JP2016217460A - Double-motor vehicle drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To supply appropriate amount of lubricant oil to right and left side speed reducers through splashing of lubricant oil at double-motor vehicle drive device having a speed reducer casing for storing two speed reducers in right and left parallel arrangement.SOLUTION: This invention comprises two electric motors for independently driving each of right and left drive wheels; two speed reducers for individually reducing speed of power force of two electric motors and transmitting power force to the right and left drive wheels; and a speed reducer casing for storing the speed reducers. The speed reducer casing has a partition wall 21 for partitioning the speed reducer casing into right and left two storing chambers at the center, the two speed reducers are independently stored in the right and left storing chambers, the partitioning wall 21 is provided with open holes 32c for communicating the right and left storing chambers to each other and then lubricant oil scraped up by a gear in one storing chamber is supplied to the other storing chamber through the open holes 32c.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a two-motor vehicle drive device that is mounted on a vehicle and includes two electric motors and a speed reducer that independently drive left and right drive wheels.

  As a two-motor vehicle drive device including two electric motors and a reduction gear for independently driving left and right drive wheels, there are those disclosed in Patent Document 1 and Patent Document 2.

  This type of two-motor vehicle drive device does not require a differential gear or the like that distributes the drive force of one electric motor to the left and right like a one-motor vehicle drive device that drives left and right drive wheels by one electric motor. Has the advantage.

  In addition, since the two-motor vehicle drive device includes an electric motor for driving independently for each of the left and right drive wheels, it is easy to distribute the driving force of the left and right drive wheels differently, By generating a lot of driving force on the wheels on the outer side of the turn than the wheels, it is easy to improve the running performance such as the turning performance.

  As shown in FIG. 8, the conventional two-motor vehicle drive device includes left and right electric motors 101L and 101R that individually drive left and right drive wheels, and speed reducers 102L and 102R that decelerate the rotation of the electric motors 101L and 101R. The reduction gears 102L and 102R are arranged in the center of the left and right electric motors 101L and 101R.

  As shown in FIG. 8, the speed reducers 102 </ b> L and 102 </ b> R are an input gear shaft 123 having an input gear to which power is transmitted from the motor shaft 112, and a large-diameter gear and an output gear that mesh with the input gear of the input gear shaft 123. A plurality of intermediate gear shafts 124 having meshing small-diameter gears, and an output gear shaft portion having an output gear, which is pulled out from the reduction gear casing 128 and transmits a driving force to the drive wheels via the constant velocity joint 126 and the intermediate shaft 127. 125 is a parallel shaft gear reducer. Each gear is a helical gear, and each gear shaft is supported by a reduction gear casing 128 so that both ends can be rotated by rolling bearings. The left and right gear shafts are arranged coaxially with each other.

  For such a reduction gear, it is necessary to supply an appropriate amount of lubricating oil in order to prevent damage such as seizure of rolling bearings and gears and to satisfy the requirements of rolling fatigue life. .

  There is an oil bath system as a typical lubrication system for gear reducers. In the oil bath system, the lubricating oil staying in the lower part of the reduction gear casing is swept up by the gears, and the oil droplets generated at that time are supplied to the tooth surface and the rolling bearing.

Japanese Patent Laid-Open No. 11-243664 US2012 / 0304790A1

  When the above-described two-motor vehicle drive device is mounted on an electric vehicle or the like, the intermediate gear shaft 124 may be positioned above the input gear shaft 123 and the output gear shaft portion 125 depending on the gear arrangement. In oil bath lubrication, it is necessary to splash the lubricating oil that is lifted up by the gears to the gears and rolling bearings located above.

  However, depending on the gear arrangement, the gear is arranged on the upper part of the housing, and it is necessary to blow off the oil splashes by splashing upward. Splashing against gravity makes it difficult to supply the proper amount of lubricant.

  In view of this, the present invention provides a two-motor vehicle drive device having a structure in which a reduction gear casing that accommodates two reduction gears in the left-right parallel is provided in the center and motor casings of two electric motors are fixedly arranged on the left and right sides of the reduction gear casing. Therefore, an object of the present invention is to provide a two-motor vehicle drive device capable of supplying an appropriate amount of lubricating oil to the left and right speed reducers by splashing the lubricating oil.

  In order to solve the above-described problems, the present invention provides two electric motors for independently driving the left and right drive wheels, and the power of the two electric motors is individually decelerated and transmitted to the left and right drive wheels. The reduction gear includes an input gear shaft having an input gear to which power is transmitted from the motor shaft, an output gear shaft having an output gear for transmitting a driving force to the drive wheels, and an input gear. One or more intermediate gear shafts having an intermediate gear provided between the shaft and the output gear shaft, and two gearboxes on the left and right sides of the reduction gear casing that accommodates the two speed reducers in parallel on the left and right sides. In the two-motor vehicle drive device in which the motor casing of the electric motor is fixedly arranged, the left and right input gear shafts and the output gear shaft are respectively located on the same axis, and the axis of the left and right intermediate gear shafts is the input gear. Surface connecting shaft and output gear shaft And the inboard side of the left and right intermediate gear shafts that are shifted to the left and right are arranged at positions that overlap each other in the axial direction, and the speed reducer casing is Are provided with partition walls for dividing the reduction gear casing into two left and right accommodation chambers, two reduction gears are independently accommodated in the left and right accommodation chambers, and through holes for communicating the left and right accommodation chambers are provided in the partition walls. The lubricating oil swept up by the gear in one storage chamber is supplied to the other storage chamber through the through hole.

  The speed reducer is composed of an input gear shaft, an output gear shaft, and an intermediate gear shaft. When the two-motor vehicle drive device is mounted on the vehicle body, the speed reducer housed in one housing chamber is an intermediate gear shaft. The gear shaft and the output gear shaft are located below the vehicle body, the input gear shaft is located above the intermediate gear shaft and the output gear shaft, and the reducer housed in the other housing chamber has the output gear shaft of the vehicle body Located below, the input gear shaft and the intermediate gear shaft are located above the output gear shaft, and the intermediate gear shaft and the output gear shaft housed in one housing chamber are in an oil bath state.

  The partition wall may be provided with a boss portion into which a rolling bearing for supporting the intermediate gear shaft is fitted, and the through hole may be provided in the partition wall portion of the boss portion.

Further, the center axis of the intermediate gear shaft of the left and right speed reducers may be arranged at a position shifted from each other by the same distance in the opposite directions from the surface connecting the input gear shaft and the output gear shaft.

  As described above, according to the present invention, since the lubricating oil supplied from the through hole is also supplied to a location where lubrication failure is likely to occur, even when the gear arrangement is likely to cause lubrication failure. , Stable lubrication can be performed.

It is a cross-sectional top view which shows embodiment of the 2 motor vehicle drive device which concerns on this invention. It is a schematic plan view which shows an example of the electric vehicle which uses the 2 motor vehicle drive device which concerns on this invention. It is the end elevation which looked at the gear train of the embodiment of FIG. 1 from the axial direction. FIG. 4 is an end view taken along line IV-IV in FIG. 3. It is a disassembled perspective view of the reduction gear casing of embodiment of FIG. It is the end elevation which looked at the reduction gear on the left side of the embodiment of FIG. 1 from the axial direction. It is the end elevation which looked at the reduction gear on the right side of the embodiment of FIG. 1 from the axial direction. It is a cross-sectional top view which shows the conventional 2 motor vehicle drive device.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
As shown in FIG. 1, the two-motor vehicle drive device A according to the present invention has a reduction gear casing 20 that accommodates two reduction gears 2L and 2R in parallel in the left and right directions. A structure in which motor casings 3L and 3R of the base electric motors 1L and 1R are fixedly arranged is adopted.

  The electric vehicle B shown in FIG. 2 is a front-wheel drive system, and includes a chassis 41, front wheels 42 as drive wheels, rear wheels 43, and a two-motor vehicle drive device A that independently drives left and right drive wheels. The two-motor vehicle drive device A is mounted on the chassis 41 at the center position of the left and right front wheels 42 that are drive wheels, and the drive force of the two-motor vehicle drive device A includes the constant velocity joint 15 and the intermediate shaft 16. To the front wheels 42 that are the left and right drive wheels.

  As a mounting form of the two-motor vehicle drive device A, a rear-wheel drive system or a four-wheel drive system may be used in addition to the front-wheel drive system shown in FIG.

  The left and right electric motors 1L, 1R in the two-motor vehicle drive device A according to the present invention are accommodated in motor casings 3L, 3R as shown in FIG.

  The motor casings 3L and 3R are cylindrical motor casing main bodies 3aL and 3aR, outer walls 3bL and 3bR for closing the outer surfaces of the motor casing main bodies 3aL and 3aR, and reducers on the inner sides of the motor casing main bodies 3aL and 3aR. The inner walls 3cL and 3cR are separated from 2L and 2R. The inner walls 3cL and 3cR of the motor casing bodies 3aL and 3aR are provided with openings for drawing out the motor shaft 12a.

  As shown in FIG. 1, the electric motors 1 </ b> L and 1 </ b> R are of a radial gap type in which a stator 11 is provided on the inner peripheral surface of the motor casing body 3 aL and 3 aR, and a rotor 12 is provided on the inner periphery of the stator 11. I am using something. Although not shown, an axial gap type electric motor may be used.

  The rotor 12 has a motor shaft 12a in the center, and the motor shaft 12a is drawn from the openings of the inner side walls 3cL and 3cR of the motor casing bodies 3aL and 3aR to the speed reducers 2L and 2R, respectively. A seal member 13 is provided between the openings of the motor casing bodies 3aL and 3aR and the motor shaft 12a.

  The motor shaft 12a is rotatably supported by the rolling bearings 14a and 14b on the inner side walls 3cL and 3cR and the outer side walls 3bL and 3bR of the motor casing bodies 3aL and 3aR (FIG. 1).

  As shown in FIG. 1, a speed reducer casing 20 that accommodates two speed reducers 2L and 2R provided in parallel in the left and right is a central casing 20a and left and right side casings 20bL fixed to both side surfaces of the central casing 20a. , 20bR three-piece structure.

  The side surfaces of the side casings 20bL and 20bR of the reduction gear casing 20 on the outboard side (outside of the vehicle body) and the motor casing bodies 3aL and 3aR of the electric motors 1L and 1R are fixed to the inner side walls 3cL and 3cR by a plurality of bolts 29. Thus, the two electric motors 1L and 1R are fixedly arranged on the left and right sides of the reduction gear casing 20 (FIG. 1).

  As shown in FIG. 1, a partition wall 21 is provided at the center of the center casing 20a. The reduction gear casing 20 is divided into two left and right by the partition wall 21, and independent left and right accommodation chambers 22L and 22R for accommodating the two reduction gears 2L and 2R are provided in parallel.

  As shown in FIG. 1, the speed reducers 2L and 2R are provided symmetrically and have large input gear shafts 23L and 23R each having an input gear 23a to which power is transmitted from the motor shaft 12a, and the input gear 23a. An intermediate gear shaft 24L, 24R having a small diameter gear 24b meshing with the diameter gear 24a and the output gear 25a, and an output gear 25a, which is pulled out from the speed reducer casing 20 and driven through the constant velocity joint 15 and the intermediate shaft 16. This is a parallel shaft gear reducer provided with output gear shafts 25L, 25R for transmitting a driving force to the motor.

  Both ends of the input gear shafts 23L and 23R of the speed reducers 2L and 2R are rolling bearings fitted into boss portions 27a formed on both left and right sides of the partition wall 21 of the central casing 20a and boss portions 27b formed on the side casings 20bL and 20bR, respectively. It is rotatably supported via 28a and 28b.

  The end portions on the outboard side of the input gear shafts 23L, 23R are drawn outward from the openings provided in the side casings 20bL, 20bR, and between the openings and the outer ends of the input gear shafts 23L, 23R. Is provided with a sealing member 31 to prevent leakage of lubricating oil sealed in the speed reducers 2L and 2R and intrusion of muddy water from the outside.

  The input gear shafts 23L and 23R have a hollow structure, and the motor shaft 12a is inserted into the hollow input gear shafts 23L and 23R. The input gear shafts 23L and 23R and the motor shaft 12a are coupled to each other by a spline (including the serrations).

  The intermediate gear shafts 24L and 24R are stepped gear shafts having a large-diameter gear 24a meshing with the input gear 23a and a small-diameter gear 24b meshing with the output gear 25a on the outer peripheral surface. Both ends of the intermediate gear shafts 24L and 24R are respectively connected to rolling bearings 34a and 34b fitted into boss portions 32 formed on both surfaces of the partition wall 21 of the central casing 20a and boss portions 33 formed on the side casings 20bL and 20bR. It is supported. In FIG. 1, the rolling bearings 34a and 34b and the boss portions 32 and 33 of the intermediate gear shaft 24L are hidden behind the rear side and cannot be seen.

  The output gear shafts 25L and 25R have large-diameter output gears 25a, and are rolling bearings that are fitted into boss portions 35 formed on both surfaces of the partition wall 21 of the central casing 20a and boss portions 36 formed on the side casings 20bL and 20bR. It is supported by 37a, 37b.

  Outboard side ends of the output gear shafts 25L and 25R are drawn out of the reduction gear casing 20 through openings formed in the side casings 20bL and 20bR, and are pulled out to the outboard side of the output gear shafts 25L and 25R. The outer joint member 15a of the constant velocity joint 15 is splined to the outer peripheral surface of the end portion.

  The constant velocity joint 15 coupled to the output gear shafts 25L and 25R is connected to the drive wheels via the intermediate shaft 16 (FIG. 2).

  An oil seal 39 is provided between the end of the output gear shafts 25L and 25R on the outboard side and the openings formed in the side casings 20bL and 20bR, and leakage of lubricating oil sealed in the speed reducers 2L and 2R Prevents intrusion of muddy water from the outside.

  The shaft centers c1 of the input gear shafts 23L and 23R of the two left and right speed reducers 2L and 2R are arranged coaxially with each other.

  The shafts c3 of the output gear shafts 25L and 25R of the two left and right speed reducers 2L and 2R are also coaxially arranged.

  However, the shaft centers c2 of the intermediate gear shafts 24L and 24R of the two left and right speed reducers 2L and 2R are positioned coaxially with each other in order to reduce the overall axial dimension of the two speed reducers 2L and 2R. Instead, they are arranged as follows.

  As shown in FIGS. 3 and 4, the shaft center c2 of the intermediate gear shafts 24L and 24R of the two left and right speed reducers 2L and 2R is composed of the shaft center c3 of the output gear shafts 25L and 25R and the input gear shafts 23L and 23R. It arrange | positions in the position which mutually shifted in the opposite direction from the surface which connects the axial center c1. FIG. 4 shows a rolling bearing 34a that supports the end portions on the inboard side (vehicle body inside) of the intermediate gear shafts 24L and 24R of the two left and right speed reducers 2L and 2R that are shifted in opposite directions. Thus, they are arranged at positions that overlap each other in the axial direction.

  As described above, the shafts c2 of the intermediate gear shafts 24L and 24R of the two left and right speed reducers 2L and 2R are arranged at positions shifted in the opposite directions, and further, the two left and right sets at the positions shifted in the opposite directions. When the end portions on the inboard side of the intermediate gear shafts 24L and 24R of the speed reducers 2L and 2R are arranged so as to overlap each other in the axial direction, the overall axial dimensions of the left and right intermediate gear shafts 24L and 24R are shortened by the overlapping amount. Therefore, the axial dimension of the whole reduction gear 2L, 2R is reduced.

  The shaft centers c2 of the intermediate gear shafts 24L and 24R of the left and right reduction gears 2L and 2R are arranged at positions shifted from each other by the same distance in opposite directions from the plane including the shaft centers of the output gear shafts 25L and 25R. Yes. As a result, the left and right two speed reducers 2L and 2R have a target shape. Therefore, as shown in FIG. 5, the speed reducer casing 20 of the three-piece structure speed reducers 2L and 2R is fixed to the left and right of the central casing 20a. The side casings 20bL and 20bR to be formed can have the same shape.

  By making the side casings 20bL and 20bR have a common shape, mold costs and manufacturing costs can be reduced.

  By the way, the left and right two reduction gears 2L, 2R are arranged at positions shifted in opposite directions from the center c2 of the intermediate gear shafts 24L, 24R, and further, left and right two reduction gears at positions shifted in the opposite directions. When the end portions on the inboard side of the intermediate gear shafts 24L, 24R of 2L, 2R are arranged at positions that overlap each other in the axial direction, the two left and right speed reducers 2L, 2R In the vertical direction, the gears are arranged differently, and the paths for splashing the lubricating oil necessary for the respective gears and rolling bearings are different.

  An input gear shaft 23L and an intermediate gear of the speed reducer 2L when the inboard side is viewed from the outboard side in the motor drive device A with a reduction gear for an automobile mounted on the electric vehicle B shown in FIG. FIG. 6 shows the arrangement of gears of the shaft 24L and the output gear shaft 25L. The input gear shaft 23L is located in front of the vehicle with respect to the output gear shaft 25L. In this embodiment, the intermediate gear shaft 24L and the output gear shaft 25L are mounted on the lower side of the vehicle body, and the input gear shaft 23L is positioned above the intermediate gear shaft 24L and the output gear shaft 25L.

  Similarly, FIG. 7 shows the arrangement of gears of the input gear shaft 23R, the intermediate gear shaft 24R, and the output gear shaft 25R of the speed reducer 2R. The arrangement of the shafts of the reduction gear 2R in the height direction of the vehicle is different from the gear shafts of the reduction gear 2L. That is, the input gear shaft 23R is positioned in front of the output gear shaft 25R, the output gear shaft 25R is positioned below the vehicle body, and the input gear shaft 23R and the intermediate gear shaft 24R are positioned above the output gear shaft 25R. It will be.

  Then, as shown in FIG. 6, lubricating oil is sealed in the storage chamber 22L so that the large diameter gear 24a of the intermediate gear shaft 24L of the left reduction gear 2L and the output gear 25a of the output gear shaft 25L bathe in oil ( (See FIG. 1). With such a configuration, when the output gear 25a and the large-diameter gear 24a splash the lubricant, the lubricant splashes in the lateral direction, so that the input gear 23a of the input gear shaft 23L and the rolling bearings 28a, 28b. Can be supplied with lubricating oil (see FIG. 1).

  On the other hand, as shown in FIG. 7, in the right reduction gear 2R, the intermediate gear shaft 24R and the input gear shaft 23R are positioned above the output gear 25a. In this case, if only the output gear 25a is configured to be oil bathed, the large-diameter gear 24a, the small-diameter gear 24b, and the input gear 23a positioned above must be splashed upward by the output gear 25a. It cannot be lubricated. This is a splash against gravity, making it difficult to supply an appropriate amount of lubricating oil.

  In such a case, the amount of lubricating oil to be enclosed can be increased and the large-diameter gear 24a can be adapted to oil bath lubrication, but in this case, the amount of lubricating oil to be enclosed will increase. This will result in an increase in weight due to the lubricating oil.

  Therefore, according to the present invention, the left and right housing chambers 22L and 22R are divided into left and right, and are swept up from the gears of the speed reducer disposed in one of the housing chambers. Lubricating oil is supplied to the other storage chamber, and the lubricating oil is supplied to a gear and a rolling bearing located above the other. For this reason, the partition wall 21 of the central casing 20a is provided with a through hole 32c that communicates the two storage chambers 22L and 22R. At this time, the structure may be such that splashing from the gear is directly received by the through hole 32c, or an indirect structure in which a wall for receiving the lubricating oil is provided in the vicinity of the through hole 32c and the wall surface is transmitted.

  In this embodiment, as shown in FIGS. 5 to 7, the partition wall of the boss portion 32 provided on the partition wall 21 of the central casing 20 a into which the rolling bearing 34 a of the intermediate gear shaft 24 R of the right speed reducer 2 R is fitted. A through-hole 32c is provided in the bottom of the boss portion, which is a portion, for communicating the left and right accommodation chambers 22L and 22R.

  Lubricating oil lifted up by the left output gear 25a and the large-diameter gear 24a is offset into the left receiving chamber 22L and enters the right receiving chamber 22R through a through hole 32c provided in the bottom of the right boss portion 32. Lubricating oil is supplied inside.

  A communication hole 21a that communicates between the storage chambers 22L and 22R is provided below the partition wall 21 that partitions the storage chambers 22L and 22R so that the lubricating oil sealed in the storage chambers 22L and 22R is not biased to one side. ing.

  The lubricating oil supplied from the through hole 32c provided in the boss portion 32 lubricates the rolling bearing 34a, and the lubricating oil supplied into the accommodation chamber 22R is splashed up by the small diameter gear 24b and the large diameter gear 24a. Lubricating oil is supplied to the input gear 23a and the rolling bearings 28a and 28b.

  In this manner, lubrication is likely to occur by supplying the lubricating oil to the right accommodation chamber 22R by using the spurs of the output gear 25a and the large diameter gear 24a accommodated in the left accommodation chamber 22L. Even in the case of gear arrangement, stable lubrication is possible without using an external pump.

  The amount of lubricating oil is adjusted so that the output gear 25a and the large-diameter gear 24a housed in the left housing chamber 22L serve as an oil bath, but the intermediate gear shaft 24L and the output gear shaft 25L are located on the lower side of the vehicle body. Therefore, it is not necessary to increase the amount of lubricating oil more than necessary, preventing an increase in weight due to the oil, and supplying the lubricating oil to the gears and rolling bearings of the left and right reduction gears. .

  Further, in the above-described embodiment, the through hole 32c is provided at the bottom of the boss portion 32 provided in the partition wall 21 of the central casing 20a. However, the lubrication is lifted up from the gear of the reduction gear disposed in one of the storage chambers. As long as oil is supplied to the other storage chamber and lubricating oil is supplied to the gear and the rolling bearing located above the other, the partition wall 21 other than the boss portion 32 may be provided with a through hole 32c.

  The present invention is not limited to the above-described embodiments, and can of course be implemented in various forms without departing from the gist of the present invention. The scope of the present invention is claimed. The equivalent meanings recited in the claims, and all modifications within the scope.

1L, 1R: Electric motor 2L, 2R: Reducer 3L, 3R: Motor casing 3aL, 3aR: Motor casing body 3bL, 3bR: Outer wall 3cL, 3cR: Inner wall 11: Stator 12: Rotor 12a: Motor shaft 13: Seal Member 14a, 14b: Rolling bearing 15: Constant velocity joint 15a: Outer ring member 16: Intermediate shaft 20: Reduction gear casing 20a: Central casing 20bL, 20bR: Side casing 21: Partition wall 21a: Communication hole 22L, 22R: Storage chamber 23L , 23R: input gear shaft 23a: input gear 24L, 24R: intermediate gear shaft 24a: large diameter gear 24b: small diameter gear 25L, 25R: output gear shaft 25a: output gears 27a, 27b: boss portions 28a, 28b: rolling bearing 29 : Bolt 31: Sealing members 32 and 33: Section 32c: Through holes 34a, 34b: Rolling bearings 35, 36: Boss portion 37a: Rolling bearing 37b: Rolling bearing 39: Oil seal 41: Chassis 42: Front wheel 43: Rear wheel A: Two-motor vehicle drive device B: Electric Automobiles c1, c2, c3: axis

Claims (4)

Two electric motors for independently driving the left and right drive wheels, and two reduction gears for individually decelerating the power of the two electric motors and transmitting them to the left and right drive wheels, An input gear shaft having an input gear to which power is transmitted from the motor shaft, an output gear shaft having an output gear for transmitting a driving force to the drive wheels, and an intermediate gear provided between the input gear shaft and the output gear shaft A two-motor vehicle comprising one or more intermediate gear shafts having a shaft and a motor casing of two electric motors fixedly arranged on the left and right sides of a reduction gear casing that houses the two speed reducers in parallel in the left and right direction. In the drive device,
The left and right input gear shafts and the output gear shaft are located on the same shaft center, and the shaft centers of the left and right intermediate gear shafts are shifted in opposite directions with respect to the plane connecting the input gear shaft and the output gear shaft. And the inboard side of the left and right intermediate gear shafts that are shifted to the left and right are arranged at positions that overlap each other in the axial direction,
The reduction gear casing is provided with a partition wall that partitions the reduction gear casing into two storage chambers on the left and right, and two reduction devices are independently stored in the left and right storage chambers,
The partition wall is provided with a through-hole communicating with the left and right storage chambers, and the lubricating oil swept up by a gear in one of the storage chambers is supplied to the other storage chamber through the through-hole. 2 motor vehicle drive. The speed reducer is composed of an input gear shaft, an output gear shaft, and an intermediate gear shaft. When the two-motor vehicle drive device is mounted on the vehicle body, the speed reducer housed in one housing chamber is an intermediate gear shaft. The gear shaft and the output gear shaft are located below the vehicle body, the input gear shaft is located above the intermediate gear shaft and the output gear shaft,
In the speed reducer housed in the other housing chamber, the output gear shaft is located below the vehicle body, the input gear shaft and the intermediate gear shaft are located above the output gear shaft,
2. The two-motor vehicle drive device according to claim 1, wherein the intermediate gear shaft and the output gear shaft housed in one housing chamber are in an oil bath state.   The boss portion into which the rolling bearing that supports the intermediate gear shaft is fitted is provided in the partition wall, and the through hole is provided in the partition wall portion of the boss portion. The two-motor vehicle drive device described.   4. The shaft center of the intermediate gear shaft of the left and right speed reducers is disposed at a position shifted from the surface connecting the input gear shaft and the output gear shaft by an equal distance from each other in opposite directions. The two-motor vehicle drive device according to any one of the above.

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