present invention aims to provide a drive unit that can cool the oil supplied to a rotating electric machine while reducing costs.

A drive device according to one aspect of the present invention comprises:
A speed change unit having a plurality of shafts and changing the speed of rotation of the drive source;
a rotating electric machine that is disposed on one side of the speed change unit in the axial direction and drivingly connected to the speed change unit;
a case that houses the transmission unit and the rotating electric machine;
an oil pump that is drivingly connected to the transmission;
an oil supply passage that supplies oil discharged from the oil pump to the rotating electric machine,
the case is disposed on an opposite side of the rotary electric machine from the speed change unit in the axial direction, and has a side outer wall covering the rotary electric machine on one side of the rotary electric machine in the axial direction;
A portion of the oil supply passage passes through the inside of the side outer wall.

This invention makes it possible to cool the oil supplied to a rotating electric machine and also reduce costs.

1 is a schematic diagram showing a vehicle according to an embodiment of the present invention; FIG. 1 is a skeleton diagram showing a transfer device according to an embodiment of the present invention. FIG. 2 is a partially omitted cross-sectional view showing an oil passage structure according to the present embodiment. FIG. 2 is a rear view of the transfer device according to the embodiment.

This embodiment will now be described with reference to Figures 1 to 4. First, an example of a hybrid vehicle according to this embodiment will be described with reference to Figure 1.

[Hybrid vehicle configuration]
As shown in FIG. 1, a vehicle 100, which is a hybrid vehicle according to this embodiment, is a four-wheel drive vehicle, and is equipped with an engine (E/G) (drive source) 10 and a transmission (T/M) 11 for changing the speed of the engine 10 on the front side indicated by an arrow A. An output shaft 11a of the transmission 11 is provided with a transfer device 1 as a drive device for transmitting the driving force of the engine 10 to a rear-wheel propeller shaft 13 or to both the front-wheel propeller shaft 12 and the rear-wheel propeller shaft 13 while changing the output rotation of the transmission 11, as will be described later in detail. The transfer device 1 includes a transfer mechanism 2, which is a speed change section, and a motor generator (hereinafter, simply referred to as a "motor") 3, which is a rotating electric machine, housed in a case 5, as will be described later in detail. The motor 3 is connected to a battery (not shown) and is configured to be capable of being powered by the battery's power and also capable of regenerating and charging the battery.

In this embodiment, the transmission 11 is an automatic transmission that changes gears by electrically shifting the gears, but the present invention is not limited to this and may be a stepped automatic transmission that changes gears using a planetary gear and a friction clutch, a belt-type continuously variable transmission (CVT), or even a manual transmission. In short, any type of transmission may be used.

The front wheel propeller shaft 12 is drivingly connected to a front differential 14, which is a differential device, and is further drivingly connected from the front differential 14 to left and right front wheels 17L, 17R via left and right drive shafts 16L, 16R. On the other hand, the rear wheel propeller shaft 13 is drivingly connected to a rear differential 15, which is a differential device, and is further drivingly connected from the rear differential 15 to left and right rear wheels 19L, 19R via left and right drive shafts 18L, 18R.

Therefore, in the vehicle 100, the driving rotation of the engine 10 is changed by the transmission 11, and further changed by the transfer device 1 while being assisted or regenerated by the motor 3, and the output rotation of the transfer device 1 is transmitted only to the rear wheels 19L, 19R in a so-called FR (front engine, rear drive) state, allowing two-wheel drive hybrid driving, or four-wheel drive hybrid driving, in which the output rotation is transmitted to the front wheels 17L, 17R and the rear wheels 19L, 19R. Furthermore, by stopping the engine 10 and setting the transmission 11 to a neutral state, two-wheel drive EV driving, in which the output rotation of the motor 3 of the transfer device 1 is transmitted only to the rear wheels 19L, 19R, or four-wheel drive EV driving, in which the output rotation is transmitted to the front wheels 17L, 17R and the rear wheels 19L, 19R, is also possible. For example, in a manual transmission, the clutch between the engine 10 and the transmission mechanism may be driven and released by an actuator, thereby creating a neutral state and enabling EV driving.

[Configuration of transfer device]
Next, the configuration of the transfer device 1 according to this embodiment will be described with reference to Fig. 2. As described above, the transfer device 1 is configured to include the transfer mechanism 2, the motor 3, and the motor rotation transmission unit 4 that transmits the rotation of the motor 3 to the transfer mechanism 2. The transfer mechanism 2 and the motor 3 are arranged side by side in the axial direction of the multiple shafts of the transfer mechanism 2, that is, the motor 3 is arranged on one side of the transfer mechanism 2 in the axial direction and is drivingly connected to the transfer mechanism 2. The engine 10 is arranged on the other side of the transfer mechanism 2 in the axial direction.

The transfer mechanism 2, which serves as a transmission section, is provided with a transmission mechanism 28 that can form a low gear (Lo) as a first gear and a high gear (Hi) as a second gear that is faster than the first gear. The transfer mechanism 2 also has an engagement mechanism 29 that can be engaged to drive-connect the front-wheel propeller shaft 12 and the rear-wheel propeller shaft 13 to a four-wheel drive state, or disengaged to disconnect the front-wheel propeller shaft 12 from the rear-wheel propeller shaft 13 to a two-wheel drive state.

The transfer device 1 is positioned so that its case 5 fits into a floor tunnel (not shown) located below the driver's seat and passenger seat of the vehicle 100, and so that the bottom end of the case 5 is higher than the design minimum ground clearance set for the vehicle 100.

In detail, as shown in FIG. 2, in the transfer mechanism 2, an input shaft 21 that is drivingly connected to the output shaft 11a of the transmission 11 is rotatably arranged on the first shaft AX1. A drive gear G1 is fixed non-rotatably to the input shaft 21, and the drive gear G1 meshes with a driven gear G2 of the counter shaft 22 described below to form a gear train 31.

A counter shaft 22 is rotatably arranged on the second shaft AX2, which is parallel to the first shaft AX1 and disposed lower than the first shaft AX1, and is rotated by the rotation of the input shaft 21 via the gear train 31. A driven gear G2 is fixed non-rotatably to the counter shaft 22, and a large diameter gear G3 and a small diameter gear G5 are also fixed non-rotatably. The large diameter gear G3 meshes with a high-speed gear G4 of the transmission mechanism 28 described below to form the gear train 32, and the small diameter gear G5 meshes with a low-speed gear G6 of the transmission mechanism 28 described below to form the gear train 33.

On the third axis AX3, which is parallel to the first axis AX1 and the second axis AX2 and is disposed below the second axis AX2, there are arranged the rear wheel side output shaft 23R, the front wheel side output shaft 23F, the speed change mechanism 28, and the engagement mechanism 29. The output dog DO of the speed change mechanism 28 is fixed to the rear wheel side output shaft 23R so that it cannot rotate. The rear wheel side output shaft 23R is drivingly connected to the rear wheel side propeller shaft 13, and the front wheel side output shaft 23F is drivingly connected to the front wheel side propeller shaft 12. That is, the rear wheel side output shaft 23R is drivingly connected to the left and right rear wheels 19L, 19R as wheels, and the front wheel side output shaft 23F is drivingly connected to the left and right front wheels 17L, 17R as wheels.

The transmission mechanism 28 comprises the high-speed gear G4, a high-speed dog DH fixed to the high-speed gear G4, the low-speed gear G6, a low-speed dog DL fixed to the low-speed gear G6, the output dog DO, and a first sleeve SL1 that meshes with the output dog DO and is movable in the axial direction. The low-speed dog DL, the output dog DO, and the first sleeve SL1 form a low-speed dog clutch CL, and the high-speed dog DH, the output dog DO, and the first sleeve SL1 form a high-speed dog clutch CH. That is, the first sleeve SL1 is moved by a switching mechanism (not shown) to a low-speed position where it engages both the low-speed dog DL and the output dog DO, engaging the low-speed dog clutch CL and forming a low-speed power transmission path with a large gear ratio using the gear train 33, and is moved to a high-speed position where it engages both the high-speed dog DH and the output dog DO, engaging the high-speed dog clutch CH and forming a high-speed power transmission path with a smaller gear ratio than the gear train 33 using the gear train 32. Therefore, the transmission mechanism 28 changes the rotation of the countershaft 22 to a low-speed or high-speed and transmits it to the rear-wheel output shaft 23R, or transmits it to the rear-wheel output shaft 23R and the front-wheel output shaft 23F by engaging the engagement mechanism 29 described later.

The engagement mechanism 29 includes a rear-wheel-side dog DR fixed to the rear-wheel-side output shaft 23R, a front-wheel-side dog DF fixed to the front-wheel-side output shaft 23F, and a second sleeve SL2 that can move in the axial direction to form a four-wheel drive clutch CA. That is, the second sleeve SL2 is configured to be able to engage (be engaged or disengaged) the rear-wheel-side output shaft 23R and the front-wheel-side output shaft 23F by being moved by a switching mechanism (not shown) between a two-wheel drive position in which it engages only with the rear-wheel-side dog DR and disengages the four-wheel drive clutch CA, and a four-wheel drive position in which it engages both the rear-wheel-side dog DR and the front-wheel-side dog DF and engages the four-wheel drive clutch CA. In other words, it switches between a two-wheel drive state and a four-wheel drive state.

For example, when the transfer lever (not shown) located at the driver's seat is operated to the two-wheel drive and high-speed position, the first sleeve SL1 is set to a position on the right side of FIG. 2 to engage the high-speed dog clutch CH, and the second sleeve SL2 is set to a position on the right side of FIG. 2 to disengage the four-wheel drive clutch CA. This sets the transfer device 1 to a high-speed and two-wheel drive state. In other words, in this state, the driving force of the engine 10 is shifted by the transmission 11, and is then shifted to a high-speed by the transfer device 1 while being transmitted to the rear wheels 19L and 19R. The driving rotation of the motor 3, which will be described later in detail, is also transmitted to the rear wheels 19L and 19R in a high-speed and two-wheel drive state, and when not driven (coasting), rotation is regenerated from the rear wheels 19L and 19R in a high-speed and two-wheel drive state.

When the transfer lever is operated to the four-wheel drive and high-speed position, the first sleeve SL1 is set to a position on the right side of FIG. 2 where the high-speed dog clutch CH is engaged, and the second sleeve SL2 is set to a position on the left side of FIG. 2 where the four-wheel drive clutch CA is engaged, by a switching mechanism (not shown). This sets the transfer device 1 to a high-speed and four-wheel drive state. In other words, in this state, the driving force of the engine 10 is shifted by the transmission 11, and then shifted to a high-speed state by the transfer device 1 while being transmitted to the rear wheels 19L, 19R and the front wheels 17L, 17R. The driving rotation of the motor 3, which will be described later in detail, is also transmitted to the rear wheels 19L, 19R and the front wheels 17L, 17R in the high-speed and four-wheel drive state, and when not driven (coasting), rotation is regenerated from the rear wheels 19L, 19R and the front wheels 17L, 17R in the high-speed and four-wheel drive state.

When the transfer lever is operated to a position for four-wheel drive and low gear, a switching mechanism (not shown) sets the first sleeve SL1 to a position for engaging the low gear dog clutch CL on the left side of Fig. 2, and the second sleeve SL2 to a position for engaging the four-wheel drive clutch CA on the left side of Fig. 2. This sets the transfer device 1 to a low gear and four-wheel drive state. In other words, in this state, the driving force of the engine 10 is shifted by the transmission 11, and then shifted to a low gear by the transfer device 1 while being transmitted to the rear wheels 19L, 19R and the front wheels 17L, 17R. In addition, the driving rotation of the motor 3, which will be described in detail later, is also transmitted to the rear wheels 19L, 19R and the front wheels 17L, 17R in low-speed and four-wheel drive mode, and when not in drive (coasting), the rotation is regenerated from the rear wheels 19L, 19R and the front wheels 17L, 17R in low-speed and four-wheel drive mode.

[Configuration of the motor and motor rotation transmission unit]
Next, the configuration of the motor 3 in this embodiment and the motor rotation transmission unit 4 that transmits the rotation to the transfer mechanism 2 will be described with reference to Figures 2 and 3. As shown in Figure 3, the motor 3 has a stator 3S fixed to a case 5 and a rotor 3R rotatably disposed therein. As shown in Figure 2, the motor 3 is drivingly connected to the transfer mechanism 2 by the motor rotation transmission unit 4, which is configured to have a motor output shaft 24 and a motor output gear G7.

In detail, the motor 3 is arranged on the fourth axis AX4, which is parallel to the first axis AX1 to the third axis AX3 and is disposed below the first axis AX1 and to the side of the second axis AX. The motor output shaft 24, which is driven by the motor 3 and is connected to the rotor 3R (see FIG. 3) of the motor 3, and the motor output gear G7, which is fixed to the motor output shaft 24 so as not to rotate, are arranged on the same axis. The motor output gear G7 is fixed to the counter shaft 22 and meshes with the driven gear G2, which has more teeth than the motor output gear G7, to form a gear train 35. That is, in the transfer device 1 according to this embodiment, the gear train 35, which is composed of the motor output gear G7 and the driven gear G2, reduces the rotation of the motor 3 (the rotation of the motor output shaft 24) and transmits it to the counter shaft 22.

In FIG. 2, the drive gear G1 fixed to the input shaft 21 and the motor output gear G7 fixed to the motor output shaft 24 are shown arranged at different positions in the axial direction, but the drive gear G1 and the motor output gear G7 mesh with the driven gear G2 at different phases and are arranged at positions where they overlap at least partially in the axial direction when viewed from the radial direction. This shortens the axial length of the transfer device 1.

In addition, when the transfer device 1 is mounted on the vehicle 100, the motor 3 and the motor rotation transmission unit 4 are arranged on the axially opposite side of the input shaft 21 from the engine 10. This allows the motor 3 and the motor rotation transmission unit 4 to be arranged side by side in the axial direction without radially interfering with the input shaft 21, resulting in a compact design.

[Case configuration]
Next, details of the case 5 of the transfer device 1 will be described with reference to Fig. 3. As shown in Fig. 3, the case 5 of the transfer device 1 is configured to have a front case 5A, a center case 5B, and a rear case 5C. When the transfer device 1 is mounted on the vehicle 100, the front case 5A is disposed opposite the engine 10 and the transmission 11, i.e., it is on the front side in the traveling direction of the vehicle (see Fig. 1). Conversely, the rear case 5C is on the rear side in the traveling direction of the vehicle.

As shown in FIG. 3, the center case 5B is formed with a center wall 5BW that extends in a direction intersecting (perpendicular to) the axial direction. The transfer mechanism 2 is housed in a first space SP1 between the front case 5A and the center wall 5BW of the center case 5B, and the motor 3 is housed in a second space SP2 between the center wall 5BW of the center case 5B and the rear case 5C.

The front case 5A rotatably supports a flange member 11F fixed to the output shaft 11a of the transmission 11, and also rotatably supports a flange member 12F fixed to the front wheel propeller shaft 12. The center case 5B rotatably supports a flange member 13F fixed to the rear wheel propeller shaft 13.

The second space SP2 in which the motor 3 is housed is surrounded and covered by the center wall 5BW on one axial side (front side) relative to the motor 3, the outer peripheral side relative to the motor 3 by the outer peripheral outer wall 5PW, and the other axial side (rear side) relative to the motor 3 by the side outer wall 5SW of the rear case 5C. Of these, the outer peripheral outer wall 5PW is configured by joining a first cylindrical portion 5Ba that extends cylindrically from the center wall 5BW of the center case 5B to one axial side, and a second cylindrical portion 5Ca that extends cylindrically from the side outer wall 5SW of the rear case 5C to the other axial side. Details of the protrusion 5R formed on the side outer wall 5SW will be described later.

The motor output shaft 24 is supported rotatably by being supported on both sides by the center wall portion 5BW and the outer peripheral wall 5PW near the radial center of the second space SP2 thus formed, and the rotor 3R of the motor 3 is fixed to the outer periphery of this motor output shaft 24. In this embodiment, the motor output shaft 24 is configured by connecting two shafts by spline fitting, and FIG. 3 shows only the shaft to which the rotor 3R is fixed.

[Configuration of oil pump and oil passage]
Next, the configuration of the oil pump and the oil passage will be described with reference to Figures 3 and 4. As shown in Figure 3, an oil pump 50, which will be described in detail later, is disposed in a center wall portion 5BW of the center case 5B. In other words, the oil pump 50 is disposed between the transfer mechanism 2 and the motor 3 in the axial direction.

The oil pump 50 has a drive gear 51 that is drivingly connected to the counter shaft 22 (see FIG. 2), and a driven gear 52 that meshes with the drive gear 51 while fitting into a hole in the center wall portion 5BW at a position eccentric to the drive gear 51. The drive gear 51 and the driven gear 52 are fixed to the pump cover 54, which is closed with bolts 55. When the counter shaft 22 rotates, the drive gear 51 rotates, and the driven gear 52 rotates with it, causing the space between the teeth of the drive gear 51 and the teeth of the driven gear 52 to expand and contract, drawing in oil from the intake port 50a and discharging the oil while generating hydraulic pressure in the discharge port 50b.

The first space SP1 in which the transfer mechanism 2 is housed and the second space SP2 in which the motor 3 is housed are separated by a center wall 5BW, but the center wall 5BW is formed with an oil hole (not shown) that connects the lower part of the second space SP2 to the first space SP1, and the oil supplied to the second space SP2 is returned to the lower part of the first space SP1.

A strainer 60 is disposed below the first space SP1, and one end of a pipe 61 with an oil passage L1 formed therein is connected to the strainer 60, and the other end of the pipe 61 is connected to an oil passage L2 formed in the axial direction in the center wall portion 5BW. The oil passage L2 is then connected to an oil passage L3 formed in the radial direction in the center wall portion 5BW, and is connected to the suction port 50a of the oil pump 50. Therefore, when the oil pump 50 is rotationally driven, the oil that has accumulated below the first space SP1 is sucked into the suction port 50a.

The discharge port 50b of the oil pump 50 is connected to an oil passage L4 formed in the axial direction in the first cylindrical portion 5Ba of the center case 5B, and the oil passage L4 is connected to an oil passage L5 formed in the axial direction in the second cylindrical portion 5Ca of the rear case 5C. The oil passage L5 is connected to an oil passage L6 formed in the radial direction in the protruding portion 5R of the side outer wall 5SW of the rear case 5C, and the oil passage L6 is connected to an oil passage L7 formed inside a linear cylindrical pipe 80 fixed to the side outer wall 5SW of the rear case 5C. The oil passage L7 opens to an axial hole 24a formed in the axial direction inside the motor output shaft 24, and the axial hole 24a is connected to radial holes 24b and 24c that communicate with the outer periphery of the motor output shaft 24 in the radial direction. In addition, the motor output shaft 24 has a shaft (not shown) that is spline-fitted into the axial hole 24a, which closes it so that oil supplied to the axial hole 24a accumulates and is introduced into the radial holes 24b and 24c.

The cooling oil discharged from the discharge port 50b of the oil pump 50 is therefore supplied to the motor 3 (particularly the coil end of the stator 3S) through the oil passages L4, L5, L6, and L7, which serve as oil supply passages, the axial hole 24a, and the radial holes 24b and 24c.

The oil passages L4 and L5 are formed by drilling in the axial direction before joining the center case 5B and the rear case 5C, and are configured as a single oil passage by joining the center case 5B and the rear case 5C. The oil passage L6 is drilled from the outer diameter side of the side outer wall 5SW of the rear case 5C toward the fourth axis AX4, which is the center of the motor 3, and then closed with a cap 71. The pipe 80 is configured to be fixed by forming a female thread in a hole drilled in the axial direction on the fourth axis AX4 of the side outer wall 5SW, and inserting and screwing a male thread formed on the outer periphery of the pipe 80 from the rear side to the front side in the axial direction. The hole into which the pipe 80 is inserted can be closed with a cap 72 to form the oil passage L7.

In general, oil is supplied to the outer periphery of the motor output shaft 24 from an oil passage extending from the outside in the radial direction toward the center, such as oil passage L6, and introduced into the axial hole 24a through a radial oil hole formed in the motor output shaft 24 while being sealed with a seal ring or the like. However, with such a configuration, the sliding resistance between the rear case 5C and the motor output shaft 24 increases due to the seal ring, which hinders the improvement of fuel efficiency (electricity efficiency). In addition, in order to reduce the size of the motor 3, the rotation of the motor 3 is reduced and transmitted to the transfer mechanism 2, so the motor 3 tends to rotate at a high speed, which means that the motor output shaft 24 rotates at a high speed and generates a large centrifugal oil pressure. Therefore, in order to introduce oil into the axial hole 24a, it is necessary to enlarge the oil pump 50 to generate a large oil pressure, and the hinderance of the improvement of fuel efficiency (electricity efficiency) due to the oil pressure loss is also a problem.

In this embodiment, oil is supplied from oil passage L6 to axial hole 24a using oil passage L7 of pipe 80, making it possible to eliminate the need for a seal ring as described above and preventing centrifugal oil pressure from being generated in oil passage L6. This allows the oil pump 50 to be made smaller and improves fuel efficiency (electricity cost).

In the transfer device 1 described above, as shown in FIG. 3, the oil passage L6, which is part of the oil supply passage that supplies oil from the oil pump 50 to the motor 3, passes through the inside of the side outer wall 5SW, which is the part of the case 5 that is exposed to the outside, so the effect of cooling the oil can be obtained without having to pass through, for example, an oil cooler. This makes it possible to make the oil pump 50 smaller than when oil is supplied to an external oil cooler, and also makes the oil cooler unnecessary, resulting in cost reduction.

As shown in FIG. 4, the oil passage L6 is formed to pass through the inside of a protruding portion 5R that is formed on the side outer wall 5SW of the rear case 5C and protrudes from the side surface 5SWa in a ridge-like shape. In other words, the oil passage L6 passes close to the outside in three directions: one side in the axial direction (rear side) and both sides in a direction perpendicular to that (top and bottom sides). The protruding portion 5R itself is shaped to increase its surface area like a cooling fin. This improves the cooling effect of the oil passing through the oil passage L6.

In particular, the engine 10, which is a major heat source in the vehicle 100, is located axially forward (on the other side) of the transfer mechanism 2 (see Figures 1 and 2), so the lateral outer wall 5SW (protruding portion 5R) through which the oil passage L6 passes is exposed to the outside on the side opposite the engine 10, providing a cooling effect for the oil passage L6.

In addition, since the oil pump 50 is disposed between the transfer mechanism 2 and the motor 3 in the axial direction as described above, the oil pump 50 can be easily configured to be drivingly connected to the transfer mechanism 2. In addition, for example, if the oil pump 50 were provided outside the rear case 5C, the oil pump 50 would protrude, and for example, if the oil pump 50 were provided inside the rear case 5C, the rear case 5C would become enlarged. However, since the oil pump 50 can be provided in the center wall portion 5BW, the transfer device 1 can be made more compact.

As shown in FIG. 3, the oil passages L4 and L5 that allow oil to pass from the oil pump 50 to the oil passage L6 inside the side outer wall 5SW are also formed in the outer peripheral wall 5PW, which is the part exposed to the outside of the case 5, and therefore have the effect of cooling the oil.

<Possibilities for other embodiments>
In the present embodiment described above, the transfer device 1 is based on a so-called FR type in which the input shaft 21 is drivingly connected to the rear-wheel output shaft 23R via the countershaft 22 and the transmission mechanism 28. However, the present invention is not limited to this, and the transfer device may be based on a so-called FF type in which the input shaft 21 is drivingly connected to the front-wheel output shaft 23F via the countershaft 22 and the transmission mechanism 28.

The arrangement of the first axis AX1 to the fourth axis AX4 described in this embodiment is not limited to this embodiment, and may be rearranged as appropriate.

In addition, while the present embodiment has been described with the transfer device 1 as an example, the present invention is not limited to this, and any type of drive device may be used, such as a hybrid drive device equipped with a transmission (transmission) and a motor, or a drive device for an electric vehicle.

In addition, in this embodiment, the oil passage L6 is configured to pass through the protruding portion 5R, but this is not limited to the above, and the oil passage L6 may pass near the side surface 5SWa of the lateral outer wall 5SW without forming the protruding portion 5R.

In addition, in this embodiment, the oil pump 50 is described as being disposed inside the center wall portion 5BW, but this is not limiting, and the oil pump 50 may be attached externally to the center case 5B, externally to the rear case 5C, or disposed inside the rear case 5C. In other words, the oil pump 50 may be disposed anywhere.

1...Drive unit (transfer unit)/2...Speed change unit (transfer mechanism)/3...Rotary electric machine (motor)/5...Case/5PW...Outer wall/5R...Protrusion/5SW...Side wall/5SWa...Side/10...Drive source/21...Shaft (input shaft)/22...Shaft (counter shaft)/23F...Shaft (front wheel output shaft)/23R...Shaft (rear wheel output shaft)/24a...Supply oil passage (axial oil passage)/24b, 24c...Supply oil passage (radial hole)/50...Oil pump/L4, L5, L6, L7...Supply oil passage (oil passage)

Claims (5)

A speed change unit having a plurality of shafts and changing the speed of rotation of the drive source;
a rotating electric machine that is disposed on one side of the speed change unit in the axial direction and drivingly connected to the speed change unit;
a case that houses the transmission unit and the rotating electric machine;
an oil pump that is drivingly connected to the transmission;
an oil supply passage that supplies oil discharged from the oil pump to the rotating electric machine,
the case is disposed on an opposite side of the rotary electric machine from the speed change unit in the axial direction, and has a side outer wall covering the rotary electric machine on one side of the rotary electric machine in the axial direction;
A portion of the oil supply passage passes through the inside of the side outer wall.
Drive unit. The side outer wall has a side surface extending in a direction intersecting the axial direction and a protruding portion protruding from the side surface,
A portion of the oil supply passage passes through an inside of the protrusion.
The drive device according to claim 1 . The drive source is disposed on the other side of the transmission unit in the axial direction.
3. A drive device according to claim 1 or 2. The oil pump is disposed between the transmission unit and the rotating electric machine in the axial direction.
A drive device according to any one of claims 1 to 3. the case has an outer peripheral wall that covers the rotating electric machine on an outer peripheral side of the rotating electric machine,
Among the oil supply passages, an oil passage from the oil pump to the inside of the side outer wall passes through the inside of the outer circumferential wall.
5. The drive device according to claim 4.

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