JP4107265B2 - Powertrain for front and rear wheel drive vehicles - Google Patents

Description

  The present invention relates to a power train for a front and rear wheel drive vehicle in which front and rear wheels are driven by a prime mover and a rotating electric machine.

  As a conventional power train for front and rear wheel drive vehicles, for example, a power train for a four wheel drive vehicle having a configuration shown in Patent Document 1 disclosed by the applicant of the present application is known.

  This power train is located on the same axis as the engine as the prime mover located at the front of the vehicle, the transmission located at the rear of the vehicle, the transfer located at the rear end of the engine at the front of the vehicle, and the crankshaft of the engine. A solid first propeller shaft extending between the engine and the transmission in the longitudinal direction of the vehicle and transmitting the driving force of the engine to the transmission; and a first propeller shaft located on the same axis as the first propeller shaft. A hollow second propeller shaft is provided surrounding the one propeller shaft and transmitting the output of the transmission to the transfer.

  With this configuration, the power train transmits the driving force of the engine from the transmission to the rear wheels and also transmits the front and rear wheels from the transmission to the front wheels via the transfer. Then, by controlling the fastening force of the hydraulic clutch incorporated in the transfer, optimal driving force distribution to the front and rear wheels is performed according to the traveling state such as the front and rear wheel rotational speed difference, the vehicle speed, the accelerator opening, and the lateral acceleration.

  The power train also includes a cylindrical torque tube that surrounds the doubled first and second propeller shafts on the same axis and couples the transfer and transmission cases together. The hollow second propeller shaft is rotatably supported via the bearing, and the solid first propeller shaft is rotatably supported via the bearing by the second propeller shaft.

  Thus, according to the power train in which the engine is arranged in the front part of the vehicle and the transmission is arranged in the rear part of the vehicle, the difference in weight distribution between the front and rear wheels can be reduced, which is advantageous in terms of vehicle motion performance.

Japanese Patent No. 2563629 (page 2-4, Fig. 1)

  However, in the conventional power train, the first propeller shaft, the second propeller shaft, and the torque tube are all arranged on the same axis as the crankshaft of the engine, and the first propeller shaft and the second propeller shaft are rotatable. Since the torque tube connects the transfer case and the transmission case, the structure is complicated. Furthermore, when the length of the torque tube is relatively long, a plurality of bearings may be disposed between the first propeller shaft and the second propeller shaft and between the second propeller shaft and the torque tube. Necessary. Therefore, in the configuration of the above-described prior art, high accuracy is required for processing and assembling of each component, and man-hours are increased, which may increase the cost.

  Further, according to the configuration of the above prior art, since the first propeller shaft and the second propeller shaft are arranged on the same axis, the width of the vehicle interior tunnel portion is made smaller than when both propeller shafts are arranged in parallel. There is an advantage of being able to. However, when it is desired to reduce the outer diameter of the torque tube which is the outermost peripheral portion in the passenger compartment tunnel portion and to further reduce the swelling of the passenger compartment tunnel portion, the second propeller shaft disposed in the cylindrical torque tube. The outer diameter of the first propeller shaft disposed further inside must also be reduced. Therefore, in such a case, according to the configuration of the above prior art, when the driving force from the engine is input to the transmission, the torsional resonance frequency of the first propeller shaft serving as the input shaft to the transmission is lowered, and the teeth inside the transmission are There is a possibility of deteriorating the beating noise.

  Further, in the configuration of the above prior art, the first propeller shaft, the second propeller shaft, and the torque tube are disposed so as to be on the same axis line with a bearing interposed therebetween. Therefore, both vibration and noise from the first propeller shaft caused by the gear constituting the transmission and vibration and noise from the second propeller shaft caused by the chain constituting the transfer are both transmitted to the torque tube. Become. For this reason, the vibration and noise are transmitted to the vehicle interior via the torque tube, which may lead to deterioration of ride comfort and noise.

  In addition, according to the transfer in the prior art, it is possible to transmit the excessive driving force on the rear wheel side to the front wheel when the rear wheel slips. However, if the vehicle starts from a stopped state and tries to transmit the driving force to the front wheels from the beginning, the transfer clutch must be in the engaged state in advance. For example, when the steering angle of the steering wheel is large, a difference in the number of rotations of the front and rear wheels becomes large and a brake is applied, which may cause a so-called tight corner braking phenomenon.

  Furthermore, in the above-described conventional transfer, even if an attempt is made to improve the maneuverability by changing the front and rear tire diameters from the viewpoint of vehicle handling stability, if there is a difference in the front and rear tire diameters, a slip always occurs in the transfer clutch. As a result, the durability of the clutch may be lowered, and it is difficult to improve the maneuverability by changing the front and rear tire diameters.

  In the above prior art configuration, the transmission is arranged at the rear of the vehicle separately from the engine arranged at the front of the vehicle, and the driving force from the engine is input to the transmission by the first propeller shaft connecting the transmission and the engine. ing. For this reason, the rotational inertia on the transmission input side is increased through the first propeller shaft as compared with a normal rear wheel drive vehicle in which the engine and the transmission are integrated. There is a possibility that the speed change performance may be deteriorated, such as a delay in response and occurrence of shock.

  Therefore, an object of the present invention is to advantageously solve the above-described problems and provide a more suitable front-wheel drive vehicle power train.

  In order to achieve the above object, a power train for a front and rear wheel drive vehicle according to the present invention includes a prime mover located in one of a front part and a rear part of the vehicle, and the other of the front part and the rear part of the vehicle. Between the front wheel and the rear wheel connected to the wheel located on the other part of the vehicle, and between the output shaft of the prime mover and the input shaft of the transmission. The propeller shaft and the clutch inserted, and the inner rotor, the stator, and the outer rotor, which are located in the one portion of the vehicle, are layered on the same axis as the output shaft of the prime mover, and the inner rotor is A rotation connected to the output shaft of the prime mover and the outer rotor connected to a wheel located in the one part of the vehicle of the front wheel and the rear wheel Is characterized by comprising comprises a machine, a.

  In the power train for a front and rear wheel drive vehicle of the present invention, the other part of the output shaft of the prime mover located in one of the front part and the rear part of the vehicle and the front part and the rear part of the vehicle The propeller shaft and clutch inserted between the transmission input shaft and the transmission input the prime mover output to the transmission, so that the transmission is connected to the output shaft of the front and rear wheels. Drive wheels located in the other part of the vehicle.

  Furthermore, in the power train for front and rear wheel drive vehicles according to the present invention, the rotation having the inner rotor, the stator, and the outer rotor in a layered manner on the same axis as the output shaft of the prime mover while being positioned in the one portion of the vehicle. An electric machine can drive the output shaft of the prime mover with an inner rotor connected to the output shaft of the prime mover, and an outer rotor connected to a wheel located in the one part of the vehicle among the front wheels and the rear wheels The wheel can be driven.

  Therefore, according to the power train for front and rear wheel drive vehicles of the present invention, a complicated double propeller shaft is not required and a torque tube is not required. This eliminates the need for high-precision processing and assembly of these parts, so that the production cost of the power train can be reduced, and the outer diameter of the propeller shaft can be increased even if the bulge of the passenger compartment tunnel is reduced. Therefore, the torsional resonance frequency of the propeller shaft can be increased to reduce rattling noise inside the transmission, and vibration and noise from the transmission and transfer can be transmitted to the vehicle via the torque tube. Since it is not transmitted indoors, the ride quality and quietness of a vehicle can be improved.

  Further, according to the power train for a front and rear wheel drive vehicle of the present invention, since one of the front and rear wheels is driven by a prime mover and the other is driven by an outer rotor of a rotating electric machine, mechanical coupling of the front and rear wheels is eliminated. When the vehicle starts from a stopped state, the driving force can be transmitted to the front wheels from the beginning, and the tight corner braking phenomenon occurs even when the difference in the number of revolutions of the front and rear wheels becomes large, for example, when the turning angle of the steering wheel is large. In addition, for example, even if the tire diameter of the front and rear wheels is changed to improve the maneuverability and the difference in rotational speed between the front and rear wheels increases, durability problems such as wear and deterioration of parts may occur. And an inner rotor of a rotating electrical machine that can drive the propeller shaft even if a propeller shaft that increases rotational inertia is provided on the transmission input side By electrically controlling the rotational speed, it is possible to prevent the transmission performance from being deteriorated at the time of transmission transmission, and furthermore, it is possible to provide high transmission performance that could not be realized with a conventional rear wheel drive vehicle transmission. .

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a plan view schematically showing the configuration of the first embodiment of the power train for front and rear wheel drive vehicles of the present invention. FIG. 2 is the configuration of the power train for front and rear wheel drive vehicles of the first embodiment. FIG. 3 is a cross-sectional view schematically showing the configuration of the rotating electric machine and transfer of the power train for the front and rear wheel drive vehicle of the first embodiment. In FIG. Left and right front wheels supported by a suspension (not shown) and positioned at the front portion of the vehicle 1, and 3 indicate left and right rear wheels supported by a suspension (not shown) and positioned at the rear portion of the vehicle 1.

  The power train for the front and rear wheel drive vehicle of the first embodiment is located at the rear part of the engine 4 as the prime mover located at the front part of the front part and the rear part of the vehicle 1 and the front part and rear part of the vehicle 1. In addition, as shown in FIG. 3, a manual or automatic transmission 8 having an output shaft 8a connected to the left and right rear wheels 3 via a rear differential gear 5 and left and right rear drive shafts 7 having joints 6 at both ends, 3 includes a rear propeller shaft 9 and a starting clutch 10 interposed between the output shaft 4a of the engine 4 and the input shaft 8b of the transmission 8, where the rear propeller shaft 9 is Both end portions are connected to the output shaft 4a of the engine 4 and the starting clutch 10 via joints 11 and extend in the vehicle front-rear direction.

  Further, as shown in FIG. 3, the power train for the front and rear wheel drive vehicle of the first embodiment is connected to the rear end portion of the engine 4 and is located at the front portion of the vehicle 1 (for example, the applicant of the present application The multi-layer motor disclosed in Japanese Patent Laid-Open No. 2000-14086) 12 and a transfer 13 coupled to the rear end portion of the rotating electrical machine 12. The rotor 12a, the stator 12b, and the outer rotor 12c are layered on the same axis as the output shaft 4a of the engine 4.

  Here, the inner rotor 12a is connected to the output shaft 4a of the engine 4, and the outer rotor 12c includes a transfer 13, a front propeller shaft 15 having joints 14 at both ends, a front differential gear 16, and joints 17 at both ends. Are connected to the left and right front wheels 2 via a left and right front drive shaft 18.

  As shown in FIG. 3, the transfer 13 in the first embodiment has a chain transmission mechanism 19 that transmits power by a chain 19c wound around two sprockets 19a and 19b. The outer rotor 12 c of the rotating electrical machine 12 in the embodiment is connected to the front wheel 2 through the chain transmission mechanism 19.

  Further, as shown in FIG. 3, the stator 12b of the rotating electrical machine 12 in the first embodiment is supported by the rear end outer wall portion 4b of the engine 4 and through a passage (not shown) provided in the rear end outer wall portion 4b. Then, the coolant is supplied to and discharged from the coolant jacket (not shown) in the stator 12b, and the interior of the rotating electrical machine 12 is appropriately cooled.

  In the power train for the front and rear wheel drive vehicle of the first embodiment, between the output shaft 4a of the engine 4 located at the front portion of the vehicle 1 and the input shaft 8b of the transmission 8 located at the rear portion of the vehicle 1. The rear propeller shaft 9 and the starting clutch 10 inserted into the vehicle input the output of the engine 4 to the transmission 8, whereby the transmission 8 is a wheel located at the rear of the vehicle 1 to which the output shaft 8a is connected. A certain rear wheel 3 is driven.

  Furthermore, in the power train for the front and rear wheel drive vehicle of the first embodiment, the rotating electrical machine 12 is located in the front portion of the vehicle 1 and has the inner rotor 12a, the stator 12b, and the outer rotor 12c in layers on the same axis. However, the inner rotor 12a connected to the output shaft 4a of the engine 4 can drive the output shaft 4a of the engine 4 and the outer rotor 12c connected to the front wheel 2 which is a wheel located in the front portion of the vehicle 1. The front wheel 2 can be driven.

  Therefore, according to the power train for the front and rear wheel drive vehicle of the first embodiment, a complicated double propeller shaft is unnecessary and a torque tube is also unnecessary. This eliminates the need for highly accurate processing and assembly of these parts, so that the production cost of the power train can be reduced, and the outer diameter of the rear propeller shaft 9 can be reduced even if the bulge of the passenger compartment tunnel is reduced. The rigidity of the transmission can be increased by increasing the torsional resonance frequency of the rear propeller shaft 9 to reduce rattling noise inside the transmission, and vibration and noise from the transmission 8 and the transfer 13 can be reduced. Since it is not transmitted to the vehicle interior via the torque tube, the riding comfort and quietness of the vehicle 1 can be improved.

  Further, according to the power train for the front and rear wheel drive vehicle of the first embodiment, the front and rear wheels 3 are driven by the engine 4 and the front wheel 2 is driven by the outer rotor 12c of the rotating electrical machine 12 so that the front and rear wheels 3 are driven. Since the mechanical connection between the wheels 2 and 3 is eliminated, the driving force can be transmitted to the front wheel 2 from the beginning when the vehicle 1 starts from a stopped state, and when the steering angle of the steering wheel is large, for example, The tight corner braking phenomenon does not occur even if the rotational speed difference between the wheels 2 and 3 is increased. For example, the tire diameter of the front and rear wheels 2 and 3 is changed to improve the maneuverability. A rear propeller shaft 9 that does not cause durability problems such as wear and deterioration of parts even when the rotational speed difference increases and increases rotational inertia on the input side of the transmission 8 is provided. However, it is possible to prevent the transmission performance from being deteriorated when the transmission 8 is shifted by electrically controlling the rotational speed of the inner rotor 12a of the rotating electrical machine 12 capable of driving the rear propeller shaft 9 by a microcomputer or the like. In addition, it is possible to bring about a quick and smooth speed change that could not be realized with a conventional transmission for a rear wheel drive vehicle.

The output shaft 4a of the engine 4 and the front wheel 2 are driven by two electric motors arranged in series on the central axis of the output shaft 4a of the engine 4 instead of the rotating electrical machine 12 in the configuration of the first embodiment. In that case, however, the axial direction length of the rotating electrical machine portion is longer than that in the first embodiment, and the power source unit that combines the engine 4 and the rotating electrical machine becomes enormous. There are disadvantages in that the weight distribution in the front and rear is deteriorated, the vehicle mountability of the power train is deteriorated, and the space in the vehicle interior is also reduced. In contrast, according to this first embodiment, two rotors 12a of the rotary electric machine 12, by arranging in layers on the same axis and 12c, compact power source unit together with the engine 4 and the rotary electric machine 12 As a result, the front and rear weight distribution can be improved, the power train can be mounted on the vehicle, and the vehicle interior space can be secured sufficiently wide.

  Furthermore, according to the power train for the front and rear wheel drive vehicle of the first embodiment, the inner rotor 12a is mounted in consideration of the fact that the centrifugal force increases as the rotational radius increases and the engine speed is higher than the front wheel speed. Since the high-rotation engine output shaft 4a side and the outer rotor 12c are connected to the low-rotation front wheel 2 side, it is possible to prevent the rotational strength required for the rotors 12a and 12c from becoming excessively high.

  Furthermore, according to the power train for the front and rear wheel drive vehicle of the first embodiment, the outer rotor 12c is connected to the output shaft 4a of the engine 4 and continues to rotate even when the vehicle is stopped. Can be generated by the inner rotor 12a that rotates at high speed, and on the other hand, the outer rotor 12c that can secure a larger output torque because it is arranged outside the inner rotor 12a can distribute the driving force to the front wheels 2. Therefore, the driving force distribution to the front and rear wheels 2 and 3 can be performed efficiently.

  Further, according to the power train for the front and rear wheel drive vehicle of the first embodiment, the front and rear wheels 2 and 3 are respectively connected by the outer rotor 12c and the inner rotor 12a under conditions that require a large driving force, such as during vehicle acceleration. By driving, the driving force as the electric motor of the rotating electrical machine 12 can be added to the rear wheel driving force of the engine 4, and a large driving force can be brought about. Further, when the vehicle decelerates, the outer rotor 12c and the inner rotor 12a regenerates power as a generator, thereby increasing the vehicle deceleration and improving the fuel efficiency of the engine 4.

  Furthermore, according to the power train for the front and rear wheel drive vehicle of the first embodiment, the engine 4 can be started by the inner rotor 12a connected to the output shaft 4a of the engine 4 by disengaging the starting clutch 10 while the vehicle is stopped. Therefore, it is possible to realize a power train having an idle stop function by using electric power stored by regeneration.

  And according to the power train for the front and rear wheel drive vehicle of the first embodiment, the outer rotor 12c of the rotating electrical machine 12 and the front wheel 2 are connected via the chain transmission mechanism 19 in the transfer 13. Therefore, the output shaft of the transfer 13 can be appropriately offset with respect to the axis of the outer rotor 12c so as to be located outside the outer rotor 12c of the rotating electrical machine 12 on the same axis as the output shaft 4a of the engine 4, The output shaft of the transfer 13 is connected to the input shaft of the front differential gear 16 disposed on the side of the engine 4 by the front propeller shaft 15 within a range of bending angles appropriate for the joints 14 at both ends. It is possible to reliably connect the exhaust pipe and the like without interference.

  FIG. 4 is a cross-sectional view schematically showing the configuration of the rotating electrical machine and transfer of the second embodiment of the power train for front and rear wheel drive vehicle of the present invention, and the same parts as those of the first embodiment in the figure are the same. It shows with the same code | symbol. In other words, the power train for the front and rear wheel drive vehicle of the second embodiment differs from the first embodiment in that a gear-type transmission mechanism 20 is provided in the transfer-integrated rotating electrical machine 12 instead of the transfer 13. The other parts are the same as those in the first embodiment.

  As shown in FIG. 4, the gear-type transmission mechanism 20 in the power train for front and rear wheel drive vehicles of the second embodiment is engaged with a gear 20a formed on the outer periphery of the outer rotor 12c of the rotating electrical machine 12 and the gear 20a. Here, the gear 20b is composed of a transfer 13, a front propeller shaft 15 having joints 14 at both ends, a front differential gear 16 and joints at both ends, although not shown. 17 is connected to the left and right front wheels 2 via a left and right front drive shaft 18.

  According to the power train for the front and rear wheel drive vehicle of the second embodiment, various gears and effects similar to those of the first embodiment can be brought about, and the gear 20a formed on the outer periphery of the outer rotor 12c is made large. By making the gear and the gear 20b meshing with it a small gear, the gear transmission mechanism 20 can have a speed increasing ratio, and the outer rotor 12c can be rotated at the same vehicle speed as compared with the case of the first embodiment. The number can be reduced by the speed increase ratio.

  FIG. 5 is a relationship diagram showing the relationship between the output torque and the rotational speed of the outer rotor 12c with respect to the vehicle speed, in which the curve A is the output torque, the straight line B is the rotational speed and the straight line in the first embodiment shown in FIG. C represents the number of rotations in the second embodiment shown in FIG. The speed increasing ratio of the gear type transmission mechanism 20 in the second embodiment is 4.0 here. As apparent from FIG. 5, according to the second embodiment, compared with the first embodiment, the use rotational speed of the outer rotor 12 c is entirely shifted to the low speed rotation side with respect to the vehicle speed. The number of rotations of the outer rotor 12c during high-speed traveling can be kept low, thereby preventing overheating due to over-rotation of the outer rotor 12c and deterioration of reliability due to high-speed rotation of heavy objects. It is possible to avoid an excessive increase in the rotational resistance required for the rotor 12c.

  FIG. 6 is a cross-sectional view schematically showing the configuration of the rotating electrical machine and transfer of the third embodiment of the power train for front and rear wheel drive vehicle of the present invention, and the same parts as those of the second embodiment are the same as those in the figure. It shows with the code | symbol. That is, the power train for the front and rear wheel drive vehicle of the third embodiment is provided with a damper 21 for reducing torsional vibration between the joint 11 on the rear end side of the rear propeller shaft 9 and the starting clutch 10. Unlike the second embodiment, the other parts are the same as those of the second embodiment.

  According to the power train for the front and rear wheel drive vehicle of the third embodiment, various actions and effects similar to those of the first and second embodiments can be brought about, and in addition, the start clutch 10 can be engaged by the damper 21. It is possible to further improve the riding comfort of the vehicle 1 by reducing torsional vibration of the rear propeller shaft 9 at the time.

  As mentioned above, although demonstrated based on the example of illustration, this invention is not limited to the above-mentioned example. For example, in each of the above embodiments, the engine 4 and the rotating electrical machine 12 as the prime mover are disposed in the front part of the vehicle and the transmission 8 is disposed in the rear part of the vehicle. Conversely, the engine 4 and the rotating electrical machine 12 are disposed in the rear part of the vehicle. The transmission 8 may be disposed at the front of the vehicle. Further, in each of the above embodiments, the four-wheeled vehicle has two front and rear wheels 2 and 3, but at least one of the front wheels 2 and the rear wheels 3 may be further increased.

  Thus, according to the power train for a front and rear wheel drive vehicle of the present invention, a complicated double propeller shaft is unnecessary and a torque tube is also unnecessary. This eliminates the need for high-precision processing and assembly of these parts, so that the production cost of the power train can be reduced, and the outer diameter of the propeller shaft can be increased even if the bulge of the passenger compartment tunnel is reduced. Therefore, the torsional resonance frequency of the propeller shaft can be increased to reduce rattling noise inside the transmission, and vibration and noise from the transmission and transfer can be transmitted to the vehicle via the torque tube. Since it is not transmitted indoors, the ride quality and quietness of a vehicle can be improved.

  Further, according to the power train for a front and rear wheel drive vehicle of the present invention, since one of the front and rear wheels is driven by a prime mover and the other is driven by an outer rotor of a rotating electric machine, mechanical coupling of the front and rear wheels is eliminated. When the vehicle starts from a stopped state, the driving force can be transmitted to the front wheels from the beginning, and the tight corner braking phenomenon occurs even when the difference in the number of revolutions of the front and rear wheels becomes large, for example, when the turning angle of the steering wheel is large. In addition, for example, even if the tire diameter of the front and rear wheels is changed to improve the maneuverability and the difference in rotational speed between the front and rear wheels increases, durability problems such as wear and deterioration of parts may occur. And an inner rotor of a rotating electrical machine that can drive the propeller shaft even if a propeller shaft that increases rotational inertia is provided on the transmission input side By controlling the rotational speed electrically, it is possible to prevent the transmission performance from being deteriorated at the time of transmission transmission, and furthermore, it is possible to bring about a high transmission performance that could not be realized with a conventional transmission for a rear wheel drive vehicle. .

It is a top view which shows typically the structure of 1st Example of the power train for front-and-rear wheel drive vehicles of this invention. It is a side view which shows typically the structure of the power train for front-and-rear wheel drive vehicles of the said 1st Example. It is sectional drawing which shows typically the structure of the rotary electric machine and transfer of the power train for front-and-rear wheel drive vehicles of the said 1st Example. It is sectional drawing which shows typically the structure of the rotary electric machine and transfer of 2nd Example of the power train for front-and-rear wheel drive vehicles of this invention. It is a relationship diagram which shows the relationship of the output torque and rotation speed of an outer rotor with respect to a vehicle speed. It is sectional drawing which shows typically the structure of the rotary electric machine and transfer of 3rd Example of the power train for front-and-rear wheel drive vehicles of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Front wheel 3 Rear wheel 4 Engine 4a Output shaft 5 Rear differential gear 6 Joint 7 Rear drive shaft 8 Transmission 8a Output shaft 8b Input shaft 9 Rear propeller shaft 10 Starting clutch 11 Joint 12 Rotating electrical machine 12a Inner rotor 12b Stator 12c Outer rotor DESCRIPTION OF SYMBOLS 13 Transfer 14 Joint 15 Front propeller shaft 16 Front differential gear 17 Joint 18 Front drive shaft 19 Chain type transmission mechanism 19a Sprocket 19b Sprocket 19c Chain 20 Gear type transmission mechanism 20a Gear 20b Gear 21 Damper

Claims (5)

A prime mover located in one of the front part and the rear part of the vehicle;
A transmission that is located in the other part of the front and rear parts of the vehicle and whose output shaft is connected to wheels located in the other part of the vehicle among front wheels and rear wheels;
A propeller shaft and a clutch interposed between the output shaft of the prime mover and the input shaft of the transmission;
The inner rotor, the stator, and the outer rotor are positioned on the same axis as the output shaft of the prime mover, and the inner rotor is coupled to the output shaft of the prime mover. A rotating electrical machine connected to a wheel located in the one part of the vehicle among the front wheel and the rear wheel of the outer rotor;
Power train for front and rear wheel drive vehicles. The front and rear wheel drive vehicle power train according to claim 1, wherein the outer rotor is connected to a wheel located in the one portion of the vehicle via a chain transmission mechanism. The outer rotor is connected to a wheel located in the one part of the vehicle via a gear transmission mechanism including a gear provided on an outer periphery of the outer rotor. Power train for front and rear wheel drive vehicles as described.   The stator is supported by an outer wall portion of the prime mover or a wall portion of the electric motor that is directly attached to the outer wall of the prime mover. A power train for a front and rear wheel drive vehicle according to claim 1. The prime mover and the rotating electrical machine are located at the front of the vehicle,
The power train for a front and rear wheel drive vehicle according to any one of claims 1 to 4, wherein the transmission is located at a rear portion of the vehicle.

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