WO2023048134A1

WO2023048134A1 - Vehicle drive device

Info

Publication number: WO2023048134A1
Application number: PCT/JP2022/034962
Authority: WO
Inventors: 磯野宏
Original assignee: 株式会社アイシン
Priority date: 2021-09-24
Filing date: 2022-09-20
Publication date: 2023-03-30

Abstract

A vehicle drive device (100) comprises: an input gear (1G) drivably connected to an input shaft (1) rotated integrally with a rotor (RT) of a rotary electrical machine (MG); a differential mechanism (DF) for distributing, to a pair of output members (41, 42), a drive force transmitted to an output gear (2G) disposed on another shaft parallel to the input gear (1G); and a first idler gear (31G) and a second idler gear (32G) having the same diameter and the same number of teeth. The first idler gear (31G) is engaged with the input gear (1G) and the output gear (2G). The second idler gear (32G) is engaged with the input gear (1G) at a position different from that of the first idler gear (31G) in the circumferential direction of the input gear (1G), and is engaged with the output gear (2G) at a position different from that of the first idler gear (31G) in the circumferential direction of the output gear (2G).

Description

Vehicle drive system

The present invention relates to a vehicular drive system that includes an input gear provided on an input shaft that rotates integrally with a rotor of a rotating electric machine, and an output gear that is drivingly connected to wheels.

Japanese Patent Application Laid-Open No. 9-226394 discloses a vehicle driving device for an electric vehicle (hereinafter, reference numerals in parentheses in the background art refer to documents). This vehicle drive device uses a rotating electrical machine (1) as a driving force source for wheels, and includes a gear section (9) for transmitting rotation of a rotor shaft (2) of the rotating electrical machine (1) to the wheels. The gear portion (9) includes a counter gear mechanism as a reduction gear mechanism and a differential gear mechanism so as to reduce the rotation of the rotor shaft (2) and amplify the torque to transmit it to the wheels. . The counter gear mechanism includes a relatively large diameter gear (92) fixed to one end of the counter shaft and a relatively small diameter gear (94) fixed to the other end. The differential gear mechanism includes a differential gear having bevel gears, a differential case (96) housing the differential gear, and a small diameter gear (94) fixed to the differential case (96) of the counter gear mechanism. and a ring gear (95) that meshes with.

JP-A-9-226394

In the vehicle drive device described above, the counter gear mechanism as the speed reduction mechanism includes large-diameter and small-diameter gears fixed to one end side and the other end side of the counter shaft, respectively. Therefore, the axial length of the vehicle drive device tends to increase in accordance with the length of the countershaft. Here, in order to secure the reduction ratio without using the counter gear mechanism, it is necessary to increase the diameter of the differential input gear, which is the input gear to the differential gear mechanism. However, in this case, the distance between the shaft on which the input gear that is drivingly connected to the rotor shaft and meshing with the gear of the counter gear mechanism is arranged and the shaft on which the differential gear mechanism is arranged becomes long. There is a risk that the drive device will become large in the radial direction. For example, if the diameter of the input gear is reduced in order to increase the reduction ratio, it is difficult to secure sufficient mechanical strength to the shaft member when a bending moment generated by meshing of the gears acts on the shaft member. .

In view of the above background, it is desirable to provide a vehicle drive system that is equipped with a reduction gear mechanism whose axial length is suppressed while ensuring the necessary reduction ratio, and which can be made smaller.

In view of the above, a vehicle drive device includes a rotating electric machine having a rotor, an input shaft that rotates integrally with the rotor, and an input gear arranged coaxially with the input shaft and drivingly connected to the input shaft. a first output member drivingly connected to a first wheel; a second output member drivingly connected to a second wheel; A vehicle drive device comprising a differential gear mechanism distributed to the second output member, and a first idler gear and a second idler gear, wherein the input gear and the output gear are on different axes parallel to each other The first idler gear and the second idler gear have the same diameter and the same number of teeth, and the first idler gear meshes with the input gear and the output gear. A second idler gear meshes with the input gear at a position different from the first idler gear in the circumferential direction of the input gear, and meshes with the output gear at a position different from the first idler gear in the circumferential direction of the output gear. are engaged.

According to this configuration, the first idler gear and the second idler gear mesh with the input gear and the output gear, and the length of the vehicle drive device in the direction along the input shaft can be suppressed. In addition, since the first idler gear and the second idler gear mesh with each other at different positions in the circumferential direction of the input gear, the bending moment acting on the input gear and the shaft member on which the input gear is arranged can be kept small. Therefore, it is easy to reduce the diameter of the input gear and the shaft member. By making it possible to reduce the size of the input gear and the shaft member, it is possible to reduce the diameter of the output gear while setting a large reduction ratio between the input gear and the output gear. That is, according to this configuration, it is possible to provide a compact vehicle drive device that includes a reduction gear mechanism with a reduced axial length while ensuring a required reduction ratio.

Further features and advantages of the vehicle drive will become clear from the following description of exemplary and non-limiting embodiments, which are explained with reference to the drawings.

FIG. 4 is a diagram schematically showing the arrangement of gears of the first vehicle drive device as viewed in the axial direction; Schematic II-II cross-sectional view in FIG. FIG. 4 is a diagram schematically showing the arrangement of gears of the second vehicle drive device as viewed in the axial direction; Schematic IV-IV cross-sectional view in FIG. FIG. 6 is a diagram schematically showing the arrangement of gears of the third vehicle drive device as viewed in the axial direction; Schematic VI-VI cross-sectional view in FIG. FIG. 2 is a diagram schematically showing the configuration of a vehicle drive system of a comparative example; FIG. 11 is a diagram schematically showing the arrangement of gears of the fourth vehicle drive device as viewed in the axial direction; Schematic IX-IX cross-sectional view in FIG.

An embodiment of a vehicle drive system will be described below based on the drawings. Hereinafter, as embodiments of the vehicle drive system 100, a first vehicle drive system 100A will be described with reference to FIGS. 6, the third vehicle drive device 100C will be described as an example. 8 and 9, even in a form that does not have the differential gear mechanism DF, it is possible to provide a feature relating to the power transmission path from the input gear 1G to the output gear 2G. The fourth vehicle drive device 100D (first drive device 100a, second drive device 100b) will be described as an example. When there is no particular need to distinguish between them, they will simply be referred to as the vehicle drive device 100 for explanation.

The direction of each member in the following description represents the direction when the vehicle drive device 100 is assembled in the vehicle (vehicle mounted state). Terms relating to the dimensions, arrangement direction, arrangement position, etc. of each member are concepts that include the state of having differences due to errors (errors to the extent allowable in manufacturing). In the vehicle-mounted state, the direction along the rotation axis of the vehicle drive device 100 (in this embodiment, each axis (for example, the first axis A1 and the second axis A2, which will be described later in detail) that are separate axes parallel to each other). It will be referred to as an axial direction L. A direction orthogonal to each of the above axes will be referred to as a "radial direction" with respect to each axis.

Further, in this specification, regarding the arrangement of two members, "overlapping in a particular direction view" means that when a virtual straight line parallel to the viewing direction is moved in each direction orthogonal to the virtual straight line, It means that there is at least a part of the area where the virtual straight line intersects both of the two members. In addition, in this specification, with respect to the arrangement of two members, “the axial arrangement regions overlap” means that the axial arrangement region of one member includes at least the axial arrangement region of the other member. It means that part is included.

In this specification, the term “driving connection” refers to a state in which two rotating elements are connected so as to be able to transmit a driving force (synonymous with torque), and the two rotating elements are connected so as to rotate integrally. or a state in which the two rotating elements are connected to each other via one or more transmission members (shafts, gears, etc.) so as to be able to transmit driving force. Incidentally, the electric member may include an engagement device (for example, a friction engagement device, a mesh type engagement device, etc.) that selectively transmits rotation and driving force.

The vehicle drive device 100 of this embodiment includes a rotating electric machine MG as a driving force source for the wheels W. In this specification, the term "rotary electric machine" is used as a concept including motors (electric motors), generators (generators), and motor generators that function as both motors and generators as necessary. As shown in FIGS. 1 and 2, the first vehicle drive device 100A, which is one aspect of the vehicle drive device 100, includes a rotary electric machine MG having a rotor RT and an input shaft rotating integrally with the rotor RT. 1, an input gear 1G arranged coaxially with the input shaft 1 and drivingly connected to the input shaft 1, an output gear 2G drivingly connected to the wheels W, and an idler gear 3G. The idler gear 3G of the first vehicle drive device 100A includes a first idler gear 31G and a second idler gear 32G. The first idler gear 31G and the second idler gear 32G are gears having the same diameter and the same number of teeth. The input gear 1G is provided on the input shaft 1 in the first vehicle drive device 100A.

As shown in FIG. 2, the input gear 1G and the output gear 2G are arranged on different shafts parallel to each other. Here, the input gear 1G is arranged on the first axis A1 and the output gear 2G is arranged on the second axis A2. The first idler gear 31G is meshed with the input gear 1G and the output gear 2G, and the second idler gear 32G is also meshed with the input gear 1G and the output gear 2G. However, the second idler gear 32G meshes with the input gear 1G at a position different from the first idler gear 31G in the circumferential direction of the input gear 1G, and outputs at a position different from the first idler gear 31G in the circumferential direction of the output gear 2G. It meshes with gear 2G.

Since the first idler gear 31G and the second idler gear 32G mesh with the input gear 1G and the output gear 2G, the length of the vehicle drive device 100 in the axial direction L can be reduced, as shown in FIG. In addition, since the first idler gear 31G and the second idler gear 32G mesh with each other at different positions in the circumferential direction of the input gear 1G, the bending moment acting on the input gear 1G and the input shaft 1 can be kept small. That is, the diameters of the input gear 1G and the input shaft 1 can be reduced to increase the speed reduction ratio between the idler gear 3G and the input gear 1G, thereby reducing the need for increasing the speed reduction ratio between the idler gear 3G and the output gear 2G. , the diameter of the output gear 2G can be reduced.

In the first vehicle drive device 100A, the meshing position between the first idler gear 31G and the input gear 1G and the meshing position between the second idler gear 32G and the input gear 1G are positioned on the first axis, which is the rotational axis of the input gear 1G. They are arranged on opposite sides with A1 interposed therebetween. In other words, the meshing position between the first idler gear 31G and the input gear 1G and the meshing position between the second idler gear 32G and the input gear 1G are arranged at equal intervals in the circumferential direction of the input gear 1G.

Since the meshing positions of the two idler gears 3G with the input gear 1G are arranged at equal intervals in the circumferential direction of the input gear 1G, the input gear 1G is positioned at the meshing portion between the idler gears 3G and the input gear 1G. The loads received from the 3G can act in directions that cancel each other out. Therefore, the bending moment acting on the input shaft 1 and the input gear 1G can be kept small. In addition, in this example, the meshing positions of the two idler gears 3G and the input gear 1G are arranged on opposite sides of the first axis A1. , the loads that the input gear 1G receives from the idler gear 3G act in opposite directions. Therefore, the effect of suppressing the bending moment acting on the input shaft 1 and the input gear 1G is large.

The wheels W driven by the first vehicle drive device 100A include a first wheel W1 and a second wheel W2, and the first vehicle drive device 100A drives these two wheels W. As shown in FIGS. 1 and 2, the first vehicle drive device 100A includes a first output member 41 drivingly connected to the first wheel W1 and a second output member 42 drivingly connected to the second wheel W2. , a planetary gear type differential gear mechanism DF (differential gear mechanism DF by the planetary gear mechanism PS) that distributes the driving force transmitted to the output gear 2G to the first output member 41 and the second output member 42. I have. Then, as shown in FIG. 2, an input gear 1G, a first idler gear 31G, a second idler gear 32G (not shown in FIG. 2), an output gear 2G, and a differential gear mechanism DF (planetary gear mechanism PS). are overlapped with each other in the axial direction L.

In this way, by arranging the arrangement areas in the axial direction L of all the gears forming the power transmission path from the input gear 1G to the differential gear mechanism DF (planetary gear mechanism PS) so as to overlap each other, these gears The arrangement space in the axial direction L can be reduced in size. As a result, the size of the vehicle drive device 100 in the axial direction L can be reduced.

The differential gear mechanism DF in the first vehicle drive device 100A includes a planetary gear mechanism PS including a sun gear SG, a carrier CA, and a ring gear RG. As shown in FIG. 2, the ring gear RG is formed radially inside the output gear 2G so as to rotate integrally with the output gear 2G. A carrier CA is connected to the first output member 41 and a sun gear SG is connected to the second output member 42 . As shown in FIGS. 1 and 2, the carrier CA supports the first pinion gear PG1 and the second pinion gear PG2 via the pinion shaft PA. The first pinion gear PG1 meshes with the ring gear RG, and the second pinion gear PG2 meshes with the sun gear SG. Further, as shown in FIG. 1, two second pinion gears PG2 mesh with one first pinion gear PG1. By providing the first pinion gear PG1 and the second pinion gear PG2, the bending moment acting on the shaft of the sun gear SG can be kept small.

In addition, in the first vehicle drive device 100A, as shown in FIG. 1, the entire first idler gear 31G and the entire second idler gear 32G overlap the rotary electric machine MG when viewed in the axial direction L. are placed. That is, the first idler gear 31G and the second idler gear 32G are arranged so as not to protrude from the rotary electric machine MG when viewed in the axial direction. Accordingly, it is possible to suppress an increase in the radial dimension of the vehicle drive device 100 . Note that FIG. 1 illustrates a configuration in which the entire first idler gear 31G and the entire second idler gear 32G are arranged so as to overlap the rotor RT when viewed in the axial direction. It is sufficient that it overlaps with the entire rotating electrical machine MG that is included when viewed in the axial direction.

As shown in FIGS. 3 and 4, a second vehicle drive device 100B, which is another aspect of the vehicle drive device 100, also includes a rotary electric machine MG having a rotor RT and an input shaft rotating integrally with the rotor RT. 1, an input gear 1G arranged coaxially with the input shaft 1 and drivingly connected to the input shaft 1, an output gear 2G drivingly connected to the wheels W, and an idler gear 3G. The idler gear 3G of the second vehicle drive device 100B includes a third idler gear 33G in addition to the first idler gear 31G and the second idler gear 32G. The first idler gear 31G, the second idler gear 32G, and the third idler gear 33G are gears having the same diameter and the same number of teeth. The input gear 1G is provided on the input shaft 1 also in the second vehicle drive device 100B.

As in the first vehicle drive device 100A, also in the second vehicle drive device 100B, as shown in FIG. 4, the input gear 1G and the output gear 2G are arranged on different axes parallel to each other. That is, the input gear 1G is arranged on the first axis A1, and the output gear 2G is arranged on the second axis A2. Also, in the second vehicle drive device 100B, as in the first vehicle drive device 100A, the first idler gear 31G is meshed with the input gear 1G and the output gear 2G. , meshes with the input gear 1G and also meshes with the output gear 2G. Also in the second vehicle drive device 100B, the second idler gear 32G meshes with the input gear 1G at a position different from that of the first idler gear 31G in the circumferential direction of the input gear 1G. It meshes with the output gear 2G at a position different from that of the idler gear 31G.

The third idler gear 33G meshes with the input gear 1G, and also meshes with the connection gear 5 (first connection gear 51G, second connection gear 52G). connected for synchronous rotation. The first idler gear 31G meshes with the input gear 1G, the output gear 2G, and the first connection gear 51G, the second idler gear 32G meshes with the input gear 1G, the output gear 2G, and the second connection gear 52G, and the third idler gear 33G. does not mesh with the input gear 1G and the output gear 2G, but meshes with the first connection gear 51G and the second connection gear 52G.

The first idler gear 31G and the second idler gear 32G each have an idler driven gear 3a that meshes with the input gear 1G and an idler drive gear 3b that meshes with the output gear 2G. 3 and 4, the first idler gear 31G includes a first idler driven gear 31Ga meshing with the input gear 1G and a first idler drive gear 31Gb meshing with the output gear 2G. Similarly, the second idler gear 32G, as shown in FIG. 3, includes a second idler driven gear 32Ga meshing with the input gear 1G and a second idler drive gear 32Gb meshing with the output gear 2G. Since the third idler gear 33G does not mesh with the output gear 2G, as shown in FIG. 3, only a gear corresponding to the idler driven gear 3a is provided. In order to share parts with the first idler gear 31G and the second idler gear 32G, the third idler gear 33G may be provided with the idler drive gear 3b in a state where it does not mesh with anything.

Further, in the second vehicle drive device 100B as well, the meshing position between the first idler gear 31G and the input gear 1G, the meshing position between the second idler gear 32G and the input gear 1G, and the meshing position between the third idler gear 33G and the input gear 1G are arranged at equal intervals in the circumferential direction of the input gear 1G. In this manner, since the meshing positions of the three idler gears 3G with the input gear 1G are arranged at equal intervals in the circumferential direction of the input gear 1G, input The loads that the gear 1G receives from the idler gear 3G can act in directions that cancel each other out. Therefore, the bending moment acting on the input shaft 1 and the input gear 1G can be kept small.

The wheels W driven by the second vehicle drive device 100B also include a first wheel W1 and a second wheel W2, and the second vehicle drive device 100B drives these two wheels W. As shown in FIGS. 3 and 4, like the first vehicle drive device 100A, the second vehicle drive device 100B also includes a first output member 41 drivingly connected to the first wheel W1 and a second wheel W2. and a planetary gear type differential gear mechanism DF (planetary gear mechanism and a differential gear mechanism DF) by PS. Also in the second vehicle drive device 100B, as shown in FIG. 4, there are an input gear 1G, a first idler gear 31G, a second idler gear 32G (not shown in FIG. 4), an output gear 2G, and a differential gear mechanism. The arrangement areas in the axial direction L with DF overlap each other.

The differential gear mechanism DF of the second vehicle drive device 100B includes the same planetary gear mechanism PS as the differential gear mechanism DF of the first vehicle drive device 100A. Since they have the same configuration, detailed description is omitted.

Also, in the second vehicle drive device 100B as well, as shown in FIG. 3, the entire first idler gear 31G and the entire second idler gear 32G are aligned with the rotary electric machine MG (rotor RT in this case) when viewed in the axial direction L. ) are arranged so as to overlap with In the second vehicle drive device 100B, the entire third idler gear 33G is also arranged so as to overlap the rotary electric machine MG when viewed in the axial direction. Accordingly, as described above, it is possible to suppress an increase in the radial dimension of the vehicle drive device 100 . Note that FIG. 3 illustrates a configuration in which each idler gear 3G as a whole is arranged so as to overlap the rotor RT when viewed in the axial direction. and overlap in the axial view.

5 and 6 illustrate a third vehicle drive device 100C, which is another aspect of the vehicle drive device 100. FIG. In the first vehicle drive device 100A and the second vehicle drive device 100B, the input gear 1G is provided on the input shaft 1 as an example. In the third vehicle drive device 100C, the input gear 1G is disposed on the intermediate shaft 6 coaxially disposed with the input shaft 1, and is drivingly connected to the input shaft 1 via the transmission 7. ing. That is, the third vehicle drive device 100</b>C is provided coaxially with the input shaft 1 and includes a transmission 7 that changes the speed of rotation of the input shaft 1 and outputs the speed to the intermediate shaft 6 . As will be described later, the present embodiment exemplifies the transmission 7 capable of forming two gear stages. Further, the input gear 1G is provided so as to rotate integrally with the intermediate shaft 6. As shown in FIG.

As shown in FIG. 6, the transmission 7 includes a second planetary gear mechanism 70 and a first engagement device CL1. The second planetary gear mechanism 70 and the first engagement device CL1 are arranged on the first axis A1 together with the input shaft 1, the intermediate shaft 6 and the input gear 1G. Along the axial direction L, RT of the rotary electric machine MG, the input gear 1G, the second planetary gear mechanism 70, and the first engagement device CL1 are arranged in this order. The intermediate shaft 6 is a hollow cylindrical member, and the input shaft 1 passes through the radially inner side of the intermediate shaft 6 to connect the rotor RT, the second sun gear SG2 of the second planetary gear mechanism 70, and the first engagement device CL1. and the first engagement rotary member RM1.

The second planetary gear mechanism 70 is a single pinion type planetary gear mechanism including a second sun gear SG2, a second carrier CA2, and a second ring gear RG2. The second sun gear SG2 is a speed change input element and is connected to the input shaft 1 so as to rotate integrally therewith. The second carrier CA2 is a transmission output element and is connected to the intermediate shaft 6 so as to rotate integrally with the input gear 1G. The second carrier CA2 also rotatably supports a third pinion gear PG3 that meshes with the second sun gear SG2 and the second ring gear RG2. The third pinion gear PG3 rotates (revolves) around its axis, and rotates (revolves) around the second sun gear SG2 together with the second carrier CA2. A plurality of third pinion gears PG3 are provided at intervals along the orbit of the revolution.

The first engagement device CL1 is configured to switch the speed reduction ratio of the transmission 7 according to the state of engagement. In this embodiment, the first engagement device CL1 includes a clutch mechanism CM and a brake mechanism BM. The first engagement device CL1 is configured such that when one of the clutch mechanism CM and the brake mechanism BM is in the engaged state, the other is in the released state.

The first engaging device CL1 includes a second engaging rotating member RM2 that rotates integrally with the second ring gear RG2 of the second planetary gear mechanism 70. The clutch mechanism CM is configured to selectively engage the first engagement rotary member RM1 and the second engagement rotary member RM2. The brake mechanism BM is configured to selectively engage the second engaging rotary member RM2 and the case 90, which is a non-rotating member.

In this embodiment, each of the clutch mechanism CM and the brake mechanism BM is a friction engagement device having a friction engagement element. Further, in the present embodiment, the first engagement device CL1 includes a first pressing member PM1 that presses the respective frictional engagement elements of the clutch mechanism CM and the brake mechanism BM, and a first pressing member PM1 (not shown) that drives the first pressing member PM1. and an engagement drive device. In this example, the first pressing member PM1 is arranged between the frictional engagement element of the clutch mechanism CM and the frictional engagement element of the brake mechanism BM in the axial direction L. For example, when the engagement driving device is a motor, the rotational driving force of the engaging driving device is converted into the driving force in the axial direction L by the ball screw mechanism and transmitted to the first pressing member PM1. As a result, the first pressing member PM1 moves in the axial direction L and presses either the friction engagement element of the clutch mechanism CM or the friction engagement element of the brake mechanism BM.

When the clutch mechanism CM is in the engaged state and the brake mechanism BM is in the disengaged state, the clutch mechanism CM causes the first engagement rotating member RM1 that rotates integrally with the input shaft 1 and the second sun gear SG2, The second engagement rotating member RM2 that rotates integrally with the 2-ring gear RG2 is engaged and rotates integrally. As a result, the second sun gear SG2, the second ring gear RG2, and the second carrier CA2 connected to the input gear 1G rotate integrally. That is, the rotation of the input shaft 1 (rotor RT) is transmitted as it is to the input gear 1G without being decelerated.

On the other hand, when the clutch mechanism CM is in the disengaged state and the brake mechanism BM is in the engaged state, the second engagement rotary member RM2 is fixed and the second ring gear RG2 connected to the second engagement rotary member RM2 is also fixed. As a result, the second ring gear RG2, the second carrier CA2 connected to the input gear 1G, and the second sun gear SG2 connected to the input shaft 1 rotate relative to each other. The rotation of the rotor RT transmitted from the input shaft 1 to the second sun gear SG2 is decelerated by the second planetary gear mechanism 70 and transmitted from the second carrier CA2 to the input gear 1G.

Like the first vehicle drive device 100A and the second vehicle drive device 100B, the third vehicle drive device 100C also includes an input gear 1G, an output gear 2G drivingly connected to the wheels W, and an idler gear 3G. ing. As shown in FIG. 5, the idler gear 3G of the third vehicle drive device 100C includes a first idler gear 31G and a second idler gear 32G, similar to the first vehicle drive device 100A. 32G is a gear with the same diameter and the same number of teeth.

Further, as shown in FIG. 6, the input gear 1G and the output gear 2G are arranged on different axes parallel to each other, similar to the first vehicle drive device 100A. Here, the input gear 1G is arranged on the first axis A1 and the output gear 2G is arranged on the second axis A2. The first idler gear 31G is meshed with the input gear 1G and the output gear 2G, and the second idler gear 32G is also meshed with the input gear 1G and the output gear 2G. However, the second idler gear 32G meshes with the input gear 1G at a position different from the first idler gear 31G in the circumferential direction of the input gear 1G, and outputs at a position different from the first idler gear 31G in the circumferential direction of the output gear 2G. It meshes with gear 2G.

Since the first idler gear 31G and the second idler gear 32G mesh with the input gear 1G and the output gear 2G, the length of the vehicle drive device 100 in the axial direction L can be suppressed, as shown in FIG. In addition, since the first idler gear 31G and the second idler gear 32G mesh with each other at different positions in the circumferential direction of the input gear 1G, they act on the intermediate shaft 6, which is a shaft member on which the input gear 1G and the input gear 1G are arranged. Bending moment can be kept small. That is, the diameters of the input gear 1G and the intermediate shaft 6 can be reduced to increase the speed reduction ratio between the idler gear 3G and the input gear 1G, thereby reducing the need for increasing the speed reduction ratio between the idler gear 3G and the output gear 2G. , the diameter of the output gear 2G can be reduced.

In the third vehicle drive device 100C as well, the meshing position between the first idler gear 31G and the input gear 1G and the meshing position between the second idler gear 32G and the input gear 1G are arranged on the first axis, which is the rotational axis of the input gear 1G. They are arranged on opposite sides with A1 interposed therebetween. In other words, the meshing position between the first idler gear 31G and the input gear 1G and the meshing position between the second idler gear 32G and the input gear 1G are arranged at equal intervals in the circumferential direction of the input gear 1G.

Since the meshing positions of the two idler gears 3G with the input gear 1G are arranged at equal intervals in the circumferential direction of the input gear 1G, the input gear 1G is positioned at the meshing portion between the idler gears 3G and the input gear 1G. The loads received from the 3G can act in directions that cancel each other out. Therefore, the bending moment acting on the intermediate shaft 6 and the input gear 1G can be kept small. In addition, in this example, the meshing positions of the two idler gears 3G and the input gear 1G are arranged on opposite sides of the first axis A1. , the loads that the input gear 1G receives from the idler gear 3G act in opposite directions. Therefore, the effect of suppressing the bending moment acting on the intermediate shaft 6 and the input gear 1G, which are shaft members on which the input gear 1G is arranged, is large.

Note that the number and arrangement of the idler gears 3G described above are not limited to this, and for example, the structure of the second vehicle drive device 100B described above with reference to FIGS. 3 and 4 can also be applied.

The wheels W driven by the third vehicle drive device 100C also include a first wheel W1 and a second wheel W2, and the third vehicle drive device 100C drives these two wheels W. As shown in FIGS. 5 and 6, the third vehicle drive device 100C includes a first output member 41 drivingly connected to the first wheel W1 and a second output member 42 drivingly connected to the second wheel W2. , and a planetary gear type differential gear mechanism DF for distributing the driving force transmitted to the output gear 2G to the first output member 41 and the second output member 42 . Also in the third vehicle drive device 100C, as shown in FIG. 6, an input gear 1G, a first idler gear 31G (not shown in FIG. 6), a second idler gear 32G, an output gear 2G, a differential The arrangement areas in the axial direction L with the gear mechanism DF overlap each other.

In this way, by arranging the arrangement areas in the axial direction L of all the gears forming the power transmission path from the input gear 1G to the differential gear mechanism DF so as to overlap each other, the arrangement of these gears in the axial direction L is Space can be reduced. As a result, the size of the vehicle drive device 100 in the axial direction L can be reduced.

The output gear 2G is a differential input gear for inputting driving force to the differential gear mechanism DF, like the first vehicle drive device 100A and the second vehicle drive device 100B. Although detailed description is omitted, in the third vehicle drive device 100C as well, the differential gear mechanism DF is configured by the planetary gear mechanism PS similar to the first vehicle drive device 100A and the second vehicle drive device 100B. can be done. Of course, even if the differential gear mechanism DF is configured by the planetary gear mechanism PS, it does not preclude the configuration from being different from that of the first vehicle drive device 100A and the second vehicle drive device 100B. .

Also in the third vehicle drive device 100C, as shown in FIG. 5, the entire first idler gear 31G and the entire second idler gear 32G overlap the rotary electric machine MG when viewed in the axial direction L. are placed in That is, the first idler gear 31G and the second idler gear 32G are arranged so as not to protrude from the rotary electric machine MG when viewed in the axial direction. Accordingly, it is possible to suppress an increase in the radial dimension of the vehicle drive device 100 . Note that FIG. 5 illustrates a configuration in which the entire first idler gear 31G and the entire second idler gear 32G are arranged so as to overlap the rotor RT when viewed in the axial direction. ) as long as it overlaps with the entire rotary electric machine MG in an axial view.

The third vehicle drive device 100C has a torque vectoring function for differentiating the torque transmitted to the first output member 41 and the second output member 42, an LSD function (limited slip differential function, differential A torque control device 9 having a limiting function) and a second engagement device CL2 are provided. The second engagement device CL2 is configured by removing the clutch mechanism CM from the above-described first engagement device CL1 and including only the brake mechanism BM. The method of driving the brake mechanism BM using an engagement drive device such as a motor is the same as that of the first engagement device CL1.

Although a detailed description of the torque control device 9 is omitted, a torque vectoring function can be realized by applying torque to the torque control device 9 from a drive device such as a motor (not shown). In addition, the LSD function can be realized by restricting the rotation by the brake mechanism BM of the second engagement device CL2.

7, the advantages of the vehicle drive system 100 of the present embodiment will be described below as vehicle drive systems of comparative examples (drive system 101 of the first comparative example, drive system 102 of the second comparative example, third A description will be given in comparison with the driving device 103) of the comparative example.

The drive device 101 (two-stage speed reduction type) of the first comparative example includes a counter gear mechanism CG as the reduction gear mechanism 30 . As is well known, the counter gear mechanism CG includes a large-diameter counter driven gear CG1 and a small-diameter counter drive gear CG2 coaxially arranged. Therefore, the length of the driving device in the axial direction L tends to increase. In addition, in order to secure the arrangement space of the differential gear mechanism DF that distributes the driving force to the two wheels W, the rotary shaft (second axis A2) of the differential gear mechanism DF (output member, wheel W) and the rotor The space between the RT and the rotation axis (first axis A1) may be restricted.

The drive device 102 (single-speed reduction type) of the second comparative example includes a spur gear as the reduction gear mechanism 30 instead of the counter gear mechanism CG. As a result, the length in the axial direction L (the second axial length H2) can be made shorter than the length in the axial direction L (the first axial length H1) of the driving device 101 of the first comparative example. can be done. However, in order to secure a reduction ratio, it is necessary to make the diameter of the input gear 1G smaller than that of the driving device 101 of the first comparative example. Securing torsional strength and bending strength is an issue. If the diameter of the input gear 1G is increased in order to secure strength, the diameter of the output gear 2G must also be increased in order to secure the same reduction ratio, and the drive device becomes radially large. Therefore, it may be difficult to mount the device on a vehicle. Further, similarly to the driving device 101 of the first comparative example, in order to secure the arrangement space of the differential gear mechanism DF, the rotation axis (second axis A2) of the differential gear mechanism DF (output member, wheel W) and , the interval between the rotor RT and the rotation axis (first axis A1) may be restricted.

The driving device 103 (coaxial reduction type) of the third comparative example includes, for example, a planetary gear mechanism PS as the reduction gear mechanism 30, and the rotor RT, the input gear 1G, and the output gear 2G are coaxial (first axis A1 or second axis A1). Axis A2). As shown in FIG. 7, the driving device 103 of the third comparative example has a smaller radial size than the other two comparative examples. However, since the differential gear mechanism DF is also arranged coaxially with the rotor RT, the input gear 1G, and the output gear 2G, the length in the axial direction L (the third axial length H3) is It becomes significantly larger than the two comparative examples. In addition, the minimum ground clearance MGL restricts the output of the rotary electric machine MG, which may hinder the increase in output.

With respect to the above-described problem, in the vehicle drive system 100 of the present embodiment, the bending moment of the input gear 1G and the shaft member on which the input gear 1G is arranged is suppressed as described above. The diameter of the output gear 2G can be reduced, and a required reduction ratio can be secured without increasing the diameter of the output gear 2G. For example, it is possible to suppress radial expansion of the drive device while adopting a one-stage speed reduction system like the drive device 102 of the second comparative example.

Further, for example, as in the second vehicle drive device 100B, by configuring the idler gear 3G with a relatively large-diameter idler driven gear 3a and a relatively small-diameter idler drive gear 3b, a two-stage speed reduction system can be achieved. Structures can also be incorporated to achieve higher reduction ratios.

In addition, by incorporating the differential gear mechanism DF inside the output gear 2G in the radial direction, the differential gear mechanism DF can be arranged so as to overlap with the rotary electric machine MG when viewed in the axial direction. As a result, the inter-axis distance between the rotation axis of the rotor RT (first axis A1) and the rotation axis of the wheel W (second axis A2) can be shortened. That is, the vehicle drive system 100 is less susceptible to the minimum ground clearance MGL and can be arranged with a higher degree of freedom.

Note that unlike the first vehicle drive device 100A, the second vehicle drive device 100B, and the third vehicle drive device 100C, even in a structure that does not have a differential gear mechanism, the input gear 1G and the output gear 2G It is possible to apply a technique of arranging the idler gear 3G so as to allow the diameter of the output gear 2G to be reduced while setting a large reduction ratio between the . Hereinafter, such a vehicle drive system 100 will also be exemplified.

As described above, in the first vehicle drive device 100A, the second vehicle drive device 100B, and the third vehicle drive device 100C, the wheels W to be driven include the first wheel W1 and the second wheel W2. , a differential gear mechanism DF that distributes the driving force transmitted to the output gear 2G to a first output member 41 drivingly connected to the first wheel W1 and a second output member 42 drivingly connected to the second wheel W2. was equipped with A fourth vehicle driving device 100D described below is composed of a first driving device 100a and a second driving device 100b having the same structure. A second wheel W2 is driven by 100b. The fourth vehicle drive device 100D (the first drive device 100a, the second drive device 100b) does not distribute the driving force transmitted to the output gear 2G, and therefore does not have a differential gear mechanism DF.

As shown in FIGS. 8 and 9, the first drive device 100a (and the second drive device 100b) that constitute the fourth vehicle drive device 100D includes a rotary electric machine MG provided with a rotor RT, and a rotary electric machine MG that is integral with the rotor RT. , an input gear 1G arranged coaxially with the input shaft 1 and drivingly connected to the input shaft 1, an output gear 2G drivingly connected to a wheel W, and an idler gear 3G. Like the first vehicle drive device 100A, the second vehicle drive device 100B and the third vehicle drive device 100C, the idler gear 3G includes a first idler gear 31G and a second idler gear 32G. The first idler gear 31G and the second idler gear 32G are gears having the same diameter and the same number of teeth. The input gear 1G is provided on the input shaft 1 in the fourth vehicle drive device 100D.

Further, similarly to the first vehicle drive device 100A, the second vehicle drive device 100B, and the third vehicle drive device 100C, the input gear 1G is arranged on the first axis A1, and the output gear 2G is arranged on the first axis A1. is arranged on a second axis A2, which is another axis parallel to . The first idler gear 31G is meshed with the input gear 1G and the output gear 2G, and the second idler gear 32G is also meshed with the input gear 1G and the output gear 2G. The second idler gear 32G meshes with the input gear 1G at a position different from the first idler gear 31G in the circumferential direction of the input gear 1G, and at a position different from the first idler gear 31G in the circumferential direction of the output gear 2G. is meshing with

Since the first idler gear 31G and the second idler gear 32G mesh with the input gear 1G and the output gear 2G, the length of the vehicle drive device 100 in the axial direction L can be suppressed, as shown in FIG. In addition, since the first idler gear 31G and the second idler gear 32G mesh with each other at different positions in the circumferential direction of the input gear 1G, the bending moment acting on the input gear 1G and the input shaft 1 can be kept small. Further, similarly to the first vehicle drive device 100A, the meshing position between the first idler gear 31G and the input gear 1G and the meshing position between the second idler gear 32G and the input gear 1G are aligned with the rotational axis of the input gear 1G. They are arranged on opposite sides of each other with a certain first axis A1 interposed therebetween. Since the meshing positions of the two idler gears 3G and the input gear 1G are arranged on the opposite sides of the first axis A1, the input gear 1G is the idler gear at the meshing portion between the two idler gears 3G and the input gear 1G. The loads received from the 3G can act in directions that cancel each other out.

The first drive device 100a and the second drive device 100b) that constitute the fourth vehicle drive device 100D each include a planetary gear mechanism PS that includes a sun gear SG, a carrier CA, and a ring gear RG. The carrier CA of the planetary gear mechanism PS of the first driving device 100a is connected to the first output member 41, and the carrier CA of the planetary gear mechanism PS of the second driving device 100b is connected to the second output member 42, respectively. The first output member 41 and the second output member 42 are drivingly connected to independent planetary gear mechanisms PS. That is, the fourth vehicle drive device 100D is configured without the differential gear mechanism DF. As shown in FIGS. 8 and 9, carrier CA supports pinion gear PG via pinion shaft PA. The pinion gear PG meshes with the ring gear RG and the sun gear SG. The ring gear RG is connected to rotate integrally with the output gear 2G. In this example, as shown in FIG. 8, the ring gear RG is arranged radially inside the output gear 2G so as to overlap the output gear 2G when viewed in the radial direction. Also, the sun gear SG is fixed to the case 90 . As a result, in the first driving device 100a, the rotation transmitted to the output gear 2G is decelerated via the ring gear RG and the carrier CA and transmitted to the first output member 41. As shown in FIG. In the second driving device 100b, the rotation transmitted to the output gear 2G is decelerated via the ring gear RG and the carrier CA and transmitted to the second output member 42. That is, the planetary gear mechanism PS functions as a speed reducer.

Also in the first drive device 100a and the second drive device 100b of the fourth vehicle drive device 100D, the axial directions of the input gear 1G, the first idler gear 31G, the second idler gear 32G, the output gear 2G, and the planetary gear mechanism PS The placement regions of L overlap each other.

Also, in the first drive device 100a and the second drive device 100b of the fourth vehicle drive device 100D, as shown in FIG. It is arranged so as to overlap with the rotary electric machine MG when viewed in the axial direction along. That is, since the first idler gear 31G and the second idler gear 32G are arranged so as not to protrude from the rotary electric machine MG when viewed in the axial direction, it is possible to suppress an increase in the radial dimension of the vehicle drive device 100.

In the above description, with reference to FIGS. 8 and 9, the configuration in which the first driving device 100a and the second driving device 100b are provided with the planetary gear mechanism PS functioning as a speed reducer has been exemplified. A configuration in which the first output member 41 and the second output member 42 are connected to the output gear 2G without providing the mechanism PS may be employed.

[Other embodiments]
Other embodiments will be described below. The configuration of each embodiment described below is not limited to being applied alone, and can be applied in combination with the configuration of other embodiments as long as there is no contradiction.

(1) In the above description, the configuration in which the input gear 1G is integrally formed with the input shaft 1 is exemplified in both the first vehicle drive device 100A and the second vehicle drive device 100B. However, the input gear 1G may be formed separately from the input shaft 1 and connected to rotate integrally.

(2) In the first vehicle drive device 100A, the first idler gear 31G and the second idler gear 32G mesh with the input gear 1G at intervals of 180 degrees. In other words, the two idler gears 3G are exemplified as being in mesh with the input gear 1G evenly at a pitch of 180°. Further, in the second vehicle drive device 100B, the form in which the three idler gears 3G are meshed with each other at intervals of 120° is exemplified. In other words, the three idler gears 3G are exemplified as meshing with the input gear 1G evenly at a pitch of 120°. However, even if the plurality of idler gears 3G do not mesh with the input gear 1G at such strictly uniform intervals, it is sufficient if they mesh with the input gear 1G at approximately uniform intervals.

For example, in the first vehicle drive device 100A, the two idler gears 3G may be arranged on opposite sides of the input gear 1G. Further, in the second vehicle drive device 100B, they may be arranged around the input gear 1G at approximately equal intervals. That is, it is sufficient that the plurality of idler gears 3G mesh with the input gear 1G at different positions in the circumferential direction of the input gear 1G. For example, even if the intervals are not uniform, if the second idler gear 32G meshes with the input gear 1G at a position different from that of the first idler gear 31G in the circumferential direction of the input gear 1G, it acts on the input gear 1G at the meshing portion. The load can be reduced. For example, two idler gears may be arranged to mesh with the input gear 1G at an interval of 120°, and the other side may mesh at an interval of 240°.

(3) In the above, the planetary gear mechanism PS was illustrated as the differential gear mechanism DF, but it may be a bevel gear mechanism.

(4) In the above, the planetary gear mechanism PS as the differential gear mechanism DF illustrated a structure in which two second pinion gears PG2 mesh with one first pinion gear PG1. However, the planetary gear mechanism PS may have a structure in which one second pinion gear PG2 meshes with one first pinion gear PG1.

(5) In the above, a structure in which two idler gears 3G mesh with the input gear 1G and a structure in which three idler gears 3G mesh with the input gear 1G are illustrated. However, the structure may be such that four or more idler gears 3G mesh with the input gear 1G.

[Outline of embodiment]
An overview of the vehicle drive system (100) described above will be briefly described below.

As one aspect, the vehicle drive device (100) includes a rotating electric machine (MG) having a rotor (RT), an input shaft (1) that rotates integrally with the rotor (RT), and the input shaft ( 1) coaxially arranged and drivingly connected to the input shaft (1), an input gear (1G), a first output member (41) drivingly connected to the first wheel (W1), and a second wheel ( W2), and the driving force transmitted from the input shaft (1) side to the output gear (2G) is transferred between the first output member (41) and the second output member (42). A vehicle drive system (100) comprising a differential gear mechanism (DF) distributed to a member (42), a first idler gear (31G) and a second idler gear (32G), wherein the input gear ( 1G) and the output gear (2G) are arranged on different shafts parallel to each other, the first idler gear (31G) and the second idler gear (32G) have the same diameter and the same number of teeth, and the The first idler gear (31G) is in mesh with the input gear (1G) and the output gear (2G), and the second idler gear (32G) is in mesh with the input gear (1G) in the circumferential direction. It meshes with the input gear (1G) at a position different from the first idler gear (31G), and at a position different from the first idler gear (31G) in the circumferential direction of the output gear (2G). 2G).

According to this configuration, the first idler gear (31G) and the second idler gear (32G) mesh with the input gear (1G) and the output gear (2G), and the input shaft (1) in the vehicle drive device (100) can suppress the length in the direction (L) along the . In addition, since the first idler gear (31G) and the second idler gear (32G) mesh with each other at different positions in the circumferential direction of the input gear (1G), the input gear such as the input gear (1G) and the input shaft (1) The bending moment acting on the shaft members (1, 6) on which (1G) is arranged can be kept small. Therefore, it is easy to reduce the diameter of the input gear (1G) and the shaft members (1, 6). Since the size of the input gear (1G) and the shaft members (1, 6) can be reduced, a large reduction ratio can be set between the input gear (1G) and the output gear (2G), and the output gear It is also possible to reduce the diameter of (2G). That is, according to this configuration, it is possible to provide a compact vehicle drive device (100) that has a reduction gear mechanism with a reduced axial length while ensuring a required reduction ratio.

Further, the vehicle drive system (100) has a meshing position between the first idler gear (31G) and the input gear (1G) and a meshing position between the second idler gear (32G) and the input gear (1G). are arranged opposite to each other across the rotation axis (A1) of the input gear (1G).

Since the meshing positions of the two idler gears (3G) with the input gear (1G) are arranged at equal intervals in the circumferential direction of the input gear (1G), each idler gear (3G) and the input gear (1G) , the loads that the input gear (1G) receives from the idler gear (3G) act in directions that cancel each other out. Therefore, the bending moment acting on the input gear (1G) and the shaft members (1, 6) on which the input gear (1G) such as the input shaft (1) is arranged can be kept small. Further, according to this configuration, the meshing positions of the two idler gears (3G) with the input gear (1G) are arranged on opposite sides of the rotation axis (A1) of the input gear (1G). , the load that the input gear (1G) receives from the idler gear (3G) acts in opposite directions at the meshing portion between the two idler gears (3G) and the input gear (1G). Therefore, the effect of suppressing the bending moment acting on the input gear (1G) and the shaft members (1, 6) on which the input gear (1G) such as the input shaft 1 is arranged is large.

In addition, the vehicle drive device (100) is configured such that the input gear (1G) and the first idler gear (31G) are arranged such that the direction parallel to the rotation axis (A1) of the input gear (1G) is defined as an axial direction (L). , the second idler gear (32G), the output gear (2G), and the differential gear mechanism (DF) in the axial direction (L).

In this way, by arranging the arrangement areas in the axial direction (L) of all the gears forming the power transmission path from the input gear (1G) to the differential gear mechanism (DF) so as to overlap each other, these gears It is possible to reduce the size of the arrangement space in the axial direction (L). As a result, the size of the vehicle drive system (100) in the axial direction (L) can be reduced.

Further, the vehicle drive device (100) is configured such that the entire first idler gear (31G) and the second idler gear (31G) are arranged in an axial direction (L) parallel to the rotational axis (A1) of the input gear (1G). (32G) is preferably arranged so as to overlap with the rotating electric machine (MG) when viewed in the axial direction (L).

According to this configuration, the first idler gear (31G) and the second idler gear (32G) are arranged so as not to protrude from the outline of the rotating electric machine (MG) when viewed in the axial direction. As a result, it is possible to suppress an increase in the radial dimension of the vehicle drive device (100). Note that overlapping with the rotating electric machine (MG) in the axial direction is not limited to overlapping with the rotor (RT), but overlaps with the entire rotating electric machine (MG) including the stator when viewed in the axial direction. including doing

Further, in the vehicle drive system (100), the differential gear mechanism (DF) includes a planetary gear mechanism (PS) including a sun gear (SG), a carrier (CA), and a ring gear (RG), and the carrier (CA) includes a first pinion gear (PG1) that meshes with the ring gear (RG) and a second pinion gear (PG2) that meshes with the sun gear (SG). It is preferable that two second pinion gears (PG2) are meshed with each other.

With this configuration, the bending moment acting on the shaft of the sun gear (SG) can be kept small.

Further, the vehicle drive system (100) includes a transmission (7) arranged coaxially with the input shaft (1) for changing the speed of rotation of the input shaft (1) and outputting it to an intermediate shaft (6). Further, it is preferable that the input gear (1G) is provided so as to rotate integrally with the intermediate shaft (6).

According to this configuration, the first gear (1G) is driven to the input shaft (1) via the transmission (7), not limited to the case where the first gear (1G) is connected to the input shaft (1). Even when they are coupled, the bending moment acting on the shaft member (6) on which the input gear (1G) is arranged and the input gear (1G) can be kept small. Specifically, the bending moment acting on the intermediate shaft (6) on which the input gear (1G) is arranged and the input gear (1G) can be kept small.

1: input shaft, 1G: input gear, 2G: output gear, 3G: idler gear, 6: intermediate shaft, 7: transmission, 31G: first idler gear, 32G: second idler gear, 41: first output member, 42: Second output member, 100: vehicle driving device, 101: driving device, 102: driving device, 103: driving device, A1: first shaft (rotational axis of input gear), CA: carrier, DF: differential gear Mechanism, L: axial direction, MG: rotary electric machine, PG1: first pinion gear, PG2: second pinion gear, PS: planetary gear mechanism, RG: ring gear, RT: rotor, SG: sun gear, W: wheel, W1: first wheel, W2: second wheel

Claims

a rotating electric machine having a rotor;
an input shaft that rotates integrally with the rotor;
an input gear arranged coaxially with the input shaft and drivingly connected to the input shaft;
a first output member drivingly connected to the first wheel;
a second output member drivingly connected to the second wheel;
a differential gear mechanism that distributes the driving force transmitted from the input shaft side to the output gear to the first output member and the second output member;
A vehicle drive device comprising a first idler gear and a second idler gear,
The input gear and the output gear are arranged on different axes parallel to each other,
The first idler gear and the second idler gear have the same diameter and the same number of teeth,
the first idler gear meshes with the input gear and also meshes with the output gear;
The second idler gear meshes with the input gear at a position different from the first idler gear in the circumferential direction of the input gear, and the output gear at a position different from the first idler gear in the circumferential direction of the output gear. A vehicle drive that meshes with a gear.
2. A meshing position between said first idler gear and said input gear and a meshing position between said second idler gear and said input gear are arranged on opposite sides of each other with respect to the rotational axis of said input gear. 2. The vehicle driving device according to 1.
With a direction parallel to the rotation axis of the input gear as an axial direction,
3. The vehicle drive device according to claim 1, wherein said input gear, said first idler gear, said second idler gear, said output gear, and said differential gear mechanism overlap each other in said axial arrangement areas. .
With a direction parallel to the rotation axis of the input gear as an axial direction,
4. The apparatus according to any one of claims 1 to 3, wherein the entire first idler gear and the entire second idler gear are arranged so as to overlap with the rotating electrical machine when viewed in the axial direction along the axial direction. Vehicle drive.
The differential gear mechanism comprises a planetary gear mechanism comprising a sun gear, a carrier and a ring gear,
The carrier includes a first pinion gear that meshes with the ring gear and a second pinion gear that meshes with the sun gear,
The vehicle driving device according to any one of claims 1 to 4, wherein two of the second pinion gears mesh with one of the first pinion gears.
further comprising a transmission that is arranged coaxially with the input shaft and that changes the speed of rotation of the input shaft and outputs the speed to an intermediate shaft;
The vehicle drive device according to any one of claims 1 to 4, wherein the input gear is provided so as to rotate integrally with the intermediate shaft.