JP2011011706A - Drive unit for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance the layout properties of various pieces of equipment in an engine room by a compact constitution as a whole while appropriately setting the reduction ratio of a motor in a hybrid vehicle loaded with an engine and the motor in which output shafts are disposed along the vehicle width direction.SOLUTION: A drive unit 2 for the hybrid vehicle includes: the engine 4 with an output shaft 4a disposed to be extended in the vehicle width direction; a power transmission shaft 32 disposed coaxially with the output shaft 4a of the engine 4; and the motor 8 with an output shaft 34 disposed parallel to the power transmission shaft 32 and connected thereto through a reduction gear mechanism 70. The reduction gear mechanism 70 includes an internal tooth gear 72 provided to the power transmission shaft 32, and an external tooth gear 74 provided to the output shaft 34 of the motor 8 and meshing with the internal gear 72.

Description

  The present invention relates to a vehicle drive device mounted on a so-called hybrid vehicle.

  A so-called hybrid vehicle in which an engine and a motor are mounted as a driving source for traveling has been put into practical use. Among these, in the FF type (front engine / front drive type) hybrid vehicle, the arrangement of the engine and the motor is a so-called horizontal arrangement, and the output shafts of the engine and the motor are both arranged along the vehicle width direction. The

  Patent Document 1 discloses a configuration of a driving device for an FF hybrid vehicle.

  The driving apparatus described in Patent Document 1 includes a power transmission shaft (input shaft 11) directly connected coaxially with an output shaft of an engine, a second shaft (counter shaft 15) parallel to the power transmission shaft, And a differential device (40) having axes arranged in parallel to these axes.

  A planetary gear mechanism (differential device 20) is coaxially connected to the power transmission shaft 11, and an output portion of the first motor (MG1) is connected to the power transmission shaft via the planetary gear mechanism. .

  And the counter gear (25) as an output element is connected to the outer side of the ring gear (22) of the planetary gear mechanism, and the power transmitted from the driving source such as the engine or the first motor to the counter gear is It is transmitted to the differential device via the gears (70, 71) on the second shaft, and thereby the left and right axles (12) are driven.

  Furthermore, the drive device of Patent Document 1 includes a second motor (MG2) having an output shaft (14) parallel to the power transmission shaft.

  An output gear (66) provided on the output shaft of the second motor is meshed with the counter gear, and the output of the second motor is transmitted to the counter gear. That is, in the drive device of Patent Document 1, the power from the engine and the first motor side and the power from the second motor side can be combined by the counter gear, and the combined power is transmitted to the differential device side. It has become so.

  In this case, the output gear of the second motor is a gear having a smaller diameter than the counter gear, and the output of the second motor is decelerated when power is transmitted from the output gear to the counter gear. Yes. Therefore, even if a small second motor is used, a sufficient driving force can be obtained, so that the second motor can be reduced in size.

JP 2009-23427 A

  However, in the driving device of Patent Document 1, the output gear of the second motor meshes with the outside of the large-diameter counter gear, so that the shaft center of the second motor is greatly decentered from the shaft center of the power transmission shaft, that is, the engine shaft center. Is done. For example, when the differential device is arranged on the rear side of the engine with respect to the longitudinal direction of the vehicle, the second motor is arranged so as to protrude largely ahead of the engine. As a result, the layout in the engine room deteriorates.

  For this, it is conceivable to reduce the eccentricity between the engine and the second motor by reducing the diameters of the output gear and the counter gear of the second motor. However, there are restrictions on reducing the diameters of both gears due to the strength of the gears.

  Furthermore, it is conceivable that the power transmission shaft and the output shaft of the second motor are coaxially arranged using a planetary gear mechanism, and the power from the second motor is decelerated and then merged with the power on the engine side. However, in this case, since the setting of the reduction ratio of the planetary gear mechanism is limited, it is difficult to use the engine and the second motor in the normal rotation range. In addition, by providing a planetary gear mechanism between the engine and the second motor, the number of parts increases, and there is a problem that the layout is deteriorated.

  Therefore, the present invention relates to a hybrid vehicle equipped with an engine and a motor in which the output shaft is arranged along the vehicle width direction, and is configured to be compact in its entirety while appropriately setting the reduction ratio of the motor. The basic purpose is to improve the layout of various devices.

In order to solve the above problem, the first invention of the present application is:
An engine arranged such that the output shaft extends in the vehicle width direction;
A power transmission shaft disposed coaxially with the output shaft of the engine;
A drive device for a hybrid vehicle having an output shaft arranged in parallel to the power transmission shaft and connected via a reduction gear mechanism,
The reduction gear mechanism is
An internal gear provided on the power transmission shaft;
And an external gear provided on an output shaft of the motor and meshing with the internal gear.

A hybrid vehicle drive device according to a second invention of the present application is the first invention,
A second shaft that is drivingly connected to the power transmission shaft, and that is disposed in parallel to the power transmission shaft and rearward and upper than the power transmission shaft in the vehicle longitudinal direction;
A differential device that is drivingly connected to the second shaft, and whose axis is parallel to the second shaft and disposed rearward and lower than the second shaft in the vehicle longitudinal direction,
The output shaft of the motor is arranged in front of the power transmission shaft in the vehicle longitudinal direction.

A hybrid vehicle drive device according to a third invention of the present application is the second invention,
The output shaft of the motor is arranged above the power transmission shaft.

A hybrid vehicle drive device according to a fourth invention of the present application is the first invention,
A second shaft that is drivingly connected to the power transmission shaft and disposed parallel to the power transmission shaft;
A speed change mechanism that is disposed on the second shaft and that shifts the rotation of the power transmission shaft and transmits it to the second shaft;
The output shaft of the motor is arranged eccentrically with respect to the power transmission shaft in a direction that avoids interference between the motor and the speed change mechanism.

A hybrid vehicle drive device according to a fifth invention of the present application is the first invention,
Parking operation system parts or / and hydraulic control system parts are provided in the vicinity of the motor,
The output shaft of the motor is arranged eccentrically with respect to the power transmission shaft in a direction to avoid interference between the motor and the parking operation system component or / and the hydraulic control system component. To do.

  According to the first invention of the present application, the power transmission shaft disposed coaxially with the output shaft of the engine and the output shaft of the motor are provided with external gears provided on the output shaft of the motor. Since it is connected by meshing with the generated internal gear, the amount of eccentricity between the motor shaft center and the engine shaft center can be made smaller than the conventional one described in Patent Document 1. Therefore, the degree of freedom of the eccentric direction of the motor shaft center with respect to the engine shaft center is increased, and the layout of various devices in the engine room is improved. In addition, the reduction ratio of the motor can be appropriately set by setting the ratio between the diameter of the external gear on the motor side and the diameter of the internal gear on the engine side.

  According to the second invention of the present application, since the output shaft of the motor is disposed in front of the power transmission shaft on the engine side in the longitudinal direction of the vehicle, the second shaft disposed on the rear side of the power transmission shaft. It is possible to prevent the motor from interfering with the parts and the differential device.

  According to the third invention of the present application, since the output shaft of the motor is disposed above the power transmission shaft, it is possible to prevent interference between a member disposed below the motor and the motor.

  According to the fourth invention of the present application, by arranging the output shaft of the motor to be shifted in a predetermined direction with respect to the power transmission shaft, interference between the speed change mechanism provided on the second shaft and the motor can be avoided. Can do.

  According to the fifth invention of the present application, the parking operation system component and / or the hydraulic control system component provided in the drive device are arranged by shifting the output shaft of the motor in a predetermined direction with respect to the power transmission shaft. And interference with the motor can be avoided.

It is a skeleton figure which shows the drive device of the hybrid vehicle which concerns on 1st Embodiment. It is the expanded sectional view which cut | disconnected and expanded the drive device shown in FIG. 1 along the cutting line which passes each axis | shaft. It is a front view which shows the positional relationship of each axis | shaft of the drive device shown in FIG. It is a skeleton figure which shows the drive device of the hybrid vehicle which concerns on 2nd Embodiment. It is the expanded sectional view which cut | disconnected and expanded the drive device shown in FIG. 4 along the cutting line which passes each axis | shaft. It is a front view which shows the positional relationship of each axis | shaft of the drive device shown in FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[First Embodiment]
First, a hybrid vehicle drive apparatus 2 according to a first embodiment of the present invention will be described with reference to FIGS.

  FIG. 1 is a skeleton diagram showing the driving device 2, and FIG. 2 is a developed sectional view showing the driving device 2.

  As shown in FIGS. 1 and 2, the drive device 2 is disposed on the same axis as the input shaft 30 directly connected to the output shaft 4 a of the engine 4 disposed so as to extend in the vehicle width direction. The power transmission shaft 32, the first motor 6 connected to the input shaft 30 so as to be disposed coaxially with the engine 4, and the output shaft 34 are disposed in parallel to the power transmission shaft 32 and the reduction gear mechanism 70 is provided. And a second motor 8 coupled to the power transmission shaft 32 through the second motor 8.

  The driving device 2 is drivingly connected to the power transmission shaft 32, and is connected to the second shaft 36 disposed parallel to the power transmission shaft 32, and the second shaft 36. The axis 11 (see FIG. 3) And a differential device 10 disposed in parallel to the second shaft 36.

  The first motor 6 has an annular stator 12 fixed to a case 94 described later, and a rotor 14 rotatably provided inside the stator 12. The stator 12 is configured by winding a coil around a stator core made of a magnetic material. In this embodiment, the rotor 14 is integrated with the input shaft 30 so as to rotate together with the input shaft 30. The rotor 14 is made of a magnetic material.

  The first motor 6 has both a function as an electric motor that is driven when electric power is supplied to the stator 12 and a function as a generator that converts mechanical energy supplied to the rotor 14 into electric energy.

  The left end of the input shaft 30 in the drawing is connected to the power transmission shaft 32 via the damper 16 and the clutch 18. The damper 16 is spline-fitted to the outer peripheral portion of the left end portion of the input shaft 30 in the drawing, and absorbs the vibration of the input shaft 30 while rotating integrally with the input shaft 30.

  A hydraulic multi-plate clutch is used for the clutch 18 and is turned on / off by hydraulic control. When the clutch 18 is turned on, the disk engaged with the outer peripheral member of the damper 16 and the disk engaged with the drum member integrated with the power transmission shaft 32 are brought into close contact with each other. The input shaft 30 is connected to the power transmission shaft 32 via the damper 16. Conversely, when the clutch 18 is turned off, the disk engaged with the outer peripheral member of the damper 16 and the disk engaged with the drum member integrated with the power transmission shaft 32 are separated from each other. As a result, the connection between the input shaft 30 and the power transmission shaft 32 via the damper 16 is disconnected.

  An output gear 68 is spline fitted to the power transmission shaft 32 so as to rotate integrally with the power transmission shaft 32. The power transmission shaft 32 is supported by a bearing 50 provided between the clutch 18 and the output gear 68 via the boss portion of the output gear 68.

  Two gears 76 and 78 are provided on the second shaft 36. One gear 76 is meshed with the output gear 68, and power can be transmitted between the power transmission shaft 32 and the second shaft 36 via these gears 68 and 76. The other gear 78 is meshed with the ring gear 80 of the differential device 10, and power can be transmitted between the second shaft 36 and the differential device 10 via these gears 78 and 80. In that case, the gear 78 has a diameter smaller than that of the ring gear 80, and the power of the second shaft 36 is decelerated and transmitted to the differential device 10. The second shaft 36 is supported by bearings 56 and 58 at both ends of the second shaft 36.

  The differential device 10 includes a pair of pinion gears 82 and 84 that face each other, and a pair of side gears 86 and 88 that mesh with the pinion gears 82 and 84. Axles 38 and 40 are connected to the side gears 86 and 88, respectively. Further, the case 90 to which the ring gear 80 of the differential device 10 is attached has a pair of axle insertion portions 91 and 92 through which the axles 38 and 40 are inserted, and the axle insertion portions 91 and 92 are respectively supported by bearings 60 and 62. It is supported. The power transmitted from the second shaft 36 to the differential device 10 is transmitted to the left and right axles 38 and 40 so as to have a rotational difference in accordance with the traveling situation, and thereby, not shown in the figures provided on the axles 38 and 40. Drive wheels are driven.

  The second motor 8 includes an annular stator 20 that is fixed to a case 94 described later, and a rotor 22 that is rotatably provided inside the stator 20. The stator 20 is configured by winding a coil around a stator core made of a magnetic material. The rotor 22 is made of a magnetic material, and has a sleeve 24 on the inner periphery. The output shaft 34 of the second motor 8 is spline-fitted to the sleeve 24 so that the rotor 22 and the output shaft 34 are connected to each other. It is designed to rotate integrally. The output shaft 34 is supported by bearings 52 and 54 via the sleeve 24.

  Similar to the first motor 6, the second motor 8 functions as an electric motor that is driven when electric power is supplied to the stator 20, and functions as a generator that converts mechanical energy supplied to the rotor 22 into electric energy. And combine.

  The reduction gear mechanism 70 includes an internal gear 72 provided on the power transmission shaft 32 and an external gear 74 provided on the output shaft 34 of the second motor 8 and meshing with the internal gear 72. In this embodiment, the internal gear 72 is integrated with the output gear 68 so as to rotate together with the output gear 68. Since the diameter of the external gear 74 is smaller than the diameter of the internal gear 72, the rotation of the second motor 8 is decelerated by the reduction gear mechanism 70 and transmitted to the output gear 68.

  As shown in FIG. 2, the first motor 6, the damper 16, the clutch 18, the reduction gear mechanism 70, the second motor 8, and the second shaft 36 are a transmission case in which a plurality of housings 96, 98, and 100 are connected. The differential device 10 is provided so as to bulge rearward and downward from the transmission case 94.

  Here, the operation of the driving device 2 will be described with reference to FIG.

  The drive unit 2 is a series / parallel combination type drive unit that combines a series type and a parallel type. That is, when the vehicle is driven by the drive device 2, the series travel in which only the output of the second motor 8 is transmitted to the drive wheels, the output of the engine 4 (and the first motor 6), and the output of the second motor 8 are merged. Thus, it is possible to switch between parallel travel transmitted to the drive wheels.

  The series traveling is performed, for example, when the traveling state does not require high output. When series running is performed, the clutch 18 is turned off. Thereby, the output of the engine 4 is not transmitted to the drive wheel side, and the drive wheel is driven exclusively by the output of the second motor 8. At this time, the first motor 6 generates power by being driven by the engine 4 and charges a battery (not shown). Therefore, electric power can be continuously supplied from the battery to the second motor 8.

  When the vehicle decelerates during series travel, the second motor 8 is used as a regenerative brake. More specifically, when the vehicle decelerates, the power from the drive wheels due to the inertia traveling of the vehicle is transmitted to the second motor 8, and the second motor 8 is driven by this power. At this time, the driven second motor 8 functions as a generator, converts kinetic energy into electric energy, and a deceleration force acts on the vehicle by the power generation resistance at that time. And since the electric energy converted by the 2nd motor 8 is charged to a battery, effective use of energy can be aimed at.

  The parallel traveling is performed when the traveling state requires a high output, for example, during acceleration. When parallel traveling is performed, the clutch 18 is turned on, and the input shaft 30 is connected to the power transmission shaft 32. As a result, the output of the engine 4 and the output of the second motor 8 are merged by the output gear 68, and the drive wheels are driven by the merged output. At this time, the battery may be charged by making the first motor 6 function as a generator using the output of the engine 4, or the first motor may be supplied by supplying electric power from the battery to the first motor 6. 6 may function as an auxiliary drive source.

  The first motor 6 can also be used as a starter motor for the engine 4. Thereby, since it is not necessary to use a dedicated starter motor, it is possible to reduce the number of parts and to save space in the engine room.

  Next, with reference to FIG. 3, the arrangement of the axes of the drive device 2 that is a feature of this embodiment will be described.

  The second shaft 36 is disposed rearward and upper than the power transmission shaft 32 (the output shaft 4a of the engine 4) in the vehicle longitudinal direction, and the differential device 10 is disposed rearward and lower than the second shaft 36 in the vehicle longitudinal direction. ing.

  A control rod 102 used for controlling the parking mechanism and predetermined hydraulic control, and a control valve unit 104 for controlling hydraulic pressure supplied to various clutches and / or various brakes are provided below the second motor 8. ing.

  On the other hand, the output shaft 34 of the second motor 8 is disposed in front of and above the power transmission shaft 32 (the output shaft 4a of the engine 4) in the vehicle longitudinal direction. Since the output shaft 34 is disposed in front of the power transmission shaft 32, it is possible to avoid the second motor 8 from interfering with various components on the second shaft 36 and the differential device 10. Further, since the output shaft 34 is disposed above the power transmission shaft 32, the second motor 8 is prevented from interfering with the control rod 102 and the control valve unit 104 disposed below the second motor 8. can do.

  Thus, in this embodiment, there is a feature in the arrangement of the output shaft 34 of the second motor 8, and this characteristic arrangement of the output shaft 34 is such that the external gear 74 provided on the output shaft 34 has a power transmission shaft. This is realized by being meshed with an internal gear 72 provided on 32. That is, according to the configuration in which the external gear 74 is meshed with the internal gear 72, compared to the conventional configuration in which the output shaft 34 of the second motor 8 and the power transmission shaft 32 are connected by the meshing of the external gears. Thus, the offset amount of the output shaft 34 of the second motor 8 with respect to the power transmission shaft 32 (the output shaft 4a of the engine 4), that is, the eccentric amount of the center of the second motor 8 with respect to the center of the engine 4 can be reduced.

  Accordingly, since the degree of freedom of the eccentric direction of the second motor 8 with respect to the engine 4 is increased, it is possible to easily avoid the second motor 8 from interfering with another member as described above. Further, since the amount of eccentricity of the second motor 8 with respect to the engine 4 is small, it is possible to avoid the second motor 8 from protruding forward from the engine 4. Therefore, the layout of various devices in the engine room can be improved.

  Further, since the speed reduction mechanism interposed between the output shaft 34 of the second motor 8 and the power transmission shaft 32 uses a speed reduction gear mechanism 70 including an internal gear 72 and an external gear 74, for example, The reduction ratio can be freely set as compared with the case where a planetary gear mechanism is used as the reduction mechanism.

[Second Embodiment]
A hybrid vehicle drive apparatus 202 according to a second embodiment of the present invention will be described with reference to FIGS. 4 to 6.

  In the description of the second embodiment, the description of the same configuration as that of the first embodiment is omitted. 4 to 6, members having the same functions as those in the first embodiment are denoted by the same reference numerals.

  FIG. 4 is a skeleton diagram showing the driving device 202, and FIG. 5 is a developed cross-sectional view showing the driving device 202.

  As shown in FIGS. 4 and 5, in addition to the configuration of the drive device 2 according to the first embodiment, the drive device 202 changes the rotation of the power transmission shaft 32 and transmits it to the second shaft 36. 210.

  The transmission mechanism 210 is disposed on the second shaft 36 and is accommodated in the transmission case 94. As in the first embodiment, the transmission case 94 is configured by connecting a plurality of housings 194, 196, 198, 200.

  The speed change mechanism 210 is configured by using a planetary gear mechanism 211. The planetary gear mechanism 211 includes a ring gear 212 that is an internal gear, a sun gear 214 that is disposed coaxially with the ring gear 212, a ring gear 212, and a sun gear. And a plurality of planetary gears 218 that mesh with 214, and a planetary carrier 216 that connects these planetary gears 218.

  Ring gear 212 is coupled to gear 76 disposed on second shaft 36 and meshed with output gear 68, and functions as an input element of transmission mechanism 210. Unlike the first embodiment, the gear 76 is externally fitted to the second shaft 36 so as to be rotatable relative to the second shaft 36. Planetary carrier 216 is connected to second shaft 36 and functions as an output element of transmission mechanism 210.

  A clutch 220 is disposed between the sun gear 214 and the planetary carrier 216. A brake 222 is disposed between the sun gear 214 and the transmission case 94. Further, a one-way clutch 224 is arranged in parallel with the brake 222.

  With the above configuration, the speed change mechanism 210 is configured such that the output gear 68 and the second shaft 36 are connected to each other in a directly connected state in which the rotation of the output gear 68 is transmitted to the second shaft 36 without being changed. Can be switched between a deceleration state in which the rotation of the motor is decelerated and transmitted to the second shaft 36.

  First, when the clutch 220 is on and the brake 222 is off, the coupling state between the output gear 68 and the second shaft 36 is a direct coupling state. That is, the sun gear 214 and the planetary carrier 216 connected to each other through the clutch 220 rotate together with the ring gear 212. That is, the ring gear 212 as an input element and the planetary carrier 216 as an output element rotate at the same speed. Therefore, similarly to the case where the speed change mechanism 210 is not provided as in the first embodiment, the power transmitted from the output gear 68 to the gear 76 is transmitted to the second shaft 36 without being shifted.

  On the other hand, when the clutch 220 is off and the brake 222 is on, the connection state between the output gear 68 and the second shaft 36 is a deceleration state. That is, the sun gear 214 is fixed so as not to rotate, and the rotation of the ring gear 212 is decelerated and transmitted to the planetary carrier 216. That is, the power transmitted from the output gear 68 to the gear 76 is decelerated by the speed change mechanism 210 and transmitted to the second shaft 36.

  Thus, when the speed reduction by the speed change mechanism 210 is performed, the torque transmitted to the drive wheel side increases. Therefore, in the second embodiment, the maximum output torque of the second motor 8 can be made relatively small. Therefore, the size of the second motor 8 can be reduced, and the layout can be further improved.

  Finally, the arrangement of the axes of the drive device 202 in the second embodiment will be described with reference to FIG.

  Also in this embodiment, since the output shaft 34 of the second motor 8 and the power transmission shaft 32 are connected by the meshing of the external gear 74 and the internal gear 72, the layout is high as in the first embodiment. Sex can be obtained.

  However, in this embodiment, since the speed change mechanism 210 is provided on the second shaft 36 disposed above the output shaft 34 of the second motor 8, interference between the speed change mechanism 210 and the second motor 8 is prevented. It is necessary to avoid it. Therefore, in the present embodiment, the output shaft 34 of the second motor 8 is disposed slightly below the power transmission shaft 32. However, in the present embodiment, since the relatively small second motor 8 can be used for the above-described reason, by using the small second motor 8, the second motor 8 can be controlled by the control rod 102 and the control valve. Interference with the unit 104 can be avoided.

  While the present invention has been described with reference to the above-described embodiments, the present invention is not limited to the above-described embodiments.

  For example, in the first embodiment described above, the output shaft 34 of the second motor 8 is connected to the power transmission shaft 32 in order to prevent the second motor 8 from interfering with the control rod 102 and the control valve unit 104. In the present invention, the eccentricity of the output shaft 34 with respect to the power transmission shaft 32 is a direction that avoids interference between the second motor 8, the control rod 102, and the control valve unit 104. For example, the second motor 8 can be appropriately changed according to the positional relationship between the control rod 102 and the control valve unit 104.

  In the first embodiment described above, the configuration for avoiding the second motor 8 from interfering with the control rod 102 and the control valve unit 104 has been described. However, the present invention is not limited to the control rod 102 or the control valve unit. The present invention can be equally applied to the case where parking operation system parts or / and hydraulic control system parts other than 104 are provided in the vicinity of the second motor 8 to avoid interference between these parts and the second motor 8.

  Further, in the above-described second embodiment, the output shaft 34 of the second motor 8 is decentered forward and slightly downward with respect to the power transmission shaft 32 in order to avoid the second motor 8 from interfering with the speed change mechanism 210. In the present invention, the eccentric direction of the output shaft 34 with respect to the power transmission shaft 32 is the direction that avoids interference between the second motor 8 and the speed change mechanism 210 in the present invention. The position can be changed as appropriate according to the positional relationship with.

2, 202: Drive device, 4: Engine, 4a: Engine output shaft, 6: First motor, 8: Second motor, 10: Differential device, 11: Axle of differential device, 16: Damper, 18: Clutch , 30: input shaft, 32: power transmission shaft, 34: output shaft of the second motor, 36: second shaft, 38, 40: axle, 68: output gear, 70: reduction gear mechanism, 72: internal gear, 74: external gear, 102: control rod, 104: control valve unit, 210: speed change mechanism, 211: planetary gear mechanism, 212: ring gear, 214: sun gear, 216: planetary carrier, 218: planetary gear

Claims (5)

An engine arranged such that the output shaft extends in the vehicle width direction;
A power transmission shaft disposed coaxially with the output shaft of the engine;
A drive device for a hybrid vehicle having an output shaft arranged in parallel to the power transmission shaft and connected via a reduction gear mechanism,
The reduction gear mechanism is
An internal gear provided on the power transmission shaft;
A hybrid vehicle drive device comprising: an external gear provided on an output shaft of the motor and meshing with the internal gear. A second shaft that is drivingly connected to the power transmission shaft, and that is disposed in parallel to the power transmission shaft and rearward and upper than the power transmission shaft in the vehicle longitudinal direction;
A differential device that is drivingly connected to the second shaft, and whose axis is parallel to the second shaft and disposed rearward and lower than the second shaft in the vehicle longitudinal direction,
2. The hybrid vehicle drive device according to claim 1, wherein an output shaft of the motor is disposed in front of the power transmission shaft in a vehicle longitudinal direction.   The hybrid vehicle drive device according to claim 2, wherein an output shaft of the motor is disposed above the power transmission shaft. A second shaft that is drivingly connected to the power transmission shaft and disposed parallel to the power transmission shaft;
A speed change mechanism that is disposed on the second shaft and that shifts the rotation of the power transmission shaft and transmits it to the second shaft;
2. The hybrid vehicle according to claim 1, wherein the output shaft of the motor is arranged eccentrically with respect to the power transmission shaft in a direction that avoids interference between the motor and the speed change mechanism. Drive device. Parking operation system parts or / and hydraulic control system parts are provided in the vicinity of the motor,
The output shaft of the motor is arranged eccentrically with respect to the power transmission shaft in a direction to avoid interference between the motor and the parking operation system component or / and the hydraulic control system component. The hybrid vehicle drive device according to claim 1.

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