CN210881662U - Vehicle drive device - Google Patents

Abstract

The utility model provides a can support the drive arrangement for vehicle of rotation axis more stably. The utility model discloses a drive arrangement (S) for vehicle includes: a housing (52); an engine shaft (1) which is disposed in the housing (52) and which transmits the driving force of the engine (50) to the downstream side; a first bearing (12) that supports one end side of the engine shaft (1) with respect to the housing (52); an output gear (31a) that is provided on the outer peripheral side of the other end of the engine shaft (1) and is rotatable relative to the engine shaft (1); a second bearing (5) that supports the output gear (31a) relative to the housing (52); a third bearing (6) that supports the engine shaft (1) relative to the output gear (31 a); and a fourth bearing (7) that supports the other end of the engine shaft (1) with respect to the housing (52).

Description

Vehicle drive device

Technical Field

The present invention relates to a vehicle drive device that drives a vehicle by using a driving force of a driving source such as an engine or a motor.

Background

As a vehicle drive device that drives a vehicle by a drive force of a drive source such as an engine (engine) or a motor (motor), there is a vehicle drive device shown in patent document 1. The vehicle drive device is entirely housed in a case, and includes an engine shaft, a generator shaft, and an idle shaft, which are provided in parallel with each other, in the case. The engine shaft and a crankshaft of the engine are arranged coaxially, and a driving force of the crankshaft is transmitted to the engine shaft via the drive plate and the damper. An output gear for outputting a driving force from the engine is provided on an outer diameter side of an end portion of the engine shaft opposite to the crankshaft, and a clutch for detachably coupling the engine shaft and the output gear is provided between them.

The clutch is a friction type clutch, and a friction disk (friction disk) is disposed between a clutch drum (clutch drum) and a clutch hub (clutch hub) concentrically disposed on the outer and inner peripheral sides, the clutch drum being fixed to the engine shaft, and the clutch hub being fixed to the output gear. The clutch hub and the output gear are rotatably supported by a bearing relative to the housing. In the vehicle drive device, whether or not the rotation transmission from the engine shaft to the output gear is performed is switched by switching between engagement and non-engagement of the clutch.

In the support structure for supporting the engine shaft and the output gear included in the vehicle drive device, an engine shaft bearing for supporting the engine shaft with respect to the housing and an output gear bearing for supporting the output gear with respect to the housing are fixed to the outer diameter side and the inner diameter side of the annular flange portion formed on the housing and protruding in the axial direction, respectively, with the flange portion interposed therebetween. However, in the above-described support structure, the diameter size of the engine shaft bearing is limited by the diameter size of the output gear bearing provided on the outer diameter side, and therefore, there are problems that it is difficult to increase the diameter size of the engine shaft bearing and to increase the bearing capacity.

Therefore, in the vehicle drive device described in patent document 2, a bearing for supporting the engine shaft with respect to the output gear is used as the engine shaft bearing, and thus, it is described in patent document 2 that the diameter size of the engine shaft bearing can be increased to increase the bearing capacity, and the rotating shaft can be supported more stably.

[ Prior art documents ]

[ patent document ]

[ patent document 1] International publication No. WO2009/128288

[ patent document 2] Japanese patent No. 5489954 publication

SUMMERY OF THE UTILITY MODEL

[ problem to be solved by the utility model ]

However, in the vehicle drive device described in patent document 2, a bearing for supporting the engine shaft with respect to the housing is provided at an end portion of the engine shaft on the crankshaft side, and the engine shaft is supported with respect to the output gear by the engine shaft bearing disposed at an end portion of the engine shaft on the opposite side from the crankshaft as described above. Therefore, when a load acts on the gear provided at the end of the engine shaft on the crank shaft side, the output gear may be inclined, and the engine shaft may not be stably supported. In particular, the output gear is liable to tilt at low torque, and there is a possibility that noise or abrasion is generated at an end portion of the engine shaft opposite to the crankshaft.

The utility model provides a can support the drive arrangement for vehicle of rotation axis more stably.

[ means for solving problems ]

The utility model relates to a drive arrangement for vehicle utilizes the drive power drive vehicle of driving source, include:

a housing;

a rotating shaft disposed in the housing and configured to transmit a driving force of the driving source to a downstream side;

a first bearing that supports one end side of the rotating shaft with respect to the housing;

a gear provided on an outer peripheral side of the other end portion side of the rotating shaft so as to be relatively rotatable with respect to the rotating shaft;

a second bearing supporting the gear relative to the housing;

a third bearing supporting the rotation shaft with respect to the gear; and

a fourth bearing that supports the other end portion side of the rotating shaft with respect to the housing.

[ effects of the utility model ]

According to the present invention, one end side of the rotary shaft is supported by the housing through the first bearing, and the other end side of the rotary shaft is supported by the housing through the fourth bearing, so that the rotary shaft can be supported by the housing in a manner supported by both sides, and the rotary shaft can be supported more stably. Further, since the other end side of the rotating shaft is supported by the housing via the fourth bearing and by the gear via the second bearing, the rotating shaft can be stably supported by the second bearing and the fourth bearing without increasing the diameter of the fourth bearing.

Drawings

Fig. 1 is a main sectional view showing an entire configuration of a vehicle drive device including an axle support structure according to an embodiment of the present invention.

Fig. 2 is a frame diagram of the vehicle drive device.

Fig. 3 is a view showing an axle support structure included in the vehicle drive device, and is a partially enlarged view of a portion a of fig. 1.

Fig. 4 is a diagram illustrating a flow of the lubricating oil, and is a partially enlarged view of a portion a of fig. 1.

Fig. 5 is a diagram for explaining the arrangement relationship between the engine driving force transmission mechanism and the motor driving force transmission mechanism, and schematically shows the meshing state of the gears as viewed in the axial direction.

[ description of symbols ]

S: vehicle drive device

1: engine shaft (rotating shaft)

5: second bearing

6: third bearing

7: fourth bearing

8: collar

9: thrust bearing (thrust bearing)

12: first bearing

31 a: output gear (Gear)

32: inner peripheral surface

33: inner peripheral surface (the other inner peripheral surface)

50: engine (Driving source)

52: outer casing

70: motor (Driving source)

80: clutch (Friction block mechanism)

81: clutch disk (Friction material)

82: clutch disc (Friction material)

85: clutch drum (outer peripheral component)

87: clutch hub (inner member)

Detailed Description

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

As shown in fig. 1 and 2, the vehicle drive device S is a hybrid (hybrid) vehicle drive device including an engine 50 and a motor 70 as drive sources, and includes an engine shaft 1, a generator shaft 2, and an idle shaft (idler shaft)3 disposed in parallel with each other in a housing 52.

The engine shaft 1 is arranged coaxially with a crankshaft 51 of the engine 50. The driving force of the crankshaft 51 is transmitted to the engine shaft 1 via a flywheel (fly wheel) 55. An output gear 11a constituting a generator driving gear train 10 described later is provided at a central portion in the axial direction of the engine shaft 1. The output gear 11a is integrally formed on the outer periphery of the engine shaft 1, and the end surface on the crankshaft 51 side thereof is rotatably supported by the housing 52 via the first bearing 12. That is, the engine shaft 1 is rotatably supported on the crankshaft 51 side with respect to the housing 52 by the first bearing 12.

Referring also to fig. 3, a collar 8 that rotates integrally with the engine shaft 1 and an output gear 31a that constitutes the engine driving force transmission gear train 30 are provided on the outer diameter side of the end portion 1a of the engine shaft 1 on the side opposite to the crankshaft 51. The output gear 31a is rotatably supported by the housing 52 via the second bearing 5. A clutch 80 for detachably coupling the engine shaft 1 and the output gear 31a is provided between the output gear 11a and the output gear 31a on the engine shaft 1. The clutch 80 is a so-called multi-plate friction type clutch, and includes: a large-diameter substantially cylindrical clutch drum 85 fixed to the outer peripheral surface of the engine shaft 1 by spline fitting; a small-diameter, substantially cylindrical clutch hub 87 integrally formed to project in the axial direction from the end surface of the output gear 31a on the crankshaft 51 side; a plurality of disk-shaped clutch disks (clutch disks) 81 and clutch disks (clutch plates) 82 alternately stacked in the axial direction between the clutch drum 85 and the clutch hub 87; and a clutch piston 83 that urges the clutch disc 81 and the clutch plate 82 in the axial direction toward a stopper (stopper) 89.

The plurality of clutch disks 81 are held at their outer peripheral ends by a clutch drum 85 and can slightly move in the axial direction within the clutch drum 85. The plurality of clutch plates 82 are held at their inner circumferential ends by the clutch hub 87 and are slightly movable in the axial direction on the outer circumferential side of the clutch hub 87.

The clutch drum 85 has: a wall portion 85a extending radially outward from the outer peripheral surface side of the engine shaft 1; a substantially cylindrical outer cylindrical portion 85b extending from an outer diameter end of the wall portion 85a in the axial direction to a side opposite to the crank shaft 51; and a substantially cylindrical inner cylindrical portion 85c extending from an inner diameter end of the wall portion 85a in the axial direction to a side opposite to the crank shaft 51, and formed in a bottomed cylindrical shape as a whole. A hydraulic oil chamber 90 is formed between the wall 85a of the clutch drum 85 and the clutch piston 83. The hydraulic oil is supplied to the hydraulic oil chamber 90 through an oil passage 1b that penetrates the engine shaft 1 in the radial direction. The clutch piston 83 is biased in a direction away from the clutch disc 81 and the clutch plate 82 by a biasing force of a spring 88 provided on the side opposite to the hydraulic oil chamber 90, and when the oil pressure of the hydraulic oil chamber 90 is higher than a predetermined level, the clutch piston 83 moves toward the clutch disc 81 and the clutch plate 82 against the biasing force of the spring 88.

On the other hand, the output gear 31a in which the clutch hub 87 is integrally formed supports the collar 8 and the end 1a of the engine shaft 1 via the third bearing 6 so that the inner peripheral surface 32 provided at a position facing the collar (collar)8 at the end 1a of the engine shaft 1 is relatively rotatable, and supports the inner peripheral surface 33 provided at a position (a position adjacent to the opposite side from the crankshaft 51) adjacent to the inner peripheral surface 32 in the axial direction via the second bearing 5 so that the inner peripheral surface is relatively rotatable with respect to the outer peripheral surface of the flange portion 52d provided at the housing 52.

The collar 8 includes a large-diameter collar portion 8a surrounding the outer diameter side of the end portion 1a of the engine shaft 1; and a small-diameter collar portion 8b having a smaller outer diameter than the large-diameter collar portion 8a, covering an end surface 1c of the engine shaft 1 opposite to the crankshaft 51 in the axial direction, and formed in a cylindrical shape. The third bearing 6 is disposed on the outer peripheral surface 8c of the large-diameter collar portion 8 a.

The fourth bearing 7 is provided between the outer peripheral surface 8d of the small-diameter collar portion 8b adjacent to the outer peripheral surface 8c of the large-diameter collar portion 8a and the inner peripheral surface of the flange portion 52d provided on the housing 52. That is, the engine shaft 1 is rotatably supported by the housing 52 through the fourth bearing 7 on the side opposite to the crankshaft 51.

Therefore, the engine shaft 1 is rotatably supported by the first bearing 12 on the crankshaft 51 side with respect to the housing 52, and is rotatably supported by the fourth bearing 7 on the opposite side to the crankshaft 51 with respect to the housing 52. As described above, the engine shaft 1 is supported by the housing 52 in a double-sided support manner, so that the engine shaft 1 can be supported more stably. Therefore, even when a load acts on the output gear 11a, the inclination of the output gear 31a and the engine shaft 1 is reduced, and generation of abnormal noise or abrasion at the end 1a of the engine shaft 1 opposite to the crankshaft 51 can be suppressed. Further, the engine shaft 1 and the collar 8 are not limited to being provided separately, and may be provided integrally, but by providing separately, design changes of the engine shaft 1 can be avoided.

Further, since the third bearing 6 supports the inner peripheral surface 32 of the output gear 31a, the second bearing 5 supports the inner peripheral surface 33 of the output gear 31a which is provided adjacent to the inner peripheral surface 32 in the axial direction, and the fourth bearing 7 is disposed on the inner peripheral side of the second bearing 5 so as to overlap with the second bearing 5 in the axial direction, the second bearing 5, the third bearing 6, and the fourth bearing 7 can be disposed in a concentrated manner.

Further, since the end portion 1a of the engine shaft 1 opposite to the crank shaft 51 is supported by the housing 52 through the fourth bearing 7 and is supported by the output gear 31a through the third bearing 6, the engine shaft 1 can be stably supported by the third bearing 6 and the fourth bearing 7 without increasing the diameter of the fourth bearing 7.

Further, a thrust bearing (thrust bearing)9 is provided between an end surface 8e of the large-diameter collar portion 8a on the side opposite to the crankshaft 51 of the engine shaft 1 and the fourth bearing 7, and the collar 8 is also stably supported in the axial direction.

An oil supply member 15 having a double pipe structure at the axial center of the engine shaft 1 is provided at the end 1a of the engine shaft 1. An oil passage 1d that penetrates the engine shaft 1 in the radial direction is provided at the end 1a of the engine shaft 1, and the lubricating oil supplied from the oil supply member 15 to the oil passage 1d passes through between the collar 8 and the inner cylindrical portion 85c of the clutch drum 85 as shown by the solid line arrow in fig. 4, and is supplied from the clutch hub 87 to the clutch disc 81 and the clutch plate 82.

On the other hand, as shown by the broken-line arrows in fig. 4, the lubricating oil that is not supplied from the oil supply member 15 to the oil passage 1d but flows toward the end surface 1c side of the engine shaft 1 is supplied to the space provided between the flange portion 52d of the housing 52 and the end portion 1a of the engine shaft 1, but the outflow to the outer diameter side is restricted by the collar 8 and the fourth bearing 7. Therefore, the lubricating oil can be suppressed from flowing out from between the engine shaft 1 and the case 52, and the lubricating oil can be appropriately supplied to the clutch 80.

Next, the structure of the vehicle drive device S will be further described. The generator shaft 2 of the vehicle drive system S is a rotating shaft having a double-layer structure, and includes an inner peripheral shaft 2a and an outer peripheral shaft 2b concentrically disposed on the outer peripheral side with respect to the inner peripheral shaft 2 a. The end portion of the inner peripheral shaft 2a on the crankshaft 51 side is supported by the housing 52 via a bearing 61, and a cylindrical member 2c is fixed to the end portion on the opposite side from the crankshaft 51. The cylindrical member 2c is supported by the housing 52 via a bearing 62. An input gear 11b that meshes with the output gear 11a on the engine shaft 1 is provided near the end of the inner peripheral shaft 2a on the crankshaft 51 side. The output gear 11a on the engine shaft 1 and the input gear 11b on the inner peripheral shaft 2a constitute a generator driving gear train (first power transmission mechanism) 10 for transmitting the driving force of the engine shaft 1 to the inner peripheral shaft 2 a.

Further, an outer circumferential shaft 2b is provided so as to be relatively rotatable on the outer diameter side of the substantially center of the inner circumferential shaft 2 a. Further, a generator 60 is mounted on a cylindrical member 2c fixed to an end portion of the inner peripheral shaft 2a opposite to the crank shaft 51. The generator 60 includes a rotor 60a fixed to the tubular member 2c and a stator 60b fixed to the housing 52 and disposed to face the outer diameter side of the rotor 60 a.

The driving force of the engine shaft 1 is transmitted to the inner peripheral shaft 2a of the generator shaft 2 via the generator-driving gear train 10, whereby the rotor 60a of the generator 60 is rotated by the rotation of the inner peripheral shaft 2 a. Thereby, the driving force from the engine shaft 1 can be converted into electric power by the generator 60.

An output gear 21a that meshes with an input gear 21b on an idle shaft 3, which will be described later, is provided near an end of the outer peripheral shaft 2b on the crankshaft 51 side, and a motor 70 is attached near an end opposite to the crankshaft 51 side. The motor 70 includes a rotor 70a fixed to the outer peripheral shaft 2b and a stator 70b fixed to the housing 52 and disposed to face the outer diameter side of the rotor 70 a. The outer peripheral shaft 2b is rotatably supported between the motor 70 and the output gear 21a by a bearing 71 in the housing 52, and is rotatably supported by the housing 52 at an end opposite to the crankshaft 51 by a bearing 72.

The output gear 21a on the outer peripheral shaft 2b and the input gear 21b on the idle shaft 3 constitute a motor driving force transmission gear train (second power transmission mechanism) 20 for transmitting the driving force of the outer peripheral shaft 2b to the idle shaft 3. Therefore, when the outer peripheral shaft 2b is rotated by the driving force of the motor 70, the rotation is transmitted to the idle shaft 3 via the motor driving force transmission gear train 20.

An output gear 41a that meshes with an input gear 41b attached to a differential case (differential case)45a, and an input gear 21b that meshes with an output gear 31a on the engine shaft 1 and an output gear 21a on the outer peripheral shaft 2b are provided in this order from the crankshaft 51 side in the idle shaft 3. The idle shaft 3 is supported by the housing 52 through a bearing 57 at an end portion on the crankshaft 51 side, and is supported by the housing 52 through a bearing 58 at an end portion on the opposite side from the crankshaft 51. An engine driving force transmission gear train (third power transmission mechanism) 30 for transmitting the driving force of the engine shaft 1 to the idle shaft 3 is constituted by the output gear 31a on the engine shaft 1 and the input gear 21b on the idle shaft 3. The output gear 41a on the idle shaft 3 and the input gear 41b on the differential case 45a constitute a final gear train 40 for transmitting the driving force of the idle shaft 3 to the differential mechanism 45.

The differential mechanism 45 includes a differential case 45a to which the input gear 41b is attached, and a differential shaft 46 arranged in parallel with the idle shaft 3. In the differential case 45a, the crankshaft 51 side is supported by the housing 52 through a bearing 59a, and the side opposite to the crankshaft 51 is supported by the housing 52 through a bearing 59 b. The driving force of the motor 70 input to the idle shaft 3 via the motor driving force transmission gear train 20 and the driving force of the engine 50 input to the idle shaft 3 via the engine driving force transmission gear train 30 are transmitted to the differential shaft 46 via the final gear train 40, and transmitted from the differential shaft 46 to the driving wheels 47 and the driving wheels 47 (see fig. 2).

The vehicle drive device S of the present embodiment includes: a power transmission path (first transmission path) for transmitting the driving force of the motor 70 to the drive wheels 47, and driving the vehicle by the drive wheels 47; and a power transmission path (second transmission path) that transmits the driving force of the engine 50 to the drive wheels 47, and that is configured to travel the vehicle by the drive wheels 47, and that is configured to selectively use or use both the power transmission paths to travel the vehicle. Specifically, the setting of the first transmission path and the second transmission path to be selectively used or used in combination is switched by switching between engagement and non-engagement of the clutch 80 provided between the engine shaft 1 and the output gear 31 a.

To describe the above-described aspect in detail, in the clutch 80, the hydraulic pressure in the hydraulic pressure oil chamber 90 is controlled to move the clutch piston 83 in the axial direction, thereby bringing the clutch disc 81 into contact with or separating the clutch disc 82. That is, when the pressure in the hydraulic oil chamber 90 is reduced to a predetermined value, the clutch piston 83 moves toward the crankshaft 51 due to the biasing force of the spring 88. Thereby, the clutch disk 81 adjacent to the clutch disk 82 is separated from the clutch plate 80. When the clutch 80 is disengaged, the driving force of the engine shaft 1 is not transmitted to the engine driving force transmission gear train 30.

In this state, the driving force of the motor 70 can be transmitted to the driving wheels 47 through the first transmission path, and the driving wheels 47 cause the vehicle to travel. That is, the driving force of the engine 50 is input from the engine shaft 1 to the inner peripheral shaft 2a via the generator driving gear train 10, and the inner peripheral shaft 2a rotates. Thereby, the rotor 60a of the generator 60 fixed to the inner peripheral shaft 2a rotates, and the generator 60 generates power. The electric power generated by the generator 60 is stored in an electric storage device, not shown. Then, the motor 70 is driven by the stored electric power. The outer peripheral shaft 2b of the generator shaft 2 is rotated by the driving force of the motor 70, and the rotation is transmitted to the idle shaft 3 via the motor driving force transmission gear train 20. The driving force of the motor 70 thus transmitted is transmitted to the drive wheels 47 and 47 via the final gear train 40, the differential mechanism 45, and the differential shaft 46. This enables a so-called series operation (series run) in which the generator 60 converts all the driving force of the engine 50 into electricity to operate.

On the other hand, when the pressure of the hydraulic oil chamber 90 of the clutch 80 is higher than the predetermined value, the clutch piston 83 moves to the side opposite to the crankshaft 51 side against the biasing force of the spring 88. Accordingly, the clutch piston 83 presses the clutch disc 81 and the clutch plate 82 to be sandwiched between the stopper 89 and them. Thereby, the clutch disk 81 and the clutch plate 82 are frictionally engaged to tighten the clutch 80, and the output gear 31a is directly coupled to the engine shaft 1 to be in a locked (locked up) state.

In this state, the driving force of the engine 50 can be transmitted to the driving wheels 47 through the second transmission path, and the driving wheels 47 cause the vehicle to travel. That is, by tightening the clutch 80, the driving force of the engine shaft 1 is transmitted to the idle shaft 3 via the engine driving force transmission gear train 30, transmitted to the driving wheels 47 via the final gear train 40, the differential mechanism 45, and the differential shaft 46, and transmitted to the driving wheels 47. Here, since the engine shaft 1 and the inner peripheral shaft 2a are always connected via the generator driving gear train 10, the rotor 60a of the generator 60 rotates in accordance with the rotation of the inner peripheral shaft 2 a. Therefore, since the generator 60 can generate electric power, a so-called parallel operation (parallel run) in which the motor 70 is rotated by the generated electric power can be performed. In addition, by performing the zero torque control of the motor 70 and the generator 60, it is possible to travel only by the engine 50 while minimizing drag loss.

Fig. 5 is a diagram for explaining the arrangement relationship between the motor drive force transmission gear train 20 and the engine drive force transmission gear train 30 in the vehicle drive device S according to the present embodiment, and schematically shows the meshing state of the gears as viewed from the axial direction. In the vehicle drive device S of the present embodiment, the output gear 31a provided on the engine shaft 1 and the output gear 21a provided on the outer peripheral shaft 2b of the generator shaft 2 are engaged with the input gear 21b on the idle shaft 3. In this way, the output gear 31a and the output gear 21a are engaged with the same input gear 21b on the idle shaft 3, so that the engine driving force transmission gear row 30 and the motor driving force transmission gear row 20 share the input gear 21b on the idle shaft 3. With such a configuration, as shown in fig. 1 and 2, the engine driving force transmission gear train 30 and the motor driving force transmission gear train 20 can be disposed at the same position in the axial direction. This makes it possible to reduce the size in the axial direction as compared with the conventional vehicle drive device disclosed in patent document 1. Further, the engine driving force transmission gear train 30 and the motor driving force transmission gear train 20 share the input gear 21b on the idle shaft 3, so that the number of parts can be reduced to achieve weight reduction and cost reduction.

While the embodiments of the present invention have been described above, the present invention is not limited to the embodiments described above, and modifications, improvements, and the like can be appropriately made. For example, in the vehicle drive device S of the above-described embodiment, the output gear 31a of the engine drive force transmission gear train 30 and the output gear 21a of the motor drive force transmission gear train 20 are configured to engage with the input gear 21b on the idle shaft 3 and share the input gear 21b on the idle shaft 3, but as a vehicle drive device of the present invention, in addition to this, a configuration in which the input gear of the engine drive force transmission gear train and the input gear of the motor drive force transmission gear train are separately provided on the idle shaft may be adopted as in the conventional vehicle drive device shown in patent document 1. In this case, the engine driving force transmission gear row and the motor driving force transmission gear row are arranged in the axial direction.

In the present specification, at least the following matters are described. Note that, although corresponding constituent elements and the like in the above-described embodiments are shown in parentheses, the present invention is not limited to these.

(1) A vehicle drive device (S) for driving a vehicle by the driving force of a drive source (engine 50, motor 70), comprising:

a housing (housing 52);

a rotary shaft (engine shaft 1) disposed in the housing and transmitting a driving force of the driving source to a downstream side;

a first bearing (first bearing 12) that supports one end portion side of the rotating shaft with respect to the housing;

a gear (output gear 31a) provided on an outer peripheral side of the other end portion side of the rotary shaft so as to be relatively rotatable with respect to the rotary shaft;

a second bearing (second bearing 5) supporting the gear relative to the housing;

a third bearing (third bearing 6) that supports the rotating shaft with respect to the gear; and

a fourth bearing (fourth bearing 7) that supports the other end portion side of the rotating shaft with respect to the housing.

According to (1), since the one end side of the rotary shaft is supported by the housing via the first bearing and the other end side of the rotary shaft is supported by the housing via the fourth bearing, the rotary shaft can be supported by the housing in a double-sided bearing manner, and the rotary shaft can be supported more stably. Further, since the other end portion side of the rotating shaft is supported by the housing via the fourth bearing and is supported by the gear via the third bearing, the rotating shaft can be stably supported by the third bearing and the fourth bearing without increasing the diameter of the fourth bearing.

(2) The vehicle drive device according to (1), wherein

A collar (collar 8) that rotates integrally with the rotating shaft is provided at the other end portion of the rotating shaft,

the third bearing is disposed between the collar and the gear,

the fourth bearing is disposed between the collar and the housing.

According to (2), the third bearing and the fourth bearing support the other end portion side of the rotary shaft via the collar, whereby design change of the rotary shaft can be avoided. Further, since the collar and the fourth bearing are provided between the rotating shaft and the housing, the outflow of the lubricating oil from between the rotating shaft and the housing can be suppressed.

(3) The vehicle drive device according to (2), wherein

A thrust bearing (thrust bearing 9) is provided between the collar and the fourth bearing.

According to (3), the thrust bearing is provided between the collar and the fourth bearing, and therefore the collar can be stably supported.

(4) The vehicle drive device according to any one of (1) to (3), wherein

The vehicle drive device includes: an outer peripheral member (clutch drum 85) fixed to the rotating shaft; an inner peripheral member (clutch hub 87) disposed on an inner peripheral side concentric with the outer peripheral member and integrally formed to project in an axial direction from an end surface of the gear; and a plurality of friction members (clutch discs 81, clutch plates 82) alternately laminated between the outer peripheral member and the inner peripheral member in the axial direction of the rotary shaft, and a friction engagement mechanism (clutch 80) for detachably coupling the rotary shaft and the gear by sliding the friction members by relative rotation of the outer peripheral member and the inner peripheral member,

the third bearing supports an inner peripheral surface (inner peripheral surface 32) of the inner peripheral member of the gear,

the second bearing supports another inner peripheral surface (inner peripheral surface 33) of the gear disposed at a position adjacent to the inner peripheral surface in the axial direction,

the fourth bearing is on an inner peripheral side of the second bearing and is configured to support a stack with the second bearing in an axial direction.

According to (4), the third bearing supports the inner peripheral surface of the inner peripheral member of the gear, the second bearing is supported by the other inner peripheral surface provided at a position adjacent to the inner peripheral surface in the axial direction, and the fourth bearing is provided on the inner peripheral side of the second bearing and is arranged to overlap with the second bearing in the axial direction, so that the second bearing, the third bearing, and the fourth bearing can be arranged in a concentrated manner.

Claims (4)

1. A vehicle drive device for driving a vehicle by a driving force of a driving source, comprising:

a housing;

a rotating shaft disposed in the housing and configured to transmit a driving force of the driving source to a downstream side;

a first bearing that supports one end side of the rotating shaft with respect to the housing;

a gear provided on an outer peripheral side of the other end portion of the rotating shaft and relatively rotatable with respect to the rotating shaft;

a second bearing supporting the gear relative to the housing;

a third bearing supporting the rotation shaft with respect to the gear; and

a fourth bearing that supports the other end portion side of the rotating shaft with respect to the housing.

2. The vehicular drive apparatus according to claim 1, characterized in that:

a ring rotating integrally with the rotating shaft is provided at the other end portion of the rotating shaft,

the third bearing is disposed between the collar and the gear,

the fourth bearing is disposed between the collar and the housing.

3. The vehicular drive apparatus according to claim 2, characterized in that:

a thrust bearing is disposed between the collar and the fourth bearing.

4. The vehicular drive apparatus according to any one of claims 1 to 3, characterized in that:

the vehicle drive device includes:

an outer peripheral member fixed to the rotating shaft;

an inner peripheral member disposed on an inner peripheral side concentric with the outer peripheral member and integrally formed to protrude in an axial direction from an end surface of the gear; and

a plurality of friction materials alternately laminated between the outer peripheral member and the inner peripheral member in an axial direction of the rotary shaft,

further comprising a friction engagement mechanism for detachably coupling the rotary shaft and the gear by sliding the friction material due to relative rotation between the outer peripheral member and the inner peripheral member,

the third bearing supports an inner peripheral surface of the inner peripheral member of the gear,

the second bearing supports another inner peripheral surface of the gear disposed at a position adjacent to the inner peripheral surface in the axial direction,

the fourth bearing is on an inner peripheral side of the second bearing and is configured to support a stack with the second bearing in an axial direction.

Images