JP5682242B2 - Vehicle drive device - Google Patents

Description

  The present invention relates to a vehicle drive device, and in particular, for a four-axis vehicle in which a first drive unit having an engine and a first rotating machine and a second drive unit having a second rotating machine are arranged on different axes. The present invention relates to an improvement of a driving device (four-axle hybrid transaxle).

  (a) a first drive unit in which an engine, a first rotating machine, and a first output gear are respectively connected to the three rotating elements of the planetary gear unit; and (b) a second output that is rotationally driven by the second rotating machine. A second drive unit having a gear; and (c) a differential that transmits drive force from the first output gear and the second output gear via the input gear and distributes the drive force to the left and right drive wheels. A vehicle drive device having a gear device is known. The device described in Patent Document 1 is an example, and four-axis drive devices having various configurations in which the first drive unit and the second drive unit are arranged on different axes parallel to each other have been proposed.

JP 2001-246953 A

  However, in the apparatus described in Patent Document 1 (for example, FIG. 8), a counter shaft having a pair of reduction gears is provided in parallel with the first drive unit, and protrudes to the engine side in the vehicle width direction. When a damper device that suppresses vibration is provided, the diameter of the damper device is restricted, and there is a possibility that appropriate NV performance (performance that suppresses noise and vibration) and torque capacity of the torque limiter may not be obtained. That is, when the diameter of the damper device is increased, the diameter of the first output gear and the distance between the shafts are increased, the drive device becomes larger, and the mountability on the vehicle is deteriorated, while the counter shaft reaches the damper device. If it arrange | positions so that it may not, the axial direction dimension (dimension of a vehicle width direction) will become long, and the mounting property to a vehicle will deteriorate similarly.

  FIG. 24 of Patent Document 1 shows a drive device in which a first output gear, a second output gear, and an input gear of a differential gear device are arranged in one plane via an idle gear or the like and meshed in series. However, there is little freedom in setting the reduction ratio, and it is difficult to secure a sufficient reduction ratio for the second drive unit, in which a relatively large reduction ratio (for example, about 8 to 15) is desired.

  The present invention has been made in the background of the above circumstances, and an object thereof is to reduce the speed on the second drive unit side in a four-axis vehicle drive device having a first drive unit and a second drive unit. The object is to improve the NV performance while ensuring a compact ratio while ensuring the ratio.

In order to achieve such an object, the first invention provides (a) a first drive unit in which an engine, a first rotating machine, and a first output gear are respectively connected to three rotating elements of a planetary gear device; ) A second drive unit having a second output gear that is rotationally driven by the second rotating machine; and (c) a driving force is transmitted from the first output gear and the second output gear via the input gear; And a differential gear device that distributes the driving force to the left and right drive wheels. (D) The engine is connected to the planetary gear device via a damper device disposed in a transaxle housing. (E) The first drive unit is configured in the order of the first rotating machine, the planetary gear device, the first output gear, the damper device, and the engine from one end side in the vehicle width direction. Arranged on the axis S1 The first output gear is meshed with an idle gear disposed on a second axis S2 parallel to the first axis S1, and (f) the second drive unit is arranged from the one end side in the vehicle width direction. The second rotating machine and the second output gear are arranged in the order of the third axis S3 parallel to the first axis S1, and the second output gear is parallel to the third axis S3. Meshed with a first reduction gear having more teeth than the second output gear disposed on the four axis S4, and (g) the first reduction gear is a counter disposed on the fourth axis S4. The counter shaft is integrally provided with a second reduction gear having a smaller number of teeth than the first reduction gear, and is integrally formed on the one end side in the vehicle width direction with respect to the first reduction gear. (H) the input gear includes the idle gear and the When meshed with one or both of the second reduction gears, the driving force of the first drive unit is transmitted from the idle gear directly to the input gear or via the second reduction gear to the input gear. The driving force of the part is transmitted to the input gear directly from the second reduction gear or via the idle gear, and (i) meshing between the second output gear and the first reduction gear The position is determined within the transaxle housing at the one end side of the transaxle housing to which the engine is fixed in the vehicle width direction, and is positioned to wrap with the damper device. It is characterized by.

The second invention includes (a) a first drive unit in which an engine, a first rotating machine, and a first output gear are coupled to the three rotating elements of the planetary gear unit, respectively, and (b) a rotational drive by the second rotating machine. A second drive unit having a second output gear, and (c) a driving force is transmitted from the first output gear and the second output gear via the input gear, and the driving force is transmitted to the left and right drive wheels. (D) the engine is connected to the planetary gear device via a damper device disposed in a transaxle housing, and (e) The first drive unit is disposed on the first axis S1 in the order of the first rotating machine, the planetary gear device, the first output gear, the damper device, and the engine from one end side in the vehicle width direction. And the first output gear is Meshed with an idle gear disposed on a second axis S2 parallel to the axis S1, (f) the second drive unit from the one end side in the vehicle width direction, the second rotating machine, the second output The second output gear is arranged on the fourth axis S4 parallel to the third axis S3 and arranged on the third axis S3 parallel to the first axis S1 in the order of the gears. (G) The first reduction gear is integrally provided on the counter shaft disposed on the fourth axis S4. (G) The first reduction gear has a larger number of teeth than the two-output gear. The counter shaft is integrally provided with a second speed reduction gear having a smaller number of teeth than the first speed reduction gear on the opposite side of the one end side in the vehicle width direction from the first speed reduction gear. (H) the idle gear is engaged with the first reduction gear Engaged with the vehicle, the driving force of the first drive unit is transmitted from the first output gear to the input gear via the idle gear, the first reduction gear, and the second reduction gear, and the second drive. The driving force of the part is transmitted from the second output gear to the input gear via the first reduction gear and the second reduction gear, and (i) the second reduction gear, the input gear, Is engaged with the damper device in the transaxle housing on the one end side of the engine mating surface of the transaxle housing to which the engine is fixed in the vehicle width direction. It is characterized by being.

  In such a vehicle drive device, since the first output gear of the first drive unit is meshed with the idle gear, while ensuring the setting of the diameter size of the first output gear and the degree of freedom of the arrangement of each shaft, It is possible to increase the diameter of the damper device, and it becomes easy to ensure the NV performance and the torque capacity of the torque limiter without increasing the size in the axial direction, that is, the vehicle width direction. Since a counter shaft having a pair of reduction gears is not used, the degree of freedom in setting the reduction ratio on the first drive unit side is limited, but the reduction ratio of the engine output may be relatively small (for example, about 2 to 5). Therefore, it can be ensured by, for example, reduction by the input gear of the differential gear device.

On the other hand, on the second drive unit side, since a counter shaft having a pair of first reduction gear and second reduction gear is provided, the reduction ratio can be set with a high degree of freedom (for example, about 8 to 15). ) Can be easily secured. Of the pair of first reduction gear and second reduction gear, the reduction gear on the opposite side to the one end side in the vehicle width direction, specifically the first reduction gear in the first invention and the second reduction gear in the second invention. Is disposed in the transaxle housing on one end side of the engine mating surface of the transaxle housing to which the engine is fixed in the vehicle width direction, and is disposed at a position where it wraps with the damper device. The distance between the differential gear device and the first drive unit is kept small compared with the case where the vehicle is protruded to the engine side while keeping the dimension in the vehicle width direction as short as possible, and the device is compact as a whole. Composed.

  In the second invention, the first drive unit can be decelerated in two stages according to the gear ratio between the first output gear and the first reduction gear and the gear ratio between the second reduction gear and the input gear. The degree of freedom in setting the reduction ratio on the first drive unit side is increased. In addition, since the second reduction gear and the input gear mesh with each other independently, it is possible to freely change their gear ratio (diameter-size ratio) without affecting other gears, The reduction ratio can be easily adjusted.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure explaining the vehicle drive device which is one Example of this invention, (a) is the gear block diagram which expanded and showed 4 axis | shafts, (b) is the gear arrangement | positioning view seen from the vehicle left side. 4A and 4B are diagrams illustrating another embodiment of the present invention, in which FIG. 4A is a gear configuration diagram in which four shafts are developed, and FIG. 4B is a gear arrangement diagram viewed from the left side of the vehicle. FIG. 4 is a diagram for explaining still another embodiment of the present invention, in which (a) is a gear configuration diagram showing four shafts expanded, and (b) is a gear arrangement diagram viewed from the left side of the vehicle. FIG. 4 is a diagram for explaining still another embodiment of the present invention, in which (a) is a gear configuration diagram showing four shafts expanded, and (b) is a gear arrangement diagram viewed from the left side of the vehicle.

  The drive device of the present invention is a so-called four-axle hybrid transaxle, which is preferably used for FF (front engine / front drive) type vehicles, and has dimensions in the vehicle width direction due to wheel steering. Since it is restricted, it is strongly desired to make it compact. However, the present invention can also be applied to RR (rear engine / rear drive) type vehicles and four-wheel drive vehicles.

  The first drive unit includes an engine such as an internal combustion engine that generates power by the combustion of fuel and a first rotating machine, and the engine and the first rotating machine are connected via a planetary gear unit. The gear device may be a single pinion type or a double pinion type, and may be configured by combining two or more sets as necessary. In the case of the single pinion type, for example, the engine is connected to the sun gear, the first rotating machine is connected to the carrier, and the first output gear is connected to the ring gear, but the engine is connected to the carrier and the first rotating machine is used as the sun gear. Various modes are possible, for example, the first output gear can be connected to the ring gear. In the case of the double pinion type, for example, the engine is connected to the sun gear, the first rotating machine is connected to the ring gear, and the first output gear is connected to the carrier, but the engine is connected to the ring gear and the first rotating machine is connected to the sun gear. It is possible to connect the first output gear to the carrier, and various modes are possible.

  The rotating machine is a rotating electric machine, specifically, an electric motor, a generator, or a motor generator that can selectively obtain the functions of both, and the first rotating machine of the first drive unit is A motor generator is preferably used, but an electric motor or a generator can also be adopted. A motor generator is preferably used as the second rotating machine of the second drive unit, but an electric motor can also be adopted.

  As a differential gear device, a bevel gear type is widely used, but a planetary gear type can also be adopted. The damper device is for suppressing transmission of engine vibration and is configured to include an elastic body (spring or the like) that allows a predetermined relative rotation, but if necessary, a torque limiter (friction clutch or the like) A flywheel may be provided.

  In the first invention, the input gear is meshed with one or both of the idle gear and the second reduction gear. For example, the input gear is meshed with both the idle gear and the second reduction gear. The driving force of the first driving unit is transmitted from the first output gear to the input gear via the idle gear, while the driving force of the second driving unit is transmitted from the second output gear to the first reduction gear and the second reduction gear. It is transmitted to the input gear. When the input gear is meshed only with the idle gear, the second reduction gear is meshed with the idle gear, and the driving force of the first drive unit is transmitted from the first output gear to the input gear via the idle gear, The driving force of the two driving units is transmitted from the second output gear to the input gear through the first reduction gear, the second reduction gear, and the idle gear. When the input gear is meshed only with the second reduction gear, the idle gear is meshed with the second reduction gear, and the driving force of the first drive unit passes from the first output gear through the idle gear and the second reduction gear. While being transmitted to the input gear, the driving force of the second drive unit is transmitted from the second output gear to the input gear via the first reduction gear and the second reduction gear.

  In the first aspect of the invention, the meshing position of the second output gear and the first reduction gear is determined at a position that is one end side of the engine in the vehicle width direction and wraps with the damper device. That is, generally, the damper device is arranged in the transaxle housing, and the engine is integrally fixed to the engine mating surface provided in the transaxle housing, but the second in the transaxle housing up to the engine mating surface. An output gear and a first reduction gear are disposed. The second reduction gear and the input gear of the second invention are also disposed in the transaxle housing up to the engine mating surface.

  In such a drive device, the positional relationship of the respective axes including the first axis S1 to the fourth axis S4 and the fifth axis S5 of the differential gear device is appropriately set in consideration of the mounting conditions on the vehicle and the like. However, for example, the first axis S1 of the first drive unit is set to the foremost side of the vehicle, the third axis S3 of the second drive unit is set obliquely above and rearward of the first axis S1, and the fifth gear of the differential gear device is set. The axis S5 is set between the first axis S1 and the third axis S3 in the vehicle front-rear direction and obliquely below the first axis S1.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a diagram for explaining a vehicle drive device 10 according to an embodiment of the first invention. FIG. 1 (a) is a gear configuration diagram showing a plurality of shafts expanded, and FIG. It is the state seen from the vehicle left side in the gear arrangement diagram shown. These figures are schematic views, and do not show the diameter dimension or axial dimension of each part in an accurate ratio. Further, in FIG. 1 (a), a differential gear device 16 having a ring gear Ring meshing with the idle gear Gi is separately shown, and the ring gear Ring is shown in the vehicle width direction (the left-right direction in FIG. 1 (a)). ) At the same position as the idle gear Gi , the first output gear Ev, and the second reduction gear Mn2. The same applies to FIGS. 2 to 4 of other embodiments.

  The vehicle drive device 10 includes a first drive unit 12 disposed on the first axis S1 and a second drive unit 14 disposed on the third axis S3. The first drive unit 12 includes: The engine E / G, the first motor generator MG1, and the first output gear Ev are connected to the three rotating elements of the planetary gear device PG, respectively. In this embodiment, the planetary gear device PG is composed of a single planetary gear device of a single pinion type, and an engine E / G is connected to the sun gear via a damper device Tl with a torque limiter and is connected to the carrier. The first motor generator MG1 is connected, and the first output gear Ev is connected to the ring gear. First motor generator MG1 corresponds to a first rotating machine.

  The first drive unit 12 is connected to the first motor generator MG1, the planetary gear device PG, the first output gear Ev, the damper device Tl, and the engine E / G from one end side in the vehicle width direction (left side in FIG. 1 (a)). It arrange | positions on the substantially horizontal 1st axis line S1 in order. The first output gear Ev is meshed with the idle gear Gi disposed on the second axis S2 parallel to the first axis S1, and the idle gear Gi is also parallel to the first axis S1. It is meshed with the ring gear Ring of the differential gear device 16 disposed on the fifth axis S5. The differential gear device 16 is a bevel gear type, and distributes driving force to the left and right axles Dsh via a bevel gear provided inside the differential case Dc, so that left and right front wheels (not shown) are rotationally driven. The differential gear device 16 is arranged such that a large-diameter portion that accommodates a bevel gear or the like is located on the opposite side of the ring gear Ring from one end side in the vehicle width direction (left side in FIG. 1A). The number of teeth of the first output gear Ev is smaller than that of the ring gear Ring, and the rotation output from the first output gear Ev of the first drive unit 12 is a gear ratio between the first output gear Ev and the ring gear Ring. Deceleration is performed at a predetermined reduction ratio. The ring gear Ring corresponds to an input gear.

  The second drive unit 14 includes a second motor generator MG2 and a second output gear Mv that is rotationally driven by the second motor generator MG2, and is on a third axis S3 parallel to the first axis S1. The second motor generator MG1 and the second output gear Mv are arranged in this order from the one end side in the vehicle width direction (left side in FIG. 1 (a)). The second output gear Mv is meshed with a first reduction gear Mn1 that is integrally attached to a counter shaft 18 disposed on a fourth axis S4 parallel to the third axis S3. The number of teeth of the second output gear Mv is smaller than that of the first reduction gear Mn1, and the counter shaft 18 is rotated at a reduced speed with a predetermined reduction ratio. The meshing position of the second output gear Mv and the first reduction gear Mn1 is the one end side (the left side in FIG. 1 (a)) of the engine E / G in the vehicle width direction, and the damper device Tl. And the position where it wraps. That is, the damper device Tl is disposed in a transaxle housing (not shown), and the engine E / G is integrated with an engine mating surface (the left end of the engine E / G in FIG. 1A) provided in the transaxle housing. The second output gear Mv and the first reduction gear Mn1 are disposed in the transaxle housing up to the engine mating surface. The differential gear device 16 arranged so that the differential case Dc protrudes to the engine E / G side from the ring gear Ring is also arranged so that the differential case Dc is substantially accommodated in the transaxle housing up to the engine mating surface. Yes. The second motor generator MG2 corresponds to a second rotating machine.

  The counter shaft 18 is integrated with a second reduction gear Mn2 having fewer teeth than the first reduction gear Mn1 on the one end side in the vehicle width direction (left side in FIG. 1A) of the first reduction gear Mn1. And is engaged with the idle gear Gi. As a result, the driving force of the second drive unit 14 is transmitted from the second output gear Mv to the ring gear Ring via the first reduction gear Mn1, the second reduction gear Mn2, and the idle gear Gi, and left and right by the differential gear device 16. Is distributed to the axle Dsh. The number of teeth of the second output gear Mn2 is smaller than that of the ring gear Ring, and the rotation output from the second output gear Mv of the second drive unit 14 is the gear ratio between the second output gear Mv and the first reduction gear Mn1. Deceleration is performed in two stages, that is, a reduction that is determined and a reduction that is determined by the gear ratio between the second reduction gear Mn2 and the ring gear Ring, and is reduced at a reduction ratio larger than that of the first drive unit 12 and transmitted to the differential gear device 16. .

  As is clear from FIG. 1B, the positional relationship between the first axis S1 to the fifth axis S5 is such that the first axis S1 of the first drive unit 12 is set at the foremost side of the vehicle, and the second drive unit 14 The third axis S3 of the differential gear device 16 is set to be obliquely above and rearward of the first axis S1 at the rearmost side of the vehicle, and the fifth axis S5 of the differential gear device 16 includes the first axis S1 and the third axis S3 in the vehicle longitudinal direction. Between the first axis S1 and obliquely below the first axis S1. Further, the second axis S2 on which the idle gear Gi is arranged is set between the first axis S1 and the fifth axis S5 in the longitudinal direction of the vehicle and at an upper position of a line segment connecting them, and the counter shaft 18 Is arranged between the second axis S2 and the third axis S3 in the longitudinal direction of the vehicle and is set at an upper position of the line segment connecting them.

  In such a vehicle drive device 10, since the first output gear Ev of the first drive unit 12 is meshed with the idle gear Gi, the setting of the diameter of the first output gear Ev and the degree of freedom of arrangement of the respective shafts. It is possible to increase the diameter dimension of the damper device Tl while securing the NV performance, and it becomes easy to ensure the NV performance and the torque capacity of the torque limiter without increasing the dimension in the axial direction, that is, the vehicle width direction. Since a counter shaft having a pair of reduction gears is not used, the degree of freedom in setting the reduction ratio on the first drive unit 12 side is limited, but the reduction ratio of the engine output may be relatively small (for example, about 2 to 5). Therefore, a predetermined reduction ratio can be ensured only by the reduction by the gear ratio between the first output gear Ev and the ring gear Ring.

On the other hand, since the counter shaft 18 having a pair of the first reduction gear Mn1 and the second reduction gear Mn2 is provided on the second drive unit 14 side, the reduction ratio can be set with a high degree of freedom (for example, a sufficient reduction ratio). 8-15) can be easily secured. The reduction gear on the opposite side to the one end side (the left side in FIG. 1 (a)) of the pair of first reduction gear Mn1 and second reduction gear Mn2 in the vehicle width direction, that is, the first reduction gear Mn1 one end side of the engine mating surface of the transaxle housing the engine E / G is fixed in the width direction a within the transaxle housing (the left side in FIG. 1 (a)), in a position to wrap the damper device Tl Since the second output gear Mv is engaged with the second output gear Mv, the differential gear device 16 is compared with the case where it is arranged to protrude to the engine E / G side while maintaining the dimension in the vehicle width direction as short as possible in the axial direction. The distance between the engine E / G and the distance between the engine E / G (distance between the shafts S1 and S5) is kept small, and the apparatus is configured compactly as a whole.

  Hereinafter, other embodiments of the present invention will be described. In the following embodiments, parts that are substantially the same as those in the above embodiments are denoted by the same reference numerals, and detailed description thereof is omitted.

  2 is a case where the second reduction gear Mn2 is directly meshed with the ring gear Ring of the differential gear device 16 without meshing with the idle gear Gi as compared with the first embodiment. In this case, the driving force of the first driving unit 12 is transmitted from the first output gear Ev to the ring gear Ring through the idle gear Gi as in the first embodiment, but the driving force of the second driving unit 14 is the second driving force. It is transmitted from the output gear Mv to the ring gear Ring via the first reduction gear Mn1 and the second reduction gear Mn2. In the present embodiment, since the number of axes from the second drive unit 14 to the differential gear device 16 is reduced by one compared to the first embodiment, the rotation direction of the second drive unit 14 is reversed. The fourth axis S4 on which the counter shaft 18 is arranged is set between the third axis S3 and the fifth axis S5 in the vertical direction and on the vehicle rear side with respect to the line segment connecting them. The second axis S2 on which the idle gear Gi is arranged is set obliquely above and behind the first axis S1 as in the first embodiment. However, as shown by the alternate long and short dash line, the first axis S1 and the fifth axis S5 It can also be arranged on the opposite side (downward) across the line segment connecting the two.

  Also in this embodiment, the same effects as those of the first embodiment can be obtained. In addition, since it is not necessary to mesh the idle gear Gi and the second reduction gear Mn2, the degree of freedom in setting the reduction ratio of the first drive unit 12 and the second drive unit 14 is increased, and the first axes S1 to S1. The degree of freedom of arrangement of each axis of the fifth axis S5 is also increased, and a more compact configuration can be achieved.

  3 is a case where the second reduction gear Mn2 is meshed with the ring gear Ring instead of meshing the idle gear Gi with the ring gear Ring as compared with the first embodiment. In this case, the driving force of the first driving unit 12 is transmitted from the first output gear Ev to the ring gear Ring via the idle gear Gi and the second reduction gear Mn2, and the driving force of the second driving unit 14 is transmitted to the second output gear Ev. The gear Mv is transmitted to the ring gear Ring through the first reduction gear Mn1 and the second reduction gear Mn2. In the present embodiment, the number of axes from the first drive unit 12 to the differential gear device 16 is increased by one compared to the first embodiment, while the number of shafts from the second drive unit 14 to the differential gear device 16 is increased. Since the number of axes is reduced by one compared to the first embodiment, the rotation directions of the first drive unit 12 and the second drive unit 14 are reversed compared to the first embodiment. The fourth axis S4 in which the counter shaft 18 is arranged is set obliquely forward and lower than the third axis S3, and the second axis S2 in which the idle gear Gi is arranged is the first axis S1 in the vehicle longitudinal direction. And the fourth axis S4, and is set above the line segment connecting them. Also in this embodiment, the same effects as those of the first embodiment can be obtained.

  4 is different from the first embodiment in that the positions of the first reduction gear Mn1 and the second reduction gear Mn2 provided on the countershaft 18 are opposite to each other, and the second reduction gear Mn2 is the engine 10. It is attached to the side opposite to the one end side (left side in FIG. 4 (a)) in the vehicle width direction. The idle gear Gi is meshed with the first reduction gear Mn1, and the second reduction gear Mn2 is meshed with the ring gear Ring of the differential gear device 16. In this case, the driving force of the first drive unit 12 is transmitted from the first output gear Ev to the ring gear Ring via the idle gear Gi, the first reduction gear Mn1, and the second reduction gear Mn2, while the second drive unit 14 Is transmitted from the second output gear Mv to the ring gear Ring via the first reduction gear Mn1 and the second reduction gear Mn2. The number of teeth of the first output gear Ev is smaller than that of the first reduction gear Mn1, and the rotation output from the first output gear Ev of the first drive unit 12 is between the first output gear Ev and the first reduction gear Mn1. The speed is reduced in two stages according to the gear ratio and the gear ratio between the second reduction gear Mn2 and the ring gear Ring. In the present embodiment, the number of axes from the first drive unit 12 to the differential gear device 16 is increased by one compared to the first embodiment, while the number of shafts from the second drive unit 14 to the differential gear device 16 is increased. Since the number of axes is reduced by one compared to the first embodiment, the rotation directions of the first drive unit 12 and the second drive unit 14 are reversed compared to the first embodiment.

  The fourth axis S4 in which the counter shaft 18 is arranged is set obliquely forward and lower than the third axis S3, and the second axis S2 in which the idle gear Gi is arranged is the first axis S1 and the first axis S1 in the vehicle longitudinal direction. It is set above the line segment connecting the four axes S4. The idle gear Gi can be arranged on the opposite side (downward) across a line segment connecting the first axis S1 and the fourth axis S4 as indicated by a one-dot chain line.

  The meshing position of the second reduction gear Mn2 and the ring gear Ring is at the one end side (left side in FIG. 4 (a)) of the engine E / G in the vehicle width direction and at a position that wraps with the damper device Tl. The second reduction gear Mn2 and the ring gear Ring are disposed in the transaxle housing up to the engine mating surface. Further, the differential case Dc of the differential gear device 16 is provided in the left-right direction opposite to that of the first embodiment, and a large-diameter portion that accommodates a bevel gear or the like is one end side in the vehicle width direction from the ring gear Ring (FIG. 4A). And the interference with the engine E / G is suppressed.

Also in the present embodiment, the reduction gear on the opposite side to the one end side (the left side in FIG. 4 (a)) in the vehicle width direction of the pair of the first reduction gear Mn1 and the second reduction gear Mn2, that is, the second reduction gear Mn2 Is in the transaxle housing on one end side (left side in FIG. 4 (a)) of the transaxle housing to which the engine E / G is fixed in the vehicle width direction, and the damper device Tl and the lap Is engaged with the ring gear Ring at a position where the differential gear device 16 protrudes to the engine E / G side while maintaining the dimension in the axial direction, that is, the vehicle width direction as short as possible. The distance between the engine and the engine E / G (distance between the shafts S1 and S5) is kept small, and the device can be configured compactly as a whole. Same effects as in Example 1 is obtained.

  Further, the rotation output from the first output gear Ev of the first drive unit 12 includes the gear ratio between the first output gear Ev and the first reduction gear Mn1, and the teeth between the second reduction gear Mn2 and the ring gear Ring. Since the speed is reduced in two stages according to the number ratio, the degree of freedom in setting the speed reduction ratio on the first drive unit 12 side is increased.

  In addition, since the second reduction gear Mn2 and the ring gear Ring are individually meshed with each other, it is possible to freely change the gear ratio (diameter ratio) without affecting other gears. The reduction ratio can be easily adjusted.

  As mentioned above, although the Example of this invention was described in detail based on drawing, these are one Embodiment to the last, This invention is implemented in the aspect which added the various change and improvement based on the knowledge of those skilled in the art. be able to.

  DESCRIPTION OF SYMBOLS 10, 20, 30, 40: Vehicle drive device 12: 1st drive part 14: 2nd drive part 16: Differential gear apparatus 18: Counter shaft E / G: Engine MG1: 1st motor generator (1st rotary machine) MG2: second motor generator (second rotating machine) Tl: damper device Ev: first output gear PG: planetary gear device Gi: idle gear Mv: second output gear Mn1: first reduction gear Mn2: second reduction gear Ring: Ring gear (input gear)

Claims (2)

A first drive unit in which an engine, a first rotating machine, and a first output gear are respectively connected to the three rotating elements of the planetary gear unit;
A second drive unit having a second output gear driven to rotate by a second rotating machine;
A differential gear device that transmits a driving force from the first output gear and the second output gear via an input gear and distributes the driving force to left and right driving wheels;
In the vehicle drive device having
The engine is connected to the planetary gear device via a damper device disposed in a transaxle housing ;
The first drive unit is disposed on the first axis S1 in the order of the first rotating machine, the planetary gear device, the first output gear, the damper device, and the engine from one end side in the vehicle width direction. The first output gear is meshed with an idle gear disposed on a second axis S2 parallel to the first axis S1.
The second drive unit is disposed on a third axis S3 parallel to the first axis S1 in the order of the second rotating machine and the second output gear from the one end side in the vehicle width direction. The second output gear is meshed with a first reduction gear having more teeth than the second output gear arranged on the fourth axis S4 parallel to the third axis S3.
The first reduction gear is provided integrally with a counter shaft disposed on the fourth axis S4, and a second reduction gear having a smaller number of teeth than the first reduction gear is provided on the counter shaft. It is integrally provided on the one end side in the vehicle width direction from the first reduction gear,
The input gear is meshed with one or both of the idle gear and the second reduction gear, and the driving force of the first drive unit is input directly from the idle gear or via the second reduction gear. Transmitted to the gear, and the driving force of the second drive unit is transmitted to the input gear directly from the second reduction gear or via the idle gear,
The meshing position of the second output gear and the first reduction gear is in the transaxle housing on the one end side of the engine mating surface of the transaxle housing to which the engine is fixed in the vehicle width direction. The vehicle drive device is defined at a position where it wraps with the damper device. A first drive unit in which an engine, a first rotating machine, and a first output gear are respectively connected to the three rotating elements of the planetary gear unit;
A second drive unit having a second output gear driven to rotate by a second rotating machine;
A differential gear device that transmits a driving force from the first output gear and the second output gear via an input gear and distributes the driving force to left and right driving wheels;
In the vehicle drive device having
The engine is connected to the planetary gear device via a damper device disposed in a transaxle housing ;
The first drive unit is disposed on the first axis S1 in the order of the first rotating machine, the planetary gear device, the first output gear, the damper device, and the engine from one end side in the vehicle width direction. The first output gear is meshed with an idle gear disposed on a second axis S2 parallel to the first axis S1.
The second drive unit is disposed on a third axis S3 parallel to the first axis S1 in the order of the second rotating machine and the second output gear from the one end side in the vehicle width direction. The second output gear is meshed with a first reduction gear having more teeth than the second output gear arranged on the fourth axis S4 parallel to the third axis S3.
The first reduction gear is provided integrally with a counter shaft disposed on the fourth axis S4, and a second reduction gear having a smaller number of teeth than the first reduction gear is provided on the counter shaft. The first reduction gear is integrally provided on the side opposite to the one end side in the vehicle width direction and meshed with the input gear,
The idle gear is meshed with the first reduction gear, and the driving force of the first drive unit is transmitted from the first output gear to the input gear through the idle gear, the first reduction gear, and the second reduction gear. The driving force of the second drive unit is transmitted from the second output gear to the input gear through the first reduction gear and the second reduction gear.
The meshing position of the second reduction gear and the input gear is within the transaxle housing on the one end side with respect to the engine mating surface of the transaxle housing to which the engine is fixed in the vehicle width direction. A vehicle drive device characterized in that the vehicle drive device is defined at a position where it wraps with the damper device.

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