Vehicle drive system

Abstract

To provide a system for driving a vehicle which enables reduction in weight and the number of components of the system.SOLUTION: There is provided a system for driving a vehicle which comprises a motor 10 and an engine 20 and travels using at least one drive force of the motor 10 and the engine 20, the drive system of the vehicle comprises: a first rotation shaft 31 which is connected to the motor 10; a first transmission mechanism 11 which decelerates rotation of the first rotation shaft 31 and transmits the decelerated rotation to a second rotation shaft 32; and a second transmission mechanism 12 which decelerates rotation of the second rotation shaft 32 and transmits the decelerates rotation to an axle. The engine 20 is connected to the first rotation shaft 31 through a second clutch 52 which continues or interrupts transmission of rotation. The first transmission mechanism 11 includes: a first gear train 41 which changes rotational speed of the motor 10 to be transmitted to the second rotation shaft 32; a second gear train 42 which changes the rotational speed of the engine 20 to be transmitted to the second rotation shaft 32; and a first clutch 51 which switches between the first gear train 41 and the second gear train 42.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle drive system. [Background technology]

[0002] Patent Document 1 discloses an electric vehicle equipped with an engine, a generator motor that generates electricity using the driving force of the engine, and a traction motor that is driven by the electricity generated by the generator motor. This electric vehicle is configured to be switchable, using a clutch and a gear train, between a series hybrid mode in which the traction motor is driven using electricity generated by the driving force of the engine, and an engine direct drive mode in which the vehicle travels by transmitting the driving force of the engine to the drive wheels. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-20599 Summary of the Invention [Problem to be solved by the invention]

[0004] The electric vehicle described in Patent Document 1 is equipped with a two-shaft transmission mechanism that transmits the rotation of the traction motor to the drive wheels, a three-shaft transmission mechanism that transmits the rotation of the engine to the generator motor, and a two-shaft transmission mechanism that transmits the rotation of the engine to the drive wheels. Therefore, the inclusion of these multiple transmission mechanisms not only increases the weight, but also increases the number of parts, resulting in an increase in the size of the drive system.

[0005] SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle drive system that can reduce weight and the number of parts. [Means for solving the problem]

[0006] According to one aspect of the present invention, the present invention is applied to a drive system of a vehicle that includes a motor and an engine and runs on the driving force of at least one of the motor and the engine. One end The transmission includes a first rotating shaft connected to the first rotating shaft, a first speed change mechanism that reduces the rotation speed of the first rotating shaft and transmits it to the second rotating shaft, and a second speed change mechanism that reduces the rotation speed of the second rotating shaft and transmits it to the axle. the other end The engine is connected to the first transmission mechanism via a second clutch that interrupts the transmission of rotation. The gearbox is configured with a first gear supported on a first rotating shaft so as to be relatively rotatable, and a second gear fixed to a second rotating shaft, and rotates the first rotating shaft at a first reduction ratio. a first gear train that transmits power to the second rotating shaft; The gearbox is configured with a third gear supported on the first rotating shaft so as to be relatively rotatable, and a fourth gear fixed to the second rotating shaft, and rotates the first rotating shaft at a second reduction ratio which is smaller than the first reduction ratio. The transmission includes a second gear train that transmits power to a second rotating shaft, and a first clutch that switches between the first gear train and the second gear train. The second transmission mechanism includes a third gear train consisting of a fifth gear fixed to the second rotating shaft and a sixth gear fixed to the differential of the axle. [Effects of the Invention]

[0007] According to the present invention, a vehicle includes a first rotating shaft, a second rotating shaft, and an axle, and includes a first gear train between the first and second rotating shafts that transmits the rotation of the motor to the second rotating shaft, and a second gear train that transmits the rotation of the engine to the second rotating shaft. As a result, since it is composed of three rotating shafts and two gear trains, it is possible to transmit the rotation of the motor and engine to the drive wheels and run without increasing the number of parts or weight. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a configuration diagram of a vehicle drive system according to an embodiment of the present invention. [Figure 2] FIG. 2 is an explanatory diagram of a running state of the drive system. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings.

[0010] FIG. 1 is a configuration diagram of a vehicle drive system 1 according to an embodiment of the present invention.

[0011] The drive system 1 of this embodiment is mounted on a vehicle to drive the vehicle. The drive system 1 includes a motor 10, an engine 20, a first transmission mechanism 11, a second transmission mechanism 12, and a control device 80.

[0012] The motor 10 is driven by power supplied from a battery and an inverter device (not shown), and transmits the rotation to the first rotating shaft 31. The motor 10 also functions as a generator that regenerates (generates electricity) when driven by the rotation of the first rotating shaft 31. The rotor shaft (rotating shaft) of the motor 10 is coaxially connected to the first rotating shaft 31 and rotates together with the first rotating shaft 31.

[0013] The engine 20 is an internal combustion engine such as a gasoline engine. The crankshaft of the engine 20 is coaxially connected to an engine-side rotating shaft 311 that is provided coaxially with the first rotating shaft 31. The engine-side rotating shaft 311 and the first rotating shaft 31 are connected to each other via a one-way clutch (second clutch) 52, which will be described in detail later, so that the transmission of rotation can be interrupted.

[0014] The first rotating shaft 31 has the motor 10 and the engine 20 disposed at both ends thereof facing each other. The first rotating shaft 31 transmits rotation to the second rotating shaft 32 via the first transmission mechanism 11. The first transmission mechanism 11 reduces the rotation of the first rotating shaft 31 and transmits it to the second rotating shaft 32.

[0015] The second rotating shaft 32 transmits the rotation transmitted from the first rotating shaft 31 via the first transmission mechanism 11 to the axle 33 via the second transmission mechanism 12. The second transmission mechanism 12 reduces the rotation of the second rotating shaft 32 and transmits it to the axle 33.

[0016] The axle 33 is connected to a driving wheel 70, and the rotation transmitted from the second rotating shaft 32 via the second transmission mechanism 12 is transmitted to the driving wheel 70, thereby causing the vehicle to travel.

[0017] The first rotating shaft 31, the second rotating shaft 32, and the axle 33 are arranged in parallel with each other.

[0018] The first transmission mechanism 11 includes a first gear train 41 and a second gear train 42 that reduce the rotation speed between the first rotating shaft 31 and the second rotating shaft 32. The first gear train 41 transmits the rotation of the first rotating shaft 31 to the second rotating shaft 32 at a predetermined first reduction ratio. The second gear train 42 transmits the rotation of the first rotating shaft 31 to the second rotating shaft 32 at a second reduction ratio that is smaller than that of the first gear train 41.

[0019] The first gear train 41 and the second gear train 42 are configured to be selectively switchable by a first clutch 51. The first clutch 51 switches between a first state in which the first gear train 41 is selected and the rotation of the first rotating shaft 31 is transmitted to the second rotating shaft 32, a second state in which the second gear train 42 is selected and the rotation of the first rotating shaft 31 is transmitted to the second rotating shaft 32, and a third state in which neither the first gear train 41 nor the second gear train 42 is selected and the rotation of the first rotating shaft 31 is not transmitted to the second rotating shaft 32. As will be described later, when the vehicle speed is less than a predetermined vehicle speed (e.g., 40 km / h), the first state using the first gear train 41 is selected, and when the vehicle speed is equal to or greater than the predetermined vehicle speed, the second state using the second gear train 42 is selected.

[0020] The second transmission mechanism 12 includes a third gear train 43 and a differential gear 35 between the second rotating shaft 32 and the axles 33. The third gear train 43 reduces the rotation of the second rotating shaft 32 at a third reduction ratio and transmits the rotation to the differential gear 35. The differential gear 35 transmits the rotation to the drive wheels 70 while allowing a difference in rotation between the left and right axles 33.

[0021] The control device 80 controls the operations of the motor 10, the engine 20, and the first clutch 51. The control device 80 switches the second clutch 52 of the first transmission mechanism 11 to one of a first state, a second state, and a third state depending on the state of the vehicle (vehicle speed, torque of the motor 10, torque of the engine 20, etc.).

[0022] Next, the structures of the first transmission mechanism 11 and the second transmission mechanism 12 will be described.

[0023] The first transmission mechanism 11 switches between the first gear train 41 and the second gear train 42 using the first clutch 51, thereby switching between slowing down the rotation of the first rotating shaft 31 at a first reduction ratio and transmitting it to the second rotating shaft 32, or slowing down the rotation of the first rotating shaft 31 at a second reduction ratio and transmitting it to the second rotating shaft 32.

[0024] In the first transmission mechanism 11, the first gear train 41 is made up of a first gear 41a supported on the first rotating shaft 31 via a bearing member B1 so as to be rotatable relative to the first rotating shaft 31, and a second gear 41c fixed to the second rotating shaft 32 and meshing with the first gear 41a. A first clutch gear 41b is formed integrally with the first gear 41a.

[0025] The second gear train 42 is composed of a third gear 42a supported on the first rotating shaft 31 via a bearing member B2 so as to be rotatable relative to the first rotating shaft 31, and a fourth gear 42c fixed to the second rotating shaft 32 and meshing with the third gear 42a. A second clutch gear 42b is formed integrally with the third gear 42a.

[0026] The first rotating shaft 31 is provided with a first clutch 51. The first clutch 51 is composed of a clutch hub 51c fixed to the first rotating shaft 31, a sleeve 51b configured to be movable in the axial direction on the outer periphery of the clutch hub 51c, and an actuator 51a that moves the sleeve 51b in the axial direction. The outer peripheries of the clutch hub 51c, the first clutch gear 41b, and the second clutch gear 42b are formed into cylindrical surfaces of the same diameter, and spline grooves parallel to each other in the axial direction are formed on the outer peripheries. The sleeve 51b engages with spline grooves formed on the outer peripheries of the clutch hub 51c, the first clutch gear 41b, and the second clutch gear 42b, respectively, and moves in the axial direction.

[0027] The actuator 51a moves the sleeve 51b in the axial direction toward the first gear 41a (left side in FIG. 1), thereby bringing about a state (first state) in which the clutch hub 51c and the first clutch gear 41b are connected by the sleeve 51b. The actuator 51a also moves the sleeve 51b in the axial direction toward the third gear 42a (right side in FIG. 1), thereby bringing about a state (second state) in which the clutch hub 51c and the second clutch gear 42b are connected by the sleeve 51b. The actuator 51a also moves the clutch hub 51c to the outer periphery of the sleeve 51b, thereby bringing about a neutral state (third state) in which the clutch hub 51c is not connected to either the first clutch gear 41b or the second clutch gear 42b.

[0028] The control device 80 controls the position of the actuator 51a to switch between the first state, the second state, and the third state.

[0029] In the first state, the clutch hub 51c and the first clutch gear 41b are connected to each other, and the rotation of the first rotating shaft 31 is transmitted to the second rotating shaft 32 via the first gear 41a and the second gear 41c. The reduction ratio (first reduction ratio) at this time is the gear ratio between the first gear 41a and the second gear 41c.

[0030] In the second state, the clutch hub 51c and the second clutch gear 42b are connected, and the rotation of the first rotating shaft 31 is transmitted to the second rotating shaft 32 via the third gear 42a and the fourth gear 42c. The reduction ratio (second reduction ratio) at this time is the gear ratio between the third gear 42a and the fourth gear 42c. The first reduction ratio is set to a reduction ratio (LO gear) greater than the second reduction ratio.

[0031] In the third state, the rotation of the first rotating shaft 31 is not transmitted to the second rotating shaft 32.

[0032] In this way, the first transmission mechanism 11 is configured to be able to switch between two reduction ratios, a first reduction ratio and a second reduction ratio, between the first rotating shaft 31 and the second rotating shaft 32, which are arranged in parallel.

[0033] Furthermore, in the first rotating shaft 31, the engine 20 has its crankshaft connected to the engine-side rotating shaft 311, and the engine-side rotating shaft 311 is connected to an end of the first rotating shaft 31 via the second clutch 52. The second clutch 52 is configured as a one-way clutch that does not transmit the rotation of the engine-side rotating shaft 311 from the first rotating shaft 31, but transmits the rotation of the engine-side rotating shaft 311 caused by the engine 20 to the first rotating shaft 31.

[0034] Therefore, when only the motor 10 is driven and the engine 20 is not driven, the rotation of the first rotating shaft 31 is not transmitted to the engine 20. Here, by starting the engine 20 and increasing the rotation speed of the engine 20 to be equal to or higher than the rotation speed of the first rotating shaft 31, the driving force of the engine 20 is transmitted to the first rotating shaft 31 via the second clutch 52, which is a one-way clutch. As a result, the driving force of the engine 20 is transmitted to the first rotating shaft 31, and the driving force is transmitted to the drive wheels 70 via the first transmission mechanism 11 and the second transmission mechanism 12. Note that, since the rotation of the motor 10 is not transmitted to the engine 20, the engine 20 is provided with a starter motor (not shown) for cranking the engine 20 to start it.

[0035] When the first clutch 51 is in the third state, the rotation of the engine 20 is transmitted only to the motor 10 via the first rotating shaft 31, and is not transmitted to the second rotating shaft 32. In this way, for example, when the vehicle is stopped, the motor 10 can generate electricity by being rotated by the driving of the engine 20.

[0036] The second transmission mechanism 12 reduces the rotation of the second rotating shaft 32 at a third reduction ratio of the third gear train 43 and transmits the rotation to the differential device 35.

[0037] The second transmission mechanism 12 includes a third gear train 43 between the second rotating shaft 32 and the differential device 35. The third gear train 43 includes a fifth gear 43a fixed to the second rotating shaft 32, and a sixth gear 43b fixed to the differential device 35 of the axle 33 and meshing with the fifth gear 43a. The rotation of the second rotating shaft 32 is transmitted to the differential device 35 by a third reduction ratio of the third gear train 43.

[0038] Next, the running of the vehicle using the drive system 1 configured as above will be described.

[0039] FIG. 2 is an explanatory diagram of a traveling state of the drive system 1 of this embodiment.

[0040] [Driving from the start of the vehicle to a specified speed] When starting the vehicle from a stopped state, the control device 80 switches the first transmission mechanism 11 to the first state, i.e., controls the actuator 51a of the first clutch 51 to switch the rotation of the first rotating shaft 31 to the second rotating shaft 32 via the first gear train 41, thereby driving the motor 10. As a result, the rotation of the motor 10 is transmitted from the first rotating shaft 31 through the first gear train 41 to the second rotating shaft 32, and the vehicle starts moving. At this time, the rotation of the first rotating shaft 31 is not transmitted to the engine 20 due to the second clutch 52, so the engine 20 can be kept stopped.

[0041] The control device 80 runs the vehicle in the first state using the driving torque of the motor 10 until the vehicle speed reaches a predetermined vehicle speed (for example, 40 km / h). This predetermined vehicle speed is set so that, when the driving torque of the engine 20 is transmitted via the second gear train 42, the predetermined vehicle speed can be achieved at a rotational speed (for example, 2000 rpm) of the engine 20 that is sufficient to prevent noise and vibration problems.

[0042] [Driving at or above the specified speed] When the vehicle speed reaches or exceeds a predetermined vehicle speed (dash-dotted line in FIG. 2), the control device 80 controls the actuator 51a of the first clutch 51 to switch the first transmission mechanism 11 from the first state to the second state. As a result, the rotation of the first rotating shaft 31 is transmitted to the second rotating shaft 32 at the second reduction ratio by the second gear train 42. Then, the engine 20 is started so that the rotation of the engine 20 is transmitted to the first rotating shaft 31.

[0043] At this time, when the rotation speed of engine 20 becomes higher than the rotation speed of first rotating shaft 31, second clutch 52, which is a one-way clutch, transmits the rotation of engine 20 to first rotating shaft 31. As a result, the drive torque of engine 20 becomes dominant over the drive torque of motor 10, and the vehicle can be driven by these drive torques. The second reduction ratio of second gear train 42 of first transmission mechanism 11 is set to a reduction ratio such that the rotation speed of engine 20 at a predetermined vehicle speed (40 km / h) is equal to or higher than a rotation speed (2000 rpm) that does not cause noise and vibration problems.

[0044] In addition, when traveling at a predetermined vehicle speed or above, in an operating condition in which the driving torque required for the vehicle to travel is sufficiently provided by the driving torque of motor 10 (for example, when the vehicle is not accelerating or decelerating on a flat road), engine 20 may be stopped and only the driving torque of motor 10 may be transmitted to drive wheels 70 via second gear train 42 to allow the vehicle to travel.

[0045] [Charging the battery] As described above, when engine 20 is started and the vehicle is running using the driving torque of engine 20, if the driving torque of engine 20 is sufficiently greater than the driving torque required for the vehicle to run, control device 80 sets motor 10 to a power generating state. This causes the driving torque that is the amount by which the driving torque of engine 20 exceeds the driving torque required for the vehicle to be transmitted to motor 10, allowing motor 10 to generate power while the vehicle is running. The generated power is charged into the battery.

[0046] [Continuous operation at low speed] For example, in a driving condition where a large driving torque is continuously required during low-speed driving, such as when driving uphill, the battery charge capacity may be insufficient to drive the motor 10. In such a case, the control device 80 starts the engine 20 and switches the first transmission mechanism 11 to the first state. This causes the rotation of the engine 20 to be transmitted to the second rotating shaft 32 at a first reduction ratio. In this way, the vehicle can be driven by the driving torque of the engine 20 during low-speed driving. At this time, the driving torque that is the amount by which the driving torque of the engine 20 exceeds the driving torque required for the vehicle to travel is transmitted to the motor 10, allowing the motor 10 to generate electricity.

[0047] [Vehicle slows down] When the vehicle decelerates, the rotation of the drive wheels 70 is transmitted from the axle 33 to the second rotating shaft 32 and the first rotating shaft 31, causing the motor 10 to rotate. At this time, the control device 80 sets the motor 10 to a power generating state. This causes the motor 10 to perform regeneration (power generation). At this time, if there is no need to accelerate the vehicle, the engine 20 is stopped. By causing the motor 10 to generate power, a brake torque is generated, allowing the vehicle to decelerate.

[0048] When the vehicle further decelerates and the vehicle speed falls below the predetermined vehicle speed, the control device 80 switches the first transmission mechanism 11 from the second state to the first state using the first clutch 51. As a result, the rotation of the drive wheels 70 is transmitted from the second rotating shaft 32 to the first rotating shaft 31 at the first reduction ratio, and the rotation of the motor 10 is accelerated more than at the second speed change ratio, thereby increasing the amount of power generation.

[0049] [Vehicle stops] When the vehicle is stopped, the control device 80 switches the first clutch 51 to the third state so that the rotation of the first rotating shaft 31 is not transmitted to the second rotating shaft 32. At this time, if the motor 10 needs to generate electricity because, for example, the battery capacity is insufficient, the control device 80 starts the engine 20 and sets the motor 10 to a power generating state. This allows the motor 10 to be driven by the rotation of the first rotating shaft 31 and generate electricity. The generated electricity is charged to the battery. Note that when there is no need to charge the battery or when the ignition key is set to off, the control device 80 stops the engine 20.

[0050] The embodiment of the present invention described above is a drive system 1 for a vehicle that includes a motor 10 and an engine 20 and runs on the drive force of at least one of the motor 10 and the engine 20. The drive system 1 includes a first rotating shaft 31 connected to the motor 10, a first transmission mechanism 11 that reduces the rotation of the first rotating shaft 31 and transmits it to a second rotating shaft 32, and a second transmission mechanism 12 that reduces the rotation of the second rotating shaft 32 and transmits it to an axle 33. The engine 20 is connected to the first rotating shaft 31 via a second clutch 52 that interrupts the transmission of the rotation, and the first transmission mechanism 11 includes a first gear train 41 that changes the speed of the rotation of the motor 10 and transmits it to the second rotating shaft 32, a second gear train 42 that changes the speed of the rotation of the engine 20 and transmits it to the second rotating shaft 32, and a first clutch 51 that switches between the first gear train 41 and the second gear train 42.

[0051] This configuration is composed of three shafts, namely, the first rotating shaft 31, the second rotating shaft 32, and the axle 33, and two gear trains, namely, the first gear train 41 and the second gear train 42. By switching between the first gear train 41 and the second gear train 42, the rotation of the motor 10 or the engine 20 can be output, so the number of parts and weight of the drive system 1 can be minimized, and the size can be made compact.

[0052] In this embodiment, the first transmission mechanism 11 is configured so that the speed ratio of the first gear train 41 is greater than the speed ratio of the second gear train .

[0053] In this configuration, when a large torque is required, such as when the vehicle starts moving, the first gear train 41, which has a large reduction ratio, is selected, and the vehicle can be started by driving the motor 10.

[0054] In this embodiment, the second clutch 52 is a one-way clutch that transmits the rotation of the engine 20 to the first rotating shaft 31 when the rotation speed of the engine 20 is higher than the rotation speed of the motor 10.

[0055] In this configuration, when the engine 20 is not driven, the rotation of the motor 10 is not transmitted to the engine 20, and the vehicle runs using the driving torque of the motor 10. When the engine 20 is driven, the rotation of the engine 20 is transmitted to the first rotating shaft 31, and the vehicle can run using the driving torque of the engine 20.

[0056] In addition, in this embodiment, when the vehicle starts, the first gear train 41 is selected by the first clutch 51 of the first transmission mechanism 11, and when the vehicle is traveling steadily at a speed equal to or greater than a predetermined speed, the second gear train 42 state is selected by the first clutch 51.

[0057] In this configuration, when the vehicle starts, the driving torque of the motor 10 is transmitted by the first gear train 41 with a large reduction ratio, allowing the vehicle to start, and when the vehicle is running steadily, the driving torque of the engine 20 is transmitted by the second gear train 42, allowing the vehicle to run.

[0058] In addition, in this embodiment, when the first gear train 41 is selected by the first clutch 51, the rotation of the engine 20 is transmitted to the first rotating shaft 31 via the second clutch 52, and the rotation of the engine 20 is transmitted to the second rotating shaft 32 by the first gear train 41.

[0059] In this configuration, for example, when traveling uphill, the rotation of the engine 20 is transmitted to the second rotating shaft 32 at the first reduction ratio, so that the vehicle can be driven at low speeds by the driving torque of the engine 20.

[0060] In this embodiment, the motor 10 and the engine 20 are disposed opposite each other on both ends of the first rotating shaft 31. In this configuration, the first transmission mechanism 11 can be disposed between the motor 10 and the engine 20, thereby making it possible to make the size of the drive system 1 compact.

[0061] In this embodiment, the first rotating shaft 31, the second rotating shaft 32, and the axle 33 are arranged in parallel to one another. In this configuration, the rotation of the motor 10 and the engine 20 can be transmitted to the drive wheels 70 after changing speed using only three shafts, making it possible to further reduce the size of the drive system 1.

[0062] The above describes embodiments of the present invention, but the configurations described in the above embodiments and each modified example only show some of the application examples of the present invention and are not intended to limit the technical scope of the present invention.

[0063] In the above-described embodiment, the first transmission mechanism 11 is configured such that the first gear train 41 and the second gear train 42 each reduce the speed of the rotation of the first rotating shaft 31 and transmit it to the second rotating shaft 32, but reduction is not necessarily required. It is sufficient that the first gear train 41 and the second gear train 42 are configured to change the speed of the rotation of the first rotating shaft 31 and transmit it to the second rotating shaft 32. Similarly, the second transmission mechanism 12 is configured to change the speed of the rotation of the second rotating shaft 32 and transmit it to the differential 35 of the axle 33. [Explanation of symbols]

[0064] 1: drive system, 10: motor, 11: first transmission mechanism, 12: second transmission mechanism, 20: engine, 31: first rotating shaft, 32: second rotating shaft, 33: axle, 41: first gear train, 42: second gear train, 51: first clutch, 52: second clutch, 80: control device

Claims

1. A drive system for a vehicle that includes a motor and an engine and runs on driving force from at least one of the motor and the engine, a first rotating shaft having one end connected to the motor; a first speed change mechanism that changes the speed of rotation of the first rotating shaft and transmits the rotation to a second rotating shaft; a second transmission mechanism that changes the speed of rotation of the second rotating shaft and transmits the rotation to an axle; Equipped with The engine is connected to the other end of the first rotary shaft via a second clutch that interrupts the transmission of rotation, the first transmission mechanism includes: a first gear train composed of a first gear supported rotatably relative to the first rotating shaft and a second gear fixed to the second rotating shaft, and transmitting rotation of the first rotating shaft to the second rotating shaft at a first reduction ratio; a second gear train composed of a third gear supported rotatably relative to the first rotating shaft and a fourth gear fixed to the second rotating shaft, and transmitting rotation of the first rotating shaft to the second rotating shaft at a second reduction ratio smaller than the first reduction ratio; and a first clutch that switches between the first gear train and the second gear train, the second transmission mechanism includes a third gear train including a fifth gear fixed to the second rotary shaft and a sixth gear fixed to a differential device of the axle; Vehicle drive system.

2. 2. A vehicle drive system according to claim 1, the second clutch is a one-way clutch that transmits the rotation of the engine to the first rotating shaft when the rotation speed of the engine exceeds the rotation speed of the motor. Vehicle drive system.

3. A drive system for a vehicle according to claim 1, The first transmission mechanism is When the vehicle starts moving, the first clutch selects the first gear train, When the vehicle is traveling at a steady speed equal to or higher than a predetermined speed, the second gear train is selected by the first clutch. Vehicle drive system.

4. A drive system for a vehicle according to claim 1, In the first transmission mechanism, when the first gear train is selected by the first clutch, the rotation of the engine is transmitted to the first rotating shaft via the second clutch, and the rotation of the engine is transmitted to the second rotating shaft by the first gear train. Vehicle drive system.

5. 2. A vehicle drive system according to claim 1, The first rotation shaft, the second rotation shaft, and the axle are arranged in parallel to each other. Vehicle drive system.

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