JP7790146B2 - Vehicle drive unit - Google Patents

Description

The present invention relates to a vehicle drive system that includes an input member that is drivingly connected to an internal combustion engine, two rotating electric machines, an output member, and a power transmission mechanism that transmits power between them.

JP 2017-114477 A (Patent Document 1) discloses technology for lubricating a vehicle drive system in a hybrid vehicle equipped with an internal combustion engine and two rotating electric machines. This vehicle is equipped with an oil pump (electric oil pump) driven by a drive power source separate from the drive power source for the wheels, and some mechanisms of the vehicle drive system are lubricated by oil supplied from this oil pump. This also includes the case where oil used to lubricate one gear is used to lubricate other parts to be lubricated, such as other gears. For example, a system could be configured so that oil scooped up by a rotating gear lubricates other parts to be lubricated.

JP 2017-114477 A

In hybrid vehicles equipped with an internal combustion engine and a rotating electric machine, the internal combustion engine may rotate the rotating electric machine to generate electricity while the wheels are stopped. In this case, the power transmission mechanism is controlled so that the gears that drive the wheels do not rotate. As a result, oil is not supplied to the parts that need to be lubricated by the oil scooping, which can result in insufficient lubrication. Providing a separate oil supply path from the oil pump complicates the structure of the vehicle drive system and may also require the oil pump's discharge capacity to be increased.

In light of the above background, it is desirable to realize a vehicle drive device that can appropriately supply oil to parts to be lubricated even when the output member is not rotating.

In view of the above, a vehicle drive device includes an input member drivingly connected to an internal combustion engine, an output member drivingly connected to wheels, a first rotating electric machine, a second rotating electric machine, and a power transmission mechanism that changes the power transmission state between the input member, the output member, the first rotating electric machine, and the second rotating electric machine to transmit power therebetween, and defines an operating mode in which driving force is transmitted between the input member and the first rotating electric machine and between the second rotating electric machine and the output member as a series mode, and an operating mode in which driving force is transmitted between the input member, the second rotating electric machine, and the output member as a parallel mode, and the power transmission mechanism is configured to switch between at least the series mode and the parallel mode. A vehicle drive device capable of two operating modes, one of the first rotating electric machine and the second rotating electric machine, is a target rotating electric machine, and the target rotating electric machine is arranged on a second axis parallel to the first axis, separate from the first axis on which the input member is arranged. The second axis is arranged above the first axis. The device is equipped with a first oil receiver arranged below the target rotating electric machine to receive cooling oil supplied to the target rotating electric machine from an oil pump that operates independently of the wheels and drops from the target rotating electric machine, and a first oil supply passage that supplies oil collected in the first oil receiver to a first bearing that supports the input member and an input gear that rotates integrally with the input member.

With this configuration, the provision of a first oil receiving section effectively collects oil that flows down after being supplied from the oil pump and cooling the target rotating electric machine. Furthermore, the provision of a first oil supply passage allows the oil collected in the first oil receiving section to be supplied to the parts to be lubricated. Since power generation can be performed even when the wheels are stopped, some of the gears that make up the power transmission mechanism do not rotate. However, the input member and input gear drivingly connected to the internal combustion engine rotate to supply mechanical energy to the rotating electric machine, for example, when the rotating electric machine is operated as a generator. As described above, by being able to supply oil to the first bearing and input gear that support the input member, these can be appropriately lubricated. In other words, this configuration makes it possible to realize a vehicle drive system that can appropriately supply oil to the first bearing and input gear, which are parts to be lubricated, even when the output member is not rotating.

Further features and advantages of the vehicle drive system will become apparent from the following description of exemplary, non-limiting embodiments, which are illustrated in the drawings.

Skeleton diagram of a vehicle drive system Partial cross-sectional view of a vehicle drive device 1 is a schematic cross-sectional view of the first chamber viewed from the side facing the partition wall along the axial direction; 1 is a schematic cross-sectional view of a second chamber viewed from the side facing the partition wall along the axial direction; FIG. 10 is a partially enlarged perspective view of a first oil receiving portion in the main body case; FIG. 10 is a partially enlarged perspective view of a second oil receiving portion in the main body case; FIG. 10 is a partially enlarged perspective view of a second oil receiving portion in the transmission mechanism side cover case; 10 is a schematic cross-sectional view showing another example of the configuration of the first oil receiving portion, when the first chamber is viewed from the side facing the partition wall along the axial direction.

Embodiments of a vehicle drive device will be described below with reference to the drawings. Note that the directions of each component in the following description refer to the direction when the component is assembled into the vehicle drive device. Furthermore, terms related to the dimensions, orientation, and position of each component are concepts that include differences due to tolerances (to the extent that tolerances are acceptable in manufacturing).

In this specification, "driving connection" refers to a state in which two rotating elements are connected so that they can transmit a driving force (synonymous with torque), and includes a state in which the two rotating elements are connected so that they rotate as a unit, or a state in which the two rotating elements are connected so that they can transmit a driving force via one or more transmission members. Such transmission members include various members (e.g., shafts, gear mechanisms, belts, chains, etc.) that transmit rotation at the same speed or at variable speeds, and may also include engagement devices (e.g., friction engagement devices, meshing engagement devices, etc.) that selectively transmit rotation and driving force.

In addition, in this specification, the term "rotating electric machine" is used as a concept that includes motors (electric motors), generators (electric generators), and motor-generators that function as both motors and generators as necessary. Furthermore, in this specification, with regard to the arrangement of two components, "overlapping when viewed from a specific direction" means that when an imaginary line parallel to the line of sight is moved in each direction perpendicular to the imaginary line, there is at least a partial area where the imaginary line intersects with both of the two components. Furthermore, in this specification, with regard to the arrangement of two components, "axial arrangement areas overlap" means that the axial arrangement area of one component includes at least a partial area of the axial arrangement area of the other component.

As shown in FIG. 1 , the vehicle drive device 100 includes a first rotating electric machine 1, a second rotating electric machine 2, a first input member 11 drivingly connected to the internal combustion engine 3, an output member 5 drivingly connected to wheels 4, a second input member 12 drivingly connected to the second rotating electric machine 2, and a third input member 13 drivingly connected to the first rotating electric machine 1. The internal combustion engine 3 is a prime mover (e.g., a gasoline engine, a diesel engine, etc.) that is driven by the combustion of fuel inside the engine to extract power. The first rotating electric machine 1 and the second rotating electric machine 2 are electrically connected to an electric storage device (not shown), such as a battery or a capacitor, and are powered by receiving a supply of electric power from the electric storage device, or are supplied with electric power generated by the inertial force of the vehicle or the driving force of the internal combustion engine 3, and stored in the electric storage device. The first rotating electric machine 1 and the second rotating electric machine 2 are electrically connected to a common power storage device, making it possible to power the second rotating electric machine 2 using the electric power generated by the first rotating electric machine 1.

In this embodiment, the third input member 13 is connected to the first rotating electric machine 1 (specifically, the rotor provided in the first rotating electric machine 1; the same applies hereinafter) so as to rotate integrally therewith, and the second input member 12 is connected to the second rotating electric machine 2 (specifically, the rotor provided in the second rotating electric machine 2; the same applies hereinafter) so as to rotate integrally therewith. Furthermore, in this embodiment, the first input member 11 is connected to the internal combustion engine 3 (specifically, an output member such as a crankshaft provided in the internal combustion engine 3; the same applies hereinafter) via a torque limiter TL (see FIG. 2). The torque limiter TL limits the magnitude of torque transmitted between the first input member 11 and the internal combustion engine 3, thereby blocking the transmission of excessive torque. When using a damper device with a torque limiter TL (a damper device equipped with a damper mechanism and a torque limiter TL), the first input member 11 is connected to the internal combustion engine 3 via the torque limiter TL and the damper mechanism.

As shown in FIG. 2, the vehicle drive device 100 includes a case 9, and the first input member 11, second input member 12, and third input member 13 are each housed in the case 9. Here, "house" means to house at least a portion of an object to be housed. The first input member 11, second input member 12, and third input member 13 are each supported by the case 9 so as to be rotatable relative to the case 9. The case 9 also houses the differential gear unit 6, first counter gear mechanism 31, and second counter gear mechanism 32, which will be described later.

As shown in FIG. 2, the case 9 includes a first chamber 91 that houses the first rotating electric machine 1 and the second rotating electric machine 2, and a second chamber 92 that houses the power transmission mechanism 20. The first chamber 91 and the second chamber 92 are separated by a partition wall 95. The case 9 also includes a main body case 97 on which the partition wall 95 is formed, a rotating electric machine side cover case (not shown) that abuts against the main body case 97 from the first axial side L1 and forms the first chamber 91 together with the main body case 97, and a transmission mechanism side cover case 96 that abuts against the main body case 97 from the second axial side L2 and forms the second chamber 92 together with the main body case 97.

The vehicle drive system 100 includes a differential gear unit 6. As shown in FIG. 1, the differential gear unit 6 includes a differential input gear GD and distributes rotation of the differential input gear GD to a pair of output members 5, each of which is drivingly connected to a wheel 4. If the wheel 4 to which one output member 5 is drivingly connected is defined as the first wheel, and the wheel 4 to which the other output member 5 is drivingly connected is defined as the second wheel, the first wheel and the second wheel are a pair of left and right wheels 4 (e.g., a pair of left and right front wheels, or a pair of left and right rear wheels). In this embodiment, the output members 5 are drive shafts, and each output member 5 is connected to the wheel 4 to be connected so as to rotate at the same speed as the wheel 4. The output members 5 are connected to the wheel 4 to be connected via, for example, a constant velocity joint (not shown). The wheel 4 is driven by torque transmitted via the output member 5, causing the vehicle (a vehicle equipped with the vehicle drive system 100; the same applies hereinafter) to travel.

As shown in FIG. 2, in this embodiment, the differential gear device 6 includes a bevel gear type differential gear mechanism 40 and a differential case 41 that houses the differential gear mechanism 40. The differential case 41 is supported on the case 9 so as to be rotatable relative to the case 9. The differential input gear GD is connected to the differential case 41 so as to rotate integrally with the differential case 41. Specifically, the differential input gear GD is attached to the differential case 41 so as to protrude radially outward from the differential case 41 (radially relative to a fourth axis A4, described below).

The differential gear mechanism 40 includes a pinion gear 43 and a pair of side gears 44 that mesh with the pinion gear 43. The pinion gears 43 (e.g., two pinion gears 43) are supported on a pinion shaft 42 that is held in a differential case 41 so as to be rotatable relative to the pinion shaft 42. The differential gear mechanism 40 distributes the rotation of the differential input gear GD to the pair of side gears 44. Each side gear 44 is connected (spline-connected in this case) to the output member 5 to which it is connected so as to rotate integrally with the output member 5.

1 and 2, the first input member 11 is disposed on the first axis A1, the second input member 12 is disposed on the second axis A2, the third input member 13 is disposed on the third axis A3, the differential gear unit 6 is disposed on the fourth axis A4, the first counter gear mechanism 31 (described later) is disposed on the fifth axis A5, and the second counter gear mechanism 32 (described later) is disposed on the sixth axis A6. The first axis A1, second axis A2, third axis A3, fourth axis A4, fifth axis A5, and sixth axis A6 are different axes (virtual axes) and disposed parallel to one another. The direction parallel to each of these axes (A1 to A6) (i.e., the axial direction common to each axis) is referred to as the axial direction L. One side of the axial direction L is referred to as the first axial side L1, and the other side of the axial direction L (the opposite side of the axial direction L from the first axial side L1) is referred to as the second axial side L2.

As shown in FIG. 1, the first input member 11 is disposed on the first axial side L1 relative to the internal combustion engine 3. The third input member 13 is disposed on the second axial side L2 relative to the first rotating electric machine 1, and the second input member 12 is disposed on the second axial side L2 relative to the second rotating electric machine 2.

As shown in FIG. 1 , the vehicle drive device 100 includes a first gear mechanism 21 that drivingly couples the first input member 11 and the third input member 13 and also couples the first input member 11 and the differential input gear GD. The first gear mechanism 21 drivingly couples the third input member 13 and the differential input gear GD via the first input member 11. That is, the first gear mechanism 21 transmits driving force between the first input member 11, which is drivingly coupled to the internal combustion engine 3, and the first rotating electric machine 1. The first gear mechanism 21 can be used to connect a first power transmission path, which is a power transmission path between the third input member 13 and the first input member 11, and a third power transmission path, which is a power transmission path between the first input member 11 and the differential input gear GD. The third power transmission path is selectively connected (i.e., connected or disconnected) by a first switching mechanism 51, which will be described later. On the other hand, in this embodiment, the first power transmission path is always connected.

The vehicle drive device 100 also includes a second gear mechanism 22 that drivingly connects the second input member 12 and the differential input gear GD. The second gear mechanism 22 drivingly connects the second input member 12 and the differential input gear GD without going through the first gear mechanism 21. The second power transmission path, which is the power transmission path between the second input member 12 and the differential input gear GD, can be connected using the second gear mechanism 22. In other words, the second gear mechanism 22 transmits driving force between the second rotating electric machine 2 and the output member 5. In this embodiment, the second power transmission path is selectively connected by a second switching mechanism 52, which will be described later.

With the third power transmission path disconnected and the second power transmission path connected, the vehicle drive device 100 can achieve electric driving mode and series mode. The electric driving mode is a driving mode in which the output member 5 is driven by the driving force of the second rotating electric machine 2 to drive the vehicle. The series mode is a driving mode in which the first rotating electric machine 1 generates electricity using the driving force of the internal combustion engine 3, and the output member 5 is driven by the driving force of the second rotating electric machine 2 to drive the vehicle. In the electric driving mode and series mode, the third power transmission path is disconnected, and the first rotating electric machine 1 and the internal combustion engine 3 are disconnected from the output member 5.

Furthermore, with the second power transmission path and the third power transmission path connected, the vehicle drive system 100 can achieve a parallel mode. The parallel mode is a driving mode in which the output member 5 is driven by at least the driving force of the internal combustion engine 3 to drive the vehicle. In the parallel mode, the driving force of the second rotating electric machine 2 is transmitted to the output member 5 as needed to supplement the driving force of the internal combustion engine 3. When the second rotating electric machine 2 is stopped in the parallel mode (e.g., when the vehicle is traveling at high speed), the second rotating electric machine 2, which is drivingly connected to the differential input gear GD without passing through the first input member 11, can be disconnected from the differential input gear GD by interrupting the second power transmission path. Therefore, when the second rotating electric machine 2 is stopped in the parallel mode, co-rotation of the second rotating electric machine 2 can be avoided, thereby suppressing energy loss due to dragging of the second rotating electric machine 2. In parallel mode, the driving force of the first rotating electric machine 1 may be transmitted to the output member 5 in addition to or instead of the driving force of the second rotating electric machine 2 to supplement the driving force of the internal combustion engine 3.

The first gear mechanism 21 and the second gear mechanism 22 correspond to the power transmission mechanism 20 that changes the power transmission state between the third input member 13, the output member 5, the first rotating electric machine 1, and the second rotating electric machine 2, thereby transmitting power between them. As described above, the series mode is an operating mode in which driving force is transmitted between the first input member 11 and the first rotating electric machine 1, and between the second rotating electric machine 2 and the output member 5. The parallel mode is an operating mode in which driving force is transmitted between the first input member 11, the second rotating electric machine 2, and the output member 5. The power transmission mechanism 20 is capable of operating in at least two operating modes: the series mode and the parallel mode.

As shown in FIG. 1 , the first gear mechanism 21 includes a third input gear G9 (ninth gear) arranged coaxially with the third input member 13, and a first input gear G10 (tenth gear) arranged coaxially with the first input member 11 and meshing with the third input gear G9. In this embodiment, the third input gear G9 is connected to the third input member 13 so as to rotate integrally therewith, and the first input gear G10 is connected to the first input member 11 so as to rotate integrally therewith. In other words, in this embodiment, the third input member 13 and the first input member 11 are constantly connected via the gear pair of the third input gear G9 and the first input gear G10, and therefore the first power transmission path between the third input member 13 and the first input member 11 is constantly connected.

As shown in Figures 1 and 2, in this embodiment, the third input gear G9 is formed with a smaller diameter than the first input gear G10. In other words, the gear ratio between the third input gear G9 and the first input gear G10 is set so that the rotation of the third input member 13 is decelerated before being transmitted to the first input member 11 (in other words, so that the rotation of the first input member 11 is accelerated before being transmitted to the third input member 13).

The first gear mechanism 21 further includes a first gear G1 and a second gear G2, each of which is arranged coaxially with the first input member 11, and a first counter gear mechanism 31. The first gear G1 is arranged on the first axial side L1 relative to the second gear G2. The first counter gear mechanism 31 includes a first counter shaft 31a, a third gear G3 that meshes with the first gear G1, a fourth gear G4 that meshes with the second gear G2, and a fifth gear G5 that rotates integrally with the first counter shaft 31a and meshes with the differential input gear GD. The third gear G3 is arranged on the first axial side L1 relative to the fourth gear G4. In this embodiment, the fifth gear G5 is arranged between the third gear G3 and the fourth gear G4 in the axial direction L.

As shown in Figures 1 and 2, in this embodiment, the fifth gear G5 has a smaller diameter than the differential input gear GD. In other words, the gear ratio between the fifth gear G5 and the differential input gear GD is set so that the rotation of the first countershaft 31a is reduced in speed before being transmitted to the differential gear device 6 (specifically, the differential input gear GD).

The first gear mechanism 21 is provided with a first switching mechanism 51 that switches between a state in which driving force is transmitted between the first input member 11 and the first countershaft 31a via the first gear pair GP1, which is made up of the first gear G1 and the third gear G3; a state in which driving force is transmitted between the first input member 11 and the first countershaft 31a via the second gear pair GP2, which is made up of the second gear G2 and the fourth gear G4; and a state in which driving force is not transmitted between the first input member 11 and the first countershaft 31a.

Hereinafter, the state in which driving force is transmitted between the first input member 11 and the first countershaft 31a via the first gear pair GP1 (i.e., the state in which the first input member 11 and the first countershaft 31a are connected via the first gear pair GP1) will be referred to as the "first connected state." Furthermore, the state in which driving force is transmitted between the first input member 11 and the first countershaft 31a via the second gear pair GP2 (i.e., the state in which the first input member 11 and the first countershaft 31a are connected via the second gear pair GP2) will be referred to as the "second connected state." Furthermore, the state in which driving force is not transmitted between the first input member 11 and the first countershaft 31a will be referred to as the "disconnected state." The fifth gear G5, which meshes with the differential input gear GD, is connected to the first countershaft 31a so as to rotate integrally with the first countershaft 31a. Therefore, in the first connected state and the second connected state, a driving force is transmitted between the first input member 11 and the differential input gear GD (i.e., the third power transmission path is connected), and in the unconnected state, a driving force is not transmitted between the first input member 11 and the differential input gear GD (i.e., the third power transmission path is disconnected).
In this embodiment, the first switching mechanism 51 corresponds to the "switching mechanism."

In this embodiment, the third gear G3 and the fourth gear G4 are connected to the first countershaft 31a so as to rotate integrally with the first countershaft 31a. The first switching mechanism 51 is configured to switch between a state in which only the first gear G1 of the first gear G1 and the second gear G2 is connected to the first input member 11, a state in which only the second gear G2 of the first gear G1 and the second gear G2 is connected to the first input member 11, and a state in which both the first gear G1 and the second gear G2 are disconnected from the first input member 11. In other words, the first gear G1 and the second gear G2 are selectively connected to the first input member 11 by the first switching mechanism 51.

A first connected state is achieved when only the first gear G1 of the first gear G1 and the second gear G2 is connected to the first input member 11. A second connected state is achieved when only the second gear G2 of the first gear G1 and the second gear G2 is connected to the first input member 11. A non-connected state is achieved when both the first gear G1 and the second gear G2 are disconnected from the first input member 11. In the first connected state, the second gear G2 is supported on the first input member 11 so as to be rotatable relative to the first input member 11. In the second connected state, the first gear G1 is supported on the first input member 11 so as to be rotatable relative to the first input member 11. In the non-connected state, the first gear G1 and the second gear G2 are supported on the first input member 11 so as to be rotatable relative to the first input member 11.

The rotational speed ratio between the first input member 11 and the first countershaft 31a is determined according to the gear ratio between the first gear G1 and the third gear G3 in the first connected state, and according to the gear ratio between the second gear G2 and the fourth gear G4 in the second connected state. The gear ratio between the first gear G1 and the third gear G3 is set to be different from the gear ratio between the second gear G2 and the fourth gear G4. Therefore, by switching between the first connected state and the second connected state using the first switching mechanism 51, the rotational speed ratio between the first input member 11 and the first countershaft 31a can be switched to a different value.

The ratio of the rotational speed of the first input member 11 to the rotational speed of the differential input gear GD is defined as the gear ratio. In this embodiment, the gear ratio between the first gear G1 and the third gear G3 and the gear ratio between the second gear G2 and the fourth gear G4 are set so that the gear ratio in the first connected state is greater than the gear ratio in the second connected state. Therefore, a low gear is formed in the first connected state, and a high gear is formed in the second connected state. Because the gear ratio between the first gear G1 and the third gear G3 and the gear ratio between the second gear G2 and the fourth gear G4 are set in this manner, in this embodiment, the first gear G1 is formed with a smaller diameter than the second gear G2, and the third gear G3 is formed with a larger diameter than the fourth gear G4.

In this embodiment, the first gear G1 has a smaller diameter than the third gear G3. That is, the gear ratio between the first gear G1 and the third gear G3 is set so that the rotation of the first input member 11 is reduced in speed before being transmitted to the first countershaft 31a. In addition, in this embodiment, the second gear G2 has a larger diameter than the fourth gear G4. That is, the gear ratio between the second gear G2 and the fourth gear G4 is set so that the rotation of the first input member 11 is increased in speed before being transmitted to the first countershaft 31a.

In this embodiment, the first switching mechanism 51 is configured using a meshing engagement device (dog clutch). Specifically, the first switching mechanism 51 includes a first sleeve member 51a that is movable in the axial direction L, a first engagement portion E1 that rotates integrally with the first input member 11, a second engagement portion E2 that rotates integrally with the first gear G1, and a third engagement portion E3 that rotates integrally with the second gear G2. The first sleeve member 51a, first engagement portion E1, second engagement portion E2, and third engagement portion E3 are arranged on the first axis A1. In other words, the first switching mechanism 51 (specifically, at least the first sleeve member 51a, first engagement portion E1, second engagement portion E2, and third engagement portion E3) is arranged coaxially with the first input member 11.

The position of the first sleeve member 51a in the axial direction L is changed by a first shift fork 51b (see Figure 2), which is supported on the case 9 so as to be movable in the axial direction L. The first shift fork 51b engages with the first sleeve member 51a (specifically, a groove formed on the outer peripheral surface of the first sleeve member 51a) so as to move in the axial direction L integrally with the first sleeve member 51a while allowing rotation of the first sleeve member 51a (rotation about the first axis A1). The first shift fork 51b is moved in the axial direction L by the driving force of an actuator, such as an electric actuator or a hydraulic actuator.

In this embodiment, internal teeth are formed on the inner peripheral surface of the first sleeve member 51a, and external teeth are formed on the outer peripheral surfaces of the first engagement portion E1, the second engagement portion E2, and the third engagement portion E3. The first sleeve member 51a is arranged to fit over the first engagement portion E1 and is connected to the first engagement portion E1 so as to be non-rotatable relative to the first engagement portion E1 and movable in the axial direction L relative to the first engagement portion E1. The first engagement portion E1 (specifically, the external teeth formed on the first engagement portion E1) engages with the first sleeve member 51a (specifically, the internal teeth formed on the first sleeve member 51a) regardless of the position of the first sleeve member 51a in the axial direction L. On the other hand, the second engagement portion E2 (specifically, the external teeth formed on the second engagement portion E2) and the third engagement portion E3 (specifically, the external teeth formed on the third engagement portion E3) selectively engage with the first sleeve member 51a (specifically, the internal teeth formed on the first sleeve member 51a) depending on the position of the first sleeve member 51a in the axial direction L.

The first switching mechanism 51 is configured to switch between a first connected state, a second connected state, and a non-connected state depending on the position of the first sleeve member 51a in the axial direction L. Specifically, the non-connected state is achieved when the first sleeve member 51a moves to a position in the axial direction L where it engages with the first engagement portion E1 but does not engage with the second engagement portion E2 or the third engagement portion E3 (see FIGS. 1 and 2). The first connected state is achieved when the first sleeve member 51a moves to a position in the axial direction L where it engages with the first engagement portion E1 or the second engagement portion E2 but does not engage with the third engagement portion E3 (a position L1 axially closer to the first side than the position of the first sleeve member 51a shown in FIGS. 1 and 2). Furthermore, the second coupled state is achieved when the first sleeve member 51a moves to a position in the axial direction L where it engages with the first engagement portion E1 and the third engagement portion E3 but does not engage with the second engagement portion E2 (a position L2 on the second axial side of the position of the first sleeve member 51a shown in Figures 1 and 2).

As shown in FIG. 2, in this embodiment, the first input member 11 is supported by the case 9 at two locations in the axial direction L by a pair of first bearings B1. As described above, the second chamber 92 is formed by the main case 97 and the transmission mechanism side cover case 96, which abuts the main case 97 from the second axial side L2. One of the pair of first bearings B1 is supported by a partition wall 95 formed on the main case 97, and the other is supported by the transmission mechanism side cover case 96. The first input gear G10, first gear G1, and second gear G2 housed in the second chamber 92 are arranged between the pair of first bearings B1 in the axial direction L.

Similarly, the third input member 13 is supported by the case 9 at two locations in the axial direction L by a pair of second bearings B2. One of the pair of second bearings B2 is supported by a partition wall 95 formed on the main body case 97, and the other is supported by the transmission mechanism side cover case 96. The third input gear G9 housed in the second chamber 92 is positioned between the pair of first bearings B1 in the axial direction L.

In this embodiment, the first countershaft 31a is supported by the case 9 at two locations in the axial direction L by a pair of third bearings B3. Similar to the first bearing B1 and the second bearing B2, one of the pair of third bearings B3 is supported by a partition wall 95 formed on the main body case 97, and the other is supported by the transmission mechanism side cover case 96. The third gear G3, fourth gear G4, and fifth gear G5 are disposed between the pair of third bearings B3.

As shown in FIG. 1, the second gear mechanism 22 includes a sixth gear G6 (second input gear) arranged coaxially with the second input member 12, and a second counter gear mechanism 32. The second counter gear mechanism 32 includes a second counter shaft 32a, a seventh gear G7 meshing with the sixth gear G6, and an eighth gear G8 that rotates integrally with the second counter shaft 32a and meshes with the differential input gear GD. In this embodiment, the sixth gear G6 has a smaller diameter than the seventh gear G7. That is, the gear ratio between the sixth gear G6 and the seventh gear G7 is set so that the rotation of the second input member 12 is decelerated and transmitted to the second counter shaft 32a. In addition, in this embodiment, the eighth gear G8 has a smaller diameter than the differential input gear GD. That is, the gear ratio between the eighth gear G8 and the differential input gear GD is set so that the rotation of the second countershaft 32a is decelerated and transmitted to the differential gear device 6 (specifically, the differential input gear GD). In this embodiment, the seventh gear G7 has a larger diameter than the eighth gear G8.

The second gear mechanism 22 is provided with a second switching mechanism 52 that switches between a transmission state in which driving force is transmitted between the second input member 12 and the second countershaft 32a via the gear pair of the sixth gear G6 and the seventh gear G7, and a non-transmission state in which driving force is not transmitted between the second input member 12 and the second countershaft 32a. The eighth gear G8, which meshes with the differential input gear GD, is connected to the second countershaft 32a so as to rotate integrally with the second countershaft 32a. Therefore, in the transmission state, driving force is transmitted between the second input member 12 and the differential input gear GD (i.e., the second power transmission path is connected), and in the non-transmission state, driving force is not transmitted between the second input member 12 and the differential input gear GD (i.e., the second power transmission path is disconnected).

In this embodiment, the sixth gear G6 is connected to the second input member 12 so as to rotate integrally therewith. The second switching mechanism 52 is configured to switch between a state in which the seventh gear G7 is connected to the second countershaft 32a and a state in which the seventh gear G7 is disconnected from the second countershaft 32a. That is, the seventh gear G7 is selectively connected to the second countershaft 32a by the second switching mechanism 52. When the seventh gear G7 is connected to the second countershaft 32a, a transmission state is achieved. When the seventh gear G7 is disconnected from the second countershaft 32a, a non-transmission state is achieved. In the non-transmission state, the seventh gear G7 is supported by the second countershaft 32a so as to be rotatable relative to the second countershaft 32a.

In this embodiment, the second switching mechanism 52 is configured using a meshing engagement device (dog clutch). Specifically, the second switching mechanism 52 includes a second sleeve member 52a that is movable in the axial direction L, a fourth engagement portion E4 that rotates integrally with the second counter shaft 32a, and a fifth engagement portion E5 that rotates integrally with the seventh gear G7. The second sleeve member 52a, the fourth engagement portion E4, and the fifth engagement portion E5 are disposed on the sixth axis A6. That is, the second switching mechanism 52 (specifically, at least the second sleeve member 52a, the fourth engagement portion E4, and the fifth engagement portion E5) are disposed coaxially with the second counter gear mechanism 32. In this manner, the second switching mechanism 52 includes the second sleeve member 52a coaxially with the second counter gear mechanism 32. As described below, the second sleeve member 52a moves in the axial direction L to switch between a transmission state and a non-transmission state.

The position of the second sleeve member 52a in the axial direction L is changed by a second shift fork 52b (see Figures 2 and 3), which is supported on the case 9 so as to be movable in the axial direction L. The second shift fork 52b engages with the second sleeve member 52a (specifically, a groove formed on the outer peripheral surface of the second sleeve member 52a) so as to move in the axial direction L integrally with the second sleeve member 52a while allowing rotation of the second sleeve member 52a (rotation about the sixth axis A6). As will be described in more detail below, the drive mechanism that drives the second sleeve member 52a in the axial direction L is constructed using the second shift fork 52b.

In this embodiment, internal teeth are formed on the inner peripheral surface of the second sleeve member 52a, and external teeth are formed on the outer peripheral surfaces of the fourth engagement portion E4 and the fifth engagement portion E5. The second sleeve member 52a is arranged to fit over the fourth engagement portion E4 and is connected to the fourth engagement portion E4 so as to be non-rotatable relative to the fourth engagement portion E4 and movable in the axial direction L relative to the fourth engagement portion E4. The fourth engagement portion E4 (specifically, the external teeth formed on the fourth engagement portion E4) engages with the second sleeve member 52a (specifically, the internal teeth formed on the second sleeve member 52a) regardless of the position of the second sleeve member 52a in the axial direction L. On the other hand, the fifth engagement portion E5 (specifically, the external teeth formed on the fifth engagement portion E5) selectively engages with the second sleeve member 52a (specifically, the internal teeth formed on the second sleeve member 52a) depending on the position of the second sleeve member 52a in the axial direction L.

The second switching mechanism 52 is configured to switch between a transmission state and a non-transmission state depending on the position of the second sleeve member 52a in the axial direction L. Specifically, the non-transmission state is achieved when the second sleeve member 52a is moved to a position in the axial direction L where it engages with the fourth engagement portion E4 but not the fifth engagement portion E5 (see Figures 1 and 2). The transmission state is achieved when the second sleeve member 52a is moved to a position in the axial direction L where it engages with the fourth engagement portion E4 and the fifth engagement portion E5 (a position on the first axial side L1 from the position of the second sleeve member 52a shown in Figures 1 and 2).

As shown in FIG. 2, in this embodiment, the second input member 12 is supported on the case 9 at two locations in the axial direction L by a pair of fourth bearings B4. Similar to the first bearing B1, one of the pair of fourth bearings B4 is supported by a partition wall 95 formed on the main body case 97, and the other is supported by the transmission mechanism side cover case 96. The sixth gear G6 housed in the second chamber 92 is positioned between the pair of fourth bearings B4 in the axial direction L.

The first rotating electric machine 1, the second rotating electric machine 2, the power transmission mechanism 20, and the differential gear unit 6 that constitute the vehicle drive system 100 are lubricated with oil. Lubricating oil is supplied to the vehicle drive system 100 from at least one of a mechanical oil pump (not shown) driven by one or more of the internal combustion engine 3, the first rotating electric machine 1, and the second rotating electric machine 2, which are the driving power sources for the wheels 4, and an electric oil pump (not shown) driven by a driving power source other than the driving power source for the wheels 4 (e.g., a rotating electric machine (motor) other than the first rotating electric machine 1 and the second rotating electric machine 2). In this embodiment, the oil pump that operates independently of the wheels and supplies cooling oil to the target rotating electric machine (the second rotating electric machine 2) is an electric oil pump. The oil pump that operates independently of the wheels may also be, for example, a mechanical oil pump driven by at least one of the first rotating electric machine 1 and the internal combustion engine 3 that rotates to generate electricity while the wheels are stopped. The vehicle drive system 100 has oil passages to each mechanical part, and oil is supplied from these oil pumps. However, forming oil passages to all mechanical parts could result in the oil passages becoming more complex and the vehicle drive system 100 becoming larger. Furthermore, if there are more oil passages, it may become necessary to increase the discharge capacity of the oil pump.

Therefore, instead of forming an oil passage and supplying oil directly from the oil pump, it is often the case that oil is supplied to one mechanism of the vehicle drive system 100, and the oil used to lubricate that mechanism is then used to lubricate other mechanisms. For example, the vehicle drive system 100 may be configured to lubricate other mechanisms by using rotating members such as various gears to scoop up the oil or by using centrifugal force to splash the oil. A differential input gear GD, for example, is commonly used as such a rotating member.

When the rotating members rotate, oil can be supplied to the lubrication target locations by the rotating members. However, when the rotating members do not rotate, sufficient oil cannot be supplied. As described above, the vehicle drive system 100 can operate in at least two operating modes: series mode and parallel mode, depending on the state of the power transmission mechanism 20. In series mode, for example, the internal combustion engine 3 can be driven while the wheels are stopped, and the first rotating electric machine 1 can be operated in regenerative mode to generate electricity and charge the power storage device. At this time, the first gear mechanism 21 is controlled so that the driving force from the internal combustion engine 3 is not transmitted to the wheels 4. The second gear mechanism 22 is also controlled so that the driving force of the second rotating electric machine 2 is not transmitted to the wheels 4. In other words, when generating electricity while the wheels are stopped, many of the rotating members that make up the power transmission mechanism 20 are not rotating, and there is a possibility that oil will not be supplied sufficiently due to scooping, etc.

When generating electricity while the wheels are stopped, at least the first input member 11, first rotating electric machine 1, third input gear G9, and first input gear G10 are rotating, and it is preferable that these and the bearings that support them are appropriately lubricated. The vehicle drive device 100 according to this embodiment is configured to ensure that these are appropriately lubricated even in such cases.

As described above, the case 9 includes a first chamber 91 that houses the first rotating electric machine 1 and the second rotating electric machine 2, a second chamber 92 that houses the power transmission mechanism 20, and a partition wall 95 that separates the first chamber 91 from the second chamber 92. FIG. 3 shows a schematic cross-sectional view of the first chamber 91 viewed from the side opposite the partition wall 95 along the axial direction L, and FIG. 4 shows a schematic cross-sectional view of the second chamber 92 viewed from the side opposite the partition wall 95 along the axial direction L. In the following description, when the vehicle drive device 100 is mounted on a vehicle, the axial direction L is assumed to be horizontal, and the direction perpendicular to the horizontal direction is assumed to be the up-down direction V. Furthermore, the direction perpendicular to the axial direction L and the up-down direction V is assumed to be the width direction H, with one side of the width direction H referred to as the first width direction side H1 and the other side referred to as the second width direction side H2. The width direction H is a direction that runs horizontally.

As will be described in detail later, the vehicle drive device 100 includes a first oil receiving portion 7, as shown in FIG. 3, disposed below the second rotating electric machine 2 at V2. The first oil receiving portion 7 receives oil dropping from the second rotating electric machine 2. The first oil receiving portion 7 is disposed in the first chamber 91. Specifically, the first oil receiving portion 7 is formed within the first chamber 91 by abutment between a rib (first main body rib 75) protruding from the partition wall 95 of the main body case 97 toward the rotating electric machine side cover case and a rib (first cover rib; not shown) protruding from the wall surface of the rotating electric machine side cover case toward the main body case 97. The first oil receiving portion 7 is formed in a bowl shape so as to store oil. Note that in this embodiment, the "ribs" forming the first oil receiving portion 7, second oil receiving portion 8, third oil receiving portion 73, etc. include not only the protruding walls protruding from the inner surface of the case 9, but also the portions constituting the outer wall of the case 9. As shown in Figures 3 and 4, the vehicle drive device 100 also includes a first oil passage 71 (first oil supply passage 70) that supplies oil collected in the first oil receiving portion 7 to the first bearing B1 that supports the first input member 11 and the first input gear G10 that rotates integrally with the first input member 11. The first oil passage 71 penetrates the partition wall 95 to connect the first chamber 91 and the second chamber 92.

As shown in FIG. 4 , the second chamber 92 is also formed with a second oil receiving portion 8, an oil guide passage 88 that guides oil supplied from the first oil passage 71 (first oil supply passage 70) to the first input gear G10 and scooped up by the first input gear G10 to the second oil receiving portion 8, and a second oil passage 81 (second oil supply passage 80) that supplies oil collected in the second oil receiving portion 8 to the second bearing B2 that supports the third input member 13, which is the rotating shaft of the first rotating electrical machine 1. The second oil receiving portion 8 is formed within the second chamber 92 by a rib (second body-side rib 85a) that protrudes from the partition wall 95 of the main body case 97 toward the transmission mechanism-side cover case 96 and a rib (second cover-side rib 85b; see FIG. 7) that protrudes from the wall surface of the transmission mechanism-side cover case 96 toward the main body case 97. The second oil receiving portion 8 is bowl-shaped so as to be able to store oil. The bottom 89 of the second oil receiving portion 8 is located below the upper end of the first input gear G10 at a position V2.

The following explanation, including the flow of oil, will be provided with reference to the schematic perspective views of Figures 5 to 7. Figure 5 is a partially enlarged perspective view of the first oil receiving portion 7 in the main body case 97. Figure 6 is a partially enlarged perspective view of the second oil receiving portion 8 in the main body case 97. Figure 7 is a partially enlarged perspective view of the second oil receiving portion 8 in the transmission mechanism side cover case 96.

For example, oil supplied from an electric oil pump is supplied from above V1 of the second rotating electric machine 2 toward the second rotating electric machine 2 to cool the second rotating electric machine 2. More specifically, the oil is supplied toward the stator coil of the second rotating electric machine 2. After cooling the second rotating electric machine 2, the oil flows downward V2 due to gravity. As shown in Figures 3 and 5, the oil that falls from the second rotating electric machine 2 is received by the first oil receiver 7 located below V2 of the second rotating electric machine 2 and stored in the first oil receiver 7. The first oil receiver 7 has a first oil passage 71 (first oil supply passage 70) that penetrates the partition wall 95 to communicate between the first chamber 91 and the second chamber 92 and supplies the oil stored in the first oil receiver 7 to the second chamber 92. In this embodiment, when the first rotating electric machine 1 is generating electricity while the wheels 4 are stopped, the second rotating electric machine 2 is not driven, but due to the oil passage configuration, cooling oil is supplied to both the first rotating electric machine 1 and the second rotating electric machine 2.

A branch oil passage 72 is formed in the rib (first body-side rib 75) that forms the first oil receiving portion 7, adjacent to the first oil passage 71 and at the same position as the first oil passage 71 in the vertical direction V. Because the first oil passage 71 and the branch oil passage 72 are formed at the same position in the vertical direction V, oil accumulated in the first oil receiving portion 7 flows through both oil passages at approximately the same rate. The branch oil passage 72 may be formed in the first cover-side rib that abuts the first body-side rib 75, or in both the first body-side rib 75 and the first cover-side rib. A third oil receiving portion 73 that receives oil from the branch oil passage 72 is formed below the first oil receiving portion 7, V2. Like the first oil receiving portion 7, the third oil receiving portion 73 is formed by abutment between a rib (third body-side rib 76) formed on the main body case 97 and a rib (third cover-side rib; not shown) formed on the rotating electrical machine cover case. The third oil receiving portion 73 has a third oil passage 74 that penetrates the partition wall 95 and connects the first chamber 91 and the second chamber 92. The oil that passes through the third oil passage 74 lubricates the first bearing B1 of the first input member 11, as described below. Because the oil stored in the third oil receiving portion 73 is supplied from the first oil receiving portion 7, the third oil passage 74 supplies the oil stored in the first oil receiving portion 7 to the first bearing B1 that supports the input member. In other words, the third oil passage 74, together with the first oil passage 71, constitutes the first oil supply passage 70. As shown in FIG. 2 , the oil that passes through the third oil passage 74 lubricates the first bearing B1 (reference symbol B1a) on the left side of the figure and is then supplied to the shaft space 11e of the first input member 11. This oil not only provides shaft lubrication but also lubricates other components via oil passages provided radially from the shaft space 11e.

Oil supplied to the second chamber 92 through the first oil passage 71 lubricates the first input gear G10. As shown in Figures 4 and 6, the rotation of the first input gear G10 scoops up the oil supplied through the first oil passage 71. The oil is carried by centrifugal force radially outward of a guide rib 86 formed along the outer periphery of the first input gear G10, and flows through the radially outer side of the guide rib 86 to the second oil receiving portion 8. In other words, an oil guide passage 88 is formed radially outward of the guide rib 86, which guides the oil supplied from the first oil passage 71 to the first input gear G10 and scooped up by the first input gear G10 to the second oil receiving portion 8.

As shown in Figures 4, 6, and 7, the second oil receiving portion 8 is connected to a second oil passage 81 that supplies oil collected in the second oil receiving portion 8 to the second bearing B2 (see Figure 2) that supports the third input member 13, which is the rotating shaft of the first rotating electric machine 1. As described above, the second oil receiving portion 8 is formed in the second chamber 92 by abutting the second body-side rib 85a, which protrudes from the partition wall 95 of the main body case 97 toward the transmission mechanism-side cover case 96, and the second cover-side rib 85b, which protrudes from the wall surface of the transmission mechanism-side cover case 96 toward the main body case 97. One second oil passage 81 is formed in each of the second body-side rib 85a and the second cover-side rib 85b. As shown in Figures 4 and 6, a second body-side oil passage 81a is formed in the second body-side rib 85a, and as shown in Figure 7, a second cover-side oil passage 81b is formed in the second cover-side rib 85b. As shown in Figures 4 and 6, the second oil receiving portion 8 is positioned V1 above the third axis A3 on which the first rotating electric machine 1 is disposed, allowing oil to be appropriately supplied to the second bearing B2 of the first rotating electric machine 1.

As described above, the pair of second bearings B2 are supported by the partition wall 95 and the transmission mechanism side cover case 96. The second oil passages 81 are formed on both the partition wall 95 side and the transmission mechanism side cover case 96 side, allowing each of the pair of second bearings B2 to be appropriately lubricated.

The guide rib 86 on the transmission mechanism side cover case 96 also has a fourth oil passage 83 formed therein, which supplies oil collected in the second oil receiving portion 8 to the first input gear G10 and the first bearing B1. As shown in Figures 2, 4, and 6, the third oil passage 74 mentioned above opens radially inward of the first bearing B1, and oil supplied through the third oil passage 74 lubricates the first bearing B1. As mentioned above, the third oil passage 74, together with the first oil passage 71, constitutes the first oil supply passage 70.

As shown in Figures 5 and 6, the second oil receiving portion 8 is positioned so as to overlap the first input gear G10 and the second bearing B2 when viewed in the vertical direction V. The bottom 89 of the second oil receiving portion 8 is positioned V2 below the upper end of the first input gear G10. This allows the oil scooped up by the first input gear G10 to be properly received by the second oil receiving portion 8 and stored in the second oil receiving portion 8.

The above description exemplifies a configuration in which oil supplied from the electric oil pump to the second rotating electric machine 2 is received, stored, and circulated in the first oil receiving portion 7. That is, the description exemplifies a configuration in which oil is supplied from the electric oil pump to the second rotating electric machine 2 disposed on a second axis A2 that is separate from the first axis A1 on which the first input member 11 is disposed, is parallel to the first axis A1, and is disposed above the first axis A1 at a position V1. However, the arrangement of each mechanism in the vehicle drive device 100 is not limited to the above example. For example, if the first rotating electric machine 1 is disposed on the second axis A2 above the first axis A1 at a position V1, the target rotating electric machine may be the first rotating electric machine 1, and the first oil receiving portion 7 may be disposed below the first rotating electric machine 1 so that the oil supplied from the electric oil pump to the first rotating electric machine 1 is received by the first oil receiving portion 7.

That is, it is sufficient that either the first rotating electric machine 1 or the second rotating electric machine 2 is the target rotating electric machine, and that the target rotating electric machine is arranged on a second axis A2 that is separate from the first axis A1 on which the first input member 11 is arranged, is parallel to the first axis A1, and is arranged above the first axis A1 at a position V1. The vehicle drive device 100 is further provided with a first oil receiver 7 arranged below the target rotating electric machine at a position V2 to receive cooling oil that is supplied to the target rotating electric machine from an oil pump that operates independently of the wheels 4 and drops from the target rotating electric machine, and a first oil supply passage 70 that supplies the oil collected in the first oil receiver 7 to the first bearing B1 that supports the first input member 11 and the first input gear G10 that rotates integrally with the first input member 11.

In the embodiment illustrated above, the target rotating electric machine is the second rotating electric machine 2. The first rotating electric machine 1 is arranged on a third axis A3 that is separate from and parallel to the first axis A1 and second axis A2. The second chamber 92 is also provided with a second oil receiving portion 8 arranged at V1 above the third axis A3, an oil guide passage 88 that guides oil supplied from the first oil supply passage 70 (first oil passage 71) to the first input gear G10 and scooped up by the first input gear G10 to the second oil receiving portion 8, and a second oil passage 81 (second oil supply passage 80) that supplies oil accumulated in the second oil receiving portion 8 to the second bearing B2 that supports the rotating shaft of the first rotating electric machine 1.

The oil supplied from the first oil supply passage 70 not only lubricates the first bearing B1 and first input gear G10, but is also supplied to the second bearing B2 via the oil guide passage 88, second oil receiver 8, and second oil passage 81, lubricating it. In other words, oil can be supplied to more points that need to be lubricated. However, the oil guide passage 88, second oil receiver 8, and second oil passage 81 (second oil supply passage 80) are not necessarily required.

Of course, the target rotating electric machine may be the first rotating electric machine 1. Furthermore, in the above-described embodiment, an example has been given in which the first rotating electric machine 1 and the first input member 11 are constantly connected. However, this does not preclude an embodiment in which the first rotating electric machine 1 and the first input member 11 are separably connected.

In the above-described exemplary embodiment, as shown in Figures 3 and 4, when viewed in the axial direction L, the third axis A3 is disposed adjacent to the first axis A1 on the opposite side of the second axis A2 in the width direction H (horizontal direction) relative to the first axis A1. The second oil receiving portion 8 is disposed so as to overlap with the first input gear G10 and the second bearing B2 when viewed in the vertical direction V, and the bottom 89 of the second oil receiving portion 8 is disposed below the upper end of the first input gear G10 at V2.

By arranging the first shaft A1 and the third shaft A3 adjacent to each other, oil that lubricates the first input gear G10 disposed on the first shaft A1 can be efficiently channeled toward the third shaft A3. Furthermore, because the bottom 89 of the second oil receiving portion 8 is located below the upper end of the first input gear G10 (V2), oil scooped up by the first input gear G10 can be easily guided to the second oil receiving portion 8. Furthermore, because the second oil receiving portion 8 is positioned to overlap the first input gear G10 and the second bearing B2 when viewed in the vertical direction V, oil stored in the second oil receiving portion 8 is appropriately supplied to the second bearing B2 by gravity. Furthermore, because the first input gear G10 rotates, centrifugal force causes the oil that lubricates the first input gear G10 to fly radially outward beyond the outer periphery of the first input gear G10. This does not prevent the second oil receiving portion 8 from being positioned above the upper end of the first input gear G10 (V1).

In the above example, the case 9 housing the first rotating electric machine 1, the second rotating electric machine 2, and the power transmission mechanism 20 includes a partition wall 95 that separates the first chamber 91 housing the first rotating electric machine 1 and the second rotating electric machine 2 from the second chamber 92 housing the power transmission mechanism 20, the first oil receiving portion 7 is disposed in the first chamber 91, and the first oil supply passage 70 is provided so as to pass through the partition wall 95 and communicate between the first chamber 91 and the second chamber 92.

In order to make the case 9 smaller while still providing rigidity to the case 9, it is preferable to configure the case 9 with a partition wall 95 in this manner. Even when such a partition wall 95 is provided, the first oil supply passage 70 penetrates the partition wall 95 to connect the first chamber 91 and the second chamber 92, thereby allowing oil to circulate effectively. Of course, if the case 9 is not partitioned in this manner and no partition wall 95 or the like is provided, the first oil supply passage 70 may be formed without penetrating any components within the case 9.

Furthermore, as described above, if the power transmission mechanism 20 includes two counter gear mechanisms, the first counter gear mechanism 31 and the second counter gear mechanism 32, it is possible to supply lubricating oil to at least one of them. As shown in FIG. 4 , the fifth shaft A5 on which the first counter gear mechanism 31 is disposed is positioned below the first shaft A1. Furthermore, the fifth gear G5 of the first counter gear mechanism 31 overlaps with the first input gear G10 in the width direction H. Therefore, the oil that lubricates the first input gear G10 falls downward, efficiently lubricating the fifth gear G5, the first counter shaft 31a, and the third bearing B3 that rotatably supports the first counter shaft 31a.

Furthermore, in the above description, with reference to Figures 3, 5, etc., an example has been described in which two oil receiving portions, the first oil receiving portion 7 and the third oil receiving portion 73, are used as oil receiving portions for storing oil supplied from the first oil supply passage 70 (first oil passage 71, third oil passage 74). However, as shown in Figure 8, the oil receiving portion for storing oil supplied from the first oil supply passage 70 may be only the first oil receiving portion 7. In Figure 8, to distinguish it from the first oil receiving portion 7 illustrated in Figures 3 and 5, it is given a different reference symbol "7A" and will be described as a second first oil receiving portion 7A.

As shown in FIG. 8, in this configuration, the first body-side rib 75 extends further toward the first widthwise side H1 than in the configuration illustrated in FIG. 3, and the second first oil receiving portion 7A is formed to extend further toward the first widthwise side H1 than the opening of the first oil passage 71. A fifth oil passage 77 is provided on the first widthwise side H1 of the first oil passage 71 at approximately the same position (height) in the up-down direction V as the first oil passage 71. Like the first oil passage 71 and the third oil passage 74, the fifth oil passage 77 also penetrates the partition wall 95 to communicate between the first chamber 91 and the second chamber 92. The oil passing through the fifth oil passage 77 lubricates the second bearing B2 and third input gear G9 arranged on the third shaft A3. Furthermore, the oil that passes through the fifth oil passage 77 may be supplied to the first bearing B1 or the first input gear G10; in this case, the fifth oil passage 77 is also included in the first oil supply passage 70.

It is preferable that the first oil passage 71 and the fifth oil passage 77 are positioned at approximately the same position in the vertical direction V and are formed as machined holes in the partition wall 95. The sizes of the first oil passage 71 and the fifth oil passage 77 can be easily adjusted during machining, and the flow rate of oil flowing through the first oil passage 71 and the fifth oil passage 77 can also be easily adjusted.

1: First rotating electric machine, 2: Second rotating electric machine, 3: Internal combustion engine, 4: Wheel, 5: Output member, 6: Differential gear device, 7: First oil receiver, 7A: Second first oil receiver (first oil receiver), 8: Second oil receiver, 9: Case, 11: First input member (input member drivingly connected to internal combustion engine), 20: Power transmission mechanism, 21: First gear mechanism, 22: Second gear mechanism, 31: First counter gear mechanism, 31a: First counter shaft, 32: Second counter gear mechanism, 32a: Second counter shaft, 70: First oil supply passage, 71: First oil passage (first oil supply passage), 74: Third oil passage (first oil supply passage), 80: Third No. 2 oil supply passage, 81: second oil passage (second oil supply passage), 88: oil guide passage, 89: bottom, 91: first chamber, 92: second chamber, 95: partition wall, 100: vehicle drive device, A1: first shaft, A2: second shaft, A3: third shaft, B1: first bearing, B2: second bearing, G1: first gear, G10: first input gear (input gear that rotates integrally with the input member), G2: second gear, G3: third gear, G4: fourth gear, G5: fifth gear, G6: sixth gear, G7: seventh gear, G8: eighth gear, GD: differential input gear, GP1: first gear pair, GP2: second gear pair, H: horizontal direction, L: axial direction, V: up-down direction

Claims (7)

an input member drivingly connected to the internal combustion engine;
an output member drivingly connected to the wheels;
a first rotating electric machine;
a second rotating electric machine;
a power transmission mechanism that changes a power transmission state between the input member, the output member, the first rotating electric machine, and the second rotating electric machine to transmit power therebetween,
an operation mode in which a driving force is transmitted between the input member and the first rotating electric machine and a driving force is transmitted between the second rotating electric machine and the output member is defined as a series mode;
an operation mode in which a driving force is transmitted between the input member, the second rotating electric machine, and the output member is defined as a parallel mode;
The power transmission mechanism is capable of executing at least two operation modes, namely, the series mode and the parallel mode,
one of the first rotating electric machine and the second rotating electric machine is a target rotating electric machine,
the target rotating electric machine is disposed on a second axis that is separate from a first axis on which the input member is disposed and that is parallel to the first axis,
the second shaft is disposed above the first shaft,
a first oil receiving portion disposed below the target rotating electric machine and above the first shaft so as to receive cooling oil supplied to the target rotating electric machine from an oil pump that operates independently of the wheels and drops from the target rotating electric machine;
a first oil supply passage that supplies oil accumulated in the first oil receiving portion to a first bearing that supports the input member and an input gear that rotates integrally with the input member. the target rotating electric machine is the second rotating electric machine,
the first rotating electric machine is disposed on a third axis separate from the first axis and the second axis and parallel to these axes,
a second oil receiving portion disposed above the third shaft;
an oil guide passage that guides the oil supplied from the first oil supply passage to the input gear and scooped up by the input gear to the second oil receiving portion;
The vehicle drive device according to claim 1 , further comprising: a second oil supply passage that supplies oil collected in the second oil receiving portion to a second bearing that supports the rotating shaft of the first rotating electric machine. When viewed in the axial direction along the axial direction, the third axis is disposed adjacent to the first axis on the opposite side to the second axis in the horizontal direction,
the second oil receiving portion is disposed so as to overlap with the input gear and the second bearing when viewed in the up-down direction,
The vehicle drive device according to claim 2 , wherein a bottom portion of the second oil receiving portion is disposed below an upper end of the input gear. a case that accommodates the first rotating electric machine, the second rotating electric machine, and the power transmission mechanism;
the case includes a partition wall that separates a first chamber that houses the first rotating electric machine and the second rotating electric machine from a second chamber that houses the power transmission mechanism,
The first oil receiving portion is disposed in the first chamber,
The vehicle drive device according to claim 1 , wherein the first oil supply passage is provided so as to penetrate the partition wall and connect the first chamber and the second chamber. a differential gear device that distributes rotation of a differential input gear to the pair of output members,
the power transmission mechanism includes a first gear mechanism that drivingly connects the first rotating electric machine and the input member, and that drivingly connects the input member and the differential input gear;
a second gear mechanism that drivingly connects the second rotating electric machine and the differential input gear,
the first gear mechanism includes a first gear and a second gear, each of which is disposed coaxially with the input member, and a first counter gear mechanism;
the first counter gear mechanism includes a first counter shaft, a third gear meshing with the first gear, a fourth gear meshing with the second gear, and a fifth gear rotating integrally with the first counter shaft and meshing with the differential input gear;
a gear ratio between the first gear and the third gear is different from a gear ratio between the second gear and the fourth gear;
the second gear mechanism includes a sixth gear arranged coaxially with the second rotating electric machine and a second counter gear mechanism,
the second counter gear mechanism includes a second counter shaft, a seventh gear that meshes with the sixth gear, and an eighth gear that rotates integrally with the second counter shaft and meshes with the differential input gear,
5. The vehicle drive device according to claim 1, wherein the first gear mechanism is provided with a switching mechanism that switches between a state in which driving force is transmitted between the input member and the first countershaft via a first gear pair of the first gear and the third gear, a state in which driving force is transmitted between the input member and the first countershaft via a second gear pair of the second gear and the fourth gear, and a state in which driving force is not transmitted between the input member and the first countershaft. an input member drivingly connected to the internal combustion engine;
an output member drivingly connected to the wheels;
a first rotating electric machine;
a second rotating electric machine;
a power transmission mechanism that changes a power transmission state between the input member, the output member, the first rotating electric machine, and the second rotating electric machine to transmit power therebetween,
an operation mode in which a driving force is transmitted between the input member and the first rotating electric machine and a driving force is transmitted between the second rotating electric machine and the output member is defined as a series mode;
an operation mode in which a driving force is transmitted between the input member, the second rotating electric machine, and the output member is defined as a parallel mode;
The power transmission mechanism is capable of executing at least two operation modes, namely, the series mode and the parallel mode,
one of the first rotating electric machine and the second rotating electric machine is a target rotating electric machine,
the target rotating electric machine is disposed on a second axis that is separate from a first axis on which the input member is disposed and that is parallel to the first axis,
the second shaft is disposed above the first shaft,
a first oil receiving portion disposed below the target rotating electric machine to receive cooling oil supplied to the target rotating electric machine from an oil pump that operates independently of the wheels and drops from the target rotating electric machine;
a first oil supply passage that supplies oil collected in the first oil receiving portion to a first bearing that supports the input member and an input gear that rotates integrally with the input member,
the target rotating electric machine is the second rotating electric machine,
the first rotating electric machine is disposed on a third axis separate from the first axis and the second axis and parallel to these axes,
a second oil receiving portion disposed above the third shaft;
an oil guide passage that guides the oil supplied from the first oil supply passage to the input gear and scooped up by the input gear to the second oil receiving portion;
a second oil supply passage that supplies oil collected in the second oil receiving portion to a second bearing that supports the rotating shaft of the first rotating electric machine. an input member drivingly connected to the internal combustion engine;
an output member drivingly connected to the wheels;
a first rotating electric machine;
a second rotating electric machine;
a power transmission mechanism that changes a power transmission state between the input member, the output member, the first rotating electric machine, and the second rotating electric machine to transmit power therebetween,
an operation mode in which a driving force is transmitted between the input member and the first rotating electric machine and a driving force is transmitted between the second rotating electric machine and the output member is defined as a series mode;
an operation mode in which a driving force is transmitted between the input member, the second rotating electric machine, and the output member is defined as a parallel mode;
The power transmission mechanism is capable of executing at least two operation modes, namely, the series mode and the parallel mode,
one of the first rotating electric machine and the second rotating electric machine is a target rotating electric machine,
the target rotating electric machine is disposed on a second axis that is separate from a first axis on which the input member is disposed and that is parallel to the first axis,
the second shaft is disposed above the first shaft,
a first oil receiving portion disposed below the target rotating electric machine to receive cooling oil supplied to the target rotating electric machine from an oil pump that operates independently of the wheels and drops from the target rotating electric machine;
a first oil supply passage that supplies the oil collected in the first oil receiving portion to a first bearing that supports the input member and an input gear that rotates integrally with the input member;
a case that houses the first rotating electric machine, the second rotating electric machine, and the power transmission mechanism,
the case includes a partition wall that separates a first chamber that houses the first rotating electric machine and the second rotating electric machine from a second chamber that houses the power transmission mechanism,
The first oil receiving portion is disposed in the first chamber,
The first oil supply passage is provided to pass through the partition wall and communicate the first chamber with the second chamber.