Vehicle drive system

Abstract

Vehicle drive device (1) comprising an engagement device (CL1), a rotating electric machine (MG) and a friction engagement device (CL2) on a power transmission path (T) connecting an input element (I) that is driveably coupled to an internal combustion engine (E) and an output element (M) that is driveably coupled to a wheel (W), wherein the engagement device (CL1), the rotating electric machine (MG) and the friction engagement device (CL2) are arranged in sequence starting from the input element side (I), in which the engagement device (CL1) and the friction engagement device (CL2) are arranged next to each other in an axial direction (L), the engagement device (CL1) and the friction engagement device (CL2) are arranged on a radial inner side (R1) of the rotating electric machine (MG) such that they overlap the rotating electric machine (MG) at least partially in a radial direction, the rotating electric machine (MG) has a rotor (Ro) and a rotor support element (30) that carries the rotor (Ro), the rotor support element (30) has a tubular section (31) which is arranged on the radial inside (R1) of the rotor (Ro), extends in the axial direction (L), and is formed into a tubular shape, and a cooling oil channel (P2) which is provided in an area in which the engagement device (CL1) is arranged and is configured such that oil for cooling the rotating electric machine (MG) flows through the cooling oil channel (P2), and an inflow suppression section (88) which is provided between the engagement device (CL1) and a friction element (61) of the friction engagement device (CL2) in the axial direction and is configured to suppress the occurrence of a situation in which oil that has passed through the friction engagement device (CL2) flows into the cooling oil channel (P2) within the tubular section (31) are provided.

Description

TECHNICAL AREA

[0001] The present invention relates to a vehicle drive device in which a power transmission path, which connects an input element that is coupled to an internal combustion engine for driving purposes and an output element that is coupled to wheels for driving purposes, is provided with an engagement device, a rotating electric machine and a friction engagement device in the sequence from the input element side. BACKGROUND TECHNOLOGY

[0002] One such vehicle drive device is known, for example, as described in US 2006 / 0 144 665 A1. The following section, Background Technology, provides a description with reference numbers and component names from US 2006 / 0 144 665 A lin “[]”. In the vehicle drive device of US 2006 / 0 144 665 A1, a first friction engagement device [coupling 34] and a second friction engagement device [coupling 36] are arranged side by side in an axial direction L. The two friction engagement devices [coupling 36, clutch 34] are arranged on the inner side of a rotating electric machine [motor 14] such that they overlap the rotating electric machine [motor 14] at least partially in a radial direction R. The rotating electric machine [Motor 14] has a rotor

[12] and a rotor support element that supports the rotor

[12] .In the rotor carrier element, a tubular section [outer cylindrical drum 27], arranged on a radial outside of the two friction engagement devices [coupling 36, coupling 34], has first holes

[70] formed by the tubular section [outer cylindrical drum 27] ​​in the radial direction. The two friction engagement devices [coupling 36, coupling 34] each have coupling shells [60, 78]. The coupling shell

[60] , arranged on the radial outside of the second friction engagement device [coupling 36], has second holes

[72] formed by the coupling shell

[60] in the radial direction R. Thus, the oil flowing through the two friction engagement devices [coupling 36, coupling 34] flows through the first holes

[70] , so that it flows radially outwards beyond the tubular section [outer cylindrical drum 27].Alternatively, the oil flows through the second holes

[72] and then through the first holes

[70] or over an axial end of the tubular section [outer cylindrical drum 27], so that it flows radially outwards. In this way, the oil flowing radially outwards beyond the tubular section [outer cylindrical drum 27] ​​is supplied to the rotating electric machine [motor 14].

[0003] DE 11 2015 002 458 T5, EP 1 541 401 A1 and DE 11 2015 000 947 T5 disclose further vehicle propulsion devices. SUMMARY OF THE INVENTION Problem that the invention is intended to solve

[0004] As described above, the vehicle drive device of US 2006 / 0144665A1 is designed such that the oil flowing through the two friction engagement devices [clutch 36, clutch 34] is supplied to the rotating electric machine [motor 14]. In this design, if the temperature of the oil flowing through the two friction engagement devices [clutch 36, clutch 34] is relatively low, the rotating electric machine

[14] can be adequately cooled. However, there is a possibility that the rotating electric machine

[14] may not be adequately cooled if hot oil, heated by frictional heat or the like when flowing through the two friction engagement devices [coupling 36, coupling 34], is supplied to the rotating electric machine [motor 14], as in a case where one of the two friction engagement devices [coupling 36, coupling 34] is in slip engagement.

[0005] Therefore, there is a requirement to achieve a vehicle drive device in which a rotating electric machine can be adequately cooled when a multitude of engagement devices are arranged on a radial inside of the rotating electric machine. Means to solve the problem

[0006] In view of this, a characteristic structure of a vehicle drive device is specified in claim 1.

[0007] According to this design, the oil flowing through the cooling oil channel is supplied to the rotating electric machine, allowing the machine to be cooled by the oil. The inflow suppression section prevents the oil flowing through the friction engagement device from entering the cooling oil channel. This prevents the relatively hot oil, heated by the friction engagement device, from entering the cooling oil channel, thus suppressing a temperature increase in the oil flowing through the cooling oil channel. Consequently, the relatively cool oil can be supplied to the rotating electric machine, ensuring adequate cooling. BRIEF DESCRIPTION OF THE DRAWINGS [ Fig. 1] Fig. Figure 1 is a schematic representation depicting the overall structure of a vehicle drive device according to one embodiment. [ Fig. 2] Fig. Figure 2 is a local sectional view of the vehicle drive unit. [ Fig. 3] Fig. Figure 3 is a sectional view of a main part of the vehicle drive system. [ Fig. 4] Fig. Figure 4 is a sectional view of a main part of the vehicle drive system. MODES OF INVENTION

[0008] One embodiment of a vehicle drive device 1 is described with reference to the drawings. The vehicle drive device 1 according to this embodiment is a vehicle drive device (hybrid vehicle drive device) for propelling a vehicle (hybrid vehicle) that has both an internal combustion engine E and a rotating electric machine MG, which serve as drive sources for wheels W. In particular, the vehicle drive device 1 is designed as a drive device for a single-engine parallel-type hybrid vehicle.

[0009] In the following description, an “axial direction L”, a “radial direction R” and a “circumferential direction” are defined with respect to an axis of rotation of the rotating electric machine MG (axis X shown in Fig. 2) defined, unless otherwise specified. A side relatively close to the internal combustion engine E (right side in Fig. 2) lies, i.e., a side in the axial direction L, is defined as a first axial side L1. A side that is relatively close to a gear TM (left side in Fig. 2) A side (the other side in the axial direction L) opposite the first axial side L1 is defined as a second axial side L2. A side near the axis X, which is a side in the radial direction R, is defined as a radial inside R1. A side opposite the radial inside R1 is defined as a radial outside R2. The directions of the respective elements are directions in a state in which the elements are attached to the vehicle drive unit 1. Terms relating to the directions, positions, and the like of the respective elements are terms that capture a state with a difference caused by a deviation permissible in manufacturing.

[0010] In this embodiment, the term "drivenly coupled" refers to a state in which two rotating elements are coupled to each other in such a way that a driving force (equivalent to a torque) can be transmitted between them. This term encompasses a state in which the two rotating elements are rotatably coupled to each other and a state in which the two rotating elements are coupled to each other in such a way that the driving force can be transmitted via one or more gear elements between them. The gear elements comprise various components (such as a shaft, a gear mechanism, and a belt) configured to transmit the rotation at the same speed or at a variable speed, and may include engagement devices (such as a friction engagement device and a meshing device) configured to selectively transmit the rotation and the driving force.

[0011] When referring to the arrangement of two elements (a concept that captures immaterial information such as a hole), the expression "overlap seen in a certain direction" means that if an imaginary line parallel to the viewing direction is moved in directions orthogonal to the imaginary line, at least partially an area exists in which the imaginary line intersects the two elements. 1. Overall structure of the vehicle drive system

[0012] The overall structure of the vehicle drive device 1 according to this embodiment is described. As in Fig. As shown in Figure 1, the vehicle drive device 1 comprises an input shaft I, which serves as an input element coupled to the internal combustion engine E for driving, an intermediate shaft M, which serves as an output element coupled to the wheels W for driving, the rotating electric machine MG, a first friction engagement device CL1 (corresponding to an engagement device), and a second friction engagement device CL2 (corresponding to a friction engagement device). The first friction engagement device CL1, the rotating electric machine MG, and the second friction engagement device CL2 are arranged in the specified order from the input shaft side I along a power transmission path T that connects the input shaft I and the intermediate shaft M. As shown in Figure 1, the vehicle drive device 1 comprises an input shaft I, which serves as an input element coupled to the internal combustion engine E for driving, an intermediate shaft M, which serves as an output element coupled to the wheels W for driving, the rotating electric machine MG, a first friction engagement device CL1 (corresponding to an engagement device), and a second friction engagement device CL2 (corresponding to a friction engagement device). Fig. As shown in Figure 2, the first friction engagement device CL1 and the second friction engagement device CL2 are arranged side by side in the axial direction L. The first friction engagement device CL1 is located on the first axial side L1 of the second friction engagement device CL2. That is, the first axial side L1 is the side on which the first friction engagement device CL1 is located in the axial direction L relative to the second friction engagement device CL2, and the second axial side L2 is the side opposite the second friction engagement device CL2 from the first axial side L1. The first friction engagement device CL1 and the second friction engagement device CL2 are arranged on the radial inner side R1 of the rotating electric machine MG such that they overlap the rotating electric machine MG at least partially in the radial direction R.

[0013] As in Fig. As shown in Figure 1, the vehicle drive device 1 comprises the transmission TM, a counter-gear mechanism C, and a differential gear device DF. These components are housed in a casing (drive device casing) 2.

[0014] The internal combustion engine E is a drive machine (such as a gasoline or diesel engine) designed to generate motive power by being driven by the combustion of fuel within the engine. In this embodiment, the input shaft I is coupled to an output shaft (e.g., a crankshaft) of the internal combustion engine E via a damper (not shown). The input shaft I can also be coupled to the output shaft of the internal combustion engine E without the damper engaging.

[0015] The first friction engagement device CL1 is located between the input shaft I and the rotating electric machine MG on the power transmission path T. The first friction engagement device CL1 engages or disengages the input shaft I, which is driven by the internal combustion engine E, and the rotating electric machine MG. The first friction engagement device CL1 acts as a disconnect device for the internal combustion engine, designed to disconnect the internal combustion engine E from the wheels W. The first friction engagement device CL1 is hydraulically driven. The engagement state (direct engagement state / slip engagement state / disengagement state) of the first friction engagement device CL1 is controlled based on a hydraulic pressure supplied to the first friction engagement device CL1.

[0016] The rotating electric machine MG can function as a motor (electric motor) designed to generate motive power by supplying electrical energy, and as a generator (electric generator) designed to generate electrical energy by supplying motive power. Therefore, the rotating electric machine MG is electrically connected to an electrical storage device (e.g., a battery or a capacitor). The rotating electric machine MG either delivers power supplied by the electrical energy from the electrical storage device or stores electrical energy generated by a torque from the internal combustion engine E or an inertial force of the vehicle by supplying the electrical energy to the electrical storage device.

[0017] The second friction engagement device CL2 is located between the rotating electric machine MG and the gearbox TM on the power transmission path T. The second friction engagement device CL2 engages or disengages the rotating electric machine MG and the intermediate shaft M, which is drivenly coupled to the gearbox TM. The second friction engagement device CL2 is a hydraulically driven friction engagement device. The engagement state (direct engagement state / slip engagement state / disengagement state) of the second friction engagement device CL2 is controlled based on a hydraulic pressure supplied to the second friction engagement device CL2.

[0018] In this embodiment, the transmission TM is a stepped automatic transmission comprising a plurality of shift engagement devices and capable of switching between a plurality of shift speeds with different speed ratios. For example, the transmission TM can be a continuously variable automatic transmission capable of continuously switching between speed ratios, or a manual transmission capable of switching between a plurality of shift speeds with different speed ratios. The transmission TM performs the shifting and torque conversion upon rotation and torque input to the intermediate shaft M based on a given speed ratio and transmits the rotation and torque to a shifting output transmission G.

[0019] The switching output gearbox G is coupled to the differential gear unit DF via the counter-gear mechanism C. The differential gear unit DF is coupled to the wheels W via the axles A. The differential gear unit DF transmits the rotation and torque input to the differential gear unit DF, while distributing the rotation and torque to the two left and right wheels W. Thus, the vehicle drive unit 1 can cause the vehicle to move by transmitting the torque from one or both of the internal combustion engine E and the rotating electric machine MG to the wheels W.

[0020] The vehicle drive device 1 according to this embodiment has a multi-shaft structure in which the input shaft I and the intermediate shaft M are arranged coaxially to each other, and the axes A are arranged parallel to each other and not coaxially to the input shaft I and the intermediate shaft M. This structure is suitable as the structure of the vehicle drive device 1, which can be mounted, for example, on a front-engine, front-wheel-drive vehicle (FF). 2. Structures of respective parts of the vehicle drive system

[0021] A description of the structures of the respective parts of the vehicle drive system 1 according to this embodiment is given. As in Fig. As shown in Figure 2, the housing 2 has a first support wall 22 that closes an opening in a circumferential wall on the first axial side L1. The circumferential wall covers the outer circumferences of housed components such as the rotating electric machine MG, the first friction engagement device CL1, the second friction engagement device CL2, and a rotation sensor 18. The housing 2 also has a second support wall 25, which is arranged between the rotating electric machine MG and the gearbox TM on the second axial side L2 of the first support wall 22.

[0022] The first support wall 22 is arranged on the first axial side L1 of the rotating electric machine MG, the first friction engagement device CL1, and the second friction engagement device CL2, and extends in the radial direction R and the circumferential direction. The first support wall 22 is located adjacent to the rotating electric machine MG and the like on the first axial side L1. The first support wall 22 has a through-bore in the axial direction L. The input shaft I is inserted through the through-bore. Thus, the input shaft I is inserted through the first support wall 22 into the housing 2. A cylindrical first projection 23, which projects in the axial direction L to the second axial side L2, is provided at one end of the first support wall 22 on the radial inner side R1. By means of the first projection 23, the first support wall 22 rotatably supports a rotor support element 30 via an input bearing 81.

[0023] The second support wall 25 is arranged on the second axial side L2 of the rotating electric machine MG, the first friction engagement device CL1, and the second friction engagement device CL2, and extends in the radial direction R and the circumferential direction. The second support wall 25 is located adjacent to the rotating electric machine MG and the like on the second axial side L2. A cylindrical sleeve 26, projecting in the axial direction L towards the first axial side L1, is provided at one end of the second support wall 25 on the radial inner side R1. The intermediate shaft M is inserted through the sleeve 26. Thus, the intermediate shaft M is arranged in the housing 2 through the second support wall 25. The second support wall 25 has a cylindrical second projection 28, which projects towards the first axial side L1. By means of the second projection 28, the second support wall 25 rotatably supports the rotor support element 30 via a bearing 86.

[0024] The rotating electric machine MG comprises a stator St, which is attached to the housing 2, a rotor Ro, which is rotatably mounted relative to the housing 2, and the rotor support element 30, which carries the rotor Ro. The stator St has coil end sections Ce on both sides in the axial direction L. The rotor Ro is arranged on the radial inner surface R1 of the stator St. The rotor Ro is rotatably mounted relative to the housing 2 via the rotor support element 30.

[0025] As in Fig. As shown in Figure 2, the rotor support element 30, which carries the rotor Ro, comprises a tubular support section 31, which serves as a tubular section arranged on the radial inner surface R1 of the rotor Ro, extends in the axial direction L, and is formed into a tubular shape; a plate-shaped support section 35, which extends from the tubular support section 31 to the radial inner surface R1; and a pair of rotor retaining sections 37, which extend radially outward from the tubular support section 31. The rotor support element 30 carries the rotor Ro in a state in which the pair of rotor retaining sections 37 are in contact with the rotor Ro from the second axial side L2 and the first axial side L1, and the tubular support section 31 is in contact with the rotor Ro from the radial inner surface R1. That is, the rotor Ro is supported on an outer circumferential surface of the tubular support section 31.The rotor Ro is supported on the rotor support element 30, such that the movement of the rotor Ro in the axial direction L with respect to the tubular support section 31 is limited, and the rotor Ro rotates together with the tubular support section 31. The tubular support section 31 is designed to be open to the second axial side L2 (second support wall side 25). That is, a space on the radial inner side R1 of the tubular support section 31 is closed by the plate-shaped support section 35 on the first axial side L1 and is open on the second axial side L2. One end of an opening of the tubular support section 31 on the second axial side L2 is hereinafter referred to as an open end 33 of the support. The open end 33 of the support is arranged at a position where, viewed in the radial direction R, it overlaps a coil end section Ce.In this example, the open end 33 of the carrier is arranged at a position where the open end 33 of the carrier overlaps the coil end section Ce on the second axial side L2 (second carrier wall side 25).

[0026] In this embodiment, the plate-shaped support section 35 is formed into the shape of an annular plate extending towards the radial inner side R1 from one end of the tubular support section 31 on the first axial side L1. A cylindrical third projection 36, projecting towards the second axial side L2, is provided at one end of the plate-shaped support section 35 on the radial inner side R1.

[0027] The rotor carrier element 30 is supported on the housing 2 in the radial direction R by the input bearing 81, which is arranged between the third projection 36 and the first projection 23, and the bearing 86, which is arranged between the open end 33 of the carrier and the second projection 28.

[0028] As in Fig. 2 to Fig. As shown in Figure 4, the first friction engagement device CL1 is a wet friction engagement device comprising first friction elements 41, a first inner support element 45, a first outer support element 51, and a first pressure element 57. The elements structuring the first friction engagement device CL1 are arranged coaxially with the input shaft I and the intermediate shaft M. The first friction engagement device CL1 is located on the radial inner surface R1 of the rotor Ro of the rotating electric machine MG and at a position where the first friction engagement device CL1 overlaps the rotor Ro in the radial direction R.

[0029] The first friction elements 41 have first internal friction elements 42 and first external friction elements 43, which are provided in pairs (see Fig. 4). Both the first inner friction elements 42 and the first outer friction elements 43 are formed into ring-shaped plates and arranged such that their axes of rotation coincide. A plurality of first inner friction elements 42 and a plurality of first outer friction elements 43 are provided and arranged alternately along the axial direction L. One of the first inner friction elements 42 and the first outer friction element 43 can be a friction plate, and the other can be a separate plate.

[0030] The first inner support element 45 has a first inner tubular section 46, which carries the first inner friction elements 42 from the radial inner side R1, and a first inner plate-shaped section 47, which extends from the first inner tubular section 46 to the radial inner side R1. The first inner tubular section 46 is formed in the form of a cylinder extending along the axial direction L. The first inner tubular section 46 is designed to be open to the combustion engine side E (first axial side L1). A plurality of teeth extending in the axial direction L and distributed circumferentially are formed on an outer circumferential section of the first inner tubular section 46. Similar teeth are formed on the inner circumferential sections of the first inner friction elements 42.In a state where both gears are engaged, the first inner friction elements 42 are supported by the first inner support element 45 from the radial inner surface R1. Thus, the first inner friction elements 42 are supported in such a way that they are displaceable in the axial direction L, in a state where the rotation of the first inner friction elements 42 relative to the first inner support element 45 is limited. Four through-bores 14, extending through the first inner tubular section 46 in the radial direction R (connecting an inner circumferential surface and an outer circumferential surface of the first inner tubular section 46), are formed in the first inner tubular section 46.

[0031] The first inner plate-shaped section 47 is an element having the form of an annular plate extending towards the radial inner side R1 from one end of the first inner tubular section 46 on the second axial side L2. The first inner plate-shaped section 47 is coupled to the first inner tubular section 46 such that it rotates together with the first inner tubular section 46. The first inner plate-shaped section 47 is coupled to the input shaft I at the end on the radial inner side R1. Thus, the first inner tubular section 46 and the input shaft I are coupled to each other via the first inner plate-shaped section 47.

[0032] The first outer support element 51 is formed in the form of a cylinder extending along the axial direction L. A plurality of teeth 51A (corresponding to the engagement grooves) extending in the axial direction L and distributed circumferentially are formed on an inner circumferential section of the first outer support element 51. Similar teeth are formed on the outer circumferential sections of the first outer friction elements 43. In a state where both sets of teeth are engaged, the first outer friction elements 43 are supported by the first outer support element 51 from the radial outer surface R2. Thus, the first outer friction elements 43 are supported in such a way that they are displaceable in the axial direction L, in a state where the rotation of the first outer friction elements 43 relative to the first outer support element 51 is limited.

[0033] The first outer support element 51 is formed by a portion of the tubular support section 31. For further description, an annular separating element 85 is attached to an inner circumferential surface of the tubular support section 31. The separating element 85 divides the inner circumferential surface of the tubular support section 31 into a first region 98 and a second region 99. The first region 98 and the second region 99 are formed adjacent to each other in the axial direction L. The plurality of toothed sections 51A are formed on the tubular support section 31 and are distributed circumferentially along a portion of an inner circumferential section of the tubular support section 31 in which the second region 99 is formed, i.e., a portion of the tubular support section 31 located between the separating element 85 and the plate-shaped support section 35.The first outer support element 51 is formed by the portion of the tubular support section 31 that is arranged between the separating element 85 and the plate-shaped support section 35. The first outer friction elements 43 are supported by the tubular support section 31 from its radial outer surface R2. The diameter of an outer circumferential surface of the separating element 85 is equal to or greater than the outer diameter of a recess of the toothed tooth 51A of the tubular support section 31, which extends towards the radial outer surface R2. In this embodiment, the diameter of the outer circumferential surface of the separating element 85 is equal to the outer diameter of the recess of the toothed tooth 51A.Third through holes 13, which extend through the first outer support element 51 in the radial direction R (connecting an inner circumferential surface and an outer circumferential surface of the first outer support element 51), are formed in the first outer support element 51.

[0034] The first pressing element 57 is an element (first piston) designed such that, when oil having a predetermined hydraulic pressure is supplied by a hydraulic control (not shown) to a first hydraulic oil chamber H1, the first pressing element 57 moves in the axial direction L depending on the hydraulic pressure, pressing the first friction elements 41. The first pressing element 57 presses the first friction elements 41 in the direction of the second axial side L2.

[0035] As in Fig. 2 to Fig. As shown in Figure 4, the second friction engagement device CL2 is a wet friction engagement device comprising a second friction element 61, a second inner support element 65, a second outer support element 71, and a second pressure element 77. The elements structuring the second friction engagement device CL2 are arranged coaxially with the input shaft I and the intermediate shaft M. The second friction engagement device CL2 is located on the radial inner surface R1 of the rotor Ro of the rotating electric machine MG and at a position where the second friction engagement device CL2 overlaps the rotor Ro in the radial direction R.In this embodiment, the second friction engagement device CL2 is arranged on the radial inside R1 of the inner circumferential surface of the tubular support section 31 and at a position where the second friction engagement device CL2 overlaps the tubular support section 31, seen in the radial direction R, and is also arranged on the second axial side L2 of the plate-shaped support section 35.

[0036] The second friction elements 61 have second inner friction elements 62 and second outer friction elements 63, which are provided in pairs (see Fig. 4). The structures of the second inner friction elements 62 and the second outer friction elements 63 can be similar to the structures of the first inner friction elements 42 and the first outer friction elements 43 described above.

[0037] The second inner support element 65 has a second inner tubular section 66, which carries the second inner friction elements 62 from the radial inner surface R1, and a second inner plate-shaped section 67, which extends from the second inner tubular section 66 to the radial inner surface R1. The second inner tubular section 66 is formed in the form of a cylinder extending along the axial direction L. The second inner tubular section 66 is designed such that it is open on one side (second axial side L2) opposite the combustion engine side E. A plurality of teeth extending in the axial direction L and distributed around the circumference are formed on an outer circumferential section of the second inner tubular section 66. Similar teeth are formed on the inner circumferential sections of the second inner friction elements 62.In a state where both gears are engaged, the second inner friction elements 62 are supported by the second inner support element 65 from the radial inner surface R1. Thus, the second inner friction elements 62 are supported in such a way that they are displaceable in the axial direction L, in a state where the rotation of the second inner friction elements 62 relative to the second inner support element 65 is limited. First through-bores 11, extending through the second inner tubular section 66 in the radial direction R (connecting an inner circumferential surface and an outer circumferential surface of the second inner tubular section 66), are formed in the second inner tubular section 66.

[0038] The second inner plate-shaped section 67 is coupled to the second inner tubular section 66 such that it rotates together with the second inner tubular section 67. A flange element 84, which is drivenly coupled to the intermediate shaft M, is provided at one end of the second inner plate-shaped section 67 on the radial inner surface R1. Thus, the second inner tubular section 67 and the intermediate shaft M are coupled to each other via the second inner plate-shaped section 67.

[0039] The second outer support element 71 comprises a second outer tubular section 72, which carries the second outer friction elements 63 from the radial outer side R2, a second outer plate-shaped section 73, which extends from the second outer tubular section 72 to the radial inner side R1, and a tubular coupling section 74, which is coupled to the tubular support section 31. The second outer tubular section 72 is formed in the form of a cylinder extending along the axial direction L. The second outer tubular section 72 is designed to be open to the combustion engine side E (first axial side L1). A plurality of teeth extending in the axial direction L and distributed around the circumference are formed on an inner circumferential section of the second outer tubular section 72.Similar toothing is formed on the outer circumferential sections of the second outer friction elements 63. In a state where both toothings are engaged, the second outer friction elements 63 are supported by the second outer support element 71 from the radial outer surface R2. Thus, the second outer friction elements 63 are supported in such a way that they are displaceable in the axial direction L, in a state where the rotation of the second outer friction elements 63 relative to the second outer support element 71 is limited. Second through-bores 12, extending through the second outer tubular section 72 in the radial direction R (connecting an inner circumferential surface and an outer circumferential surface of the second outer tubular section 72), are formed in the second outer tubular section 72.

[0040] The second outer plate-shaped section 73 is an element having the form of an annular plate extending towards the radial inner side R1 from one end of the second outer tubular section 72 on the second axial side L2. The tubular coupling section 74 is designed to extend from the end of the second outer tubular section 72 on the first axial side L1 towards the first axial side L1 and is formed in the form of a cylinder extending along the axial direction L. The tubular coupling section 74 is drivenly coupled to the tubular support section 31 such that it rotates together with the tubular support section 31 through engagement between an outer circumferential section of the tubular coupling section 74 and the inner circumferential section of the tubular support section 31.The second outer tubular section 72, the second outer plate-shaped section 73 and the tubular coupling section 74 are formed integrally.

[0041] The second outer tubular section 72 is arranged on the radial inner surface R1 of the tubular support section 31 and is formed by an element that is independent of the tubular support section 31. The separating element 85, which is attached to the inner circumferential surface of the tubular support section 31, is located on the first axial side L1 of the second outer tubular section 72. The second outer tubular section 72 is supported by the separating element 85 from the first axial side L1. A support element 87, which is attached to the second axial side L2 of the second support wall 25, is located on the second axial side L2 of the second outer plate-shaped section 73. The second outer plate-shaped section 73 is supported by the support element 87 from the second axial side L2.That is, the second outer support element 71 is arranged between the separating element 85 and the support element 87 in the axial direction L, and the movement of the second outer support element 71 in the axial direction L is limited.

[0042] The second pressing element 77 is an element (second piston) designed such that, when oil having a predetermined hydraulic pressure is supplied by the hydraulic control (not shown) to a second hydraulic oil chamber H2, the second pressing element 77 moves in the axial direction L depending on the hydraulic pressure, pressing the second friction elements 61. The second pressing element 77 presses the second friction elements 61 in the direction of the first axial side L1.

[0043] In this embodiment, the first friction elements 41 are arranged on the first axial side L1 of the second friction elements 61. The first friction elements 41 and the second friction elements 61 are arranged such that they overlap when viewed in the axial direction L.

[0044] As in Fig. 3 and Fig. As shown in Figure 4, the vehicle drive device 1 includes a rotation sensor 18 for detecting the rotation of the rotating electric machine MG. The rotation sensor 18 is located between the rotor support element 30 (tubular support section 31) and the second support wall 25 in the axial direction L. The rotation sensor 18 is a sensor for detecting the rotational position of the rotor Ro relative to the stator St of the rotating electric machine MG. For example, a resolver can be used as the rotation sensor 18. The rotation sensor 18 has a sensor stator 96, which is mounted on the housing 2, and a sensor rotor 97, which is designed to rotate together with the rotor Ro.

[0045] The sensor stator 96 is attached to the side surface of the second support wall 25 on the first axial side L1. The sensor rotor 97 is attached to an inner circumferential surface of the open end 33 of the support of the tubular support section 31. The sensor stator 96 and the sensor rotor 97 are positioned at locations where the sensor stator 96 and the sensor rotor 97 overlap the first friction engagement device CL1 and the second friction engagement device CL2, viewed in the axial direction L, and overlap the coil end section Ce, viewed in the radial direction R. 3. Cooling structure for the engagement devices and the rotating electric machine

[0046] A cooling structure for the engagement devices CL1 and CL2 and the rotating electric machine MG in the vehicle drive device 1 is described according to this embodiment. In this embodiment, the description is given assuming, for example, a situation in which a stationary vehicle begins to move by using the torque of the rotating electric machine MG in an electric drive mode. At the start of the journey, it is necessary that at least the second friction engagement device CL2, which is provided on a downstream side of the rotating electric machine MG, is supplied with oil having a predetermined hydraulic pressure such that the second friction engagement device CL2 is engaged in a state in which the rotating electric machine MG delivers the torque.If the transmission TM is the stepped automatic transmission according to this embodiment, it is necessary that one or more shift engagement devices from the multitude of shift engagement devices provided in the transmission TM are supplied with oil having a predetermined hydraulic pressure so that the shifting device(s) are engaged.

[0047] As in Fig. As shown in Figure 2, the rotating electric machine MG in this embodiment is coupled in such a way that it operates in conjunction with an oil pump (not shown) via a chain transmission mechanism 83 and the second outer support element 71 of the second friction engagement device CL2. For example, when the vehicle starts moving, the oil pump is driven using the torque of the rotating electric machine MG, which is output to drive the wheels W. The oil exiting the oil pump is supplied to the second friction engagement device CL2 and the shift engagement devices in the transmission TM to engage these devices. Thus, the vehicle can start moving appropriately in electric driving mode. The vehicle drive device 1 according to this embodiment is not provided with a pump that has its own drive motor (electric pump) that is independent of the oil pump.Eliminating the need to install such an electric pump reduces the cost of the vehicle drive system 1. The present invention is not limited to this structure, but the electric pump can be incorporated.

[0048] In order for the hydraulic pressure of the oil exiting the oil pump to increase to the hydraulic pressure required to engage the engagement devices, the rotating electric machine MG must rotate at a speed equal to or higher than a predetermined reference speed. When a specific shift speed is set in the transmission TM, the speed of the intermediate shaft M, which is determined as a function of vehicle speed, is lower than the reference speed when the vehicle speed is partially low. To smooth out the speed difference (differential rotation), it is necessary to engage the second friction engagement device CL2 in slip mode (reaching the slip engagement state).In the slip engagement state of the second friction engagement device CL2, the second friction elements 61 of the second friction engagement device CL2 generate heat due to friction or the like. Therefore, it is necessary to cool the second friction elements 61 effectively. When a current flows through a coil of the stator St of the rotating electric machine MG, the coil generates heat by producing Joule heat. Therefore, it is necessary to cool the coil effectively (e.g., the coil end sections Ce, which are the sections that project in the axial direction L from a stator core).

[0049] In view of this, the vehicle drive device 1, according to this embodiment, as shown in Fig. 3 and Fig. Figure 4 shows a first cooling oil channel P1 for the primary cooling of the second friction elements 61 of the second friction engagement device CL2 and a second cooling oil channel P2 for the primary cooling of the coil end sections Ce of the rotating electric machine MG. These oil channels are two independent lines of oil channels. The first cooling oil channel P1 and the second cooling oil channel P2 are provided within the tubular support section 31. The second cooling oil channel P2 corresponds to a cooling oil channel provided in a region where the first friction engagement device CL1 is located and is configured such that oil for cooling the rotating electric machine MG flows through the second cooling oil channel P2.

[0050] As in Fig. As shown in Figure 4, the oil exiting the oil pump is supplied via an oil flow channel formed in the housing 2 and a shaft peripheral oil channel 91 formed between an inner circumferential surface of the sleeve 26 and an outer circumferential surface of the intermediate shaft M to a space between the second inner plate-shaped section 67 and the second press element 77 in the axial direction L (space within the second friction engagement device CL2).Furthermore, the oil exiting the oil pump is supplied to a space between the first inner plate-shaped section 47 and the first pressing element 57 in the axial direction L (space within the first friction engagement device CL1) and to a space between the first inner plate-shaped section 47 and the second inner plate-shaped section 67 in the axial direction L (space between the first friction engagement device CL1 and the second friction engagement device CL2) via the oil flow channel formed in the housing 2, to a shaft-internal oil channel 92 formed within the intermediate shaft M, and to connecting holes formed in the intermediate shaft M.Furthermore, the oil exiting the oil pump is supplied to a space between the plate-shaped support section 35 and the first pressing element 57 in the axial direction L (space on the first axial side L1 of the first friction engagement device CL1) via the oil flow channel formed in the housing 2, the shaft-internal oil channel 92 formed within the intermediate shaft M, and a shaft-circumferential oil channel 93 formed between an inner circumferential surface of the first projection 23 and an outer circumferential surface of the input shaft I. Fig. 3 and Fig. The main oil flows are indicated by dashed line arrows.

[0051] The first cooling oil channel P1 is an oil channel through which the oil supplied to the space between the second inner plate-shaped section 67 and the second pressing element 77 in the axial direction L is supplied to the second friction elements 61 for cooling and is then directed to the second axial side L2 beyond the rotor Ro. To form the first cooling oil channel P1, the second inner tubular section 66 and the second outer tubular section 72 are perforated tubular sections containing the first through-bores 11 and the second through-bores 12, respectively, as shown in Fig. 4 shown, exhibit.

[0052] In particular, the second inner tubular section 66 has the first through-holes 11 extending through the second inner tubular section 66 in the radial direction R at positions where the first through-holes 11 overlap the second friction elements 61 in the axial direction L, as viewed in the radial direction R. The second outer tubular section 72 has the second through-holes 12 extending through the second outer tubular section 72 in the radial direction R at positions where the second through-holes 12 overlap the second friction elements 61 in the axial direction L, as viewed in the radial direction R.

[0053] As in Fig. As shown in Figure 4, the oil, which is supplied to a space between the second inner plate-shaped section 67 and the second outer plate-shaped section 73 in the axial direction L through the shaft-encircling oil channel 91, flows along the first cooling oil channel P1. Specifically, the oil reaches the second friction elements 61 through the first through-bores 11 formed in the second inner tubular section 66 for cooling the second friction elements 61. The oil, whose temperature is increased by flowing through the second friction elements 61, then flows to the radial outer surface R2 of the second outer tubular section 72 through the second through-bores 12 formed in the second outer tubular section 72.A second oil channel 94, through which the oil flowing into the first region 98 flows to the second axial side L2, is formed between the inner circumferential surface of the tubular support section 31 and the outer circumferential surface of the second outer tubular section 72. The oil flowing to the radial outer side R2 of the second outer tubular section 72 flows into the first region 98 on the inner circumferential surface of the tubular support section 31 and then flows along the second oil channel 94.

[0054] In this embodiment, the second support wall 25 is provided such that it covers one end of the coil end section Ce on the second axial side L2, as shown in Fig. 3 and Fig. Figure 4 illustrates this. The oil flowing along the second oil channel 94 continues to flow towards the second axial side L2 along the tubular support section 31 and flows out of the open end 33 of the support towards the second axial side L2, over the second support wall 25. That is, most of the oil diverted from the second oil channel 94 towards the second axial side L2 flows to the second axial side L2, over the second support wall 25. Therefore, in this example, the oil, which has a relatively high temperature after the second friction engagement device CL2 has cooled, barely reaches the coil end section Ce. In this way, it is possible to reduce the amount of relatively hot oil reaching the coil end section Ce after the second friction elements 61 of the second friction engagement device CL2 have cooled, and thus to suppress a decrease in the cooling capacity of the coil end section Ce.Accordingly, a function of an outlet oil channel, through which the oil from the first area 98 is discharged, is provided in the second oil channel 94 on the second axial side L2 of the tubular support section 31 beyond the rotor Ro.

[0055] As in the Fig. 3 and Fig. As shown in Figure 4, the second cooling oil channel P2 is an oil channel through which the oil supplied to the space between the first inner plate-shaped section 47 and the first pressing element 57, the oil supplied to the space between the first inner plate-shaped section 47 and the second inner plate-shaped section 67, and the oil supplied to the space between the plate-shaped support section 35 and the first pressing element 57 are supplied to the first friction elements 41 for cooling the first friction elements 41 and are then supplied to the rotor Ro and the stator St of the rotating electric machine MG. To form the second cooling oil channel P2, as shown in Figure 4, the oil is supplied to the space between the first inner plate-shaped section 47 and the second inner plate-shaped section 67, and the oil supplied to the space between the plate-shaped support section 35 and the first pressing element 57. Fig. As shown in Figure 4, the first inner tubular section 46 and the tubular support section 31 are perforated tubular sections having the fourth through holes 14 and the third through holes 13 respectively, and the rotor holding sections 37 are perforated plate-shaped sections having sixth through holes 16.

[0056] In particular, the first inner tubular section 46 has the fourth through-holes 14 extending through the first inner tubular section 46 in the radial direction R at positions where the fourth through-holes 14 overlap the first friction elements 41, viewed in the radial direction R. The tubular support section 31 has the third through-holes 13 extending through the tubular support section 31 in the radial direction R at positions where the third through-holes 13 overlap the first friction elements 41, viewed in the radial direction R. The rotor holding sections 37 have the sixth through-holes 16 extending through the rotor holding sections 37 in the axial direction L.

[0057] As in Fig. 3 and Fig. As shown in Figure 4, the oil supplied to the space between the first inner plate-shaped section 47 and the first pressing element 57 reaches the first friction elements 41 through the fourth through-bores 14 formed in the first inner tubular section 46, in order to cool the first friction elements 41. The first friction elements 41 are located between the internal combustion engine E and the rotating electric machine MG on the power transmission path T and can generate heat through slip engagement when the internal combustion engine E is started using the torque of the rotating electric machine MG, but the amount of heat generated is generally small. Therefore, it is unlikely that the temperature of the oil will rise after the oil flows through the first friction elements 41.The oil supplied to the space between the first inner plate-shaped section 47 and the second inner plate-shaped section 67, and the oil supplied to the space between the plate-shaped support section 35 and the first pressing element 57, reach the first friction elements 41 through the second axial side L2 and the first axial side L1 of the first inner tubular section 46 to cool the first friction elements 41. The third through-bores 13, which serve as a first oil channel through which the oil flowing into the second region 99 flows to the rotating electric machine MG, are formed in the tubular support section 31. The oil flowing into the first friction elements 41 flows into the second region 99 on the inner circumferential surface of the tubular support section 31.The oil then flows to the radial outer surface R2 of the tubular support section 31 through the third through-holes 13 and flows axially L through an oil channel formed between the rotor Ro and the tubular support section 31. The oil is then discharged through the sixth through-holes 16 of the rotor support sections 37. The discharged oil is supplied to the coil end sections Ce of the stator St by being sprayed towards the radial outer surface R2 by a centrifugal force generated by the rotation of the rotor Ro, thus cooling the coil end sections Ce.

[0058] In this embodiment, as in Fig. 3 and Fig.As shown in Figure 4, the relatively hot oil flowing through the second friction engagement device CL2 flows into the first region 98 on the inner circumferential surface of the tubular support section 31, and the relatively cool oil flowing through a region other than the second friction engagement device CL2 flows into the second region 99 on the inner circumferential surface of the tubular support section 31.

[0059] To provide a further description, the relatively hot oil flowing through the first cooling oil channel P1, which is formed within the second friction engagement device CL2, flows into the first region 98. The first cooling oil channel P1 is formed by the components of the second friction engagement device CL2 and the separating element 85. That is, the oil flowing through the second friction engagement device CL2 reaches the first region 98 by being guided by the components of the second friction engagement device CL2 and the separating element 85.

[0060] The relatively cool oil, flowing through the second cooling oil channel P2, which is formed in the region where the first friction engagement device CL1 is located, flows into the second region 99. The first friction engagement device CL1 is located between the second friction engagement device CL2 and the plate-shaped support section 35 of the rotor support element 30 in the axial direction L, and between the input shaft I and the tubular support section 31 of the rotor support element 30 in the radial direction R. The region where the first friction engagement device CL1 is located is surrounded by the second friction engagement device CL2, the rotor support element 30, and the input shaft I.The second cooling oil channel P2 is formed by the components of the first friction engagement device CL1, the separating element 85, a section of the second friction engagement device CL2 that is located closest to the second axial side L2 (second inner plate-shaped section 67), and the plate-shaped support section 35 of the rotor support element 30. That is, the oil flowing through the area in which the first friction engagement device CL1 is located reaches the second area 99 by being guided by the components of the first friction engagement device CL1, the section of the second friction engagement device CL2 that is closest to the second axial side L2 (second inner plate-shaped section 67), the plate-shaped support section 35 of the rotor support element 30, and the separating element 85.

[0061] As described above, the first region 98 and the second region 99 are formed adjacent to each other in the axial direction L, but are separated from each other by the separating element 85. Therefore, the oil flow from the first region 98 to the second region 99 and the oil flow from the second region 99 to the first region 98 are restricted by the separating element 85. This prevents the mixing of the relatively hot oil supplied to the first region 98 and the relatively cool oil supplied to the second region 99. Accordingly, it is possible to supply the relatively cool oil to the rotating electric machine MG appropriately while simultaneously avoiding a situation in which the relatively hot oil is supplied to the rotating electric machine MG.That is, in this embodiment, the separating element 85, which is arranged within the tubular support section 31 to separate the first area 98 and the second area 99 from each other, functions as an inflow suppression section 88. The inflow suppression section 88 is provided between the first friction engagement device CL1 and the second friction engagement device CL2 and performs a function that suppresses the occurrence of a situation in which the oil flowing through the second friction engagement device CL2 flows into the second cooling oil channel P2. 2. Other embodiments

[0062] Next, further embodiments of the vehicle drive device will be described. (1) In the embodiment described above, the diameter of the outer circumferential surface of the separating element 85 is equal to the outer diameter of the recess of the engagement groove 51A. The diameter of the outer circumferential surface of the separating element 85 may be larger than the outer diameter of the recess of the engagement groove 51A. Alternatively, the diameter of the outer circumferential surface of the separating element 85 may be smaller than the outer diameter of the recess of the engagement groove 51A. In this case, the difference between the diameter of the outer circumferential surface of the separating element 85 and the outer diameter of the recess of the engagement groove 51A may be small enough to reduce the amount of oil flowing from the first region 98 into the second region 99 compared to a case in which the separating element 85 is not provided, or it may be such a small difference that a distance from the outer circumferential surface of the separating element 85 can limit the oil flow. (2) In the embodiment described above, the first friction elements 41 of the first friction engagement device CL1 engage in the engagement grooves 51A formed on the inner circumferential surface of the tubular support section 31 from the radial inside R1. A structure can be used in which the first friction elements 41 of the first friction engagement device CL1 do not engage directly with the tubular support section 31, such that a support element carrying the first friction elements 41 of the first friction engagement device CL1 from the radial outside R2 is arranged on the radial inside R1 of the tubular support section 31. (3) In the embodiment described above, the second outer tubular section 72, which carries the second friction elements 61 of the second friction engagement device CL2 from the radial outer surface R2, is arranged on the radial inner surface R1 of the tubular support section 31. A structure can be used in which the second friction elements 61 of the second friction engagement device CL2 engage directly with the tubular support section 31 by engaging with the engagement grooves 51A formed on the inner circumferential surface of the tubular support section 31 from the radial inner surface R1. (4) In the embodiment described above, the oil flowing into the second chamber 99 is supplied to both the rotor Ro and the stator St of the rotating electric machine MG. The oil flowing into the second chamber 99 can be supplied to either the rotor Ro or the stator St of the rotating electric machine MG. (5) In the embodiment described above, the second outer tubular section 72 is supported from the first axial side L1 by the separating element 85. The second outer tubular section 72 can be supported from the first axial side L1 by an element other than the separating element 85. (6) In the embodiment described above, the single separating element 85 prevents the oil from flowing from the first region 98 towards the second region 99 and also from the second region 99 towards the first region 98. A first separating element can be provided which is configured to prevent the oil from flowing from the first region 98 towards the second region 99, and a second separating element which is configured to prevent the oil from flowing from the second region 99 towards the first region 98. (7) In the embodiment described above, the exemplary structure is described in which the separating element 85 functions as the inflow suppression section 88. However, the specific structure of the inflow suppression section 88 is not limited to this structure. For example, the inflow suppression section 88 can be constructed using a different wall-shaped or plate-shaped element provided between the first friction engagement device CL1 and the second friction engagement device CL2 instead of the separating element 85. The wall-shaped or plate-shaped element can be part of the first friction engagement device CL1 or the second friction engagement device CL2, or it can be an element independent of these elements.Alternatively, the inflow suppression section 88 can be constructed using either the separating element 85 or a wall- or plate-shaped element that is provided independently of the separating element 85. (8) In the embodiment described above, the exemplary structure is described in which the two engagement devices are the friction engagement devices. The present invention is not limited to this structure. One of the engagement devices can be a different engagement device than the friction engagement device, such as an interlocking device. In particular, the other engagement device, such as an interlocking device, can be arranged at the location where the first friction engagement device CL1 is arranged. (9) The structures disclosed in the embodiments described above also apply in combination with the structures disclosed in the other embodiments without causing any contradiction. With regard to other structures as well, the embodiments disclosed herein are in every respect merely illustrative. Thus, various modifications may be made, if necessary, without departing from the spirit of the disclosure. 3. Summary of the design

[0063] A summary of the vehicle drive device described above is described below.

[0064] The vehicle drive system comprises the engagement device (CL1), the rotating electric machine (MG), and the friction engagement device (CL2) along the power transmission path (T) connecting the input element (I), which is driven by the internal combustion engine (E), and the output element (M), which is driven by the wheels. The engagement device (CL1), the rotating electric machine (MG), and the friction engagement device (CL2) are arranged sequentially from the input element side (I).

[0065] The engagement device (CL1) and the friction engagement device (CL2) are arranged side by side in the axial direction (L). The engagement device (CL1) and the friction engagement device (CL2) are arranged on the radial inner surface (R1) of the rotating electric machine (MG) such that they overlap the rotating electric machine (MG) at least partially in the radial direction. The rotating electric machine (MG) comprises the rotor (Ro) and the rotor support element (30), which supports the rotor (Ro). The rotor support element (30) has a tubular section (31) that is arranged on the radial inner surface (R1) of the rotor (Ro), extends in the axial direction (L), and is shaped into a tubular form.The cooling oil channel (P2), which is provided in the area where the engagement device (CL1) is arranged and is designed such that the oil for cooling the rotating electric machine (MG) flows through the cooling oil channel (P2), and the inflow suppression section (88), which is provided between the engagement device (CL1) and the friction engagement device (CL2) and is designed to suppress the occurrence of a situation in which the oil flowing through the friction engagement device (CL2) flows into the cooling oil channel (P2), are provided within the tubular section (31).

[0066] According to this structure, the oil flowing through the cooling oil channel (P2) is supplied to the rotating electric machine (MG), allowing the rotating electric machine (MG) to be cooled by the oil. The inflow suppression section (88) prevents the oil flowing through the friction engagement device (CL2) from entering the cooling oil channel (P2). Therefore, it is possible to suppress the occurrence of the relatively hot oil, heated by passing through the friction engagement device (CL2), entering the cooling oil channel (P2), thus preventing a temperature increase of the oil flowing through the cooling oil channel (P2). Consequently, the relatively cool oil can be supplied to the rotating electric machine (MG), and the rotating electric machine (MG) can thus be adequately cooled.

[0067] It is preferred that the first region (98), into which the oil flowing through the friction engagement device (CL2) flows, and the second region (99), into which the oil flowing through the cooling oil channel (P2) flows, are formed side by side in the axial direction (L) on the inner circumferential surface of the tubular section (31), and that the inflow suppression section (88) has a separating element (85) that separates the first region (98) and the second region (99) from each other.

[0068] According to this structure, the oil flowing through the friction engagement device (CL2) to the radial outer surface (R2) is contained by the first region (98) on the inner circumferential surface of the tubular section (31), which is located on the radial outer surface (R2) of the friction engagement device (CL2). Therefore, it is possible to prevent the relatively hot oil flowing through the friction engagement device (CL2) from flowing towards the rotor (Ro) or similar component located on the radial outer surface (R2) of the tubular section (31). Furthermore, the separating element (85) can prevent the oil from flowing from the first region (98) into the second region (99).This makes it possible to suppress the occurrence of the situation in which the relatively hot oil flowing through the friction engagement device (CL2) flows into the second area (99), and accordingly to suppress the occurrence of the situation in which the relatively hot oil flows into the cooling oil channel (P2).

[0069] It is preferred that the cooling oil channel (P2) is formed by the separating element (85) and the components of the engagement device (CL1).

[0070] According to this structure, the cooling oil channel (P2) is formed using the separating element (85) and the engagement device (CL1). Therefore, the structure of the vehicle drive device (1) can be simplified compared to a case where special elements are provided for forming the cooling oil channel (P2).

[0071] It is preferred that, assuming that the first axial side (L1) is the side on which the engagement device (CL1) is arranged relative to the friction engagement device (CL2) in the axial direction (L), the tubular outer support element (72), which carries the friction elements (61) of the friction engagement device (CL2) from the radial outside (R2), is arranged on the radial inside (R1) of the tubular section (31), and the outer support element (72) is carried by the separating element (85) from the first axial side (L1).

[0072] According to this structure, even if the tubular section (31) of the rotor support element (30) and the outer support element (72) of the friction engagement device (CL2) are independent of each other, the movement of the outer support element (72) in the direction of the first axial side (L1) relative to the tubular section (31) can be limited. The separating element (85) also has the function of limiting the movement of the outer support element (72) in the direction of the first axial side (L1). Thus, it is not necessary to provide a special element to limit the movement of the outer support element (72) in the direction of the first axial side (L1). Accordingly, the device can be simplified and miniaturized.

[0073] It is preferred that, assuming that the second axial side (L2) is the side on which the friction engagement device (CL2) is arranged relative to the engagement device (CL1) in the axial direction (L), the tubular outer support element (72), which carries the friction elements (61) of the friction engagement device (CL2) from the radial outside (R2), is arranged on the radial inside (R1) of the tubular section (31), the outer support element (72) is formed into the tubular shape and is constructed by an element that is independent of the tubular section (31), and the second oil channel (94), through which the oil flowing into the first region (98) flows to the second axial side (L2), is formed between the inner circumferential surface of the tubular section (31) and the outer circumferential surface of the outer support element (72).

[0074] According to this structure, the second oil channel (94) is formed between the tubular section (31) and the outer support element (72). Therefore, the oil flowing into the first area (98) can actively flow to the second axial side (L2) through the second oil channel (94). Thus, it is possible to prevent the oil flowing into the first area (98) from flowing into the second area (99), which is located opposite the second axial side (L2).

[0075] It is preferred that the engagement grooves (51A), which extend in the axial direction (L), are formed on the inner circumferential surface of the tubular section (31), that the friction elements (41) of the engagement device (CL1) engage with the engagement grooves (51A) from the radial inside (R1), and that the diameter of the outer circumferential surface of the separating element (85) is equal to or greater than the outer diameter of each recess of the engagement grooves (51A).

[0076] According to this structure, in the structure where the friction elements (41) of the friction engagement device (CL1) engage with the engagement grooves (51A) on the inner circumferential surface of the tubular section (31), there is hardly any play between the separating element (85) and the engagement groove (51A). This makes it possible to adequately suppress the occurrence of oil flowing from the first area (98) into the second area (99).

[0077] It is preferred that the first oil channel (13), through which the oil from the second region (99) flows towards the rotating electric machine (MG), is formed in the tubular section, and that the inlets of the first oil channel (13) to the second region (99) are open.

[0078] According to this structure, the oil flowing into the second area (99) can be directed into the first oil channels (13). Therefore, the oil flowing into the second area (99) can flow uniformly towards the rotating electric machine (MG).

[0079] It is preferred that, assuming that the second axial side (L2) is the side on which the friction engagement device (CL2) is arranged relative to the engagement device (CL1) in the axial direction (L), the outlet oil channel (94) through which the oil is discharged from the first area (98) is formed on the second axial side (L2) of the tubular section (31) extending beyond the rotor (Ro).

[0080] According to this structure, the oil flowing through the friction engagement device (CL2) into the first region (98) can flow to the second axial side (L2) of the tubular section (31) beyond the rotor (Ro) through the outlet oil channel (94). This makes it possible to prevent the relatively hot oil flowing through the friction engagement device (CL2) from entering the rotating electric machine (MG).

[0081] It is preferred that the gearbox (TM) is still provided on the power transmission path (T), and that the friction engagement device (CL2) is arranged between the rotating electric machine (MG) and the gearbox (TM) on the power transmission path (T).

[0082] According to this structure, when the friction engagement device (CL2) is engaged during slippage to smooth out the difference between the rotational speed on the side of the rotating electric machine (MG) and the rotational speed on the side of the transmission (TM), for example at the start of the vehicle's journey, it is possible to suppress the occurrence of the situation in which the relatively hot oil, which has been heated by flowing through the friction engagement device (CL2), which generates heat through friction or similar means, flows into the cooling oil channel (P2). INDUSTRIAL APPLICABILITY

[0083] The technology disclosed herein can be used for the vehicle drive device which is provided with the engagement device, the rotating electric machine and the friction engagement device. Description of the reference symbols 13 Third through-hole (first oil channel) 30 Rotor carrier element 31 tubular support section (tubular section) 51A Toothing (engagement groove) 72 second outer tubular section (outer support element) 85 separating element 94 second oil channel 98 first area 99 second area CL1 first friction engagement device (engagement device) CL2 second friction engagement device (friction engagement device) E internal combustion engine I Input wave (input element) L axial direction L1 first axial side L2 second axial side M Intermediate shaft (output element) MG rotating electric machine P2 second cooling oil channel (cooling oil channel) Ro Rotor R1 radial inside T Power transmission path

Claims

[1] Vehicle drive device (1) comprising an engagement device (CL1), a rotating electric machine (MG) and a friction engagement device (CL2) on a power transmission path (T) connecting an input element (I) that is driveably coupled to an internal combustion engine (E) and an output element (M) that is driveably coupled to a wheel (W), wherein the engagement device (CL1), the rotating electric machine (MG) and the friction engagement device (CL2) are arranged in sequence starting from the input element side (I), in which the engagement device (CL1) and the friction engagement device (CL2) are arranged next to each other in an axial direction (L), the engagement device (CL1) and the friction engagement device (CL2) are arranged on a radial inner side (R1) of the rotating electric machine (MG) such that they overlap the rotating electric machine (MG) at least partially in a radial direction, the rotating electric machine (MG) has a rotor (Ro) and a rotor support element (30) that carries the rotor (Ro), the rotor support element (30) has a tubular section (31) which is arranged on the radial inside (R1) of the rotor (Ro), extends in the axial direction (L), and is formed into a tubular shape, and a cooling oil channel (P2) which is provided in an area in which the engagement device (CL1) is arranged and is configured such that oil for cooling the rotating electric machine (MG) flows through the cooling oil channel (P2), and an inflow suppression section (88) which is provided between the engagement device (CL1) and a friction element (61) of the friction engagement device (CL2) in the axial direction and is configured to suppress the occurrence of a situation in which oil that has passed through the friction engagement device (CL2) flows into the cooling oil channel (P2) within the tubular section (31) are provided. [2] Vehicle drive device according to claim 1, wherein a first area (98), into which the oil flowing through the friction engagement device (CL2) flows, and a second area (99), into which the oil flowing through the cooling oil channel (P2) flows, are formed side by side in the axial direction (L) on an inner circumferential surface of the tubular section (31), and the inflow suppression section (88) has a separating element (85) that separates the first area (98) and the second area (99) from each other. [3] Vehicle drive device according to claim 2, wherein the cooling oil channel (P2) is formed by the separating element (85) and a component of the engagement device (CL1). [4] Vehicle drive device according to claim 2 or 3, wherein, assuming that a first axial side (L1) is a side on which the engagement device (CL1) is arranged relative to the friction engagement device (CL2) in the axial direction (L), a tubular outer support element (72) which carries a friction element (61) of the friction engagement device (CL2) from a radial outer side (R2) is arranged on the radial inner side (R1) of the tubular section (31), and the outer support element (72) is supported by the separating element (85) from the first axial side (L1). [5] Vehicle drive device according to one of claims 2 to 4, wherein, assuming that a second axial side (L2) is a side on which the friction engagement device (CL2) is arranged relative to the engagement device (CL1) in the axial direction (L), a tubular outer support element (72) which carries a friction element (61) of the friction engagement device (CL2) from a radial outer side (R2) is arranged on the radial inner side (R1) of the tubular section (31), the outer support element (72) is formed into a tubular shape and is constructed by an element that is independent of the tubular section (31), and a second oil channel (94) through which the oil flowing into the first area (98) flows to the second axial side (L2) is formed between the inner circumferential surface of the tubular section (31) and an outer circumferential surface of the outer support element (72). [6] Vehicle drive device according to one of claims 2 to 5, wherein a groove (51A) extending in the axial direction (L) is formed on the inner circumferential surface of the tubular section (31), a friction element (41) of the engagement device (CL1) engages with the engagement groove (51A) from the radial inside (R1), and a diameter of an outer circumferential surface of the separating element (85) is equal to or greater than an outer diameter of a recess of the engagement groove (51A). [7] Vehicle drive device according to any one of claims 2 to 6, wherein a first oil channel (13), through which the oil from the second area (99) flows towards the rotating electric machine (MG), is formed in the tubular section (31), and an inlet of the first oil channel (13) to the second area (99) is open. [8] Vehicle drive device according to one of claims 2 to 7, in which, assuming that a second axial side (L2) is a side on which the friction engagement device (CL2) is arranged relative to the engagement device (CL1) in the axial direction (L), an outlet oil channel (94) through which the oil is discharged from the first area (98) is formed on the second axial side (L2) of the tubular section (31) extending beyond the rotor (Ro). [9] Vehicle drive device according to any one of claims 1 to 8, wherein a gearbox (TM) is still provided on the power transmission path (T), and the friction engagement device (CL2) is arranged between the rotating electric machine (MG) and the gearbox (TM) on the power transmission path (T).

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