JP2010070099A - Vehicle driving device - Google Patents

Abstract

An object of the present invention is to provide a vehicle drive device that can suppress an increase in dimension in the axial direction and can easily increase the outer diameter of an electric motor.
In a drive device 2A, a first motor / generator 4, a power distribution mechanism 5 and a transmission mechanism 7 are arranged on a common first axis Ax1, and a second motor / generator 8 is parallel to the first axis Ax1. On the second axis Ax2, the transmission mechanism 7 is arranged so as to overlap in the axial direction and not overlap with the first motor / generator 4 in the axial direction.
[Selection] Figure 4

Description

  The present invention relates to a vehicle drive apparatus provided with an electric motor.

  As a vehicle drive device, an internal combustion engine and a first motor / generator are connected to two rotary elements of a power distribution mechanism, respectively, and a second motor / generator is arranged adjacent to a speed change mechanism that shifts the rotation of the remaining rotary elements. It is known that a first motor / generator, a power distribution mechanism, a speed change mechanism, and a second motor / generator are arranged in this order in the axial direction from the internal combustion engine side (Patent Document 1). Although the speed change mechanism is not provided, the first motor / generator and the power distribution mechanism are arranged on a common first axis, and the second motor / generator is arranged on a second axis parallel to the first axis. There is also known a vehicle drive device in which a first motor / generator and a second motor / generator are overlapped in the axial direction (Patent Document 2).

JP 2003-127679 A JP 2001-260669 A

  The drive device of Patent Document 1 is intended to be mounted on a vehicle having an FR layout, and it is difficult to mount the FF layout on a vehicle because the dimensions in the axial direction are large. In the driving device of Patent Document 2, the first motor / generator and the second motor / generator are not arranged in the same axial direction, but they overlap in the axial direction. Therefore, in order to avoid the interference between the motor and the generator, the setting of one outer diameter is restricted by the other outer diameter, and it is difficult to increase the outer diameter of each motor / generator.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle drive device that can suppress an increase in axial dimension and that can easily increase the outer diameter of an electric motor.

  The drive device of the present invention includes a first electric motor, a first rotating element connected to the internal combustion engine, a second rotating element connected to the first electric motor, and a third rotating element that outputs power, and a power distribution mechanism. , An intermediate rotating member for transmitting power output from the third rotating element of the power distribution mechanism, a transmission mechanism for shifting the rotation of the intermediate rotating member, a second electric motor, the transmission mechanism, and the second electric motor An output unit for transmitting the power output from the drive wheel to the drive wheel, wherein the first electric motor, the power distribution mechanism, and the speed change mechanism are arranged on a common first axis. The second motor is disposed on a second axis parallel to the first axis so as to overlap the transmission mechanism in the axial direction and not overlap with the first motor in the axial direction. There (claim 1).

  According to this drive device, the first motor, the power distribution mechanism, and the speed change mechanism are arranged on a common first axis, and the second motor is over the second axis parallel to the first axis with respect to the speed change mechanism and the axial direction. Since it is arranged in a wrapped state, the dimension in the axial direction can be shortened compared to the case where the second electric motor is arranged on the first axis. Thereby, the mounting property to the vehicle of FF layout improves. Further, since the second motor does not overlap with the first motor in the axial direction, the setting of the outer diameter of one motor is not restricted by the outer diameter of the other motor. Therefore, the outer diameter of each electric motor can be easily expanded. Furthermore, since the power output from the speed change mechanism and the power output from the second motor are transmitted in parallel to the output unit, the second motor is not affected by the speed change operation of the speed change mechanism. Therefore, the rotational speed of the second motor does not change when the speed change mechanism is shifted as in the aspect in which the power of the second motor is input to the speed change mechanism and then transmitted to the output unit.

  In one aspect of the driving apparatus of the present invention, the output unit includes a first drive gear to which power output from the transmission mechanism is transmitted and a second drive gear to which power output from the second electric motor is transmitted. And a counter driven gear in which the first drive gear and the second drive gear mesh with each other (claim 2). According to this aspect, since the counter driven gear can be shared by the first drive gear and the second drive gear, it is smaller than the case where two counter driven gears corresponding to each drive gear are arranged in the axial direction. Can be easily achieved.

  In one aspect of the drive device of the present invention, the rotary shaft is disposed on the second axis and outputs the power of the second motor, and is disposed on the second axis and driven by the rotation of the rotary shaft. And a mechanical oil pump. (Claim 3) According to this aspect, since the speed reduction mechanism that reduces the rotation of the internal combustion engine and transmits it to the oil pump becomes unnecessary, a sufficient oil discharge amount can be ensured from a low vehicle speed.

  In one aspect of the driving apparatus of the present invention, the output unit includes a first drive gear to which power output from the transmission mechanism is transmitted and a second drive gear to which power output from the second electric motor is transmitted. The first drive gear is disposed on the opposite side of the first motor with the transmission mechanism interposed therebetween, and the second drive gear is disposed on the opposite side of the first motor with the second motor interposed therebetween. (Claim 4). According to this aspect, since the second electric motor can be moved inward in the axial direction, the outer diameter of the end portion of the drive device can be easily reduced. Therefore, when mounted on a vehicle having an FF layout, it becomes easy to avoid interference of the second electric motor with respect to a side member of the vehicle. In this aspect, the output unit may further include a counter driven gear in which the first drive gear and the second drive gear mesh with each other (Claim 5). In this case, the counter-driven gear can be shared by the first drive gear and the second drive gear, so the two counter-driven gears corresponding to each drive gear can be downsized compared to the case where they are arranged in the axial direction. Can be achieved easily.

  In one aspect of the driving apparatus of the present invention, the speed change mechanism switches a shift differential mechanism having a plurality of rotation elements that can be differentially rotated with each other and a connection relationship between the rotation elements of the speed change differential mechanism. A clutch and a brake may be provided, and the brake may be disposed on the outer peripheral side of the speed change differential mechanism. In this case, the dimension in the axial direction can be shortened as compared with the case where the brake is disposed adjacent to the axial direction of the speed change differential mechanism.

  As described above, according to the drive device of the present invention, the first electric motor, the power distribution mechanism, and the speed change mechanism are arranged on the common first axis, and the second electric motor is on the second axis parallel to the first axis. Therefore, the dimension in the axial direction can be shortened as compared with the case where the second electric motor is arranged on the first axis. Further, since the second motor does not overlap with the first motor in the axial direction, the setting of the outer diameter of one motor is not restricted by the outer diameter of the other motor. Therefore, the outer diameter of each electric motor can be easily expanded.

(First form)
FIG. 1 schematically shows the overall configuration of a vehicle in which a driving apparatus according to an embodiment of the present invention is incorporated. The vehicle 1A is configured as a so-called hybrid vehicle. As is well known, a hybrid vehicle is a vehicle that includes an internal combustion engine as a driving force source for traveling and also includes an electric motor as another driving force source for traveling. The vehicle 1A is configured as a vehicle having an FF layout in which driving wheels and an internal combustion engine are located at the front of the vehicle.

  The driving device 2A transmits the power from the internal combustion engine 3, the first motor / generator 4, the power distribution mechanism 5 to which the internal combustion engine 3 and the first motor / generator 4 are connected, and the power distribution mechanism 5. An intermediate shaft 6 serving as an intermediate rotation member, a transmission mechanism 7 that changes the rotation of the intermediate shaft 6, a second motor / generator 8, and the power output from the transmission mechanism 7 and the second motor / generator 8 is used as drive wheels 10. And an output unit 9 for transmitting the signal.

  2 and 3 show details of the driving device 2A. FIG. 2 is a cross-sectional view of the first motor / generator 4, the power distribution mechanism 5, the speed change mechanism 7, and the output unit 9. FIG. 2 is a cross-sectional view of the motor / generator 8 and the output unit 9. FIG. FIG. 4 is an explanatory diagram for explaining the arrangement of main components viewed from the direction of arrow IV in FIG. 2 and 3 are not full projections of cross sections, but the output unit 9 is shown to expand downward in the drawing.

  As is apparent from these drawings, the first motor / generator 4, the power distribution mechanism 5, and the speed change mechanism 7 are arranged on a common first axis Ax. The second motor / generator 8 is disposed on the second axis Ax2 parallel to the first axis Ax1 so as to overlap the transmission mechanism 7 in the axial direction. That is, the first motor / generator 4 and the second motor / generator 8 are arranged on different axes, and the second motor / generator 8 is disposed on the outer side in the radial direction of the speed change mechanism 7 on the opposite side of the first motor / generator 4. Has been placed. The second motor / generator 8 is arranged on a separate axis from the first motor / generator 4, but does not overlap the first motor / generator 4 in the axial direction.

  The internal combustion engine 3 shown in FIG. 1 is configured as a spark ignition type multi-cylinder internal combustion engine, and the power is transmitted to the power distribution mechanism 5 via the input shaft 15. The input shaft 15 is arranged coaxially with the intermediate shaft 6, and the input shaft 15 and the intermediate shaft 6 rotate around the axis Ax1. A damper (not shown) is interposed between the input shaft 15 and the internal combustion engine 3, and torque fluctuations of the internal combustion engine 3 are absorbed by the damper.

  The first motor / generator 4 and the second motor / generator 8 have the same configuration, and have both a function as an electric motor and a function as a generator. As shown in FIG. 2, the first motor / generator 4 includes a stator 18 fixed to the case 17 and a rotor 19 disposed coaxially on the inner peripheral side of the stator 18. As shown in FIG. 3, the second motor / generator 8 similarly includes a stator 20 fixed to the case 17 and a rotor 21 disposed coaxially on the inner peripheral side of the stator 20. The first motor / generator 4 corresponds to the first electric motor according to the present invention, and the second motor / generator 8 corresponds to the second electric motor according to the present invention.

  The power distribution mechanism 5 is configured as a single pinion type planetary gear mechanism having three rotational elements that can rotate differentially with each other, and is coaxial with the sun gear Su1 that is an external gear and the sun gear Su1. A ring gear Ri1, which is an internal gear disposed, and a carrier Cr1 that holds the pinion 25 meshing with the gears Su1, Ri1 so as to rotate and revolve freely. In this embodiment, the input shaft 15 is connected to the carrier Cr1, the first motor / generator 4 is connected to the sun gear Su1, and the intermediate shaft 6 is connected to the ring gear Ri1. Accordingly, the carrier Cr1 corresponds to the first rotating element according to the present invention, the sun gear Su1 corresponds to the second rotating element according to the present invention, and the ring gear Ri1 corresponds to the third rotating element according to the present invention.

  The speed change mechanism 7 includes a speed change differential mechanism 30 configured as a so-called Ravigneaux type planetary gear mechanism, and two brakes B1, B2 and two clutches C1 for switching the connection relationship between the rotating elements of the speed change differential mechanism 30. , C2. The transmission differential mechanism 30 includes a large-diameter sun gear Su2, a small-diameter small-diameter sun gear Su3 disposed adjacent to the same axis as the large-diameter sun gear Su2, and a ring gear Ri2 disposed concentrically with the large-diameter sun gear Su2. And a carrier Cr2 which is disposed between the sun gears Su2 and Su3 and the ring gear Ri2 and holds the long pinion 31 and the short pinion 32 having different axial lengths so as to rotate and revolve. The long pinion 31 meshes with each of the large-diameter sun gear Su2 and the short pinion 32, and the short pinion 32 meshes with the small-diameter sun gear Su3.

  The first brake B1 operates between an engaged state in which the sun gear Su2 and the case 17 are coupled and a released state in which the coupling is released, and the second brake B2 is in an engaged state in which the carrier Cr2 and the case 17 are coupled. Operates between released states that release the bond. The second brake B <b> 2 is disposed on the outer peripheral side of the speed change operating mechanism 30. For this reason, the dimension of an axial direction can be shortened compared with the case where a brake is arrange | positioned next to the axial direction of the action mechanism 20 for gear shifting. The first clutch C1 operates between an engagement state for coupling the intermediate shaft 6 and the sun gear Su3 and a release state for releasing the coupling, and the second clutch C2 is an engagement for coupling the intermediate shaft 6 and the carrier Cr2. Operates between a state and a released state that releases its association. The carrier Cr2 is provided with a one-way clutch 35 that allows rotation in only one direction.

  The speed change mechanism 7 can selectively establish the four speed stages from the first speed to the fourth speed by changing the combination of the operating states of the two brakes B1 and B2 and the two clutches C1 and C2. it can. FIG. 5 shows an operation engagement table in which the shift speed established by the transmission mechanism 7 is associated with the operation states of the brakes B1 and B2 and the clutches C1 and C2. In this figure, “◯” indicates an engaged state, and “−” indicates a released state. As shown in the figure, the operation of each clutch and each brake establishes four gear stages having different gear ratios in stages. As is well known, the shift speed is switched based on the vehicle speed and the accelerator operation amount.

  The output unit 9 includes a first drive gear 41 to which power output from the speed change mechanism 7 is transmitted, a second drive gear 42 to which power output from the second motor / generator 8 is transmitted, and these drive gears. The counter driven gear 43 which 41 and 42 mesh in common, and the differential device 44 which transmits the motive power which passed through the counter driven gear 43 to the left and right drive wheels 10. An intermediate gear 45 that is coaxial with the counter driven gear 43 and rotates integrally is interposed between the counter driven gear 43 and the differential device 44, and this intermediate gear 45 is a driven gear provided in the case of the differential device 44. 46 is engaged. The first drive gear 41 is provided so as to rotate integrally with the ring gear Ri 2 of the transmission differential mechanism 30, and the second drive gear 42 is rotated so as to rotate integrally with the rotor shaft 21 a of the second motor / generator 8. The shaft 21a is spline-fitted (see FIG. 3). The gear group and the differential device 44 are supported by a common case 17. Therefore, the assembly error can be reduced and the support rigidity can be easily increased as compared with the configuration in which the components of the output unit 9 are supported by the housing separate from the case 17. Further, since the counter driven gear 43 can be shared by the first drive gear 41 and the second drive gear 42, the size of the counter driven gear 43 can be reduced compared to the case where two counter driven gears corresponding to each drive gear are arranged in the axial direction. Can be achieved easily.

  As shown in FIG. 3, a drive oil shaft 50 that is driven by the rotation of the drive gear shaft 48 is provided on the drive gear shaft 48 as a rotation shaft disposed on the second axis Ax2. The drive gear shaft 48 outputs the power of the second motor / generator 8 and rotates integrally with the rotor shaft 21a. The oil pump 50 is configured as a well-known trochoid oil pump. With this configuration, a speed reduction mechanism that reduces the rotation of the internal combustion engine 3 and transmits it to the oil pump 50 is not necessary, so that a sufficient oil discharge amount can be secured from a low vehicle speed.

  According to the above drive device 2A, the first motor / generator 4, the power distribution mechanism 5 and the speed change mechanism 7 are arranged on the common first axis Ax1, and the second motor / generator 8 is parallel to the first axis Ax1. Since it is arranged on the second axis Ax2 so as to overlap with the speed change mechanism 7 in the axial direction, the dimension in the axial direction is shortened compared with the case where the second motor / generator 8 is arranged on the first axis Ax. be able to. Thereby, the mounting property to the vehicle of FF layout improves. Further, since the second motor / generator 8 does not overlap the first motor / generator 4 in the axial direction, the setting of the outer diameter of one motor / generator is restricted by the outer diameter of the other motor / generator. There is no. Therefore, the outer diameters of the motor generators 4 and 8 can be easily increased. Further, since the power output from the speed change mechanism 7 and the power output from the second motor / generator 8 are transmitted in parallel to the output unit 9, the second motor / generator 8 performs the speed change operation of the speed change mechanism 7. Not affected. Therefore, the rotation speed of the second motor / generator 8 does not change when the speed change mechanism 7 changes speed.

(Second form)
Next, a second embodiment of the present invention will be described with reference to FIGS. In the following description, the same reference numerals are attached to the same components as those in the first embodiment, and the overlapping description is omitted. 6 and 7 show an outline of a vehicle to which the drive device according to the second embodiment is applied. FIG. 6 shows the first motor / generator 4, the power distribution mechanism 5, and the speed change mechanism 61 according to the second embodiment. 7 is a diagram showing the second motor generator 8 and the output unit 70 according to the second embodiment.

  As is apparent from these drawings, the driving device 2B mounted on the vehicle 1B of the FF layout is also the first motor / generator 4, the power distribution mechanism 5, and the speed change mechanism 61 in the same manner as in the first embodiment. It arrange | positions on the axis line Ax. The second motor / generator 8 is disposed on the second axis Ax2 parallel to the first axis Ax1 so as to overlap the transmission mechanism 61 with respect to the axial direction. However, the second motor / generator 8 is axially aligned with the first motor / generator 4. There is no overlap with respect to.

  The speed change mechanism 61 includes a speed change differential mechanism 62, two brakes Ba and Bb and two clutches Ca and Cb for switching the connection relationship between the rotating elements of the speed change differential mechanism 62. The transmission differential mechanism 62 is configured by combining two planetary gear mechanisms 63 and 64 of a single pinion type. The first planetary gear mechanism 63 includes a sun gear Su4 that is an external gear, a ring gear Ri4 that is an internal gear arranged coaxially with the sun gear Su4, and a pinion that meshes with each of these gears Su4 and Ri4. And a carrier Cr4 for holding 65 in a rotatable and revolving manner. On the other hand, the second planetary gear mechanism 64 includes a sun gear Su5 that is an external gear, a ring gear Ri5 that is an internal gear disposed coaxially to the sun gear Su5, and each of these gears Su5 and Ri5. A carrier Cr5 that holds the meshing pinion 68 so as to rotate and revolve. The transmission differential mechanism 62 is connected to the carrier Cr4 of the first planetary gear mechanism 63 and the ring gear Ri5 of the second planetary gear mechanism 64, and also to the ring gear Ri4 of the first planetary gear mechanism 63 and the second planetary gear mechanism. 64 carriers Cr5 are connected.

  The power from the power distribution mechanism 5 is transmitted to one of a first intermediate shaft 66 and a second intermediate shaft 67 as intermediate rotation members arranged coaxially with each other. The first intermediate shaft 66 is connected to the sun gear Su4 of the first planetary gear mechanism 63, and the second intermediate shaft 67 is connected to the ring gear Ri4 (carrier Cr5) of the first planetary gear mechanism 63. The power from the speed change mechanism 61 is output from the carrier Cr 4, and the power output from the carrier Cr 4 is transmitted to the output unit 70.

  Both the first brake Ba and the second brake Bb are arranged on the outer peripheral side of the transmission differential mechanism 62. For this reason, the dimension of the axial direction can be shortened compared with the case where each brake Ba and Bb is arrange | positioned next to the axial direction of the differential mechanism 62 for transmission. The first brake Ba operates between an engaged state in which the sun gear Su5 of the second planetary gear mechanism 64 and the case 17 are coupled and a released state in which the coupling is released, and the second brake Bb is operated in the first planetary gear mechanism 63. The ring gear Ri4 (carrier Cr5) and the case 17 are connected to each other between an engaged state and a released state to release the connection. The first clutch Ca operates between an engaged state in which the first intermediate shaft 66 and the ring gear Ri1 of the power distribution mechanism 5 are coupled and a released state in which the coupling is released, and the second clutch Cb is in the second intermediate shaft. 67 and the ring gear Ri1 of the power distribution mechanism 5 are operated between an engaged state and a released state in which the connection is released.

  The speed change mechanism 61 can selectively establish the four speed stages from the first speed to the fourth speed by changing the combination of the operating states of the two brakes Ba and Bb and the two clutches Ca and Cb. it can. FIG. 8 shows an operation engagement table in which the shift speed established by the transmission mechanism 61 is associated with the operation states of the brakes Ba and Bb and the clutches Ca and Ca. In this figure, “◯” indicates an engaged state, and “−” indicates a released state. As shown in the figure, the operation of each clutch and each brake establishes four gear stages having different gear ratios in stages.

  The output unit 70 includes a first drive gear 71 to which power output from the speed change mechanism 61 is transmitted, a second drive gear 72 to which power output from the second motor / generator 8 is transmitted, and a first drive gear 71. And a counter driven gear 73 with which the second drive gear 72 meshes in common, and a differential device 74 that transmits the power via the counter driven gear 73 to the left and right drive wheels 10. As in the first embodiment, since the counter driven gear 73 can be shared by the first drive gear 71 and the second drive gear 72, two counter driven gears corresponding to each drive gear are arranged in the axial direction. Compared to the above, downsizing can be easily achieved. The first drive gear 71 is disposed on the opposite side of the first motor / generator 4 with the speed change mechanism 61 interposed therebetween, and the second drive gear 72 is disposed on the opposite side of the first motor / generator 4 with the second motor generator 8 interposed therebetween. Arranged on the side. Between the counter driven gear 73 and the differential device 74 is an intermediate gear 75 that is coaxial with the counter driven gear 73 and rotates integrally therewith. The intermediate gear 75 is a driven gear provided in the case of the differential device 74. Is engaged with 76.

  According to the drive device 2B described above, the axial dimension can be shortened similarly to the drive device 2A of the first embodiment, and the rotational speed of the second motor / generator 8 changes when the speed change mechanism 61 is shifted. Nor. Further, in the driving device 2B, the first drive gear 71 of the output unit 70 is on the opposite side of the first motor / generator 4 with the speed change mechanism 61 interposed therebetween, and the second drive gear 72 is interposed between the second motor / generator 8 with the second drive gear 72 interposed therebetween. Since they are arranged on the opposite sides of one motor / generator 4, as is apparent from FIG. 7, the second motor / generator 8 can be moved inward in the axial direction. For this reason, the outer diameter of the edge part of the drive device 2B can be made small easily. That is, there is a margin in the periphery A of the end portion of the drive device 2B, so that it is easy to avoid the second motor / generator 8 from interfering with a side member (not shown) when mounted on a vehicle having an FF layout. Become.

  The present invention is not limited to the above embodiment, and can be implemented in various forms within the scope of the gist of the present invention. The above-described differential mechanisms in each form are merely examples, and it is possible to change them to other forms that are mechanically equivalent. The realization of the differential mechanism by a planetary gear mechanism is only an example. For example, all or part of the planetary gear mechanism of each embodiment described above can be replaced with a planetary roller mechanism having a friction wheel (roller) that is not a gear as a rotating element.

The figure which showed roughly the whole structure of the vehicle incorporating the drive device which concerns on one form of this invention. FIG. 2 is a diagram showing details of the drive device of FIG. 1, and is a cross-sectional view in which a first motor / generator, a power distribution mechanism, a transmission mechanism and an output unit are cut. FIG. 2 is a diagram showing details of the drive device of FIG. 1, and is a cross-sectional view of a second motor / generator and an output section cut away. Explanatory drawing explaining arrangement | positioning of the main component seen from the arrow IV direction of FIG. The figure which showed the operation | movement engagement table | surface with which the gear stage which a transmission mechanism is materialized, and the operation state of a brake and a clutch were matched. The figure which showed the outline | summary of the vehicle to which the drive device which concerns on a 2nd form was applied, Comprising: The figure which showed the 1st motor generator, the power distribution mechanism, the speed change mechanism, and the output part. The figure which showed the outline | summary of the vehicle to which the drive device which concerns on a 2nd form was applied, Comprising: The figure which showed the 2nd motor generator and the output part. The figure which showed the action | operation engagement table | surface with which the gear stage which the speed change mechanism which concerns on a 2nd form is materialized, and the operating state of a brake and a clutch were matched.

Explanation of symbols

1A, 1B Vehicle 2A, 2B Drive device 3 Internal combustion engine 4 First motor / generator (first electric motor)
5 Power distribution mechanism 6 Intermediate shaft (intermediate rotating member)
7 Transmission mechanism 8 Second motor / generator (second electric motor)
9, 70 Output units 41, 71 First drive gears 42, 72 Second drive gears 43, 73 Counter driven gear 50 Oil pump 66 First intermediate shaft (intermediate rotating member)
67 Second intermediate shaft (intermediate rotating member)
Ax1 first axis Ax2 second axis

Claims (6)

A first electric motor, a first rotating element connected to the internal combustion engine, a second rotating element connected to the first electric motor, and a third rotating element for outputting power; and the power distributing mechanism An intermediate rotating member for transmitting power output from the third rotating element, a speed change mechanism for shifting the rotation of the intermediate rotating member, a second electric motor, and driving the power output from the speed change mechanism and the second electric motor. An output unit for transmitting to a wheel, and a vehicle drive device comprising:
The first motor, the power distribution mechanism, and the speed change mechanism are disposed on a common first axis, and the second motor is over the second axis parallel to the first axis with respect to the speed change mechanism and the axial direction. A vehicle drive device, wherein the vehicle drive device is disposed so as to wrap and not overlap with the first electric motor in the axial direction.   The output unit includes a first drive gear to which power output from the transmission mechanism is transmitted, a second drive gear to which power output from the second electric motor is transmitted, the first drive gear, and the first drive gear. The drive device according to claim 1, further comprising: a counter driven gear in which two drive gears mesh with each other.   A rotating shaft arranged on the second axis and outputting the power of the second electric motor; and a mechanical oil pump arranged on the second axis and driven by the rotation of the rotating shaft. The drive apparatus of Claim 1 or 2 provided.   The output unit includes a first drive gear to which power output from the speed change mechanism is transmitted, and a second drive gear to which power output from the second electric motor is transmitted. The first drive gear 2. The drive device according to claim 1, wherein the drive mechanism is disposed on the opposite side of the first motor with the transmission mechanism interposed therebetween, and the second drive gear is disposed on the opposite side of the first motor with the second motor interposed therebetween. .   The drive device according to claim 4, wherein the output unit further includes a counter driven gear in which the first drive gear and the second drive gear mesh with each other.   The speed change mechanism includes a speed change differential mechanism having a plurality of rotation elements that can rotate differentially with each other, and a clutch and a brake that switch a connection relationship between the rotation elements of the speed change differential mechanism. Is disposed on the outer peripheral side of the transmission differential mechanism. 6. The drive device according to claim 1.

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