Vehicle drive system

Abstract

Vehicle drive system with: a first rotating part (310) with a first profile (31s) and a first circumferential surface (31a) which is axially adjacent to the first profile (31s); a second rotating part (320) with a second profile (32s) in profile engagement with the first profile (31s) to provide a profile engagement section (S), and a groove (330) which is axially side-by-side with the second profile (32s), is radially recessed relative to the first circumferential surface (31a) and contains a bottom surface which is located between a first side surface (33b) and a second side surface (33c) facing the first side surface (33b) and which serves as a second circumferential surface (32a) which faces radially to the first circumferential surface (31a); and an elastic part (40) which is arranged in the groove (330) to exert a radial elastic force between the first rotating part (310) and the second rotating part (320); wherein the elastic part (40) generates a circumferential frictional resistance between the first circumferential surface (31a) and the second circumferential surface (32a) through the elastic force, the elastic part (40) contains a first contact section (40a) and a second contact section (40b), the first contact section (40a) extends from the first contact section (40a) towards the first circumferential surface (31a) in order to come into contact with the first circumferential surface (31a), the second contact section (40b) comes into contact with the second circumferential surface (32a), each of the axial ends of the elastic part (40) is the second contact section (40b), wherein the first rotating part (310) contains a first lubrication hole (c3) through which oil is supplied to the groove (330), the second rotating part (320) is provided radially outside the first rotating part (310), the second rotating part (320) contains a second lubrication hole (c4) which, as viewed in the radial direction, is located within an axial area in which the first contact section (40a) is located.

Description

TECHNICAL BACKGROUND

[0001] This technology relates to vehicle propulsion systems. STATE OF THE ART

[0002] A conventional vehicle drive system mounted on a vehicle contains rotating parts with profiles (splined gears) that mesh with each other and are coupled to each other in a driveable manner. One of the meshing rotating parts receives an axial load, for example, from a sun gear, etc., contained in a planetary gear set. This rotating part is equipped with a support bearing to absorb the axial load in order to rotate and drive the rotating part stably (see JP 2014-101924 A). SUMMARY OF THE INVENTION Problem to be solved by the invention

[0003] The structure described in JP 2014-101924 A contains a profile engagement section formed by profile engagement between a profiled section of a second sun gear and a profiled section of the rotating part, which is coupled to a third coupling and a fourth coupling.

[0004] At the profile engagement point between the rotating parts, the profiles formed on these parts typically have a gap or clearance. Consequently, the profile-engaged rotating parts of the vehicle-mounted drive unit vibrate, for example, due to explosion or ignition vibrations from an engine. This adversely results in noise generation. The noise becomes increasingly noticeable when the weight of the rotating parts of the vehicle-mounted drive unit is reduced.

[0005] Accordingly, it is an object of the invention to provide a vehicle drive device which is able to reduce backlash / kickback between rotating parts which are in profile engagement (serration engagement) with each other in order to reduce noise generation.

[0006] Further prior art is known, for example, from DE 10 2006 001 302 A1, which discloses a drive arrangement for use in the drive train of a motor vehicle.The drive arrangement comprises a drive shaft rotatably mounted about an axis of rotation in a housing and capable of being driven by rotation; a friction clutch arranged coaxially to the drive shaft with a rotatably driven outer plate carrier on which outer plates are arranged in a rotationally fixed and axially displaceable manner, and an inner plate carrier non-rotatably connected to the drive shaft on which inner plates are arranged in a rotationally fixed and axially displaceable manner, wherein the outer plates and the inner plates are arranged axially alternately and together form a plate pack; an actuator which is arranged coaxially to the axis of rotation and axially supported against the housing and which can axially actuate the plate pack via a pressure plate; and a tolerance ring which is seated in an annular gap between the inner plate carrier and the drive shaft.

[0007] Furthermore, a splined shaft connection is known from JP H06-185530 A with an intermediate shaft (a first rotating element) 60 and an O / D input shaft (a second rotating element) 76, which are meshed such that they have radial play. A meshing projection 92 is formed on the splines 72 of the intermediate shaft 60. The two elements are positioned concentrically to each other by means of the meshing projection 92, and the two elements are relatively pivotable about the meshing projection 92, which serves as a pivot point. Means of solving the task

[0008] A vehicle propulsion device with: a first rotating part with a first profile or splined shaft profile (sperch / rib / tooth) and a first peripheral surface or circumferential surface which is axially side by side with the first profile; a second rotating part with a second profile or splined shaft profile (wedge / rib / tooth) in profile engagement with the first profile to provide a profile engagement section, and (with) a groove or slot which is axially side-by-side with the second profile, which is radially recessed relative to the first circumferential surface and includes a bottom surface located between a first side surface and a second side surface facing the first side surface, and which serves as a second circumferential surface radially facing the first circumferential surface; wherein an elastic part is provided which is arranged in the groove to exert or generate a radial elastic force between the first rotating part and the second rotating part.

[0009] The elastic part generates / causes a circumferential frictional resistance between the first circumferential surface and the second circumferential surface through the elastic force.

[0010] The elastic part has a first contact section and a second contact section. The first contact section extends from the first contact section to the first circumferential surface to make contact with it. The second contact section makes contact with the second circumferential surface, and each of the axial ends of the elastic part constitutes the second contact section. The first rotating part contains a first lubrication hole through which oil is supplied to the groove. The second rotating part is positioned radially outside the first rotating part. The second rotating part contains a second lubrication hole, which, viewed radially, is located within an axial area where the first contact section is situated. Effects of the invention

[0011] The second rotating part of the vehicle drive unit is equipped with: the profile engagement section, which provides profile engagement between the first and second rotating parts; and the groove in which the elastic element is arranged to provide coupling between the first and second rotating parts. The elastic element is in frictional contact with the second circumferential surface, which is the bottom surface of the groove, and the first circumferential surface of the first rotating part. Thus, the rotating parts, which engage profile-wise, can be coupled to each other by the elastic element. This reduces backlash to minimize noise generation and allows for axial positioning of the elastic element when it is located in the groove. BRIEF DESCRIPTION OF THE DRAWINGS [ Fig. 1] Fig. Figure 1 is a framework diagram which schematically / skeletally represents an automatic transmission according to a first embodiment. [ Fig. 2A] Fig. 2A is an actuation / engagement table for the automatic transmission according to the first embodiment. [ Fig. 2B] Fig. 2B is a speed diagram (Kutzbach diagram) of the automatic transmission according to the first embodiment. [ Fig. 3] Fig. Figure 3 is a partial sectional view of the automatic transmission according to the first embodiment, which is not covered by the applicable set of claims. [ Fig. 4] Fig. Figure 4 is a front view of an elastic part according to the first embodiment. [ Fig. 5] Fig. Figure 5 is a sectional view of a variation of the automatic transmission according to the first embodiment. [ Fig. 6] Fig. Figure 6 is a schematic front view of a variation of the automatic transmission according to the first embodiment. [ Fig. 7] Fig. Figure 7 is a sectional view of a variation of an automatic transmission according to a second embodiment. [ Fig. 8] Fig. Figure 8 is a sectional view of a variation of an automatic transmission according to a third embodiment not covered by the applicable set of claims. MODES FOR IMPLEMENTING THE INVENTION First embodiment

[0012] The following refers to Fig. 1 to Fig. 4. A first embodiment not covered by the current set of claims is described. A vehicle drive device according to the invention is, for example, appropriately mounted on a vehicle of the FF (front engine / front-wheel drive) type. The directions right and left in Fig. 1 and Fig. 3 each correspond to the directions right and left (or left and right) when the vehicle drive unit is actually mounted on a vehicle. For the sake of simplicity, the right side of the Fig. 1 and Fig. 3, which is adjacent to a drive source, such as a motor, is referred to as a "front" or "second axial side" and is the left side of the Fig. 1 and Fig. 3 referred to as a "back side" or "first axial side".

[0013] First, a schematic structure of the vehicle drive system is presented with reference to Fig. 1 described. As in Fig. Figure 1 shows an automatic transmission 1, which is a vehicle drive device suitable for use in a vehicle of the FF type, for example, equipped at its front with a torque converter including a lock-up clutch 2a and is equipped at its rear with a speed change mechanism 3, a countershaft section 4 and a differential section 5.

[0014] The torque converter 2 is arranged, for example, coaxially with an output shaft 10 of the motor (not shown) around the axis of an input shaft 7A of the speed-changing mechanism 3. The speed-changing mechanism 3 is arranged around the axis of a center shaft 7B (see Fig. 3), which is coaxially connected to the input shaft 7A, is arranged around it. The countershaft section 4 is arranged on a countershaft 12, which is located on an axis parallel to the input shaft 7A and the center shaft 7B. The differential section 5 is arranged such that the differential section 5 contains a left drive shaft 15a and a right drive shaft 15b, which is located on an axis parallel to the countershaft 12.

[0015] The in Fig. The framework diagram shown is a planar development of an automatic transmission 1. The input and intermediate shafts 7A and 7B, the countershaft 12 and the right and left drive shafts 15b and 15a have a triangular positional relationship in a side view.

[0016] The speed-changing mechanism 3 comprises: the input shafts 7A, to which rotation from the engine is transmitted via the torque converter 2; and the intermediate shaft 7B, which is located behind and connected to the input shaft 7A. In other words, the automatic transmission 1, in a broader sense, comprises an input shaft 7 formed by the input shaft 7A and the intermediate shaft 7B. The speed-changing mechanism 3 includes: a planetary gear set DP on the input shaft 7A; and a planetary gear unit PU on the intermediate shaft 7B.

[0017] The DP planetary gear set comprises: a first sun gear S1; a first carrier CR1; a first ring gear R1; a pinion (planetary gear) P2, which engages with the first sun gear S1; and a pinion (planetary gear) P1, which engages with the first ring gear R1. Pinion P1 and pinion P2 mesh with each other on the first carrier CR1. Therefore, the DP planetary gear set is a so-called "double-pinion" planetary gear set.

[0018] The planetary gear unit PU contains four rotating parts: a second sun gear S2, a third sun gear S3, a second carrier CR2, and a second ring gear R2. The planetary gear unit PU further includes: a long pinion P3, which meshes with the third sun gear S3 and the second ring gear R2; and a short pinion P4, which meshes with the second sun gear S2. The long pinion P3 and the short pinion P4 mesh with each other on the second carrier CR2. Thus, the planetary gear unit PU is a so-called "Ravigneaux-type" planetary gear unit.

[0019] Rotation of the first sun gear S1 of the planetary gear DP relative to a housing 6 is blocked. The first carrier CR1 is connected to the input shaft 7A to perform a rotation similar to that of the input shafts 7A (hereinafter referred to as an "input rotation") and is connected to a fourth clutch C-4. The first sun gear S1, whose rotation is blocked, and the first carrier CR1, which performs an input rotation, cause the first ring gear R1 to perform a slowed rotation, which is a slowed input rotation. The first ring gear R1 is connected to a first clutch C-1 (clutch assembly) and a third clutch C-3.

[0020] The third sun gear S3 of the planetary gear unit PU is connected to a first brake B-1 and can be secured to the housing 6. The third sun gear S3 is connected to the fourth clutch C-4 and the third clutch C-3 such that the input rotation of the first carrier CR1 can be transmitted to the third sun gear S3 via the fourth clutch C-4, and the slowed rotation of the first ring gear R1 can be transmitted (supplied) to the third sun gear S3 via the third clutch C-3. The second sun gear S2 is connected to the first clutch C-1 such that the slowed rotation of the first ring gear R1 can be transmitted to the second sun gear S2.

[0021] The second carrier CR2 is connected to a second coupling C-2, which receives the rotation of the input shaft 7A by the intermediate shaft 7B in such a way that the input rotation can be transmitted to the second carrier CR2 via the second coupling C-2. The second carrier CR2 is connected to a freewheel F-1 and a second brake B-2 in such a way that rotation of the second carrier CR2 in one direction relative to the housing 6 is limited by the freewheel coupling F-1 and rotation of the second carrier CR2 can be locked by the second brake B-2. The second ring gear R2 is connected to a countershaft gear 8, which is secured to a gearbox housing by a center bearing 19 (see Fig. 3) is stored.

[0022] The countershaft 8 engages with a countershaft output gear 11, which is secured to the countershaft 12 of the countershaft section 4. The countershaft 12 engages with a gear 14 of the differential section 5 via an output gear 12A provided on the outer circumferential surface of the countershaft 12. The gear 14 is secured to a differential gear 13 and is connected to the left drive shaft 15a and the right drive shaft 15b via the differential gear 13.

[0023] The automatic transmission 1, structured as described above, includes the first to fourth clutches C-1 to C-4, the first and second brakes B-1 and B-2, and the freewheel F-1, as shown in the framework diagram of Fig. 1 shown. As shown in the actuation table from Fig. 2A and the speed diagram from Fig. As shown in Figure 2B, the automatic transmission 1 selectively actuates a number of friction coupling elements, namely the first to fourth clutches C-1 to C-4, the first and second brakes B-1 and B-2, and the freewheel F-1. Thus, the automatic transmission 1 controls the rotational states of a number of rotary elements, namely the first to third sun gears S1 to S3, the first to fourth pinions P1 to P4, the first and second ring gears R1 and R2, and the first and second carriers CR1 and CR2, to engage a first to eighth forward gear (1st to 8th) and a first and second reverse gear (Rev1 and Rev2). This changes the rotational speed of the input shaft 7 and rotates the countershaft 8 accordingly, so that the resulting rotation is output at the countershaft section 4.

[0024] Next, with reference to Fig. 3. The structure of the rear section of the automatic transmission 1 (i.e., the structure of the speed-changing mechanism 3) is described in detail. The speed-changing mechanism 3 contains in its center the intermediate shaft 7B in profile engagement with the input shaft 7A. The front section of the intermediate shaft 7B is rotatably mounted via the input shaft 7A through the housing 6. The rear section of the intermediate shaft 7B is rotatably mounted via a pin bearing through a projection of the housing 6.

[0025] The center shaft 7B is equipped on its outer circumference with the planetary gear unit PU described above, which is arranged around the center shaft 7B and is axially opposite to the intermediate gear 8 and to the center bearing part 19. In particular, a sleeve 31 (first rotating part), which extends from the body of the second sun gear S2 (gear) to the second axial side, is arranged on the outer circumference of the center shaft 7B such that the sleeve 31 is rotatable relative to the center shaft 7B via a bushing b1. In other words, the sleeve 31 is arranged on the first axial side relative to the input shaft 7A.

[0026] The sleeve 31 is provided on its front face with a (splined) profile 31s (splined / ribbed) (first profile). A first circumferential surface 31a is provided on the first axial side relative to the profile 31s, i.e., on the rear side of the profile 31s. A first step 31b, which is a radial step, is provided between the profile 31s and the first circumferential surface 31a. The sleeve 31 is provided on the first axial side of the first circumferential surface 31a and aligned with the first circumferential surface 31a with a third circumferential surface 31c. The third circumferential surface 31c is a smooth circumferential surface with a low surface roughness.

[0027] The sleeve 31 is equipped with a (splined shaft) profile (splined / rib) 32s (second profile) of a connecting part 32 (second rotating part), which is connected to the first coupling C-1 described above (see Fig. 1) is coupled, in wedge / tooth / profile engagement and thus provides a profile engagement section S.

[0028] The connecting part 32 is provided with the profile 32s on the inner circumferential surface of a radially outwardly thickened section 32g. The connecting part 32 includes a thin section 32b on the first axial side of the thick section 32g. The radial thickness of the thin section 32b is less than that of the thick section 32g. The inner circumferential surface of the thin section 32b is provided with a groove or slot 33, which is recessed relative to the first circumferential surface 31a. In other words, the groove is recessed from the radially inner side to the radially outer side. A tolerance ring 40 (described below) is arranged in the groove 33. The connecting part 32 is provided with the profile 32s and the groove 33, which are located axially side by side. It should be noted that the profile 32s and the groove 33 of the connecting part 32 do not necessarily have to be provided next to each other.The profile 32s and the groove 33 need only be positioned such that they lie axially adjacent to each other (as viewed in the radial direction). The profile 32s and the groove 33 can be located in positions that differ radially from those occupied by the connecting part 32.

[0029] The thin section 32b is equipped with the groove 33, and the thick section 32g is equipped with the profile 32s, which provides the profile engagement section S. Thus, the resistance to withstanding a torque transmitted by the profile 31s of the sleeve 31 can be improved compared to the case where the thin section 32b of the connecting part 32 is equipped with the profile 32s.

[0030] The speed-changing mechanism 3 is structured such that the second sun gear S2 is connected to the first clutch C-1, which serves as a predetermined friction coupling element, via the profile engagement section S, which provides a profile engagement between the profile 31s of the sleeve 31 and the profile 32s of the connecting part 32. The groove 33 is axially opposite to the profile 32s of the connecting part 32 of the first clutch C-1, such that the groove 33 is located outside a path leading from the second sun gear S2 to the first clutch C-1 through the profile engagement section S. This allows the thin section 32b, whose radial outer thickness is smaller than that of the thick section 32g, to define a section of the speed-changing mechanism 3 where the groove 33 of the connecting part 32 is located. Thus, the speed-changing mechanism 3 is reduced in radial size.

[0031] The connecting part 32 includes a fitting / installation section 32e on the first axial side of the groove 33. The fitting section 32e has a low surface roughness and is installed on the third circumferential surface 31c of the sleeve 31. The installation of the fitting section 32e on the third circumferential surface 31c enables the automatic transmission 1 to support the connecting part 32 with higher accuracy. As the surface roughness of the fitting section 32e and the surface roughness of the third circumferential surface 31c decrease, the support accuracy of the connecting part 32 increases.

[0032] The groove 33 is provided in the connecting part 32 such that a second circumferential surface 32a, which faces the first circumferential surface 31a, is defined by the bottom surface of the groove 33, which is located between a first side surface 33b extending radially from the thin section 32b of the connecting part 32, and a second side surface 33c facing axially to the first side surface 33b, and the radial length between the first circumferential surface 31a and the second circumferential surface 32a is a first distance W1. The tolerance ring 40 is arranged in the groove 33. The tolerance ring 40 serves as an elastic component that comes into frictional contact with the first circumferential surface 31a of the sleeve 31 and the second circumferential surface 32a. It should be noted that the first side surface 33b and the second side surface 33c do not necessarily have to be substantially radially parallel to each other.In one example, the first side surface 33b and the second side surface 33c, which each have an inverted V-shape, can be axially facing each other.

[0033] Fig. Figure 4 is a front view of the tolerance ring 40, which is not attached to the groove 33, that is, of the tolerance ring 40, which is not elastically deformed. As in Fig. As shown in Figure 4, an axially extending elastic section 40b of the tolerance ring 40 is radially bent to provide radially uniform convex and concave sections. When the tolerance ring 40 is fitted to the groove 33 and elastically deformed, a protruding surface 40a (first contact section), which projects radially inwards, comes into frictional contact with the first circumferential surface 31a, and the elastic section 40b (second contact section), which has a radial thickness, comes into frictional contact with the second circumferential surface 32a. As shown in Fig. As shown in Figure 3, the tolerance ring 40 causes the sleeve 31 and the connecting part 32 to be coupled to each other by a frictional force between the protruding surface 40a and the first circumferential surface 31a and a frictional force between the elastic section 40b and the second circumferential surface 32a. The frictional forces are generated by the elastic force of the tolerance ring 40 and result from its elastic deformation. As shown in Figure 3, the tolerance ring 40 is designed to couple the sleeve 31 and the connecting part 32 by a frictional force between the protruding surface 40a and the first circumferential surface 31a and a frictional force between the elastic section 40b and the second circumferential surface 32a. The frictional forces are generated by the elastic force of the tolerance ring 40 and result from its elastic deformation. Fig. As shown in Figure 3, each of the axial ends of the tolerance ring 40 serves as an elastic section 40b.

[0034] If the tolerance ring 40 is not attached to the groove 33, the tolerance ring 40 is bent such that the radial length between the elastic section 40b and the projecting surface 40a is a second distance W2. One of the axial ends of the tolerance ring 40, that is, the second axial end of the tolerance ring 40 attached to the groove 33, is a radially extending extension 40c.

[0035] In this embodiment, the second distance W2 is longer than the first distance W1, which is the radial length between the first circumferential surface 31a and the second circumferential surface 32a, as in Fig. Figure 3 illustrates this. This allows the tolerance ring 40 to deform reliably in a radially elastic manner when it is mounted on the groove 33, so that the protruding surface 40a comes into frictional contact with the first circumferential surface 31a. Thus, the automatic transmission 1 causes the sleeve 31 and the connecting part 32 to be coupled to each other by the frictional force between the protruding surface 40a and the first circumferential surface 31a, and by the frictional force between the elastic section 40b and the second circumferential surface 32a. These forces are generated by the elastic force of the tolerance ring 40, which arises from the frictional contact of the elastic section 40b with the second circumferential surface 32a. This coupling reduces the occurrence of play / recoil between the sleeve 31 and the connecting part 32.

[0036] The profile 32s and the groove 33 of the connecting part 32 are arranged side by side. A second step 32c, which is a radial step, is provided between the profile 32s and the groove 33. In this embodiment, the second step 32c of the connecting part 32 is in contact with the first step 31b of the sleeve 31. When the connecting part 32 is mounted on the automatic transmission 1, the second step 32c thus rests against the first step 31b to enable positioning of the connecting part 32.

[0037] The third circumferential surface 31c of the sleeve 31 is installed on the fitting section 32e of the connecting part 32 on the first axial side of the groove 33, and the first step 31b is in contact with the second step 32c on the second axial side of the groove 33. Thus, arranging the tolerance ring 40 in the groove 33 allows the automatic transmission 1 to position the tolerance ring 40. The automatic transmission 1 can prevent the tolerance ring 40, arranged in the groove 33, from moving out of the groove 33 and into an undesired position within the automatic transmission 1, for example, due to excessive or repeated loads.Furthermore, if a load applied to the tolerance ring 40 causes an axial movement of the tolerance ring 40, the elastic section 40b of the tolerance ring 40, which has a radial thickness, would bear against the first side surface 33b or the second side surface 33c, thus enabling the automatic transmission 1 to limit an axial movement of the tolerance ring 40.

[0038] The connecting part 32 incorporates the groove 33 at a location removed from a torque transmission path extending from the third sun gear S3 through the profile engagement section S to the first coupling C-1. Specifically, a second profile is provided between the first coupling C-1 and the groove 33, and the connecting part 32 is coupled to the sleeve 31 via the tolerance ring 40 located in the groove 33. This results in an improved resistance to the torque transmitted by the profile 31s of the sleeve 31.

[0039] The connecting element 32 includes a radially outwardly extending wall 32d, which is located at a position radially different from that of the profile 32s, i.e., radially outside the profile 32s and situated on an outer circumferential surface of the connecting element 32. The wall 32d defines the first axial end surface of the thick section 32g. The position of the wall 32d is not limited to a position radially outside the profile 32s. The wall 32d can be located radially outside the groove 33. In this case, the connecting element 32 is structured such that a section of the groove 33 is defined by the thick section 32g.

[0040] The connecting part 32 extends towards the second axial side (the front side), and a hydraulic servo 20 of the first coupling C-1 is arranged at the front side towards which the connecting part 32 extends. The first coupling C-1 comprises: friction plates with inner and outer friction surfaces; and the hydraulic servo 20 for connecting and disconnecting the friction plates. The friction plates are arranged outside a drum-like part, which is connected to the first ring gear R1, and the hydraulic servo 20 is arranged inside the friction plates. The first coupling C-1 includes a coupling drum 32f, which contains the hydraulic servo 20. The connecting part 32 is a shaft section that extends integrally from the coupling drum 32f, which serves as a friction element of the first coupling C-1, containing the hydraulic servo 20.

[0041] The tolerance ring 40 is attached to a section of the automatic transmission 1 located between the sleeve 31, which contains on its first axial side the second sun gear S2 (whose radius of rotation is the smallest among the elements of the planetary gear DP and the planetary gear unit PU of the speed-changing mechanism 3), and the connecting part 32, which is a shaft section extending integrally from the clutch drum 32f. This means that explosion vibrations from the engine can be transmitted to the input shaft 7A and the intermediate shaft 7B coupled to it, so that the parts of the automatic transmission 1 supported by and adjacent to the input shaft 7A and the intermediate shaft 7B are susceptible to these explosion vibrations.The connecting part 32 is in profile engagement with the sleeve 31, which contains the second sun gear S2 on its first axial side. This second sun gear is a rotating element and, due to its small radius of rotation, is most susceptible to the engine's explosion vibrations. Therefore, vibrations of the connecting part 32 can be amplified when transmitted. However, the automatic transmission 1 is designed such that the sleeve 31 and the connecting part 32 are coupled together by the elastic force of the tolerance ring 40. When the first clutch C-1 is disengaged, the automatic transmission 1 can reduce the vibration of the connecting part 32, thus reducing noise generation. Since the vibration of the connecting part 32 is reduced when the first clutch C-1 is disengaged, the vibration transmitted from the second sun gear S2 to the first clutch C-1 is also reduced.

[0042] The third sun gear S3 (third rotating part), which has a sleeve-like shape, is arranged outside the sleeve 31 to be rotatable relative to the central shaft 7B via a bushing b2. The third sun gear S3 includes a projection 34b, which extends from a body 34a with a toothed surface formed on its radial outer circumference towards the second axial side (i.e., the front side) to reach a position where the projection 34b faces the wall 32d of the connecting part 32 and is located radially outside the groove 33 of the connecting part 32. A support bearing b3 arranged on the first axial side restricts axial movement of the third sun gear S3 relative to the second sun gear S2 and thus causes axial positioning of the third sun gear S3 relative to the second sun gear S2.A support bearing b4, which is a bearing part arranged between the wall 32d and the extension 34b, restricts an axial movement of the third sun gear S3 relative to the connecting part 32 and thus causes an axial positioning of the third sun gear S3 relative to the connecting part 32.

[0043] The automatic transmission 1 allows the support bearing b4 to be arranged in a position where it axially overlaps the profile engagement section S, which provides a profile engagement between the sleeve 31 and the connecting part 32, as viewed in the radial direction. This prevents an increase in the axial size of the automatic transmission 1, even though the automatic transmission 1 allows the tolerance ring 40 to be arranged in a way that allows coupling between the sleeve 31 and the connecting part 32, which are in profile engagement with each other. If the wall 32d is positioned radially outside the groove 33, the support bearing b4 is arranged in a position where it axially overlaps the groove 33, as viewed in the radial direction. In this case, the automatic transmission 1 also achieves effects similar to those achieved when the wall 32d is radially outside the profile engagement section S.

[0044] The automatic transmission 1 is structured to allow the arrangement of the tolerance ring 40 on the first axial side of the profile engagement section S. This allows an end 35, i.e., the first axial end, of the input shaft 7A, which is in profile engagement with the center shaft 7B, to be arranged next to an end 31d of the sleeve 31, which is located on its second axial side. The input shaft 7A rotatably supports the connecting part 32 via a needle bearing b5, which is arranged between the outer circumference of the end 35 and the connecting part 32.

[0045] As described above, the fitting section 32e of the connecting part 32, which has a low surface roughness and is provided on the first axial side of the groove 33, is installed on the third circumferential surface 31c, which also has a low surface roughness. The connecting part 32 is supported by the input shaft 7A via the needle bearing b5 on the second axial side of the profile engagement section S. The automatic transmission 1, which has such a structure, allows the second sun gear S2 and the connecting part 32 to be arranged essentially coaxially, thus making it possible to reduce swirl vibration of the first clutch C-1 and the connecting part 32, which is drivenly coupled to the first clutch C-1.

[0046] The automatic transmission 1 allows the needle bearing b5 to be arranged for the rotatable bearing of the connecting part 32 at the end 35 of the input shaft 7A next to the sleeve 31. Thus, an oil passage p2 of the connecting part 32 is provided close to an oil passage c1 of the input shaft 7A, in order to supply hydraulic oil through the oil passages c1 and c2 to a hydraulic oil chamber 21 of the hydraulic servo 20 in order to engage (actuate) and disengage (release) the first clutch C-1. If hydraulic oil supplied from the oil passage c1 of the input shaft 7A to the hydraulic oil chamber 21 of the hydraulic servo 20 is supplied through the oil passage c2 of the connecting part 32, the oil passage c1 and the oil passage c2 can be connected without the use of any other part, such as a bushing, which is located between the input shaft 7A and the connecting part 32 and is provided for the sole purpose of defining an oil passage.This structure leads to a reduction in the number of components of the automatic transmission 1, resulting in a cost reduction.

[0047] As above with reference to Fig. As described in Figure 2B, when the automatic transmission 1 engages the eighth forward gear, which is the highest gear, the second sun gear S2 rotates at the highest speed among a number of rotating elements contained in the planetary gear set DP and the planetary gear unit PU, which are components of the speed-changing mechanism 3, such that the second sun gear S2 rotates twice as fast or more than the input shaft 7A. This means that when the automatic transmission 1 engages the eighth forward gear, the sleeve 31, which contains the second sun gear S2 on its first axial side, and the connecting part 32, which is in profile engagement with the sleeve 31, rotate at the highest speed among the rotating elements, with the exception of the second sun gear S2.

[0048] Thus, the automatic transmission 1 contains the second sun gear S2, which rotates at the highest speed when the automatic transmission 1 engages the highest gear. Utilizing the elastic force of the tolerance ring 40, the sleeve 31, which rotates twice as fast or more than the input shaft 7, is connected to the connecting part 32, which is in profile engagement with the sleeve 31 via the profile engagement section S, and thus rotates at high speed together with the sleeve 31. This reduces vibrations generated between the sleeve 31 and the connecting part 32, which are in profile engagement with each other via the profile engagement section S, resulting in a reduction of noise generation.

[0049] As in Fig. As shown in Figure 2A, the first clutch C-1 is disengaged when the automatic transmission 1 engages the sixth to eighth forward gears. Thus, when the automatic transmission 1 engages the sixth to eighth forward gears, the third pinion P3, which is drivenly coupled to the second sun gear S2, causes the sleeve 31 to rotate freely. The sleeve 31 contains the second sun gear S2 and the connecting part 32, which engages with the sleeve 31, on its first axial side. The sleeve 31 and the connecting part 32 are connected to each other by the elastic force of the tolerance ring 40. This reduces vibrations generated between the sleeve 31 and the connecting part 32, which are engaged by the profile-engaging section S, resulting in a reduction of noise.

[0050] Although in this embodiment the automatic transmission 1 with the tolerance ring 40, which serves as the elastic part, has been described by way of example, the elastic part is not limited to the tolerance ring 40. In one example, the elastic part could be a part such as a Fig. The annular rubber ring 50 shown in Figure 5 comes into frictional contact with the first circumferential surface 31a and the second circumferential surface 32a to provide a coupling between the sleeve 31 and the connecting part 32 by means of the elastic force of this part. When the rubber ring 50 provides a coupling between the sleeve 31 and the connecting part 32, the first circumferential surface 31a of the sleeve 31 is formed in a polygonal shape, as shown in Figure 5. Fig. Figure 6 illustrates this. Thus, the frictional resistance between the rubber ring 50 and the first circumferential surface 31a is increased. This prevents the rubber ring 50 from rotating between the first circumferential surface 31a and the second circumferential surface 32a, thereby preventing a weakening of the coupling provided between the sleeve 31 and the connecting part 32 by the rubber ring 50. The shape of the first circumferential surface 31a is not limited to a polygonal shape. An example involves performing machining to, for instance, provide a large number of axially extending grooves to increase the surface roughness of the first circumferential surface 31a and thus increase the frictional resistance between the rubber ring 50 and the first circumferential surface 31a, thereby preventing rotation of the rubber ring 50.Similar to the first circumferential surface 31a, the second circumferential surface 32a can also be machined to increase frictional resistance between the second circumferential surface 32a and the rubber ring 50. Second embodiment

[0051] Next, a drive device according to a second embodiment is described with reference to Fig. 7. A speed-changing mechanism 300 according to this embodiment differs from the speed-changing mechanism 3 according to the first embodiment in that a groove 330 has a structure which is not substantially hermetically sealed by a sleeve 310 and a connecting part 320. Apart from this, the speed-changing mechanism 300 according to the second embodiment is of a similar structure to the speed-changing mechanism 3 according to the first embodiment. Thus, similar elements are identified by the same reference numerals, and a detailed description thereof is omitted.

[0052] In this embodiment, as in Fig. As shown in Figure 7, a third circumferential surface 310c of the sleeve 310 is not in contact with a fitting section 320e of the connecting part 320 on the first axial side, and a first stage 310b of the sleeve 310 is not in contact with a second stage 320c of the connecting part 320 on the second axial side. In other words, the connecting part 320, which contains the coupling drum 32f and is arranged radially outside the sleeve 310, is not in contact with the sleeve 310 at sections of the connecting part 320 that are close to the axial ends of the groove 330.

[0053] Since the third circumferential surface 310c is not in contact with the fitting section 320e, the speed-changing mechanism 300 allows lubricating oil to be supplied to the interior of the groove 330 through an oil passage c3, which is a first lubrication hole provided in the sleeve 310. Since the first stage 310b is not in contact with the second stage 320c of the connecting part 320, the speed-changing mechanism 300 allows lubricating oil, which has been supplied to the interior of the groove 330, to be supplied to the profile engagement section S. Due to the fact that the sections of the connecting part 320 which are near the axial ends of the groove 330 are not in contact with the sleeve 310, a centrifugal force, which is generated by rotation of the sleeve 310 and the connecting part 320, is exerted in a direction in which the elastic section 40b of the tolerance ring 40 is pressed against the second circumferential surface 32a.This enables the speed change mechanism 300 to more reliably limit axial movement of the tolerance ring 40.

[0054] As in Fig. As shown in Figure 7, the connecting part 320 is provided radially outside the sleeve 310 and an oil passage c4 is provided, which is a second lubrication hole located within an axial area in which the protruding surface 40a of the tolerance ring 40 is located, as viewed in the radial direction.

[0055] This structure allows the drive device to supply lubricating oil to the groove 330, which makes it possible to prevent wear of the tolerance ring. Third embodiment

[0056] Next, a drive device according to a third embodiment not covered by the current set of claims is described with reference to Fig. 8 described. A speed-changing mechanism 301 according to this embodiment differs from the speed-changing mechanism 3 according to the first embodiment and the speed-changing mechanism 300 according to the second embodiment in that a groove 331 is provided in a sleeve 311 with the second sun gear S2. Apart from this, the structure of the speed-changing mechanism 301 according to the third embodiment is similar to that of the speed-changing mechanism 3 according to the first embodiment and the speed-changing mechanism 300 according to the second embodiment. Thus, similar elements are identified by the same reference numerals, and a detailed description thereof is omitted.

[0057] In this embodiment, as in Fig. As shown in Figure 8, a connecting part 321 (first rotational part) contains a first circumferential surface 321a, which is provided side by side with a first profile 321s and is located on the right side of Fig.8 (first axial side). The sleeve 311 (second rotating part) contains: a second profile 311s, which engages with the first profile 321s to provide a profile engagement SA; and the groove 331, which is provided side by side with the second profile 311s, is radially recessed relative to the first circumferential surface 321a, and contains a bottom surface located between a first side surface 331b and a second side surface 331c facing the first side surface 331b, and which serves as a second circumferential surface 311a, radially facing the first circumferential surface 321a. The speed change mechanism 301 includes the tolerance ring 40 in the groove 331 to exert a radial elastic force between the connecting part 321 and the sleeve 311. The elastic force of the tolerance ring 40 generates a circumferential frictional resistance between the first circumferential surface 321a and the second circumferential surface 311a.The sleeve 311 is equipped with the first profile 321s between the third sun wheel S3 and the groove 331.

[0058] The drive device, structured as described above, enables coupling between the rotating parts, which engage in profile meshing with each other, via the tolerance ring 40. This makes it possible to reduce backlash / kickback to minimize noise generation and allows for positioning of the tolerance ring 40 when the tolerance ring 40 is located in the groove 331. Summary of embodiments

[0059] As described above, the vehicle drive device (1) includes: a first rotating part (31, 310, 321) with a first profile (31s, 321s) and a first circumferential surface (31a, 321a), which is axially side by side with the first profile (31s, 321s); a second rotating part (32, 311, 320) with a second profile (32s, 311s) in profile engagement with the first profile (31s, 321s) to provide a profile engagement section (S, SA), and a groove (33, 331) which is axially side-by-side with the second profile (32s, 311s), is radially recessed relative to the first circumferential surface (31a, 321a) and includes a bottom surface which is located between a first side surface (33b, 331b) and a second side surface (33c, 331c) facing the first side surface (33b, 331b) and which serves as a second circumferential surface (32a, 311a) which faces radially to the first circumferential surface (31a, 321a); ​​and an elastic part (40) which is arranged in the groove (33, 330, 331) to exert a radial elastic force between the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320).

[0060] The elastic part (40) generates a circumferential frictional resistance between the first circumferential surface (31a, 321a) and the second circumferential surface (32a, 311a) through the elastic force.

[0061] Thus, the arrangement of the elastic part (40) in the groove (33, 330, 331) enables coupling between the rotating parts, which engage in profile engagement, via the elastic part (40). This makes it possible to reduce play / recoil to minimize noise generation and allows for positioning of the elastic part (40) when the elastic part (40) is arranged in the groove (33, 330, 331).

[0062] The elastic part (40) of the vehicle drive device (1) is structured such that, before the elastic part (40) is attached to the groove (33, 330, 331) (in the unloaded / uninstalled state), a radial length (W2) between a surface of the elastic part (40) that will be in contact with the first circumferential surface (31a, 321a) and a surface of the elastic part (40) that will be in contact with the second circumferential surface (32a, 311a) is longer than a radial length (W1) between the first circumferential surface (31a, 321a) and the second circumferential surface (32a, 311a). The elastic part (40) is elastically deformed when it is attached to the groove (33, 330, 331).

[0063] When the elastic part (40) is attached to the groove (33, 330, 331), the elastic part (40) is reliably radially elastically deformed to provide a coupling between the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320). This makes it possible to reduce the play that occurs between the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320).

[0064] The elastic part (40) of the vehicle drive device (1) includes a first contact section (40a) and a second contact section (40b).

[0065] The first contact section (40a) is bent from the first contact section (40a) towards the first circumferential surface (31a, 310a, 321a) in order to come into contact with the first circumferential surface (31a, 310a, 321a).

[0066] The second contact section (40b) comes into contact with the second circumferential surface (32a, 311a, 320a).

[0067] Each of the axial ends of the elastic part (40) is the second contact section (40b).

[0068] If a load applied to the elastic part (40) causes axial movement of the elastic part (40), the second contact section (40b) of the elastic part (40) rests against the groove (33, 330, 331). This makes it possible to limit axial movement of the elastic part (40).

[0069] The first rotating part (310) of the vehicle drive device (1) contains a first lubrication hole (c3) through which oil is supplied to the groove (330).

[0070] The second rotating part (320) is arranged radially outside the first rotating part (310). The second rotating part (320) contains a second lubrication hole (c4) which, viewed in the radial direction, is located within an axial area in which the first contact section (40a) is located.

[0071] This allows lubricating oil to be supplied to the groove (330), thereby preventing wear of the elastic part (40).

[0072] One of the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320) of the vehicle drive device (1) is a rotating part which contains on its first axial side a gear (S2) which is rotatable with a rotation of an input shaft (7) in order to receive rotation from a drive source, and which is equipped on its second axial side with the first profile (31s, 321s) or the second profile (32s, 311s).

[0073] The other of the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320) contains a friction part (32f) of a predetermined friction coupling element (C-1).

[0074] Thus, a coupling provided between the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320) by the elastic part (40) enables the reduction of vibrations and noise generated at the profile engagement section (S, SA) when rotation received from the input shaft (7) is transferred to the second rotating part (32, 311, 320) by the first rotating part (31, 310, 321) while the predetermined friction coupling element (C-1) is released.

[0075] The second rotating part (32, 311, 320) of the vehicle drive device (1) is equipped with the second profile (32s, 311s) which is located in an axial direction between the gear (S2) of the second rotating part (32, 311, 320) or the friction part (32f) of the predetermined friction coupling element (C-1) and the groove (33, 330, 331).

[0076] This makes it possible to reduce the radial thickness of a section of the second rotating part (32, 311, 320) where the groove (33, 330) is provided, resulting in a reduction of the radial size.

[0077] A section of the second rotating part (320) of the vehicle drive device (1), which is close to an axial end of the groove (330), is not in contact with the first rotating part (310).

[0078] If the second rotating part (320) contains the friction part (32f) of the predetermined friction coupling element (C-1), the second rotating part (320) is arranged radially outside the first rotating part (310).

[0079] Thus, a centrifugal force, generated by the rotation of the first rotating part (310) and the second rotating part (320), is exerted in a direction in which the second contact section (40b) of the elastic part (40) is pressed against the second circumferential surface (32a). This makes it possible to more reliably restrict axial movement of the elastic part (40).

[0080] The vehicle drive device (1) includes: a speed-changing mechanism (3, 300, 301) which includes a number of rotational elements (31, 32, 310, 311, 320, 321, S1 to S3, P1 to P4, R1, R2, CR1, CR2) and a number of friction coupling elements (C-1 to C-4, B-1, B-2, F-1) which are coupled to the number of rotational elements (31, 32, 310, 311, 320, 321, S1 to S3, P1 to P4, R1, R2, CR1, CR2) in a driveable manner, and which selectively actuates the number of friction coupling elements (C-1 to C-4, B-1, B-2, F-1) to change rotational states of the number of rotational elements (31, 32, 310, 311, 320, 321, S1 to S3, P1 to P4, R1, R2, CR1, CR2) to control, and thus to engage a number of switching cycles; and the input shaft (7) which provides the rotation from the drive source to the speed change mechanism (3, 300, 301).

[0081] The gear (S2) is included in the number of rotational elements (31, 32, 310, 311, 320, 321, S1 to S3, P1 to P4, R1, R2, CR1, CR2).

[0082] The predetermined friction coupling element (C-1) is included in the number of friction coupling elements (C-1 to C-4, B-1, B-2, F-1).

[0083] When the predetermined friction coupling element (C-1) is released, the gear (S2) causes free rotation of the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320).

[0084] The rotational states of the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320) include a state in which the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320) rotate faster than the input shaft (7) when the predetermined friction coupling element (C-1) is released and free rotation is caused by the gear (S2).

[0085] Thus, the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320), whose rotational states include the state in which the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320) rotate faster than the input shaft (7) when the predetermined friction coupling element (C-1) is disengaged and free rotation is effected by the gear (S2), are connected to each other by the elastic force of the elastic part (40). This makes it possible to reduce vibrations generated between the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320), which are in profile engagement with each other via the profile engagement section (S, SA), resulting in a reduction of noise generation.

[0086] The first rotating part (31, 310, 321) and the second rotating part (32, 311, 320) of the vehicle drive device (1) can rotate under the number of rotating elements (31, 32, 310, 311, 320, 321, S1 to S3, P1 to P4, R1, R2, CR1, CR2) at the highest speed.

[0087] Thus, the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320), which can rotate at the highest speed among the number of rotating elements (31, 32, 310, 311, 320, 321, S1 to S3, P1 to P4, R1, R2, CR1, CR2), are connected to each other by the elastic force of the elastic part (40). This makes it possible to reduce vibrations that are generated between the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320), which are in profile engagement with each other via the profile engagement section (S, SA), resulting in a reduction of noise generation.

[0088] The vehicle drive device (1) includes: a speed change mechanism (3, 300, 301) which includes a number of rotational elements (31, 32, 310, 311, 320, 321, S1 to S3, P1 to P4, R1, R2, CR1, CR2) and a number of friction coupling elements (C-1 to C-4, B-1, B-2, F-1) which are coupled to the number of rotational elements (31, 32, 310, 311, 320, 321, S1 to S3, P1 to P4, R1, R2, CR1, CR2) in a driveable manner, and which selectively actuates the number of friction coupling elements (C-1 to C-4, B-1, B-2, F-1) to change rotational states of the number of rotational elements (31, 32, 310, 311, 320, 321, S1 to S3, P1 to P4, R1, R2, CR1, CR2) to control, and thereby engage a number of switching cycles; and the input shaft (7) which provides the rotation from the drive source to the speed change mechanism (3, 300, 301).

[0089] The gear (S2) is included in the number of rotational elements (31, 32, 310, 311, 320, 321, S1 to S3, P1 to P4, R1, R2, CR1, CR2).

[0090] The predetermined friction coupling element (C-1) is included in the number of friction coupling elements (C-1 to C-4, B-1, B-2, F-1) and is released when the speed change mechanism (3, 300, 301) engages the highest gear (when the highest gear is engaged).

[0091] When the speed change mechanism (3, 300, 301) engages the highest gear (when the highest gear is engaged), the gear (S2) causes free rotation of the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320).

[0092] Thus, the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320), whose free rotation is caused by the gear (S2) when the speed change mechanism (3, 300, 301) engages the highest gear and the predetermined friction coupling element (C-1) is released, are coupled to each other by the elastic force of the elastic part (40). This makes it possible to reduce vibrations generated between the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320), which are in profile engagement with each other via the profile engagement section (S, SA), resulting in a reduction of noise generation.

[0093] The gear (S2) of one of the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320) of the vehicle drive device (1) is a sun gear of a planetary gear (PU).

[0094] The predetermined friction coupling element (C-1) is a coupling device (C-1) including a coupling drum (32f) with a hydraulic servo (20).

[0095] The first rotating part (31, 310, 321) or the second rotating part (32, 311, 320) with the predetermined friction coupling element (C-1) is a shaft part which extends integrally from the coupling drum (32f) of the predetermined friction coupling element (C-1).

[0096] One of the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320) contains the gear (S2) on its first axial side. This gear is a rotating element that, due to its small radius of rotation, is most susceptible to explosion vibrations from a motor. The other of the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320), with the predetermined friction coupling element (C-1), is in profile engagement with one of the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320), such that vibrations of the other of the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320) can be amplified when the vibrations are transmitted.A coupling between the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320) provided by the elastic force of the elastic part (40) makes it possible to reduce the vibrations of the first rotating part (31, 310, 321) and the second rotating part (32, 311, 320), resulting in a reduction of noise generation. Since the vibration of the second rotating part (32, 311, 320) is reduced, the vibration transmitted from the gear (S2) to the coupling device (C-1) is also reduced.

[0097] Although the automatic transmission 1, which engages, for example, eight forward gears and two reverse gears, was described by way of example in the first to third embodiments described above, the invention is not limited to this structure. In one example, the automatic transmission 1 can engage six forward gears and one reverse gear.

[0098] Although in the first embodiment the tolerance ring 40 is arranged between the sleeve 31 and the connecting part 32, the invention is not limited to this structure. The tolerance ring 40 only needs to be arranged between rotating parts that are in profile mesh with each other. In particular, the tolerance ring 40 is preferably arranged between two rotating parts that rotate faster than the input shaft 7 in each gear shift engaged by the speed-changing mechanism 3. In one example, the tolerance ring 40 can be arranged between the extension 34b of the third sun gear S3, which rotates faster than the input shaft 7 in the fifth forward gear, and a connecting part 36, which has a profile 36s in profile mesh with a profile 34bs of the extension 34b and which is coupled to the third clutch C-3 on its second axial side.

[0099] In the first to third embodiments, the automatic transmission 1, which is connected only to the engine, was described. In one example, however, the automatic transmission 1 can be a hybrid vehicle drive device equipped with a motor generator instead of the torque converter 2. INDUSTRIAL APPLICABILITY

[0100] The vehicle drive unit can be mounted on a vehicle such as a passenger car or a truck. The vehicle drive unit is particularly suitable for use when it needs to reduce backlash and noise caused by friction between rotating parts moving at high speeds. Description of the reference symbols 1 Vehicle drive device (automatic transmission) 3 Speed ​​change mechanism 31 First rotating part (sleeve) 31a first circumferential surface 31b first stage 31c third circumferential surface 31s first profile (profile) 32 second rotating part (connecting part) 32a second circumferential surface 32f Friction part (clutch drum) 32s second profile (profile) 33 groove / groove 33b first side surface 33c second side surface 34a Body 34b extension 40 elastic part (tolerance ring) 40a first contact section (protruding surface) 40b second contact section (elastic section) 40c extension 50 elastic parts (rubber rings) 300 speed change mechanism 301 Speed ​​Change Mechanism 310 first rotating part (sleeve) 311 second rotating part (sleeve) 311a second circumferential surface 311s second profile (profile) 320 second rotating part (connecting part) 321 first rotating part (connecting part) 321a first circumferential surface 321s first profile (profile) 330 groove / groove 331 Groove / groove 331b first side surface 331c second side surface b4 Bearing part (support bearing) C-1 predetermined friction coupling element (first coupling) c3 first lubrication hole (oil passage) c4 second lubrication hole (oil passage) S Profile engagement section SA Profile Interlock Section S2 gear (second sun gear)

Claims

[1] Vehicle drive device with: a first rotating part (310) with a first profile (31s) and a first circumferential surface (31a) which is axially adjacent to the first profile (31s); a second rotating part (320) with a second profile (32s) in profile engagement with the first profile (31s) to provide a profile engagement section (S), and a groove (330) which is axially side-by-side with the second profile (32s), is radially recessed relative to the first circumferential surface (31a) and contains a bottom surface which is located between a first side surface (33b) and a second side surface (33c) facing the first side surface (33b) and which serves as a second circumferential surface (32a) which faces radially to the first circumferential surface (31a); and an elastic part (40) which is arranged in the groove (330) to exert a radial elastic force between the first rotating part (310) and the second rotating part (320); wherein the elastic part (40) generates a circumferential frictional resistance between the first circumferential surface (31a) and the second circumferential surface (32a) through the elastic force, the elastic part (40) contains a first contact section (40a) and a second contact section (40b), the first contact section (40a) extends from the first contact section (40a) towards the first circumferential surface (31a) in order to come into contact with the first circumferential surface (31a), the second contact section (40b) comes into contact with the second circumferential surface (32a), each of the axial ends of the elastic part (40) is the second contact section (40b), wherein the first rotating part (310) contains a first lubrication hole (c3) through which oil is supplied to the groove (330), the second rotating part (320) is provided radially outside the first rotating part (310), the second rotating part (320) contains a second lubrication hole (c4) which, as viewed in the radial direction, is located within an axial area in which the first contact section (40a) is located. [2] Vehicle drive device according to claim 1, wherein the elastic part (40) is structured such that, before the elastic part (40) is attached to the groove (330), a radial length (W2) between a surface of the elastic part (40) that will be in contact with the first circumferential surface (31a) and a surface of the elastic part (40) that will be in contact with the second circumferential surface (32a) is longer than a radial length (W1) between the first circumferential surface (31a) and the second circumferential surface (32a), and the elastic part (40) is elastically deformed when the elastic part (40) is attached to the groove (330). [3] Vehicle drive device according to claim 1 or 2, wherein the first rotating part (310) contains on its first axial side a gear (S2) which is rotatable with a rotation of an input shaft (7) in order to receive a rotation from a drive source, and which is equipped on its second axial side with the first profile (31s) or the second profile (32s), and the second rotating part (320) contains a friction part (32f) of a first clutch (C-1). [4] Vehicle drive device according to claim 3, wherein the second rotating part (320) is equipped with the second profile (32s) which is located in an axial direction between the first coupling (C-1) of the second rotating part (320) and the groove (330). [5] Vehicle drive device according to claim 3 or 4, wherein a section of the second rotating part (320) which is close to an axial end of the groove (330) is not in contact with the first rotating part (310), and the second rotating part (320) is arranged radially outside the first rotating part (310).

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