WO2023074806A1

WO2023074806A1 - Drive transmission device for vehicle

Info

Publication number: WO2023074806A1
Application number: PCT/JP2022/040192
Authority: WO
Inventors: 辻本勝弘; 磯野宏; 野中典昭; 山口真矢; 藤川実香
Original assignee: 株式会社アイシン
Priority date: 2021-10-29
Filing date: 2022-10-27
Publication date: 2023-05-04

Abstract

According to the present invention, a first sun gear (S51), a first pinion gear (P51), and a first ring gear, of a first speed reducer (51), and a second sun gear (S52), a second pinion gear (P52), and a second ring gear, of a second speed reducer (52), are helical gears. A first output element (E31) of a differential gear mechanism (3) and the first sun gear (S51) are linked by a first linking mechanism (41), and a second output element (E32) of the differential gear mechanism (3) and the second sun gear (S52) are linked by a second linking mechanism (42). The first linking mechanism (41) includes a first thrust force generating unit (43), and the second linking mechanism (42) includes a second thrust force generating unit (44).

Description

Vehicle drive transmission device

The present invention relates to a vehicle drive transmission device that includes a differential gear mechanism that distributes driving force from a driving force source and a speed reducer that reduces the output from the differential gear mechanism.

In US Patent Application Publication No. 2020/0127532 (Patent Document 1), a bevel gear type differential gear mechanism (211) is provided radially inside a hollow rotor shaft (207) of a motor as a driving force source. and a planetary gear mechanism (603) that constitutes a speed reducer coaxially with a rotor shaft (207) and a differential gear mechanism (211). The numbers inside are those of the referenced literature.). The sun gear and pinion gear of the planetary gear mechanism (603) are helical gears, and this sun gear is connected to the output gear of the differential gear mechanism (211).

U.S. Patent Application Publication No. 2020/0127532

In this way, when the sun gear of the planetary gear mechanism is a helical gear, the so-called thrust force is generated in the direction along the rotation axis (the rotation axis of the sun gear) due to the reaction force of the engagement between the sun gear and the pinion gear. In order to reduce friction loss due to this thrust force, a shaft member that connects the sun gear and the output gear of the differential gear mechanism is generally supported by a thrust bearing, thrust washer, or the like. As a result, the drive transmission device for a vehicle tends to be large, and the number of parts tends to increase, leading to an increase in cost.

Therefore, it is desired to provide a vehicle drive transmission device that can reduce the thrust force generated in a planetary gear type speed reducer having a helical sun gear with a simple configuration.

In view of the above, a vehicle drive transmission device includes an input member drivingly connected to a driving force source, a first output member drivingly connected to a first wheel, and a second output member drivingly connected to a second wheel. , an input element connected to rotate integrally with the input member, a first output element, and a second output element, wherein torque transmitted from the input member to the input element is transmitted to the first output element and the second output element; a first reduction gear that reduces the rotation of the first output element and transmits it to the first output member; and reduces the rotation of the second output element. and a second speed reducer for transmitting power to the second output member, wherein the first speed reducer rotatably supports a first sun gear and a plurality of first pinion gears. A planetary gear mechanism comprising a first carrier and a first ring gear, wherein the first sun gear, the plurality of first pinion gears, and the first ring gear are helical gears, and the second reduction gear: A planetary gear mechanism comprising a second sun gear, a second carrier that rotatably supports a plurality of second pinion gears, and a second ring gear, wherein the second sun gear, the plurality of second pinion gears, and the second ring gear is a helical gear, the first output element and the first sun gear are coaxially arranged and connected by a first connection mechanism, and the second output element and the second sun gear are They are coaxially arranged and connected by a second connection mechanism, and the first connection mechanism is adapted to connect the first sun gear and the first sun gear according to the torque transmitted between the first output element and the first sun gear. A first thrust force generator that generates a thrust force in a direction opposite to a thrust force acting on the first sun gear by meshing with the plurality of first pinion gears, and the second coupling mechanism includes the second output element and the In accordance with the torque transmitted between the second sun gear and the second sun gear, meshing between the second sun gear and the plurality of second pinion gears generates a thrust force in the direction opposite to the thrust force acting on the second sun gear. 2 thrust force generators.

According to this configuration, the thrust force acting on the first sun gear due to the meshing between the first sun gear and the plurality of first pinion gears can be reduced by the thrust force generated by the first thrust force generating section, and the second Thrust force acting on the second sun gear due to meshing between the sun gear and the plurality of second pinion gears can be reduced by the thrust force generated by the second thrust force generator. Therefore, bearings, washers, etc. for supporting the first sun gear and the second sun gear in the axial direction can be eliminated or simplified. Thus, according to this configuration, it is possible to provide a vehicle drive transmission device that can reduce the thrust force generated in a planetary gear type speed reducer having a helical sun gear with a simple configuration.

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

Axial sectional view showing an example of a vehicle drive system Axial enlarged cross-sectional view of vehicle drive system Skeleton diagram of a vehicle drive system Exploded perspective view of differential gear mechanism Axial front view of the differential gear mechanism viewed from the first side in the axial direction Axial front view of the differential gear mechanism viewed from the axial second side Axial front view of reducer The figure which shows the effect|action of the thrust force production|generation part in a connection member. Velocity diagram of vehicle drive system Axial front view showing a configuration example of a second differential gear mechanism Axial sectional view showing a configuration example of the second differential gear mechanism Axial front view showing a configuration example of a third differential gear mechanism Axial sectional view showing a configuration example of the third differential gear mechanism

An embodiment of a vehicle drive transmission device will be described below with reference to the drawings. The direction of each member in the following description represents the direction when the vehicle drive transmission device 100 is installed 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). Although the structure of the vehicle drive transmission device 100 will be described later, the vehicle drive transmission device 100 includes a differential gear mechanism 3 having an input element E30, a first output element E31, and a second output element E32. An axial direction L is defined as a direction along the rotation axis X of the first output element E31 and the second output element E32. One side in the axial direction L is defined as a first axial side L1, the other side in the axial direction L is defined as a second axial side L2, and a direction orthogonal to the axial direction L is defined as a radial direction R. Furthermore, in the radial direction R, the side of the rotation axis X is called the radial inner side R1, and the opposite side is called the radial outer side R2.

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. Further, in this specification, with respect to the arrangement of two members, the phrase “the arrangement regions in the axial direction overlap” means that the arrangement region of one member in the axial direction includes at least the arrangement region of the other member in the axial direction. 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 rotate integrally. It includes a state in which the two rotating elements are connected, or a state in which the two rotating elements are connected so as to be able to transmit driving force via one or more transmission members (shafts, gears, etc.). Incidentally, the transmission 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.

In the following explanation, when the term "diameter" is used for gears, splines, etc., it means the diameter of the root circle, which is the diameter of the circle connecting the roots of the teeth, and the diameter of the circle connecting the tips of the teeth, which is the tip diameter. The pitch circle diameter (reference circle diameter), which is the diameter of the circle connecting the pitch points, is shown instead of the circle diameter.

As shown in the axial cross-sectional view of FIG. 1 and the skeleton diagram of FIG. A first output member 91, a second output member 92 drivingly connected to the second wheel W2, and a differential gear mechanism 3 that distributes torque from the driving force source 8 to the first output member 91 and the second output member 92. , a first speed reducer 51 that decelerates the rotation from the differential gear mechanism 3 and transmits it to the first output member 91 , and a second speed reducer that decelerates the rotation from the differential gear mechanism 3 and transmits it to the second output member 92 . 2 speed reducer 52 is provided. The differential gear mechanism 3 includes an input element E30, a first output element E31, and a second output element E32 that are connected to rotate integrally with the input member 1. The input member 1 to the input element E30 is distributed to the first output element E31 and the second output element E32. The first speed reducer 51 reduces the speed of rotation of the first output element E31 and transmits it to the first output member 91 . The second reduction gear 52 reduces the speed of rotation of the second output element E32 and transmits it to the second output member 92 .

In the present embodiment, the driving force source 8 is a rotating electric machine 80 having a rotor 81, and the input member 1 is a rotor shaft 10 that rotates integrally with the rotor 81. However, the driving force source 8 may be of another form such as an internal combustion engine, and the input member 1 may also be a rotating member drivingly connected to the internal combustion engine. In this embodiment, the input element E30 of the differential gear mechanism 3 is coupled to rotate integrally with the rotor shaft 10 . Further, as will be described later, in the present embodiment, the first reduction gear 51 and the second reduction gear 52 have the same configuration, and will be simply referred to as the reduction gear 5 when they are not distinguished from each other. Similarly, when the first output member 91 and the second output member 92 are not distinguished, they are collectively called the output member 9, and when the first wheel W1 and the second wheel W2 are not distinguished, they are collectively called the wheel W.

Further, in this embodiment, the vehicle drive transmission device 100 in which the power transmission path is formed in the order of the input member 1, the differential gear mechanism 3, the speed reducer 5, and the output member 9 will be described as an example. However, this does not prevent the vehicle drive transmission device 100 from being configured without the speed reducer 5 . For example, a speed reducer may be provided between the output member 9 and the wheel W separately from the vehicle drive transmission device 100 . That is, the differential gear mechanism 3 includes an input element E30 connected to rotate integrally with the rotor shaft 10, a first output element E31 drivingly connected to the first output member 91, and a second output member 92. may be provided with a second output element E32 drivingly connected to the rotor shaft 10 to distribute the torque transmitted from the rotor shaft 10 to the input element E30 to the first output element E31 and the second output element E32.

As described above, the "driving connection" is not limited to the state in which the two rotating elements are connected so as to rotate integrally, and the two rotating elements are connected to one or more transmission members (shafts). , gears, etc.). Therefore, of course, the first output member 91 and the first output element E31 may be connected via the first speed reducer 51 instead of being connected so as to rotate integrally. Moreover, the second output member 92 and the second output element E32 may be connected via the second speed reducer 52 instead of being connected so as to rotate integrally.

As described above, the driving force source 8 is the rotating electric machine 80 in this embodiment. The rotating electric machine 80 is an inner rotor type rotating electric machine, and has a stator 82 fixed to the case 6 as a non-rotating member, and a rotor 81 rotatably supported radially inside R1 of the stator 82 . The stator 82 includes a stator core and a stator coil wound around the stator core, and the rotor 81 includes a rotor core and permanent magnets arranged on the rotor core. The rotor 81 is connected to a rotor shaft 10 (input member 1) that always rotates integrally with the rotor 81 . As shown in FIG. 1, the rotor shaft 10 is formed in a hollow tubular shape, and the rotor shaft 10 is connected to the rotor 81 in a state where the outer peripheral surface 1b of the rotor shaft 10 is in contact with the rotor 81 (rotor core). there is That is, in the present embodiment, the input member 1 is a tubular rotor shaft 10 that is coupled to rotate integrally with the rotor 81 . The rotor shaft 10 is rotatably supported by a support member 63 arranged inside the case 6 via a pair of rotor bearings B1 (support bearing, first bearing). In this embodiment, the rotor shaft 10 is supported from the radially inner side R1 by a pair of rotor bearings B1.

In this manner, the differential gear mechanism 3 is arranged at the radially inner side R1 with respect to the hollow cylindrical rotor shaft 10 and overlaps the rotor 81 when viewed in the radial direction. It is easy to reduce the axial dimension of 100 .

The case 6 includes a cylindrical case main body 61 that accommodates the rotary electric machine 80, the differential gear mechanism 3, the first reduction gear 51, and the second reduction gear 52, and the case main body 61 that accommodates them in the first axial direction. A pair of case cover portions 62 as cover members that cover from the side L1 and the second axial side L2, and a pair of support members 63 fixed to the case body portion 61 are provided. The support member 63 is formed to extend in the radial direction R and the circumferential direction inside the case main body portion 61 and extends between the rotating electric machine 80 and the differential gear mechanism 3 and the first reduction gear 51 in the axial direction L. , and between the rotary electric machine 80 and the differential gear mechanism 3 and the second reduction gear 52 in the axial direction L, respectively. Each support member 63 is bent toward the rotor shaft 10 side in the axial direction L at the radially inner side R1 of the rotor shaft 10, and supports the rotor bearing B1 on the outer peripheral surface of this bent portion. there is

In the present embodiment, the differential gear mechanism 3 is arranged radially inward R1 with respect to the rotor shaft 10 and overlapping the rotor 81 when viewed in the radial direction R. The first reduction gear 51 is arranged on the first side L1 in the axial direction with respect to the rotor 81 and the rotor shaft 10, and the second reduction gear 52 is arranged on the second side L2 in the axial direction with respect to the rotor 81 and the rotor shaft 10. are placed in

The differential gear mechanism 3 includes a first rotary element E1, a second rotary element E2, and a third rotary element E3, and the rotational speeds of the first rotary element E1, the second rotary element E2, and the third rotary element E3 are It is a planetary gear mechanism configured so that the order is the order of description (see the velocity diagram in FIG. 9). As described above, the differential gear mechanism 3 has an input element E30, a first output element E31 and a second output element E32. Here, the first rotary element E1 is the first output element E31, the second rotary element E2 is the input element E30, and the third rotary element E3 is the second output element E32.

In this embodiment, one of the first rotating element E1, the second rotating element E2, and the third rotating element E3 is a sun gear (first differential sun gear S31, which will be described later), and one is a carrier (a differential gear, which will be described later). carrier C3), and the remaining one is a sun gear (second differential sun gear S32 described later) different from the sun gear (first differential sun gear S31) described above. That is, the differential gear mechanism 3 configured by the planetary gear mechanism does not have a ring gear as a rotating element. Although illustration and detailed description are omitted, one of the first rotating element E1, the second rotating element E2, and the third rotating element E3 is a sun gear, one is a carrier, and the other one is the aforementioned carrier. It may be a different carrier. Also in this case, the differential gear mechanism 3 can be configured by a planetary gear mechanism that does not have a ring gear as a rotating element. That is, among the first rotating element E1, the second rotating element E2, and the third rotating element E3 in the differential gear mechanism 3, one is a sun gear, one is a carrier, and the other is a sun gear different from the above-mentioned sun gear. or a carrier different from the carrier described above.

As described above, the differential gear mechanism 3 is a planetary gear mechanism that does not include a ring gear, so it is configured to be easily miniaturized in the radial direction R as well. Therefore, it is easy to arrange the differential gear mechanism 3 radially inward R<b>1 with respect to the hollow cylindrical rotor shaft 10 .

In this embodiment, as shown in FIGS. 1 to 3 and the like, the first rotating element E1 is a first differential sun gear S31 (first sun gear), and the second rotating element E2 is a differential carrier C3 (carrier). and the third rotating element E3 is the differential second sun gear S32 (second sun gear). Further, as shown in FIGS. 3 to 6, the differential carrier C3 rotatably supports a differential first pinion gear P31 (first pinion gear) and a differential second pinion gear P32 (second pinion gear). there is The first differential pinion gear P31 meshes with the first differential sun gear S31 and the second differential pinion gear P32, and the second differential pinion gear P32 meshes with the first differential pinion gear P31 and the second differential sun gear S32. there is

As described above, in the present embodiment, the differential gear mechanism 3 can be appropriately configured using a planetary gear mechanism without providing a ring gear. Since the ring gear is not provided, it is easy to keep the size of the differential gear mechanism 3 in the radial direction R small. A differential gear mechanism 3 can be accommodated.

Further, in this embodiment, the differential carrier C3 is fixed to the rotor shaft 10 so as to protrude from the inner peripheral surface 1a of the rotor shaft 10 to the radially inner side R1. By configuring in this way, the differential carrier C3 as the second rotating element E2 can be appropriately connected to the rotor shaft 10 so as to rotate integrally therewith. Since the differential carrier C3 is fixed to the radially inner side R1 of the rotor shaft 10, the size of the differential gear mechanism 3 can be easily reduced. The differential carrier C3 does not protrude from the inner peripheral surface 1a of the rotor shaft 10 to the radially inner side R1, and is formed in a cylindrical shape having a wall thickness that allows the rotor shaft 10 to accommodate the pinion gear. It does not prevent the form integrally formed with the rotor shaft 10 on the radially inner side R1 of 10 .

As shown in FIGS. 1 and 2, the differential first pinion gear P31 has a first gear portion P31a and a second gear portion P31b. As shown in FIGS. 3 to 6, the first gear portion P31a meshes with the differential first sun gear S31, and the second gear portion P31b meshes with the differential second pinion gear P32. Therefore, the differential first pinion gear P31 having the first gear portion P31a and the second gear portion P31b meshes with the differential first sun gear S31 and the differential second pinion gear P32. The differential second pinion gear P32 meshes with the differential second sun gear S32. The second differential pinion gear P32 functions as an idler gear that reverses the direction of rotation between the first differential pinion gear P31 and the second differential sun gear S32. As shown in FIGS. 1, 2, 4, etc., a partition member 73 is arranged between the first differential sun gear S31 and the second differential sun gear S32 in the axial direction L. As shown in FIGS.

As shown in FIGS. 5 and 6, the first gear portion P31a of the differential first pinion gear P31 is housed in the first gear housing portion 31 formed in the carrier member 30 forming the differential carrier C3. Further, the second gear portion P31b of the differential first pinion gear P31 is housed in a second gear housing portion 32 formed in the carrier member 30. As shown in FIG. The first gear portion P31a and the second gear portion P31b rotate together as a differential first pinion gear P31. In the differential first pinion gear P31, the outer peripheral surface of the first gear portion P31a slides against the inner peripheral surface 31a of the first gear housing portion 31, and the outer peripheral surface of the second gear portion P31b slides against the second gear housing portion 32. is supported by the carrier member 30 (differential carrier C3) so as to slide against the inner peripheral surface 32a of the. Further, the differential second pinion gear P32 is housed in a differential second pinion gear housing portion 33 formed in the carrier member 30 . The second differential pinion gear P32 is supported by the carrier member 30 (differential carrier C3) such that its outer peripheral surface slides against the inner peripheral surface 33a of the second differential pinion gear housing 33. As shown in FIG.

In this way, the first differential pinion gear P31 and the second differential pinion gear P32 are supported by the differential carrier C3 in a state of sliding against the inner peripheral surface of the differential carrier C3, thereby forming a differential gear mechanism. 3 can obtain an effect as a limited slip differential (a differential gear mechanism with a limited differential function). That is, even if one wheel W out of the first wheel W1 and the second wheel W2 slips or nearly slips while the vehicle is turning or traveling on a rough road, the differential The driving force can be transmitted to the other wheel W while maintaining the function.

The differential sun gear S1 (first differential sun gear S31, second differential sun gear S32) is arranged radially inward R1 of the carrier member 30 . Unlike the differential first pinion gear P31 and the differential second pinion gear P32, the differential sun gear S1 has a gap with the inner peripheral surface 30a of the carrier member 30 so that it can rotate without contacting the inner peripheral surface 30a. are arranged as follows.

As described above, the rotor shaft 10 is supported from the radially inner side R1 by a pair of rotor bearings B1 (support bearings). Thereby, the rotor shaft 10 is rotatable with respect to the case 6 . The pair of rotor bearings B<b>1 are arranged separately on both sides in the axial direction L with respect to the differential gear mechanism 3 . In this way, by arranging the rotor bearings B1 on both sides of the differential gear mechanism 3 in the axial direction L, even if the differential gear mechanism 3 is arranged radially inward R1 with respect to the rotor shaft 10, , the rotor shaft 10 and the differential gear mechanism 3 can be rotatably supported. In addition, since the rotor bearing B1 supports the rotor shaft 10 from the radially inner side R1 of the rotor shaft 10, it is not necessary to increase the axial dimension for arranging the bearing, and the shaft of the drive transmission device 100 for a vehicle does not need to be increased. It is easy to shorten the dimension in the direction L. Of course, the rotor shaft 10 may be supported by bearings at positions different from those described above. For example, the rotor shaft 10 may be supported from the radially outer side R2 by a pair of rotor bearings B1 (support bearings).

As described above, the vehicle drive transmission device 100 includes the first speed reducer 51 that decelerates the rotation of the first output element E31 and transmits it to the first output member 91, and the second output element E32 that decelerates the rotation. and a second reduction gear 52 that transmits to the second output member 92 . The first reduction gear 51 is arranged on the first side L1 in the axial direction with respect to the rotor 81 and the rotor shaft 10, and the second reduction gear 52 is arranged on the second side L2 in the axial direction with respect to the rotor 81 and the rotor shaft 10. It is In addition, in this embodiment, as will be described in detail below, a configuration including a planetary gear type speed reducer 5 is exemplified. However, the speed reducer 5 may have another structure such as a parallel gear type speed reducer. Further, even when the planetary gear type speed reducer 5 is provided, it is not limited to the double pinion type as exemplified below, and may be a planetary gear mechanism of other configuration such as a single pinion type.

The torque of the rotating electric machine 80 is distributed to the first axial side L1 and the second axial side L2 in the differential gear mechanism 3 arranged at a position overlapping the rotor 81 when viewed in the radial direction. Since the distributed rotation is reduced by the first reduction gear 51 or the second reduction gear 52, respectively, the torque amplified by these reduction gears 5 can be appropriately transmitted to each of the pair of output members 9. can be done. Therefore, a drive transmission device for an electric vehicle is realized in which the dimensions in the axial direction L and the radial direction R are kept small by using a relatively small rotating electrical machine 80 while being configured to transmit necessary torque to the wheels W. be able to.

The speed reducer 5 of this embodiment will be described below. The first reduction gear 51 is a planetary gear mechanism including a reduction first sun gear S51 (first sun gear), a reduction first carrier C51 (first carrier), and a reduction first ring gear R51 (first ring gear). The reduction first sun gear S51 is coupled to rotate integrally with the first output element E31. In this embodiment, the first reduction carrier C51 is connected to rotate integrally with the first output member 91, and the first reduction ring gear R51 is connected to the case 6 as a non-rotating member. The first reduction ring gear R51 may be connected to the first output member 91 so as to rotate integrally, and the first reduction carrier C51 may be connected to the case 6 . That is, in the first reduction gear 51, one of the first reduction carrier C51 and the first reduction ring gear R51 is connected to rotate integrally with the first output member 91, and the first reduction carrier C51 and the first reduction ring gear R51 are connected to each other. Either one of the 1 ring gears R51 may be connected to the case 6 as a non-rotating member.

The second reduction gear 52 is a planetary gear mechanism including a reduction second sun gear S52 (second sun gear), a reduction second carrier C52 (second carrier), and a reduction second ring gear R52 (second ring gear). The reduction second sun gear S52 is coupled to rotate integrally with the second output element E32. In this embodiment, the second reduction carrier C52 is connected to rotate integrally with the second output member 92, and the second reduction ring gear R52 is connected to the case 6 as a non-rotating member. The second reduction ring gear R52 may be connected to rotate integrally with the second output member 92, and the second reduction carrier C52 may be connected to the case 6. That is, the second speed reducer 52 has one of the reduction second carrier C52 and the reduction second ring gear R52 connected to rotate integrally with the second output member 92, and the reduction second carrier C52 and the reduction second Either one of the two ring gears R52 may be connected to the case 6 as a non-rotating member.

In the following description, the first reduction sun gear S51, the plurality of first reduction pinion gears P51, the first reduction ring gear R51, the second reduction sun gear S52, the second reduction pinion gears P52, and the second reduction ring gear R52 are arranged obliquely. The characteristics of the vehicle drive transmission device 100 may be described by exemplifying the case of a toothed gear. However, the single structure of the speed reducer 5 is not limited to helical gears, and may be spur gears, for example.

In this embodiment, the first reduction carrier C51 is connected to rotate integrally with the first output member 91, and the first reduction ring gear R51 is connected to the case 6. A reduction second carrier C52 is connected to the second output member 92 so as to rotate integrally, and a reduction second ring gear R52 is connected to the case 6 . The first deceleration carrier C51 is supported by a pair of first output bearings B51 (bearings) arranged separately on both sides in the axial direction L with respect to the first pinion gear set P51c. Further, the second deceleration carrier C52 is supported by a pair of second output bearings B52 (third bearing, bearing) arranged separately on both sides in the axial direction L with respect to the second pinion gear set P52c. That is, the first deceleration carrier C51 and the second deceleration carrier C52, which are rotating elements connected to the output member 9, are appropriately rotatably supported by a pair of bearings (output bearing B5). Therefore, it is possible to realize the vehicle drive transmission device 100 that appropriately supports the rotating element while achieving a reduction in size.

The support structure of the first reduction carrier C51, such as the first output bearing B51 that supports the first reduction carrier C51, is arranged on one side in the axial direction L with respect to the first pinion gear set P51c. It is not limited. Similarly, the second output bearing B52 that supports the second reduction carrier C52 is disposed on one side of the second pinion gear set P52c in the axial direction L. is not limited to

When the first reduction gear 51 and the second reduction gear 52 are not distinguished and are collectively referred to as the reduction gear 5, the reduction gear 5 is a planetary gear mechanism including a reduction sun gear S5, a reduction carrier C5, and a reduction ring gear R5. The reduction sun gear S5 is connected to the output element (first output element E31 or second output element E32) of the differential gear mechanism 3 so as to rotate integrally. In this embodiment, the reduction carrier C5 is connected to rotate integrally with the output member 9, and the reduction ring gear R5 is connected to the case 6 as a non-rotating member. As described above, in the reduction gear 5, either one of the reduction carrier C5 and the reduction ring gear R5 is connected to rotate integrally with the output member 9, and the other of the reduction carrier C5 and the reduction ring gear R5 is connected to It may be connected to the case 6 as a non-rotating member.

In this embodiment, the output member 9 is connected to the speed reduction carrier C5 of the speed reducer 5 as an example. However, the reduction carrier C5 may be fixed to a non-rotating member such as the case 6, and the output member 9 may be connected to the reduction ring gear R5. Further, although the first reduction gear 51 and the second reduction gear 52 have the same configuration in this embodiment, the reduction gears 5 may have different configurations.

Although the details will be described later, as shown in FIG. 7, the speed reduction carrier C5 supports a plurality of pinion gear sets P5c consisting of inner pinion gears P5a and outer pinion gears P5b. The inner pinion gear P5a meshes with the reduction sun gear S5 and the outer pinion gear P5b, and the outer pinion gear P5b meshes with the inner pinion gear P5a and the reduction ring gear R5. In each of the plurality of pinion gear sets P5c, the rotation axis of the inner pinion gear P5a and the rotation axis of the outer pinion gear P5b are arranged along the radial direction R.

That is, in the first speed reducer 51, the first reduction carrier C51 supports a plurality of first pinion gear sets P51c consisting of first inner pinion gears P51a and first outer pinion gears P51b. The first inner pinion gear P51a meshes with the reduction first sun gear S51 and the first outer pinion gear P51b, and the first outer pinion gear P51b meshes with the first inner pinion gear P51a and the reduction first ring gear R51. In each of the plurality of first pinion gear sets P51c, the rotation axis of the first inner pinion gear P51a and the rotation axis of the first outer pinion gear P51b are arranged along the radial direction R.

Similarly, in the second speed reducer 52, the reduction second carrier C52 supports a plurality of second pinion gear sets P52c consisting of second inner pinion gears P52a and second outer pinion gears P52b. The second inner pinion gear P52a meshes with the second reduction sun gear S52 and the second outer pinion gear P52b, and the second outer pinion gear P52b meshes with the second inner pinion gear P52a and the second reduction ring gear R52. In each of the plurality of second pinion gear sets P52c, the rotation axis of the second inner pinion gear P52a and the rotation axis of the second outer pinion gear P52b are arranged along the radial direction R.

In a single-pinion planetary gear mechanism, there is a limit to increasing the diameter difference between the sun gear and the ring gear, which limits the size of the pinion gear, making it difficult to increase the tooth ratio between the sun gear and the ring gear. is. In this embodiment, since the first reduction gear 51 and the second reduction gear 52 are configured by a double pinion type planetary gear mechanism, the sun gear (reduction It is easy to increase the diameter difference between the sun gear S5) and the ring gear (reduction ring gear R5), and it is easy to increase the gear ratio between the sun gear and the ring gear. Therefore, it is easy to increase the reduction ratios of the first reduction gear 51 and the second reduction gear 52 .

If it were attempted to obtain the same gear ratio with a single pinion type planetary gear mechanism, the diameter of the pinion gear would increase, so the weight of the speed reducer 5 would likely increase, and interference would easily occur between adjacent pinion gears. However, as in the present embodiment illustrated in FIG. 7, in order to appropriately support the reduction sun gear S5 in the radial direction R, even if three or more pinion gear sets P5c consisting of inner pinion gears P5a and outer pinion gears P5b are provided, Also, the tooth ratio between the sun gear and the ring gear can be set large within a range in which adjacent pinion gear sets do not interfere with each other. In addition, since it is easy to employ a configuration in which three or more pinion gear sets P5c are provided, the load acting on each pinion gear can be easily suppressed, and the support structure for each pinion gear can be easily simplified. Therefore, it is easy to reduce the weight of the speed reducer 5 and the vehicle drive transmission device 100 .

It should be noted that such a speed reducer 5 is not limited to a mode in which it is drivingly connected to the input member 1 via the double pinion type planetary gear type differential gear mechanism 3 as in the present embodiment. The differential gear mechanism 3 may be a single pinion type planetary gear mechanism or, for example, a bevel gear mechanism. Further, in the present embodiment, the rotor shaft 10 is exemplified as the input member 1, but the driving force source 8 of the vehicle drive transmission device 100 including the speed reducer 5 having such a structure is not limited to the rotating electric machine 80. It may be an institution or the like. The input member 1 is not limited to the rotor shaft 10, and may be a member connected to the driving force source 8 via various gear mechanisms, transmissions, and the like. Of course, the driving force source 8 does not have to be arranged coaxially with the input member 1 as in the present embodiment. For example, the driving force source 8 and the input member 1 may be drivingly connected via a transmission member such as a gear or a chain. Further, even when the driving force source 8 is the rotating electrical machine 80 and the input member 1 is the rotor shaft 10, the differential gear mechanism 3 is arranged radially inside R1 of the hollow cylindrical rotor shaft 10. you don't have to be

As shown in FIG. 7, in an axial view along the axial direction L, the rotation axis of the inner pinion gear P5a, the rotation axis of the outer pinion gear P5b, and the rotation axis of the reduction sun gear S5 in each of the plurality of pinion gear sets P5c are: , are arranged on a straight line along the radial direction R. In this embodiment, the first reduction gear 51 and the second reduction gear 52 have the same configuration. Therefore, in the first speed reducer 51, when viewed in the axial direction L, the rotational axis of the first inner pinion gear P51a and the rotational axis of the first outer pinion gear P51b in each of the plurality of first pinion gear sets P51c are The rotational axis of the first reduction sun gear S51 is arranged on a straight line along the radial direction R. Further, in the second speed reducer 52, when viewed in the axial direction, the rotational axis of the second inner pinion gear P52a, the rotational axis of the second outer pinion gear P52b, and the reduction second sun gear S52 in each of the plurality of second pinion gear sets P52c. are arranged on a straight line along the radial direction R.

When the inner pinion gear P5a, the outer pinion gear P5b, and the reduction sun gear S5 are arranged in this manner, the distance between the sun gear (reduction sun gear S5) and the ring gear (reduction ring gear R5) is greater than the diameters of the inner pinion gear P5a and the outer pinion gear P5b. The gear ratio can be maximized. Therefore, it is easy to configure the speed reducer 5 having a larger reduction ratio while suppressing an increase in the weight of the speed reducer 5 .

In this embodiment, the rotation axis of the inner pinion gear P5a, the rotation axis of the outer pinion gear P5b, and the rotation axis of the reduction sun gear S5 are arranged on a straight line along the radial direction R. there is However, these do not preclude configurations that are not collinear. For example, the center of each gear may be arranged within a range defined by a sector of approximately 5 to 10 degrees around the rotation axis X. FIG.

Here, the diameter φ50 of the reduction sun gear S5 is smaller than the diameter φ5a of the inner pinion gear P5a. Therefore, it is possible to set a larger gear ratio between the sun gear (reduction sun gear S5) and the ring gear (reduction ring gear R5). In this embodiment, the first reduction gear 51 and the second reduction gear 52 have the same configuration. Therefore, the diameter φ51 of the reduction first sun gear S51 is smaller than the diameter φ51a of the first inner pinion gear P51a. Similarly, the diameter φ52 of the reduction second sun gear S52 is smaller than the diameter φ52a of the second inner pinion gear P52a.

In this embodiment, the diameter φ5b of the outer pinion gear P5b and the diameter φ5a of the inner pinion gear P5a are equal in each of the plurality of pinion gear sets P5c. That is, in the first speed reducer 51, the diameter φ51b of the first outer pinion gear P51b is equal to the diameter φ51a of the first inner pinion gear P51a in each of the plurality of first pinion gear sets P51c. In the second speed reducer 52, the diameter φ52b of the second outer pinion gear P52b and the diameter φ52a of the second inner pinion gear P52a are equal in each of the plurality of second pinion gear sets P52c.

In this embodiment, the diameter φ50 of the reduction sun gear S5 is smaller than the diameter φ5a of the inner pinion gear P5a. However, it is not limited to this, and the diameter φ50 of the reduction sun gear S5 may be equal to or larger than the diameter φ5a of the inner pinion gear P5a and larger than the diameter φ5b of the outer pinion gear P5b. Further, as will be described later, when the diameter φ5b of the outer pinion gear P5b is larger than the diameter φ5a of the inner pinion gear P5a, the diameter φ50 of the reduction sun gear S5 is equal to or larger than the diameter φ5a of the inner pinion gear P5a and equal to or smaller than the diameter φ5b of the outer pinion gear P5b. may be

Also, in this embodiment, the diameter φ5b of the outer pinion gear P5b and the diameter φ5a of the inner pinion gear P5a are equal in each of the plurality of pinion gear sets P5c. Since gears having the same structure can be used as the outer pinion gear P5b and the inner pinion gear P5a, the cost of the reduction gear 5 and the vehicle drive transmission device 100 can be reduced.

However, it is also preferable that the diameter φ5b of the outer pinion gear P5b is larger than the diameter φ5a of the inner pinion gear P5a in each of the plurality of pinion gear sets P5c. That is, in the first speed reducer 51, it is also preferable that the diameter φ51b of the first outer pinion gear P51b is larger than the diameter φ51a of the first inner pinion gear P51a in each of the plurality of first pinion gear sets P51c. Similarly, in the second speed reducer 52, in each of the plurality of second pinion gear sets P52c, the diameter φ52b of the second outer pinion gear P52b is preferably larger than the diameter φ52a of the second inner pinion gear P52a.

When the diameter φ5b of the outer pinion gear P5b is larger than the diameter φ5a of the inner pinion gear P5a, compared to the case where the diameter φ5a of the inner pinion gear P5a and the diameter φ5b of the outer pinion gear P5b are the same, the inner pinion gear P5a and the outer pinion gear P5b are formed. Even when three or more pinion gear sets P5c are provided, the gear ratio between the sun gear (reduction sun gear S5) and the ring gear (reduction ring gear R5) is set large within a range in which adjacent pinion gear sets do not interfere with each other. be able to. Therefore, it is easy to configure the speed reducer 5 having a larger speed reduction ratio.

By the way, as described above, in this embodiment, the reduction carrier C5 supports a plurality of pinion gear sets P5c that mesh with the reduction sun gear S5 and the reduction ring gear R5. That is, a mode in which the speed reducer 5 is configured by a double pinion planetary gear mechanism is exemplified. However, the speed reducer 5 may be configured by a single pinion planetary gear mechanism. In other words, the reduction carrier C5 may support a plurality of pinion gears meshing with the reduction sun gear S5 and the reduction ring gear R5. In the double-pinion planetary gear mechanism, the inner pinion gear P5a and the outer pinion gear P5b, which form the pinion gear set P5c, are also one pinion gear. , a plurality of pinion gears meshing with the reduction sun gear S5 and the reduction ring gear R5. Regardless of whether it is a double pinion type or a single pinion type, the speed reducer 5 is a planetary gear mechanism including a reduction sun gear S5, a reduction carrier C5 that rotatably supports a plurality of pinion gears, and a reduction ring gear R5. It can be said that there is

That is, the first reduction gear 51 is a planetary gear including a first reduction sun gear S51, a first reduction carrier C51 that rotatably supports a plurality of first reduction pinion gears P51 (first pinion gears), and a first reduction ring gear R51. It can be called a mechanism. The second reduction gear 52 includes a planetary gear including a reduction second sun gear S52, a reduction second carrier C52 that rotatably supports a plurality of reduction second pinion gears P52 (second pinion gears), and a reduction second ring gear R52. It can be called a mechanism. The first reduction sun gear S51, the plurality of first reduction pinion gears P51, and the first reduction ring gear R51 are helical gears. Further, the second reduction sun gear S52, the plurality of second reduction pinion gears P52, and the second reduction ring gear R52 are also helical gears.

As shown in FIGS. 1, 2, 8, etc., the first output element E31 and the reduction first sun gear S51 are coaxially arranged and connected by the first connecting mechanism 41. As shown in FIG. The second output element E32 and the second reduction sun gear S52 are coaxially arranged and connected by a second connecting mechanism . Although the details will be described later, the first coupling mechanism 41 rotates the first reduction sun gear S51 and the plurality of first reduction pinion gears P51 according to the torque transmitted between the first output element E31 and the first reduction sun gear S51. A first thrust force generator 43 generates a thrust force in the opposite direction to the thrust force acting on the reduction first sun gear S51 by meshing with the first sun gear S51. Similarly, the second coupling mechanism 42 is configured by meshing the reduction second sun gear S52 and the plurality of reduction second pinion gears P52 according to the torque transmitted between the second output element E32 and the reduction second sun gear S52. A second thrust force generator 44 is provided to generate a thrust force in the direction opposite to the thrust force acting on the second reduction sun gear S52.

Although the specific structure will be described later, in the present embodiment, the first coupling mechanism 41 is configured so that the first output element E31 and the reduction first sun gear S51, which are coaxially arranged, rotate integrally. They are linked. Further, the second connecting mechanism 42 connects the coaxially arranged second output element E32 and the reduction second sun gear S52 so that they rotate integrally. Since the first output element E31 and the reduction first sun gear S51 are arranged coaxially, the thrust force can be reduced coaxially. Similarly, since the second output element E32 and the reduction second sun gear S52 are arranged coaxially, the thrust force can be reduced coaxially.

The principle will be described later with reference to FIG. 8 and the like, but by providing the first thrust force generating section 43, the thrust acting on the first reduction sun gear S51 is generated by the engagement between the first reduction sun gear S51 and the first reduction pinion gear P51. The force can be offset by the thrust force generated by the first thrust force generator 43 . Similarly, by providing the second thrust force generator 44, the thrust force acting on the second reduction sun gear S52 due to meshing between the second reduction sun gear S52 and the plurality of second reduction pinion gears P52 is generated by the second thrust force generation unit 44. can be offset by the thrust force generated by Therefore, the thrust bearings, thrust washers, etc. for supporting the first reduction sun gear S51 and the second reduction sun gear S52 in the axial direction L can be eliminated or simplified.

In the present embodiment, the rotor shaft 10 is exemplified as the input member 1. However, the present invention is for a vehicle to which a configuration for reducing the thrust force between the differential gear mechanism 3 and the speed reducer 5 is applied. The driving force source 8 of the drive transmission device 100 is not limited to the rotary electric machine 80, and may be an internal combustion engine or the like. The input member 1 is not limited to the rotor shaft 10, and may be a member connected to the driving force source 8 via various gear mechanisms, transmissions, and the like. Of course, the driving force source 8 does not have to be arranged coaxially with the input member 1 as in the present embodiment. For example, the driving force source 8 and the input member 1 may be drivingly connected via a transmission member such as a gear or a chain. Further, even when the driving force source 8 is the rotating electrical machine 80 and the input member 1 is the rotor shaft 10, the differential gear mechanism 3 is arranged radially inside R1 of the hollow cylindrical rotor shaft 10. The structure of the differential gear mechanism 3 is not limited to the double pinion type planetary gear mechanism. The differential gear mechanism 3 may be a single pinion type planetary gear mechanism or, for example, a bevel gear mechanism.

Further, in the present embodiment, a rotating electrical machine 80 is provided as the driving force source 8, and the differential gear mechanism 3 is located radially inward R1 with respect to the rotor shaft 10, and is positioned radially inward R1 along the radial direction R. are placed in overlapping positions. The first reduction gear 51 is arranged on the first side L1 in the axial direction with respect to the rotor 81 and the rotor shaft 10, and the second reduction gear 52 is arranged on the second side L2 in the axial direction with respect to the rotor 81 and the rotor shaft 10. are placed in That is, the present embodiment exemplifies a form capable of realizing a more compact vehicle drive transmission device 100 for an electric vehicle that uses the rotating electric machine 80 as a driving force source. However, as described above, the structure and location of the differential gear mechanism 3 and the type of the driving force source 8 are not limited to this form. As described above, in this embodiment, the speed reducer 5 has a structure capable of setting a relatively large speed reduction ratio. Increasing the speed reduction ratio of the speed reducer in this manner tends to increase the thrust force. However, if the thrust force can be reduced as in the present embodiment, it becomes easier to set a large reduction ratio in the speed reducer 5, and the size of the vehicle drive transmission device 100 can be easily reduced.

As shown in FIGS. 2 and 8, the first coupling mechanism 41 includes a first member 11 integrally formed with the first output element E31 and a second member integrally formed with the reduction first sun gear S51. 12. The first member 11 includes a first engagement portion 21 formed of a spiral engagement groove around an axis along the axial direction L. As shown in FIG. In addition, the second member 12 includes a second engaging portion 22 formed of a spiral engagement groove around an axis along the axial direction L. As shown in FIG. The first engaging portion 21 and the second engaging portion 22 are meshingly engaged. As described above, the reduction first sun gear S51 is a helical gear. The twist directions of the first engaging portion 21 and the second engaging portion 22 that mesh and engage are set as follows. That is, according to the torque transmitted between the first output element E31 and the reduction first sun gear S51, the thrust acting on the second member 12 due to the engagement between the first engaging portion 21 and the second engaging portion 22 The first engagement portion 21 and the first engagement portion 21 are arranged so that the direction of the force is opposite to the direction of the thrust force acting on the first reduction sun gear S51 due to the engagement between the first reduction sun gear S51 and the plurality of first reduction pinion gears P51. The direction of twist of the second engaging portion 22 is set.

The second coupling mechanism 42 also includes a third member 13 integrally formed with the second output element E32 and a fourth member 14 integrally formed with the second reduction sun gear S52. The third member 13 has a third engagement portion 23 formed of a spiral engagement groove around an axis along the axial direction L. As shown in FIG. Further, the fourth member 14 has a fourth engagement portion 24 formed of a spiral engagement groove around an axis along the axial direction L. As shown in FIG. Similar to the first engaging portion 21 and the second engaging portion 22, the third engaging portion 23 and the fourth engaging portion 24 are meshingly engaged. As described above, the reduction second sun gear S52 is a helical gear. The twisting directions of the third engaging portion 23 and the fourth engaging portion 24 that engage with each other are set as follows. Depending on the torque transmitted between the second output element E32 and the reduction second sun gear S52, the thrust force acting on the fourth member 14 due to the engagement between the third engaging portion 23 and the fourth engaging portion 24 is reduced. The third engaging portion 23 and the fourth engaging portion 23 are arranged so that the direction of the thrust force acting on the second reduction sun gear S52 due to the engagement between the second reduction sun gear S52 and the plurality of second reduction pinion gears P52 is opposite to the direction of the thrust force. The twist direction of the joining portion 24 is set. Although the detailed structure will be described later, in this way, in this embodiment, the first thrust force generator 43 and the second thrust force generator 44 can be realized with a relatively simple configuration.

The spiral engagement groove described above indicates a configuration in which spiral grooves and ridges are alternately arranged in the circumferential direction. For example, it is a meshing groove formed in a helical spline or a helical gear (helical gear).

In addition, the first member 11 has a first tubular portion 15 formed in a tubular shape. A first engaging portion 21 is formed on the inner peripheral surface 15 a of the first tubular portion 15 . A differential first sun gear S31 is formed on the outer peripheral surface 15b of the first cylindrical portion 15. As shown in FIG. In addition, the second member 12 has a first shaft-shaped portion 16 formed in the shape of a shaft. A second engaging portion 22 is formed on the outer peripheral surface 16 b of the first shaft-shaped portion 16 . The first reduction sun gear S<b>51 is provided at a different position in the axial direction L from the second engaging portion 22 on the outer peripheral surface 16 b of the first shaft-shaped portion 16 . The diameter φ22 of the second engaging portion 22 is the same as the diameter φ51 of the first reduction sun gear S51, and has the same helix angle as the helical gear that constitutes the first reduction sun gear S51.

In addition, the third member 13 has a second tubular portion 17 formed in a tubular shape. A third engaging portion 23 is formed on the inner peripheral surface 17a of the second cylindrical portion 17. As shown in FIG. A differential second sun gear S32 is formed on the outer peripheral surface 17b of the second tubular portion 17. As shown in FIG. Further, the fourth member 14 has a second shaft-shaped portion 18 formed in a shaft shape. A fourth engaging portion 24 is formed on the outer peripheral surface 18 b of the second shaft-shaped portion 18 . The second reduction sun gear S<b>52 is provided at a different position in the axial direction L from the fourth engaging portion 24 on the outer peripheral surface 18 b of the second shaft-shaped portion 18 . The diameter φ24 of the fourth engaging portion 24 is the same as the diameter φ52 of the second reduction sun gear S52, and has the same helix angle as the helical gear that constitutes the second reduction sun gear S52.

When the first engaging portion 21 and the third engaging portion 23 in the output elements (the first output element E31 and the second output element E32) of the differential gear mechanism 3 have the same structure, the second engaging portion 22 and the fourth engaging portion 24 also have the same structure. In this case, the first shaft-shaped portion 16 and the second shaft-shaped portion 18 have the same structure. The diameter φ24 of the fourth engaging portion 24 on the outer peripheral surface 18b is the same diameter (φ20).

The thrust force acting on the second member 12 due to the engagement between the first engaging portion 21 and the second engaging portion 22 is the thrust force generated by the first thrust force generating portion 43, and the third engaging portion 23 The thrust force acting on the fourth member 14 due to the engagement between the and the fourth engaging portion 24 is the thrust force generated by the second thrust force generating portion 44 . Therefore, the thrust force acting on the reduction first sun gear S51 due to the meshing of the reduction first sun gear S51 and the plurality of reduction first pinion gears P51 and the thrust force generated by the first thrust force generation section 43 should be equal. can be done. Thus, the thrust force acting on the reduction first sun gear S51 can be offset appropriately. Similarly, the thrust force acting on the second reduction sun gear S52 due to the engagement between the second reduction sun gear S52 and the plurality of second reduction pinion gears P52 is made equal to the thrust force generated by the second thrust force generator 44. be able to. Thus, the thrust force acting on the reduction second sun gear S52 can be offset appropriately.

Here, the first engaging portion 21 formed on the inner peripheral surface 15a of the first cylindrical portion 15 is arranged radially outward R2, and the first engaging portion 21 formed on the outer peripheral surface 16b of the first shaft-shaped portion 16 is arranged radially outward R2. The second engaging portion 22 is arranged on the radially inner side R1, and the first engaging portion 21 and the second engaging portion 22 mesh and engage with each other. Further, the third engaging portion 23 formed on the inner peripheral surface 17a of the second cylindrical portion 17 is arranged radially outward R2, and the fourth engaging portion 23 formed on the outer peripheral surface 18b of the second shaft-shaped portion 18 is arranged. The third engaging portion 23 and the fourth engaging portion 24 mesh and engage with each other with the portion 24 disposed radially inward R1. However, the inside/outside relationship in the radial direction R between the first engaging portion 21 and the second engaging portion 22 may be reversed. In that case, for example, the first engagement portion 21 is formed on the first side L1 in the axial direction of the first differential sun gear S31 on the outer peripheral surface 15b of the first cylindrical portion 15, It is preferable that the end portion on the axial second side L2 is formed in a tubular shape, and the second engaging portion 22 is formed on the inner peripheral surface thereof. Similarly, the inside/outside relationship in the radial direction R between the third engaging portion 23 and the fourth engaging portion 24 may be reversed. In that case, for example, the third engaging portion 23 is formed on the second axial side L2 of the second differential sun gear S32 on the outer peripheral surface 17b of the second cylindrical portion 17, and the second axial portion 18 has at least It is preferable that the end portion on the axial direction first side L1 is formed in a tubular shape, and the fourth engaging portion 24 is formed on the inner peripheral surface thereof.

As described above, the rotor shaft 10 as the input member 1 is supported in the axial direction L and the radial direction R by the rotor bearing B1 (first bearing). Further, the first deceleration carrier C51 is supported in the axial direction L and the radial direction R by a first output bearing B51 (second bearing). Further, the second deceleration carrier C52 is supported in the axial direction L and the radial direction R by the second output bearing B52. However, in this embodiment, bearings for supporting the first reduction sun gear S51 and the second member 12 in the axial direction L and the radial direction R are not provided. Similarly, bearings that support the second reduction sun gear S52 and the fourth member 14 in the axial direction L and the radial direction R are not provided. That is, the first reduction sun gear S51 and the second reduction sun gear S52 are arranged in a so-called floating state. In this way, since bearings for supporting the first reduction sun gear S51 and the second reduction sun gear S52 in the axial direction L and the radial direction R are not provided, the support structure for these can be simplified.

In addition, in this embodiment, not only are bearings that support the first reduction sun gear S51 and the second member 12 in the axial direction L and the radial direction R not provided, but also the first output element E31 of the differential gear mechanism 3 ( Here, bearings for supporting the differential first sun gear S31) and the first member 11 in the axial direction L and the radial direction R are also not provided. Similarly, not only are there no bearings supporting the second reduction sun gear S52 and the fourth member 14 in the axial direction L and the radial direction R, but also the second output element E32 of the differential gear mechanism 3 (here, the differential Bearings that support the second sun gear S32) and the second member 12 in the axial direction L and the radial direction R are also not provided. That is, the first differential sun gear S31 and the second differential sun gear S32 of the differential gear mechanism 3 are arranged in a so-called floating state.

The first member 11 and the second member 12 are provided on the first connecting member 71 , and the third member 13 and the fourth member 14 are provided on the second connecting member 72 . Therefore, no bearings are provided to support the first connecting member 71 and the second connecting member 72 in the axial direction L and the radial direction R, and the first connecting member 71 and the second connecting member 72 are arranged in a so-called floating state. It is The first connecting member 71 and the second connecting member 72 are core members of the first connecting mechanism 41 and the second connecting mechanism 42, respectively, and act as the first thrust force generator 43 and the second thrust force generator 44, respectively. Configure. By configuring the first thrust force generation section 43 and the second thrust force generation section 44 using members that are arranged in such a floating state, the thrust forces can be offset appropriately.

In this embodiment, the first thrust force generation section 43 and the second thrust force generation section 44 are configured using members that are arranged in a floating state. However, it goes without saying that the members that realize the first thrust force generation section 43 and the second thrust force generation section 44 may be supported by at least one bearing without being limited to the arrangement in the floating state. However, such a bearing should only support the member that realizes the first thrust force generating portion 43 and the second thrust force generating portion 44 in the radial direction R, and should not support the member in the axial direction L. There is

[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.

In the above description, referring to FIGS. 1 to 3, 6, etc., the first rotating element E1 is the first differential sun gear S31, the second rotating element E2 is the differential carrier C3, and the third rotating element The differential gear mechanism 3 in which E3 is the second differential sun gear S32 and the differential carrier C3 rotatably supports the first differential pinion gear P31 and the second differential pinion gear P32 has been described as an example. . In this embodiment, there is no ring gear, the first differential pinion gear P31 meshes with the first differential sun gear S31 and the second differential pinion gear P32, and the second differential pinion gear P32 meshes with the first differential pinion gear P31 and the second differential pinion gear P31. It meshes with the dynamic second sun gear S32.

However, the planetary gear type differential gear mechanism 3 that does not have a ring gear is not limited to this configuration. The differential gear mechanism 3 may be configured like a second differential gear mechanism 3B shown in FIGS. 10 and 11, for example. Also in this differential gear mechanism 3, the first rotating element E1 is the first differential sun gear S31, the second rotating element E2 is the differential carrier C3, and the third rotating element E3 is the second differential sun gear S32. A differential carrier C3 rotatably supports the first differential pinion gear P31 and the second differential pinion gear P32. However, in this form, the two pinion gears do not mesh with each other, and the two pinion gears mesh with different sun gears. Specifically, the first differential pinion gear P31 meshes with the first differential sun gear S31, and the second differential pinion gear P32 meshes with the second differential sun gear S32. The first differential pinion gear P31 and the second differential pinion gear P32 have the same diameter and the same number of teeth, and the first differential sun gear S31 and the second differential sun gear S32 have the same diameter and the same number of teeth. be.

Further, the planetary gear type differential gear mechanism 3 may be configured to include a ring gear. For example, a configuration like the third differential gear mechanism 3C shown in FIGS. 12 and 13 can be used. In the third differential gear mechanism 3C, the first rotating element E1 is the differential sun gear S3, the second rotating element E2 is the differential ring gear R3, the third rotating element E3 is the differential carrier C3, and the differential A carrier C3 rotatably supports the first differential pinion gear P31 and the second differential pinion gear P32. The differential first pinion gear P31 and the differential second pinion gear P32 have the same diameter and the same number of teeth, and mesh with each other. The differential first pinion gear P31 meshes with the differential sun gear S3, and the differential second pinion gear P32 meshes with the differential ring gear R3.

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

As one aspect, the vehicle drive transmission device (100) includes:
an input member (1) drivingly connected to a driving force source (8);
a first output member (91) drivingly connected to the first wheel (W1);
a second output member (92) drivingly connected to the second wheel (W2);
An input element (E30), a first output element (E31), and a second output element (E32) connected to rotate integrally with the input member (1), and from the input member (1) a differential gear mechanism (3) that distributes the torque transmitted to the input element (E30) to the first output element (E31) and the second output element (E32);
a first speed reducer (51) that reduces rotation of the first output element (E31) and transmits it to the first output member (91);
A drive transmission device (100) for a vehicle, comprising: a second speed reducer (52) that decelerates the rotation of the second output element (E32) and transmits the speed to the second output member (92),
The first speed reducer (51) includes a first sun gear (S51), a first carrier (C51) rotatably supporting a plurality of first pinion gears (P51), and a planetary gear provided with a first ring gear (R51). is a mechanism,
The first sun gear (S51), the plurality of first pinion gears (P51), and the first ring gear (R51) are helical gears,
The second reduction gear (52) includes a second sun gear (S52), a second carrier (C52) rotatably supporting a plurality of second pinion gears (P52), and a planetary gear provided with a second ring gear (R52). is a mechanism,
The second sun gear (S52), the plurality of second pinion gears (P52), and the second ring gear (R52) are helical gears,
The first output element (E31) and the first sun gear (S51) are coaxially arranged and connected by a first connecting mechanism (41),
the second output element (E32) and the second sun gear (S52) are coaxially arranged and connected by a second connecting mechanism (42);
The first coupling mechanism (41) is adapted to connect the first sun gear (S51) and the plurality of first sun gears (S51) according to the torque transmitted between the first output element (E31) and the first sun gear (S51). A first thrust force generator (43) that generates a thrust force in the opposite direction to the thrust force acting on the first sun gear (S51) by meshing with the 1 pinion gear (P51),
The second coupling mechanism (42) is adapted to connect the second sun gear (S52) and the plurality of second sun gears (S52) according to the torque transmitted between the second output element (E32) and the second sun gear (S52). A second thrust force generator (44) is provided that generates a thrust force in the opposite direction to the thrust force acting on the second sun gear (S52) by meshing with the two-pinion gear (P52).

According to this configuration, the thrust force acting on the first sun gear (S51) is generated by the first thrust force generator (43) due to the engagement between the first sun gear (S51) and the plurality of first pinion gears (P51). The thrust force can be reduced by the thrust force, and the thrust force acting on the second sun gear (S52) due to the meshing between the second sun gear (S52) and the plurality of second pinion gears (P52) is generated by the second thrust force generator (44). can be offset by the thrust force generated by Therefore, bearings, washers, etc. for supporting the first sun gear (S51) and the second sun gear (S52) in the axial direction (L) can be eliminated or simplified. Thus, according to this configuration, it is possible to provide a vehicle drive transmission device (100) capable of reducing the thrust force generated in a planetary gear type speed reducer having a helical sun gear with a simple configuration. can be done.

Further, the vehicle drive transmission device (100)
With the direction along the rotation axis of the first output element (E31) and the second output element (E32) as an axial direction (L),
The first coupling mechanism (41) includes a first member (11) integrally formed with the first output element (E31) and a second member integrally formed with the first sun gear (S51). (12) and
The first member (11) has a first engaging portion (21) formed of a spiral engagement groove around an axis along the axial direction (L),
The second member (12) has a second engagement portion (22) formed of a spiral engagement groove around an axis along the axial direction (L),
The first engaging portion (21) and the second engaging portion (22) mesh and engage,
The first engagement portion (41) and the second engagement portion (42) are meshed according to the torque transmitted between the first output element (E31) and the first sun gear (S51). The direction of the thrust force acting on the second member (12) is changed by the thrust force acting on the first sun gear (S51) due to the engagement between the first sun gear (S51) and the plurality of first pinion gears (P51). The twist direction of the first engaging portion (21) and the second engaging portion (22) is set so as to be opposite to the direction of
The second connection mechanism (42) includes a third member (13) integrally formed with the second output element (E32) and a fourth member integrally formed with the second sun gear (S52). (14) and
The third member (13) has a third engaging portion (23) formed of a spiral engagement groove around an axis along the axial direction (L),
The fourth member (24) has a fourth engagement portion (24) formed of a spiral engagement groove around an axis along the axial direction (L),
The third engaging portion (23) and the fourth engaging portion (24) mesh and engage,
The engagement between the third engagement portion (23) and the fourth engagement portion (24) according to the torque transmitted between the second output element (E32) and the second sun gear (S52) The direction of the thrust force acting on the fourth member (14) is changed by the thrust force acting on the second sun gear (S52) due to the engagement between the second sun gear (S52) and the plurality of second pinion gears (P52). It is preferable that the twisting directions of the third engaging portion (23) and the fourth engaging portion (24) are set so as to be opposite to the direction of .

According to this configuration, the first thrust force generation section (43) and the second thrust force generation section (44) can be realized with a relatively simple configuration.

Further, the vehicle drive transmission device (100)
The first member (11) has a first tubular portion (15) formed in a tubular shape, and the first engaging portion (21) is attached to the inner peripheral surface (15a) of the first tubular portion (15). ) is formed,
The second member (12) has a first shaft-shaped portion (16) formed in the shape of a shaft, and the second engaging portion (22) is provided on the outer peripheral surface (16b) of the first shaft-shaped portion (16). is formed and
The first sun gear (S51) is provided at a different position in the axial direction (L) from the second engaging portion (22) on the outer peripheral surface (16b) of the first shaft-shaped portion (16). ,
The second engaging portion (22) has the same diameter as the first sun gear (S51) and the same helix angle as the helical gear that constitutes the first sun gear (S51),
The third member (13) has a second tubular portion (17) formed in a tubular shape, and the third engaging portion (23) is attached to the inner peripheral surface (17a) of the second tubular portion (17). ) is formed,
The fourth member (14) has a second shaft-shaped portion (18) formed in the shape of a shaft. is formed and
The second sun gear (S52) is provided at a different position in the axial direction (L) from the fourth engaging portion (24) on the outer peripheral surface (18b) of the second shaft-shaped portion (18). ,
It is preferable that the fourth engaging portion (24) has the same diameter as the second sun gear (S52) and the same helix angle as the helical gear that constitutes the second sun gear (S52).

The thrust force acting on the second member (12) due to the engagement between the first engaging portion (21) and the second engaging portion (22) is the thrust force generated by the first thrust force generating portion (43). The thrust force acting on the fourth member (14) due to the engagement of the third engaging portion (23) and the fourth engaging portion (24) is the thrust force generated by the second thrust force generating portion (44). Power. Therefore, the thrust force acting on the first sun gear (S51) due to the engagement between the first sun gear (S51) and the plurality of first pinion gears (P51) and the thrust force generated by the first thrust force generation section (43) can be equated. And thereby, the thrust force which acts on the 1st sun gear (S51) can be offset appropriately. Similarly, the thrust force acting on the second sun gear (S52) due to the engagement between the second sun gear (S52) and the plurality of second pinion gears (P52) and the thrust force generated by the second thrust force generator (44) can be equated with And thereby, the thrust force which acts on the 2nd sun gear (S52) can be offset appropriately.

Further, the vehicle drive transmission device (100)
With the direction orthogonal to the axial direction (L) as the radial direction (R),
A first bearing (B1) supporting the input member (1) in the axial direction (L) and the radial direction (R), and a first carrier (C51) supporting the axial direction (L) and the radial direction (R). R), and a third bearing (B52) that supports the second carrier (C52) in the axial direction (L) and the radial direction (R),
The first sun gear (S51) and the second member (12), and the second sun gear (S52) and the fourth member (14) are respectively arranged in the axial direction (L) and the radial direction (R). Advantageously, it does not have bearings that support it.

According to this configuration, the first sun gear (S51) and the second sun gear (S52) are arranged in a so-called floating state. According to this configuration, bearings for supporting the first sun gear (S51) and the second sun gear (S52) in the axial direction (L) and the radial direction (R) are not provided. The structure can be simplified.

Further, the vehicle drive transmission device (100)
The direction along the rotation axis (X) of the first output element (E31) and the second output element (E32) is defined as the axial direction (L), and one side of the axial direction (L) is the first axial side. (L1), the other side of the axial direction (L) is the second axial side (L2), and the direction orthogonal to the axial direction (L) is the radial direction (R),
The driving force source (8) is a rotating electric machine (80) having a rotor (81),
The input member (1) is a cylindrical rotor shaft (10) connected to rotate integrally with the rotor (81),
The differential gear mechanism (3) is located inside (R1) in the radial direction (R) with respect to the rotor shaft (10), and is located radially in the radial direction (R). ) and overlapped with
The first speed reducer (51) is arranged on the axial first side (L1) with respect to the rotor (81) and the rotor shaft (10),
The second speed reducer (52) is preferably arranged on the axial second side (L2) with respect to the rotor (81) and the rotor shaft (10).

As described above, in the vehicle drive transmission device (100) of this configuration, the reduction gear (5) has a structure in which a relatively large reduction ratio can be set. Increasing the speed reduction ratio of the speed reducer (5) in this way tends to increase the thrust force. However, if the thrust force can be reduced as in this configuration, it becomes easy to set a large reduction ratio in the speed reducer (5), and it is easy to reduce the size of the vehicle drive transmission device (100).

Further, the vehicle drive transmission device (100)
Either one of the first carrier (C51) and the first ring gear (R51) is connected to rotate integrally with the first output member (91),
The other of the first carrier (C51) and the first ring gear (R51) is connected to a non-rotating member (6),
Either one of the second carrier (C52) and the second ring gear (R52) is connected to rotate integrally with the second output member (92),
The other of the second carrier (C52) and the second ring gear (R52) is connected to a non-rotating member (6),
A direction along the rotation axis (X) of the first output element (E31) and the second output element (E32) is defined as an axial direction (L), and a direction orthogonal to the axial direction (L) is defined as a radial direction (R ) as
The first pinion gear (P51) includes a first inner pinion gear (P51a) and a first outer pinion gear (P51b),
The first carrier (C51) supports a plurality of first pinion gear sets (P51c) consisting of the first inner pinion gear (P51a) and the first outer pinion gear (P52b),
The first inner pinion gear (P51a) meshes with the first sun gear (S51) and the first outer pinion gear (P51b), and the first outer pinion gear (P51b) meshes with the first inner pinion gear (P51a) and the first ring gear. meshing with (R51),
In each of the plurality of first pinion gear sets (P51c), the rotational axis of the first inner pinion gear (P51a) and the rotational axis of the first outer pinion gear (P51b) are aligned along the radial direction (R). arranged side by side,
The second pinion gear (P52) includes a second inner pinion gear (P52a) and a second outer pinion gear (P52b),
The second carrier (C52) supports a plurality of second pinion gear sets (P52c) consisting of the second inner pinion gear (P52a) and the second outer pinion gear (P52b),
The second inner pinion gear (P52a) meshes with the second sun gear (S52) and the second outer pinion gear (P52b), and the second outer pinion gear (P52b) meshes with the second inner pinion gear (P51a) and the second ring gear. meshing with (R52),
In each of the plurality of second pinion gear sets (P52c), the rotational axis of the second inner pinion gear (P52a) and the rotational axis of the second outer pinion gear (P52b) are aligned along the radial direction (R). It is preferable that they are arranged side by side.

In a single-pinion planetary gear mechanism, there is a limit to increasing the diameter difference between the sun gear and the ring gear, which limits the size of the pinion gear, making it difficult to increase the tooth ratio between the sun gear and the ring gear. is. According to this configuration, since the first reduction gear (51) and the second reduction gear (52) are configured by the double pinion type planetary gear mechanism, the diameter of the sun gear and the ring gear is larger than the diameter of the pinion gear. It is easy to increase the difference, and it is easy to increase the gear ratio between the sun gear and the ring gear. Therefore, it is easy to increase the speed reduction ratios of the first speed reducer (51) and the second speed reducer (52). If a single pinion type planetary gear mechanism were to obtain the same gear ratio, the diameter of the pinion gear would be large, which would likely result in an increase in weight, and the adjacent pinion gears would easily interfere with each other. However, according to this configuration, for example, three pinion gear sets (P51c, P52c) consisting of inner pinion gears (P51a, P52a) and outer pinion gears (P51b, P52b) are provided in order to appropriately support the sun gear in the radial direction. Even in the above case, the gear ratio between the sun gear and the ring gear can be set large within a range in which adjacent pinion gear sets do not interfere with each other. Further, since it is easy to employ a configuration in which three or more pinion gear sets are provided, it is easy to keep the load acting on each pinion gear small, and it is easy to simplify the support structure of each pinion gear. Therefore, it is easy to achieve weight reduction. Thus, according to this configuration, it is possible to configure a more compact vehicle drive transmission device while ensuring a reduction ratio that appropriately reduces the rotation of the driving force source.

Here, it is preferable that the diameter (φ51) of the first sun gear (S51) is smaller than the diameter (φP51a) of the first inner pinion gear (P51a).

According to this configuration, the gear ratio between the sun gear and the ring gear can be set larger.

Further, the vehicle drive transmission device (100)
When viewed in the axial direction along the axial direction (L), the rotation axis of the first inner pinion gear (P51a) and the rotation axis of the first outer pinion gear (P51b) in each of the plurality of first pinion gear sets (P51c) the center and the rotation axis of the first sun gear (S51) are arranged on a straight line along the radial direction (R),
When viewed in the axial direction, the rotational axis of the second inner pinion gear (P52a), the rotational axis of the second outer pinion gear (P52b), and the second sun gear (P52b) in each of the plurality of second pinion gear sets (P52c) S52) is preferably arranged on a straight line along the radial direction (R).

When the inner pinion gear (P5a), the outer pinion gear (P5b) and the sun gear (S51, S52) are arranged in this manner, the sun gear (S51, S52) and the ring gear (R51, R52) can be maximized. Therefore, it is easy to configure a speed reducer (5) having a larger reduction ratio while suppressing an increase in the weight of the speed reducer (5).

Further, in each of the plurality of first pinion gear sets (P51c), the diameter (φ51b) of the first outer pinion gear (P51b) is preferably larger than the diameter (φ51b) of the first inner pinion gear (P51a). .

In each pinion gear set (P5c (first pinion gear set (P51c) and second pinion gear set (P52c)), the diameter of the outer pinion gear (P5b (first outer pinion gear (P51b) and second outer pinion gear (P52b))) If φ5b (φ51b, φ52b)) is larger than the diameter (φ5a (φ51a, φ52a)) of the inner pinion gear (P5a (the first inner pinion gear (P51a) and the second inner pinion gear (P52a)), the inner pinion gear (P5a) When three or more pinion gear sets (P5c) consisting of an inner pinion gear (P5a) and an outer pinion gear (P5b) are provided compared to the case where the diameter (φ5a) of the outer pinion gear (P5b) and the diameter (φ5b) of the outer pinion gear (P5b) are the same However, the tooth ratio between the sun gear (S51, S52) and the ring gear (R51, R52) can be set large within a range where the adjacent pinion gear sets do not interfere with each other. It is easy to construct a speed reducer (5) having a ratio.

Further, the vehicle drive transmission device (100)
The first carrier (C51) is coupled to rotate integrally with the first output member (91),
The first ring gear (R51) is connected to the non-rotating member (6),
the second carrier (C51) is coupled to rotate integrally with the second output member (92);
The second ring gear (R52) is connected to the non-rotating member (6),
The first carrier (C52) is supported by a pair of bearings (B51) arranged separately on both sides in the axial direction (L) with respect to the first pinion gear set (P51c),
It is preferable that the second carrier is supported by a pair of bearings (B52) arranged separately on both sides in the axial direction with respect to the second pinion gear set.

According to this configuration, the first carrier (C51) and the second carrier (C52), which are rotating elements connected to the output member (9), are appropriately rotatably supported by the pair of bearings (B51, B52). be. Therefore, it is possible to realize a vehicle drive transmission device (100) that appropriately supports a rotating element while achieving size reduction.

1: input member, 3: differential gear mechanism, 6: case (non-rotating member), 8: driving force source, 9: output member, 10: rotor shaft, 11: first member, 12: second member, 13 : third member 14: fourth member 15: first tubular portion 15a: inner peripheral surface of the first tubular portion 16: first shaft-shaped portion 16b: outer peripheral surface of the first shaft-shaped portion 17: second tubular portion 17a: inner peripheral surface of the second tubular portion 18: second shaft-shaped portion 18b: outer peripheral surface of the second shaft-shaped portion 21: first engaging portion 22: second 2 engaging portion, 23: third engaging portion, 24: fourth engaging portion, 30a: inner peripheral surface, 41: first connecting mechanism, 42: second connecting mechanism, 43: first thrust force generating portion, 44: Second thrust force generator, 51: First reduction gear, 52: Second reduction gear, 80: Rotating electrical machine, 81: Rotor, 91: First output member, 92: Second output member, 100: Vehicle Drive Transmission Device B1: Rotor Bearing (First Bearing) B51: First Output Bearing (Second Bearing, Bearing Divided on Both Sides in the Axial Direction with respect to the First Pinion Gear Group) B52: Second Output Bearing (Third bearing, bearing arranged separately on both sides in the axial direction with respect to the second pinion gear set), C51: first reduction carrier (first carrier), C52: second reduction carrier (second carrier), E30: input element, E31: first output element, E32: second output element, L: axial direction, L1: axial direction first side, L2: axial direction second side, P51: reduction first pinion gear (first pinion gear), P51a: first inner pinion gear, P51b: first outer pinion gear, P51c: first pinion gear group, P52: second reduction pinion gear (second pinion gear), P52a: second inner pinion gear, P52b: second outer pinion gear, P52c: second pinion gear 2 pinion gear set, P5a: inner pinion gear, P5b: outer pinion gear, P5c: pinion gear set, R: radial direction, R1: radial inner side (radial inner side), R51: reduction first ring gear (first ring gear), R52: Second reduction ring gear (second ring gear), S51: First reduction sun gear (first sun gear), S52: Second reduction sun gear (second sun gear), W1: First wheel, W2: Second wheel, X: Rotation shaft φ22: diameter of the second engaging portion, φ24: diameter of the fourth engaging portion, φ51: diameter of the first reduction sun gear (diameter of the first sun gear), φ51a: diameter of the first inner pinion gear, φ51b: diameter of the second 1 Diameter of outer pinion gear, φ52: Diameter of second reduction sun gear (diameter of second sun gear)

Claims

an input member drivingly connected to a driving force source;
a first output member drivingly connected to the first wheel;
a second output member drivingly connected to the second wheel;
An input element, a first output element, and a second output element coupled to rotate integrally with the input member, wherein torque transmitted from the input member to the input element is transmitted to the first output element a differential gear mechanism that distributes to the second output element;
a first reduction gear that reduces rotation of the first output element and transmits it to the first output member;
a second reduction gear that reduces rotation of the second output element and transmits the rotation to the second output member,
The first reduction gear is a planetary gear mechanism including a first sun gear, a first carrier that rotatably supports a plurality of first pinion gears, and a first ring gear,
The first sun gear, the plurality of first pinion gears, and the first ring gear are helical gears,
The second speed reducer is a planetary gear mechanism including a second sun gear, a second carrier that rotatably supports a plurality of second pinion gears, and a second ring gear,
The second sun gear, the plurality of second pinion gears, and the second ring gear are helical gears,
the first output element and the first sun gear are coaxially arranged and connected by a first connecting mechanism;
the second output element and the second sun gear are coaxially arranged and connected by a second connecting mechanism;
The first coupling mechanism acts on the first sun gear by meshing the first sun gear and the plurality of first pinion gears according to torque transmitted between the first output element and the first sun gear. A first thrust force generator that generates a thrust force in the opposite direction to the thrust force that
The second coupling mechanism acts on the second sun gear by meshing the second sun gear and the plurality of second pinion gears according to the torque transmitted between the second output element and the second sun gear. A drive transmission device for a vehicle, comprising a second thrust force generator that generates a thrust force in a direction opposite to the thrust force that is directed toward the vehicle.
With the direction along the rotation axis of the first output element and the second output element as the axial direction,
The first coupling mechanism includes a first member integrally formed with the first output element and a second member integrally formed with the first sun gear,
The first member includes a first engagement portion configured by a spiral engagement groove around an axis along the axial direction,
The second member includes a second engagement portion configured by a spiral engagement groove around an axis along the axial direction,
The first engaging portion and the second engaging portion mesh and engage,
The direction of the thrust force acting on the second member due to the engagement between the first engaging portion and the second engaging portion according to the torque transmitted between the first output element and the first sun gear. is opposite to the thrust force acting on the first sun gear due to the meshing of the first sun gear and the plurality of first pinion gears. The twist direction is set and
The second coupling mechanism includes a third member integrally formed with the second output element and a fourth member integrally formed with the second sun gear,
The third member includes a third engagement portion configured by a spiral engagement groove around an axis along the axial direction,
The fourth member includes a fourth engagement portion configured by a spiral engagement groove around an axis along the axial direction,
The third engaging portion and the fourth engaging portion mesh and engage,
Direction of thrust force acting on the fourth member due to engagement between the third engaging portion and the fourth engaging portion according to the torque transmitted between the second output element and the second sun gear is opposite to the direction of the thrust force acting on the second sun gear due to the meshing of the second sun gear and the plurality of second pinion gears. 2. The drive transmission device for a vehicle according to claim 1, wherein the direction of twist is set.
The first member includes a first tubular portion formed in a tubular shape, the first engaging portion is formed on an inner peripheral surface of the first tubular portion,
the second member includes a first shaft-shaped portion formed in the shape of a shaft, and the second engaging portion is formed on an outer peripheral surface of the first shaft-shaped portion;
The first sun gear is provided on the outer peripheral surface of the first shaft-shaped portion at a position different in the axial direction from the second engaging portion,
The second engaging portion has the same diameter as the first sun gear and the same helix angle as the helical gear that constitutes the first sun gear,
The third member includes a second cylindrical portion formed in a cylindrical shape, the third engaging portion is formed on the inner peripheral surface of the second cylindrical portion,
The fourth member includes a second shaft-shaped portion formed in a shaft shape, and the fourth engaging portion is formed on an outer peripheral surface of the second shaft-shaped portion,
The second sun gear is provided on the outer peripheral surface of the second shaft-shaped portion at a position different in the axial direction from the fourth engaging portion,
3. The drive transmission device for a vehicle according to claim 2, wherein said fourth engaging portion has the same diameter as said second sun gear and has the same helix angle as a helical gear constituting said second sun gear.
With the direction orthogonal to the axial direction as the radial direction,
a first bearing that supports the input member in the axial direction and the radial direction; a second bearing that supports the first carrier in the axial direction and the radial direction; a third bearing that supports in the direction of
4. The vehicle according to claim 2, wherein no bearings are provided for supporting said first sun gear and said second member, and said second sun gear and said fourth member in said axial direction and said radial direction. drive transmission device.
A direction along the rotation axis of the first output element and the second output element is defined as an axial direction, one side in the axial direction is defined as a first side in the axial direction, and the other side in the axial direction is defined as a second side in the axial direction. , with the direction perpendicular to the axial direction as the radial direction,
The driving force source is a rotating electric machine having a rotor,
the input member is a cylindrical rotor shaft coupled to rotate integrally with the rotor;
The differential gear mechanism is disposed inside the rotor shaft in the radial direction and overlaps the rotor when viewed in a radial direction along the radial direction,
The first reduction gear is arranged on the first side in the axial direction with respect to the rotor and the rotor shaft,
The drive transmission device for a vehicle according to any one of claims 1 to 4, wherein the second speed reducer is arranged on the second side in the axial direction with respect to the rotor and the rotor shaft.
either one of the first carrier and the first ring gear is coupled to rotate integrally with the first output member;
the other of the first carrier and the first ring gear is connected to a non-rotating member;
either one of the second carrier and the second ring gear is coupled to rotate integrally with the second output member;
the other of the second carrier and the second ring gear is connected to a non-rotating member;
A direction along the rotation axis of the first output element and the second output element is defined as an axial direction, and a direction orthogonal to the axial direction is defined as a radial direction,
The first pinion gear includes a first inner pinion gear and a first outer pinion gear,
The first carrier supports a plurality of sets of first pinion gear sets each including the first inner pinion gear and the first outer pinion gear,
The first inner pinion gear meshes with the first sun gear and the first outer pinion gear, the first outer pinion gear meshes with the first inner pinion gear and the first ring gear,
In each of the plurality of first pinion gear sets, the rotation axis of the first inner pinion gear and the rotation axis of the first outer pinion gear are arranged along the radial direction,
The second pinion gear includes a second inner pinion gear and a second outer pinion gear,
The second carrier supports a plurality of sets of second pinion gear sets each including the second inner pinion gear and the second outer pinion gear,
The second inner pinion gear meshes with the second sun gear and the second outer pinion gear, the second outer pinion gear meshes with the second inner pinion gear and the second ring gear,
In each of the plurality of second pinion gear sets, the rotation axis of the second inner pinion gear and the rotation axis of the second outer pinion gear are arranged so as to line up along the radial direction. A drive transmission device for a vehicle as described.
The drive transmission device for a vehicle according to claim 6, wherein the diameter of the first sun gear is smaller than the diameter of the first inner pinion gear.
When viewed in the axial direction along the axial direction, the rotation axis of the first inner pinion gear, the rotation axis of the first outer pinion gear, and the rotation axis of the first sun gear in each of the plurality of first pinion gear sets are aligned. , arranged on a straight line along the radial direction,
When viewed in the axial direction, the rotation axis of the second inner pinion gear, the rotation axis of the second outer pinion gear, and the rotation axis of the second sun gear in each of the plurality of second pinion gear sets are aligned in the radial direction. 8. The drive transmission device for a vehicle according to claim 6, arranged on a straight line along the .
The drive transmission device for a vehicle according to any one of claims 6 to 8, wherein in each of the plurality of first pinion gear sets, the diameter of the first outer pinion gear is larger than the diameter of the first inner pinion gear.
said first carrier being coupled for unitary rotation with said first output member;
the first ring gear is coupled to a non-rotating member;
the second carrier is coupled to rotate integrally with the second output member;
the second ring gear is coupled to a non-rotating member;
The first carrier is supported by a pair of bearings arranged separately on both sides in the axial direction with respect to the first pinion gear set,
10. The drive transmission for a vehicle according to any one of claims 6 to 9, wherein said second carrier is supported by a pair of bearings arranged separately on both sides in said axial direction with respect to said second pinion gear set. Device.