JP2001206085A - Transmission of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To use a relatively large electric drive motor without interference between an engine and a floor panel or the like and surely provide a reduction gear ratio. SOLUTION: Engine output is changed by a continuously variable transmission mechanism 5 and transmitted to a final reduction gear 20 through a first power transmission system 10 and then to right and left driving wheels RW and LW through the final reduction gear 20. An electric drive motor EM through which a right axle shaft RA is inserted is arranged on the shaft RA coaxially, a planetary speed reduction gear 30 connected coaxially to the output shaft Ms is arranged for transmitting the output of the electric drive motor EM, the speed of which is reduced by the planetary speed reduction gear 30 is transmitted to the final reduction gear 20 through a second power transmission system 40.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle for driving a vehicle by transmitting an engine output to wheels via a transmission.
The present invention relates to a hybrid vehicle configured to be capable of driving by a drive motor arranged in parallel with an engine.

[0002]

2. Description of the Related Art Hybrid vehicles which are driven by both driving of an engine and driving of an electric motor are being put to practical use for the purpose of improving the fuel efficiency of the engine and purifying exhaust gas. As such a hybrid vehicle, for example, there is one disclosed in Japanese Patent Application Laid-Open No. Hei 10-324177. The vehicle includes an engine, a belt-type continuously variable transmission connected to an output shaft of the engine via a torque converter, and a second motor generator connected to a power transmission system on the output side of the continuously variable transmission. It has. In this vehicle, the normal driving is performed by transmitting the engine driving force to the wheels by changing the speed by an infinitely variable transmission. When the vehicle is temporarily stopped, the engine is also temporarily stopped. The wheels are driven by a motor generator. Note that, when the vehicle is restarted in this way, the engine is restarted by the first motor generator, and after the vehicle starts running, the driving is switched to driving by the engine.

In the hybrid vehicle having the above configuration,
A second motor generator is arranged beside the engine, and the output shaft of the second motor generator is connected to the output of the continuously variable transmission by a final reduction gear (generally, a reduction gear and a differential mechanism (differential mechanism)). And a counter shaft that constitutes a power transmission system for transmitting power to the motor. FIG. 7 shows the positional relationship of each shaft in this configuration. When the center axis O1 of the engine crankshaft (the torque converter TC is disposed coaxially with this shaft and the transmission input shaft is coaxially connected), the electric Center axis O2 of output shaft of drive motor (second motor generator) M
And the central axis O3 of the output shaft of the final reduction gear (which is connected to the left and right axle shafts) is located as shown in the figure. Since the electric drive motor M is fixed to the side of the engine, in this configuration, the housing of the engine and the transmission coupled to the engine (particularly, the housing of the portion where the torque converter TC is disposed) and Therefore, there is a problem that only a small electric drive motor can be provided to avoid interference.

[0004]

In order to avoid such a problem of interference, as shown in FIG. 8, the center axis O2 of the electric drive motor M, that is, the axial position of the countershaft to which the electric motor M is connected is set to the engine crankshaft. Central axis O1
Away from However, in this case, there is a problem that the electric drive motor M protrudes largely to the side. Therefore, for example, when the engine is disposed horizontally in an FF vehicle, there is a problem that the protruding electric drive motor M interferes with the passenger compartment floor panel FP.

In order to solve such a problem of interference, the electric drive motor is formed to be hollow, and either the left or right axle shaft extending from the final reduction gear (differential mechanism) is inserted through the hollow space of the electric drive motor. It is conceivable to adopt a configuration in which the electric drive motor is disposed coaxially on the axle shaft. The axial positional relationship in this case is shown in FIG. 9, and the center axis O3 of the output shaft of the final reduction gear (this is connected to the left and right axle shafts)
An electric drive motor M is disposed coaxially with the motor. In this case, it is necessary to transmit the drive rotation of the electric drive motor M to the input member of the final reduction gear, and the drive gear GV disposed on the output shaft of the electric drive motor M and the counter shaft (center shaft O2 ), And a driven gear GN that meshes with the drive gear GV. At this time, as can be seen from the figure, the driven gear GN can use only a small gear to prevent interference with the housing of the torque converter TC, etc.
The configuration is such that the rotation of the electric drive motor M is increased and transmitted to the counter shaft, and there is a problem that a reduction ratio required for driving the electric drive motor M cannot be secured.

It is considered that this problem can be solved by disposing the counter shaft away from the engine as shown in FIG. In this case, the driven gear GN can be made larger than the drive gear GV to secure a sufficient reduction ratio. However, since the driven gear GN moves away from the engine to the side and its diameter increases, the side of the transmission There is a problem that the amount of protrusion to the projection increases. Therefore, for example, F
In the case of disposing the engine horizontally in the F-vehicle, the portion of the driven gear GN protruding in this way is the vehicle floor panel FP.
The problem of interference occurs.

The present invention has been made in view of the above problems, and it is possible to use a relatively large electric drive motor without causing the above-described interference problem, and to secure a necessary reduction ratio. It is an object of the present invention to provide a power transmission device for a hybrid vehicle having a configuration that allows the power transmission.

[0008]

In order to achieve the above object, according to the present invention, there is provided a transmission (for example, a belt-type continuously variable transmission mechanism 5 in the embodiment) for changing the engine output and transmitting the same. A final reduction device that is disposed between driving wheels (for example, left and right wheels RW, LW in the embodiment) and transmits driving force to left and right axle shafts that are connected to the left and right driving wheels; A first power transmission system for transmitting to the device, and an electric drive motor which is coaxially disposed on the axle shaft by passing one of the left and right axle shafts through the hollow space. A planetary speed reducer comprising a planetary gear connected coaxially to the output shaft of the motor and disposed through one of the axle shafts; A power transmission device for a hybrid vehicle configured to output the electric drive motor is decelerated by the reduction gear and a second power transmission system that transmits to the final reduction gear.

When the power transmission device having such a configuration is used, first, since the electric drive motor is disposed on the axle shaft, there is no problem of interference with the engine and the vehicle floor panel. It can be installed without any problems. Further, since the planetary reducer is disposed coaxially with the electric drive motor and coaxially on the axle shaft, a large reduction ratio can be secured by the planetary reducer. Therefore, it is not necessary to dispose the counter shaft apart from the side as in the related art, and the problem of interference with the passenger compartment floor panel does not occur.

The sun gear element (for example, the second sun gear 31 in the embodiment) among the three elements including the sun gear element, the carrier element and the ring gear element constituting the planetary speed reducer is connected to the output shaft of the electric drive motor. The carrier element (for example, the second carrier 32 in the embodiment) is fixed and held, and the ring gear element (for example, the second ring gear 34 in the embodiment) is part of the first power transmission system (for example, the countershaft 1 in the embodiment).
The power transmission device according to the present invention can be configured by being connected to an input rotary member (for example, the final reduction drive gear 21 in the embodiment) of the final reduction device via 5). This makes it possible to secure the required reduction ratio with a simple configuration.

[0011] Of the three elements comprising the sun gear element, the carrier element and the ring gear element constituting the planetary reduction gear, the sun gear element (for example, the second sun gear 31 in the embodiment) is connected to the output shaft of the electric drive motor; A final reduction gear is connected to a carrier element (for example, the second carrier 32 in the embodiment) through a hollow connection member (for example, the connection member 45 in the embodiment) that is coaxially arranged by inserting one of the axle shafts. Input rotary member (for example, the final reduction driven gear 2 in the embodiment)
2), the ring gear element (for example, the second ring gear 34 in the embodiment) is connected to a part of the first power transmission system (for example, the countershaft 15 in the embodiment), and the input rotary member (for example, the final reduction gear). Alternatively, the power transmission device according to the present invention can be configured by being connected to the final reduction drive gear 21) in the embodiment. Accordingly, it is not necessary to fix and hold any of the three elements, the load acting on the housing is reduced, and the load on the housing strength is reduced.

[0012]

Preferred embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows a configuration example of a power transmission device for a hybrid vehicle according to the present invention. The power transmission device TM is connected to the output side end of the engine EG and disposed, and left and right wheels RW, LW are attached to a pair of left and right axle shafts RA, LA extending left and right from the power transmission device TM. This vehicle is FF
The vehicle is a driving or RR driving type vehicle, and the engine is disposed such that the crankshaft Es of the engine EG extends in the vehicle width direction, that is, the vehicle is disposed horizontally. FIG. 2 shows the positional relationship between the shafts of the engine EG and the power transmission device TM at this time, which will be described with reference to FIGS.

A planetary type forward / reverse switching mechanism 2 is disposed on a crankshaft Es of the engine EG via a damper mechanism 1, and the rotation of the engine EG is switched between forward and reverse (forward rotation or reverse rotation). Is transmitted to the transmission input shaft 3 of the belt-type continuously variable transmission mechanism 5 (switching to the side rotation). The crankshaft Es, the damper mechanism 1, the forward / reverse switching mechanism 2, and the transmission input shaft 3 are coaxially located, and the center axis position thereof is indicated by reference numeral O11 in FIG. The belt-type continuously variable transmission mechanism 5 includes a driving pulley 5a disposed on the transmission input shaft 3, a driven pulley 5b disposed on the transmission output shaft 4 (center axis O12), and both pulleys. It is composed of a metal V-belt 5c stretched between 5a and 5b, and the speed ratio can be steplessly controlled by variably adjusting the pulley width of both pulleys 5a and 5b.

A transmission clutch 6 is provided on the transmission output shaft 4 coaxially with the transmission output shaft 4. The first gear 1 is connected to the transmission output shaft 4 removably via the transmission clutch 6.
1 is rotatably disposed on the transmission output shaft 4. The first gear 11 is provided with a counter shaft 15 (central axis O13) disposed in parallel with the transmission output shaft 4.
A first power transmission system that meshes with a second gear 12 connected and arranged above the transmission, and transmits the output of the transmission to the final reduction gear by the start clutch 6, the first and second gears 11, 12 and the counter shaft 15. 10 are configured.

A final reduction drive gear 21 is connected to the counter shaft 15.
The final reduction gear 20 is constituted by the member and the member meshing therewith. As shown in detail in FIG. 3, the final reduction gear 20 includes a final reduction driven gear 22 (center shaft O <b> 14) that meshes with the final reduction drive gear 21, and a planetary gear type differential mechanism provided in the final reduction driven gear 22. 25.
The differential mechanism 25 includes a first ring gear 26 (central shaft O) integrally formed on the inner peripheral surface of the final reduction driven gear 22.
14) so that the first pinion gear 28 meshes with the first ring gear 26 and revolves around the central axis O14.
Carrier 27 (central axis O1) that rotatably supports
4) and a first sun gear 29 rotatably arranged about the central axis O14 and meshing with the first pinion gear 28. The first carrier 27 is connected to the left axle shaft LA, and the first sun gear 29 is connected to the right axle shaft RA.

In this power transmission device TM, an electric drive motor EM is disposed coaxially (center axis O14) on the right axle shaft RA. The electric drive motor EM has a hollow space SP extending through the central axis, and the right axle shaft RA extends through the hollow space SP. The output shaft Ms of the electric drive motor EM is also hollow and has the right axle shaft RA inserted therethrough.
A planetary speed reducer 30 is disposed coaxially with (s center axis O14). Planetary reducer 30
A second sun gear 31 coaxially coupled to the output shaft Es of the electric drive motor EM, and a second sun gear 31 rotatably supporting the second pinion gear 33 so as to mesh with the second sun gear 31 and revolve around the central axis O14. A second carrier 32 (central axis O14) and a second pinion gear rotatably disposed about the central axis O14 and meshing with the second pinion gear 33.
And a ring gear 34. The second carrier 32 is fixed to and held by the transmission housing H. Also, the second sun gear 31 is formed hollow,
A right axle shaft RA extends through the inside.

A third gear 4 is provided on the outer periphery of the second ring gear 34.
1 is formed and meshes with the fourth gear 42 which is connected and arranged on the counter shaft 15 described above. For this reason,
The output rotation of the electric drive motor EM is controlled by the planetary speed reducer 30.
After being decelerated by the third and fourth gears 41 and 42
, And is transmitted to the final reduction gear 20 by driving the final reduction drive gear 21. The speed is reduced by the final reduction gear trains 21 and 22 and transmitted to the first ring gear 26 of the differential mechanism 25,
In the differential mechanism 25, the power is divided and transmitted to the left and right axle shafts RA and LA, and the left and right wheels R
W and LW are driven to rotate. As can be seen from this configuration,
Third gear 41, fourth gear 42 and counter shaft 1
5 constitutes a second power transmission system.

In the above configuration, the electric drive motor E
Since the M is disposed coaxially on the right axle shaft RA, there is no problem of interference between the electric drive motor EM and the engine EG or the interior floor panel FP, and the large size electric drive The motor can be installed without any problem. Further, a large reduction ratio can be ensured by the planetary reducer 30 disposed coaxially with the electric drive motor EG. Therefore, it is necessary to dispose the counter shaft 15 apart from the side as in the related art. Therefore, there is no problem of interference between the portion including the gears disposed on the counter shaft 15 and the vehicle interior floor panel FP.

In the planetary speed reducer 30,
The sun gear 31 is connected to the output shaft Ms of the electric drive motor EM, the carrier 32 is fixed and held, and the rotation of the ring gear 34 is transmitted from the second power transmission system to the final reduction gear 20 via a part of the first power transmission system. With this configuration, the planetary speed reducer 30 has a simple configuration, and a necessary and sufficient reduction ratio can be ensured.

FIG. 4 is a speed diagram showing a power transmission path in the power transmission device TM having the above-described configuration. The power transmission path will be described below with reference to FIG. 1 and FIGS. First, when the vehicle is driven to be driven by the engine EG, the output rotation of the engine EG is switched by the forward / reverse switching mechanism 2 and then is shifted by the continuously variable transmission mechanism 5 to be transmitted to the starting clutch 6. Then, power transmission control is performed and transmitted to the final reduction gear 20 via the first power transmission system 10. Then, after being decelerated by the final reduction gears 21 and 22 in the final reduction gear 20, the transmission is transmitted to the differential mechanism 25, divided into right and left by the differential mechanism 25, and left and right wheels RW and LW via the left and right axle shafts RA and LA. To be driven to rotate.

On the other hand, when the vehicle is driven and driven by the electric drive motor EM, the second sun gear 31 is rotated at the rotation speed n1 by receiving the output rotation of the electric drive motor EM.
Then, as shown, the rotation n1 of the second sun gear 31 is n
2 and is transmitted to the second ring gear 33. In this velocity diagram, the vertical axis indicates the number of revolutions, and the dimension a on the horizontal axis is the reciprocal of the number of teeth Ns of the second sun gear 31 (1
/ Ns), and the dimension b corresponds to the reciprocal (1 / Nr) of the number Nr of teeth of the second ring gear 34. After being decelerated by the planetary speed reducer 30 in this manner, the second power transmission system 4
0, that is, transmitted to the counter shaft 15 via the third and fourth gears 41 and 42, and is transmitted to the final reduction gear 20 by driving the final reduction drive gear 21, and is transmitted to the final reduction gear train 21.
22 after being decelerated by the differential mechanism 2
5 and transmitted to the left and right axle shafts RA and LA in the differential mechanism 25 to rotate the left and right wheels RW and LW.

Next, a second preferred embodiment according to the present invention will be described. This power transmission device corresponds to the engine E in the power transmission device TM shown in FIG.
It has the same configuration as the power transmission path configuration from G to the starting clutch 6, and a description of this portion will be omitted. Further, a first gear 11 removably connected to the transmission output shaft 4 via the starting clutch 6 is connected to a counter shaft 15 (central axis O13) disposed in parallel with the transmission output shaft 4. The first power transmission system 10 is configured by the start clutch 6, the first and second gears 11, 12 and the counter shaft 15 so as to mesh with the second gear 12 provided. The description for the same is omitted. For this reason, FIG. 5 shows the configuration of a portion different from the configuration shown in FIG. 1, and the second embodiment will be described with reference to FIG. In the second embodiment, the same parts as those in the first embodiment described above are denoted by the same reference numerals and described.

The final reduction drive gear 21 is connected to the counter shaft 15.
The final reduction gear 20 is constituted by the member and the member meshing therewith. The final reduction gear 20 has the same configuration as the final reduction gear according to the first embodiment shown in FIGS. 1 and 3, and includes final reduction gear trains 21 and 22 and a differential mechanism 25.

Also in this power transmission device TM, an electric drive motor EM is coaxially (central axis O14) disposed on the right axle shaft RA. The electric drive motor EM has a hollow space SP extending through the central axis, and the right axle shaft RA extends through the hollow space SP. The output shaft Ms of the electric drive motor EM is also hollow and has the right axle shaft RA inserted therethrough.
A planetary speed reducer 30 'is disposed coaxially with the s (center axis O14).

The planetary speed reducer 30 'has a second sun gear 31 coaxially coupled to an output shaft Es of the electric drive motor EM.
And the central shaft O14 while meshing with the second sun gear 31.
A second carrier 32 (central axis O14) rotatably supporting the second pinion gear 33 so as to revolve around the shaft, and a second carrier 32 rotatably disposed about the central axis O14 and meshing with the second pinion gear 33. And a two-ring gear 34. Then, the second carrier 32 is inserted through the right axle shaft RA and coaxial therewith (the center axis O1).
4) and is connected to the final reduction driven gear 22 (that is, the first ring gear 26 constituting the differential mechanism 25) via a rotatable connection member 45.

A third gear 4 is provided on the outer periphery of the second ring gear 34.
1 is formed and meshes with the fourth gear 42 which is connected and arranged on the counter shaft 15 described above. For this reason,
The output rotation of the electric drive motor EM is controlled by the planetary speed reducer 30.
At this time, the rotation of the second ring gear 34 is transmitted to the counter shaft 15 via the third and fourth gears 41 and 42 to drive the final reduction drive gear 21 and to the final reduction device 20. You. At the same time, the rotation of the second carrier 32 is transmitted to the final
To the final reduction gear 25. The rotational driving force of the electric drive motor EM transmitted in this manner is applied to the left and right axle shafts R in the differential mechanism 25.
A and LA are divided and transmitted to rotate left and right wheels RW and LW.

In the above configuration, the electric drive motor E
Since the M is disposed coaxially on the right axle shaft RA, there is no problem of interference between the electric drive motor EM and the engine EG or the interior floor panel FP, and the large size electric drive The motor can be installed without any problem. Further, a large reduction ratio can be ensured by the planetary reducer 30 disposed coaxially with the electric drive motor EG. Therefore, it is necessary to dispose the counter shaft 15 apart from the side as in the related art. Therefore, there is no problem of interference between the portion including the gears disposed on the counter shaft 15 and the vehicle interior floor panel FP.

In the planetary speed reducer 30,
The sun gear 31 is connected to the output shaft Ms of the electric drive motor EM, and the carrier 32 is connected via the connecting member 45 to the final reduction gear 2.
0 is transmitted to the final reduction driven gear 22, and the rotation of the ring gear 34 is transmitted from the second power transmission system to the final reduction drive gear 21 of the final reduction device 20 via a part of the first power transmission system. However, with this configuration, the planetary reduction gear 30 has a simple configuration and can secure a necessary and sufficient reduction ratio. At the same time, as compared with the first embodiment, there is no need to fix and hold the second carrier 32, so that the strength load on the housing H for fixing and holding the second carrier 32 is reduced.

FIG. 6 is a speed diagram showing a power transmission system in the power transmission device TM having the above configuration. The power transmission path will be described below with reference to FIG. 1 and FIGS. First, when the vehicle is driven and driven by the engine EG, the output rotation of the engine EG is switched by the forward / reverse switching mechanism 2 and then is shifted by the continuously variable transmission mechanism 5 to be transmitted to the starting clutch 6. Then, power transmission control is performed and transmitted to the final reduction gear 20 via the first power transmission system 10. Then, after being decelerated by the final reduction gears 21 and 22 in the final reduction gear 20, the left and right wheels RW and L are divided by the differential mechanism 25 into left and right via left and right axle shafts RA and LA.
It is transmitted to W to rotate it.

On the other hand, when the vehicle is driven and driven by the electric drive motor EM, the second sun gear 31 is rotationally driven at the rotation speed n1 in response to the output rotation of the electric drive motor EM.
Then, as shown, the rotation n3 of the second sun gear 31 is n
4 and transmitted to the second carrier 32, and at the same time reduced to n5 and transmitted to the second ring gear 33.
Also in this velocity diagram, the vertical axis indicates the number of revolutions, the dimension a on the horizontal axis corresponds to the reciprocal (1 / Ns) of the number of teeth Ns of the second sun gear 31, and the dimension b is the teeth of the second ring gear 34. It corresponds to the reciprocal (1 / Nr) of the number Nr.

After being decelerated by the planetary speed reducer 30 as described above, the rotation n5 of the second ring gear 34 is transmitted to the counter shaft 15 via the second power transmission system 40, ie, the third and fourth gears 41 and 42. The drive is transmitted to the final reduction gear 20 by driving the final reduction drive gear 21, and is transmitted to the differential mechanism 25 after being reduced by the final reduction gear trains 21 and 22. On the other hand, the rotation n4 of the second carrier 32 is transmitted to the final
And transmitted to the differential mechanism 25 as it is. Then, in the differential mechanism 25, the transmission is divided and transmitted to the left and right axle shafts RA, LA to rotate the left and right wheels RW, LW.

In the above configuration, the differential mechanism 25 is of a planetary type. However, the present invention is not limited to this configuration, and a differential gear composed of four well-known bevel gears may be used. May be. Further, instead of using the damper mechanism 1 and the starting clutch 6, a torque converter may be used. Further, the transmission mechanism is not limited to a belt-type continuously variable transmission, but may be another type of continuously variable transmission or a gear-type continuously variable transmission.

[0033]

As described above, according to the present invention,
An electric drive motor is arranged coaxially on one of the left and right axle shafts, a planetary reducer is arranged coaxially on the output shaft of the electric drive motor, and the output of the electric drive motor is reduced by the planetary reducer. The power transmission device of the hybrid vehicle is configured to transmit the power to the final reduction gear.Therefore, since the electric drive motor is arranged on the axle shaft, there is no problem of interference with the engine or the cabin floor panel. Even a large-sized electric drive motor can be installed without any problem. Further, since the planetary reducer is disposed coaxially with the electric drive motor and coaxially on the axle shaft, a large reduction ratio can be secured by the planetary reducer. Therefore, it is not necessary to dispose the counter shaft apart from the side as in the related art, and the problem of interference with the passenger compartment floor panel does not occur.

The sun gear element, the sun gear element, the carrier element and the ring gear element constituting the planetary speed reducer is connected to the output shaft of the electric drive motor, the carrier element is fixed and held, and the ring gear element is (1) The power transmission device according to the present invention can be configured by being connected to the input rotation member of the final reduction gear via a part of the power transmission system. This makes it possible to secure the required reduction ratio with a simple configuration.

The sun gear element of the sun gear element, the carrier element and the ring gear element constituting the planetary speed reducer is connected to the output shaft of the electric drive motor, and the carrier element is connected to one of the axle shafts. The ring gear element is connected to the input rotary member of the final reduction gear through a part of the first power transmission system through the hollow coupling member that is inserted through and is coaxially arranged, and the ring gear element is connected to the input rotary member of the final reduction gear through a part of the first power transmission system. Thus, the power transmission device according to the present invention can be configured. In this case, it is not necessary to fix and hold any of the above three elements, the load acting on the housing is reduced, and the load on the housing strength is reduced.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing a configuration of a power transmission device for a hybrid vehicle according to the present invention.

FIG. 2 is a schematic diagram illustrating a relationship between a center axis position of a component of the power transmission device and a vehicle body in a vehicle equipped with the power transmission device.

FIG. 3 is a skeleton diagram showing a part of the power transmission device in an enlarged manner.

FIG. 4 is a velocity diagram showing a power transmission path of the power transmission device.

FIG. 5 is a skeleton diagram showing an enlarged part of a power transmission device according to a different example of the present invention.

FIG. 6 is a velocity diagram showing a power transmission path of a power transmission device according to another example of the present invention.

FIG. 7 is a schematic diagram showing a positional relationship of components in a conventional power transmission device.

FIG. 8 is a schematic diagram showing a positional relationship of components in a second conventional power transmission device.

FIG. 9 is a schematic diagram showing a positional relationship between components in a third conventional power transmission device.

FIG. 10 is a schematic diagram showing a positional relationship of components in a fourth conventional power transmission device.

[Explanation of symbols]

 Reference Signs List 5 belt-type continuously variable transmission mechanism 10 first power transmission system 20 final reduction gear 21 final reduction drive gear 22 final reduction driven gear 30 planetary reducer 31 second sun gear 32 second carrier 34 second ring gear 40 second power transmission system 45 Connection member EG engine EM Electric drive motor RA, LA Right and left axle shaft RW, LW Right and left wheels

Claims (3)

[Claims] 1. A transmission that changes the engine output and transmits the output, and a final reduction device that is disposed between the left and right drive wheels and transmits a driving force to left and right axle shafts that are connected to the left and right drive wheels. A first power transmission system for transmitting an output of the transmission to the final reduction gear; and a coaxially disposed on one of the left and right axle shafts through one of the left and right axle shafts. An electric drive motor, a planetary reducer connected to the output shaft of the electric drive motor coaxially and having one of the axle shafts inserted therethrough, and a planetary gear reducer, wherein the speed is reduced by the planetary reducer. And a second power transmission system for transmitting an output of the electric drive motor to the final reduction gear. 2. A sun gear element of a sun gear element, a carrier element and a ring gear element constituting the planetary speed reducer is connected to an output shaft of the electric drive motor, and the carrier element is fixedly held. The power transmission device according to claim 1, wherein a ring gear element is connected to an input rotation member of the final reduction gear via a part of the first power transmission system. 3. A sun gear element of a sun gear element, a carrier element, and a ring gear element constituting the planetary speed reducer, wherein a sun gear element is connected to an output shaft of the electric drive motor, and the carrier element is one of the one or more. Is connected to the input rotary member of the final reduction gear through a coaxially disposed hollow coupling member, and the ring gear element is connected to the final reduction gear through a part of the first power transmission system. The power transmission device according to claim 1, wherein the power transmission device is connected to an input rotation member of the device.