JP6166902B2 - Power transmission device - Google Patents

Description

  The present invention relates to a power transmission device applied to a vehicle.

  Conventionally, as a power transmission device, an electric motor, an engine, a speed reduction mechanism that is disposed between the electric motor and the engine in the axial direction and decelerates the driving force from the electric motor and the engine, and a drive that is decelerated by the speed reduction mechanism A device including a differential device as a distribution mechanism to which force is transmitted is known (see, for example, Patent Document 1).

  In this power transmission device, the speed reduction mechanism includes an intermediate transmission shaft, a counter drive shaft as an input shaft arranged in parallel to the intermediate shaft, and an output member arranged in parallel to the counter drive shaft and connected to the differential device. Output large gears, a gear set provided between the intermediate transmission shaft and the counter drive shaft, and a gear set provided between the counter drive shaft and the output large gear. The intermediate transmission shaft of the speed reduction mechanism has both ends in the axial direction connected to the electric motor and the engine.

Japanese Patent Laid-Open No. 5-50863

  However, in the power transmission device as in Patent Document 1, since the electric motor and the engine are connected to the same shaft of the speed reduction mechanism, the reduction ratio between the electric motor and the engine in the speed reduction mechanism cannot be made different. It was.

  On the other hand, it is conceivable to arrange a planetary gear mechanism in the reduction mechanism in order to make the reduction ratio between the electric motor and the engine in the reduction mechanism different, but there is a risk that the structure of the reduction mechanism becomes complicated and the size is increased. It was.

  In view of the above, an object of the present invention is to provide a power transmission device that can vary the reduction ratio between the electric motor and the engine with a simple structure.

The present invention includes an electric motor, an engine, a reduction mechanism that is disposed between the electric motor and the engine in an axial direction, and decelerates a driving force from the electric motor and the engine, and a drive that is decelerated by the reduction mechanism. A power transmission device including a distribution mechanism for transmitting force, wherein the speed reduction mechanism includes a motor shaft connected to the electric motor, and an engine shaft arranged in parallel to the motor shaft and connected to the engine. An input shaft disposed in parallel with the engine shaft, an output member disposed in parallel with the input shaft and connected to the distribution mechanism, and a first provided between the motor shaft and the engine shaft. possess a gear set, a second gear set provided between the input shaft and the engine shaft, and a third gear set provided between the output member and the input shaft, said dispensing mechanism The differential mechanism and this An output shaft disposed in a direction orthogonal to the rotation axis of the moving mechanism, and a drive force from the differential mechanism provided between the differential mechanism and the output shaft is converted in direction and transmitted to the output shaft. The second gear set has a second large-diameter gear portion provided on the input shaft, and the third gear set is provided on a third large gear provided on the output member. A diameter gear portion, the direction changing gear set includes an input gear portion provided in the differential mechanism, and the input gear portion sandwiches the third large diameter gear portion in the axial direction; It arrange | positions on the reverse side of a 2nd large diameter gear part, It is characterized by the above-mentioned.

  In this power transmission device, the speed reduction mechanism has a motor shaft connected to the electric motor, an engine shaft connected to the engine, and a first gear set provided between the motor shaft and the engine shaft. Without adopting a simple structure, the reduction ratio between the electric motor and the engine in the reduction mechanism can be made different.

  In addition, since the first gear set is provided between the motor shaft and the engine shaft, when the electric motor functions as a generator, the rotation of the engine is accelerated by the first gear set and transmitted to the electric motor. Power generation efficiency can be improved.

  Therefore, in such a power transmission device, the reduction ratio between the electric motor and the engine can be made different with a simple structure.

  Advantageous Effects of Invention According to the present invention, there is an effect that it is possible to provide a power transmission device that can vary the reduction ratio between the electric motor and the engine with a simple structure.

1 is a schematic diagram showing a power system of a vehicle to which a power transmission device according to an embodiment of the present invention is applied. 1 is a schematic diagram showing a power system of a vehicle to which a power transmission device according to an embodiment of the present invention is applied. It is sectional drawing of the power transmission device which concerns on 1st Embodiment of this invention. 1 is a schematic diagram showing a power system of a vehicle to which a power transmission device according to an embodiment of the present invention is applied. It is sectional drawing of the power transmission device which concerns on 2nd Embodiment of this invention. It is sectional drawing of the power transmission device which concerns on 3rd Embodiment of this invention. It is sectional drawing of the power transmission device which concerns on 4th Embodiment of this invention. It is sectional drawing of the power transmission device which concerns on 5th Embodiment of this invention.

  First, a power system of a vehicle to which a power transmission device according to an embodiment of the present invention is applied will be described with reference to FIGS.

  As shown in FIG. 1, the power system of the vehicle includes an electric motor 3 and an engine 5 as drive sources, a speed reduction mechanism 7 as a speed change mechanism including a speed reduction gear set, and a clutch 31 (see FIG. 3), a power transmission device 1 having a distribution mechanism 9 as a front differential that allows the differential of the left and right wheels on the front wheel side, front axles 503 and 505, front wheels 507 and 509, and a rear as a driven system It includes an axle 511, rear wheels 513, 515, and the like. The electric motor 3 is a motor / generator having a generator function.

  In the vehicle power system configured as described above, the driving force of the driving source is transmitted to the distribution mechanism 9 via the speed reduction mechanism 7. The driving force transmitted to the distribution mechanism 9 is distributed to the front wheels 507 and 509 via the front axles 503 and 505, and the rear axle 511 and the rear wheels 513 and 515 are driven by the driving of the front wheels 507 and 509. Is a front-wheel drive two-wheel drive.

  In the power transmission device 1 applied to such a vehicle, a clutch for intermittently transmitting power between the engine 5 and the engine shaft 13 (see FIG. 3) from when the vehicle starts to a high speed state higher than a predetermined speed. 31 is in a disconnected state, and the electric motor 3 is selected as a drive source.

  The driving force from the electric motor 3 as a driving source is transmitted to the distribution mechanism 9 via the speed reduction mechanism 7 and is distributed to the front wheels 507 and 509 from the front axles 503 and 505 connected to the distribution mechanism 9.

  At this time, the electric motor 3 functions as a generator when the vehicle is stopped or decelerated, and the brake energy generated by the deceleration of the vehicle is charged to a power source (not shown) such as a battery or a storage battery via the electric motor 3.

  On the other hand, in the power transmission device 1, when the vehicle is in a high speed state equal to or higher than a predetermined speed, the clutch 31 is in a connected state, and the engine 5 is selected as a drive source. The driving force from the engine 5 is transmitted to the distribution mechanism 9 via the speed reduction mechanism 7 and is distributed from the front axles 503 and 505 connected to the distribution mechanism 9 to the front wheels 507 and 509.

  At this time, the rotation of the engine 5 is charged to the power source via the electric motor 3 that functions as a generator as necessary.

  Here, when an intermittent mechanism 303 for interrupting power transmission between the speed reduction mechanism 7 and the distribution mechanism 9 is provided as in the power transmission device 301 according to the fourth embodiment shown in FIG. Is in a stopped state, and when the remaining amount of power is less than or equal to a predetermined value, the clutch 31 is in a connected state, and the intermittence mechanism 303 is in a disconnected state.

  Thereby, the rotation of the engine 5 is charged to the power supply via the electric motor 3 functioning as a generator. At this time, since the intermittent mechanism 303 is in the disconnected state, the driving force from the engine 5 is not transmitted to the distribution mechanism 9.

  Next, a power system of another vehicle to which the power transmission device according to the embodiment of the present invention is applied will be described.

  As shown in FIG. 2, the power system of the vehicle uses the rear electric motor 603 as a drive source, the main drive system 605 that drives the rear wheels, the electric motor 3 and the engine 5 as drive sources, and drives the front wheels. And sub-driving system 607.

  The main drive system 605 includes a rear electric motor 603 that is a motor / generator as a drive source, a rear speed reduction mechanism 609 including a reduction gear set, a rear differential 611 that allows differential of the left and right wheels on the rear wheel side, It includes axles 613 and 615, rear wheels 617 and 619, and the like.

  In the main drive system 605, the driving force from the rear electric motor 603 is transmitted to the rear differential 611 via the rear speed reduction mechanism 609 and connected to the rear differential 611 until the vehicle enters a high speed state that exceeds a predetermined speed from the start of the vehicle. It is distributed from the rear axles 613 and 615 to the rear wheels 617 and 619.

  As a result, the vehicle is in a two-wheel drive state of rear wheel drive when starting, and needs to drive front and rear wheels due to slip on the rear wheel side or running on a rough road from the start to a high speed state higher than a predetermined speed. In this case, a four-wheel drive state of front and rear wheel drive is set.

  At this time, the rear electric motor 603 functions as a generator at the time of deceleration when the vehicle stops or decelerates, and the brake energy due to deceleration of the vehicle is charged to a power source (not shown) such as a battery or a storage battery via the rear electric motor 603. The

  The auxiliary drive system 607 includes an electric motor 3 and an engine 5 that are motors / generators as drive sources, a speed reduction mechanism 7 that is a speed change mechanism including a speed reduction gear set, and a clutch 31 that intermittently outputs the engine 5 (see FIG. 1). ) And a distribution mechanism 9 as a front differential that allows the differential of the left and right wheels on the front wheel side, front axles 503 and 505, front wheels 507 and 509, and the like.

  In the auxiliary drive system 607, when front and rear wheel drive is required due to slipping on the rear wheel side or traveling on a rough road between the start of the vehicle and a high speed state higher than a predetermined speed, the engine 5 and the engine shaft 13 (see FIG. 1), the clutch 31 for intermittently transmitting and receiving the power is released, and the electric motor 3 is selected as the drive source.

  The driving force from the electric motor 3 as a driving source is transmitted to the distribution mechanism 9 via the speed reduction mechanism 7 and is distributed to the front wheels 507 and 509 from the front axles 503 and 505 connected to the distribution mechanism 9.

  As a result, the vehicle enters a four-wheel drive state with the assist of the rear wheel drive by the drive of the main drive system 605 and the front wheel drive by the motor function of the electric motor 3.

  At this time, like the rear electric motor 603, the electric motor 3 functions as a generator when the vehicle is stopped or decelerated, and the brake energy generated by the deceleration of the vehicle is charged to the power source via the electric motor 3.

  On the other hand, in the sub drive system 607, when the vehicle is in a high speed state equal to or higher than a predetermined speed, the clutch 31 is in a connected state, and the engine 5 is selected as a drive source.

  At this time, if the main drive system 605 is provided with a clutch (not shown) for intermittently transmitting power between the rear electric motor 603 and the rear differential 611, the clutch is brought into a disconnected state, and the rear differential 611 and the rear differential 611 are connected. Power transmission to and from the electric motor 603 is interrupted. As a result, the rotation of the rear wheels 617 and 619 due to the traveling of the vehicle is not transmitted to the rear reduction mechanism 609 and the rear electric motor 603, so that useless rotation systems can be reduced and the fuel consumption of the vehicle can be improved.

  The driving force from the engine 5 as a driving source is transmitted to the distribution mechanism 9 via the speed reduction mechanism 7 and is distributed to the front wheels 507 and 509 from the front axles 503 and 505 connected to the distribution mechanism 9. As a result, the vehicle is in a two-wheel drive state of front wheel drive by the engine 5.

  At this time, the rotation of the engine 5 is charged to the power source via the electric motor 3 that functions as a generator as necessary.

  Here, in the case where an intermittent mechanism 303 for interrupting power transmission between the speed reduction mechanism 7 and the distribution mechanism 9 is provided as in the power transmission device 301 according to the fourth embodiment shown in FIG. The intermittent mechanism 303 is brought into the disconnected state in the traveling state by only the drive system 605.

  As a result, the rotation of the front wheels 507 and 509 due to traveling of the vehicle is not transmitted to the speed reduction mechanism 7, the electric motor 3, and the engine 5, so that useless rotation systems can be reduced and the fuel consumption of the vehicle can be improved.

  On the other hand, in the auxiliary drive system 607 to which the power transmission device 301 according to the fourth embodiment is applied, the vehicle is in a stopped state or in a traveling state by only the main drive system 605, and the remaining amount of power is below a predetermined value. The clutch 31 is in the connected state, and the intermittent mechanism 303 is in the disconnected state.

  Thereby, the rotation of the engine 5 is charged to the power supply via the electric motor 3 functioning as a generator. At this time, since the intermittent mechanism 303 is in the disconnected state, the driving force from the engine 5 is not transmitted to the distribution mechanism 9. Next, the power transmission device according to the embodiment of the present invention will be described.

(First embodiment)
The first embodiment will be described with reference to FIG.

  The power transmission device 1 according to the present embodiment is arranged between the electric motor 3, the engine 5 (see FIG. 1), and the axial direction between the electric motor 3 and the engine 5. And a distribution mechanism 9 to which the driving force decelerated by the decelerating mechanism 7 is transmitted.

  The speed reduction mechanism 7 includes a motor shaft 11 connected to the electric motor 3, an engine shaft 13 arranged parallel to the motor shaft 11 and connected to the engine 5, and an input arranged parallel to the engine shaft 13. A shaft 15, an output member 17 arranged in parallel to the input shaft 15 and connected to the distribution mechanism 9, a first gear set 19 provided between the motor shaft 11 and the engine shaft 13, and the engine shaft 13 A second gear set 21 provided between the input shaft 15 and a third gear set 23 provided between the input shaft 15 and the output member 17 is provided.

  The first gear set 19 and the second gear set 21 mesh with a first large-diameter gear portion 25 as the same gear portion provided on the engine shaft 13.

  Further, the axial end surface of the engine shaft 13 is disposed to face the axial side surface of the electric motor 3.

  As shown in FIG. 3, the power transmission device 1 includes a casing 27, an electric motor 3, an input member 29 connected to an output shaft of the engine 5 (see FIG. 1), a clutch 31, a speed reduction mechanism 7, And a distribution mechanism 9.

  In the casing 27, the one-side casing portion 33 and the other-side casing portion 35 are integrally fixed by a fixing means such as a bolt, and the inside mainly includes an input-side accommodation portion that mainly accommodates the speed reduction mechanism 7, and mainly the distribution mechanism 9. It is an output side accommodating part which accommodates. The electric motor 3 is assembled on the side surface in the axial direction of the one-side casing portion 33 of the input-side accommodation portion of the casing 27.

  The electric motor 3 is a motor / generator having a function of a generator, and includes an axial flux motor in which a rotor and a stator are alternately arranged in the axial direction of the rotating shaft 37. The electric motor 3 is larger in the radial direction and smaller in the axial direction than the radial motor.

  Here, since the power transmission device 1 has the large engine 5 in the radial direction on the other casing portion 35 side of the casing 27, the radial arrangement space on the electric motor 3 side has a relatively sufficient margin. For this reason, by using a small axial flux motor in the axial direction for the electric motor 3, the electric motor 3 is arranged in a sufficient radial arrangement space, and the arrangement space in the axial direction on the electric motor 3 side is made compact. be able to.

  The electric motor 3 is assembled to the outside of the casing 27 and connected to a controller (not shown) that controls energization through a connection box, a connection terminal, and the like. The motor shaft 11 of the speed reduction mechanism 7 is coupled to the rotating shaft 37 of the electric motor 3 so as to be integrally rotatable.

  When such an electric motor 3 functions as a motor, electric power is supplied from a power source (not shown) under the control of the controller, and a driving force is output to the speed reduction mechanism 7. On the other hand, when the electric motor 3 functions as a generator, the brake energy of the vehicle and the driving force of the engine 5 are input by the control of the controller, and the power supply is charged.

  The input member 29 is rotatably accommodated in the other casing portion 35 of the input side accommodating portion of the casing 27 and is connected to the output shaft of the engine 5 so as to be integrally rotatable. Between the input member 29 and the engine shaft 13 of the speed reduction mechanism 7, a clutch 31 that interrupts the output of the engine 5 is provided.

  The clutch 31 is composed of a dry single plate clutch provided between the input member 29 and a connecting member 39 that is connected to the engine shaft 13 of the speed reduction mechanism 7 so as to be integrally rotatable. The clutch 31 has an oil passage formed in the casing 27 controlled by a controller, and is intermittently operated and connected by a hydraulic actuator 41 including a cylinder, a piston, a return spring, and the like. It is output to the speed reduction mechanism 7.

  The speed reduction mechanism 7 is accommodated in the input side accommodating portion in the casing 27, and includes the motor shaft 11, the first gear set 19, the engine shaft 13, the second gear set 21, the input shaft 15, and the third gear set. 23 and an output member 17.

  The motor shaft 11 has a rotation axis arranged in parallel with the rotation shaft 37 of the electric motor 3. The motor shaft 11 is rotatably supported on the casing 27 via bearings on both outer circumferences in the axial direction, and the rotary shaft 37 of the electric motor 3 is integrated with a connecting portion provided on the end side in the axial direction. It is connected rotatably. A first small-diameter gear portion 43 is formed as one continuous member on the outer periphery of the motor shaft 11, and the first small-diameter gear portion 43 and the first large-diameter gear portion 25 constitute a first gear set 19. .

  The first gear set 19 includes a first small diameter gear portion 43 provided on the motor shaft 11 and a first large diameter gear portion 25 provided on the engine shaft 13. The first large-diameter gear portion 25 is formed as a single member continuous with the engine shaft 13 on the outer periphery of the engine shaft 13 and meshes with the first small-diameter gear portion 43.

  The first gear set 19 decelerates the driving force output from the electric motor 3 from the motor shaft 11 and outputs it to the engine shaft 13. On the other hand, when the electric motor 3 functions as a generator, the first gear set 19 increases the driving force output from the engine 5 from the engine shaft 13 and outputs it to the electric motor 3.

  The engine shaft 13 has a rotational axis arranged parallel to the motor shaft 11 and is rotatably supported by the casing 27 via bearings on both outer circumferences in the axial direction. Further, the engine shaft 13 is connected to an end portion in the axial direction so that a connecting member 39 constituting the clutch 31 is integrally rotatable. Further, the axial end surface of the engine shaft 13 on the electric motor 3 side is disposed opposite to the axial side surface of the electric motor 3. With such an arrangement, the engine shaft 13 can be reduced in size in the axial direction. The first large-diameter gear portion 25 provided on the outer periphery of the engine shaft 13 constitutes the second large-diameter gear portion 45 and the second gear set 21.

  The second gear set 21 includes a first large-diameter gear portion 25 provided on the engine shaft 13 and a second large-diameter gear portion 45 provided on the input shaft 15. The second large-diameter gear portion 45 is formed as one member continuous with the input shaft 15 on the outer periphery of the input shaft 15 and meshes with the first large-diameter gear portion 25.

  Thus, by sharing the first large-diameter gear portion 25 between the first gear set 19 and the second gear set 21, the structure can be simplified and the arrangement space can be reduced. The second gear set 21 outputs the driving force output from the engine shaft 13 to the input shaft 15 after being decelerated at a constant speed or slightly.

  The input shaft 15 has a rotational axis disposed parallel to the engine shaft 13 and is rotatably supported by the casing 27 via bearings on both outer circumferences in the axial direction. A third small-diameter gear portion 47 is fixed to a portion of the input shaft 15 adjacent to the second large-diameter gear portion 45 in the axial direction by a fixing means such as press-fit so as to be rotatable integrally with the input shaft 15. The part 47 and the third large-diameter gear part 49 constitute a third gear set 23.

  The third gear set 23 includes a third small diameter gear portion 47 provided on the input shaft 15 and a third large diameter gear portion 49 provided on the output member 17. The third large-diameter gear portion 49 is formed as one member continuous with the output member 17 on the outer periphery of the output member 17 and meshes with the third small-diameter gear portion 47. The third gear set 23 decelerates the driving force output from the input shaft 15 and outputs it to the output member 17.

  The output member 17 is composed of a ring gear in which a third large-diameter gear portion 49 is formed. The output shaft 17 is arranged in parallel with the input shaft 15 and can rotate integrally with the differential case 51 of the distribution mechanism 9 by a fixing means such as a bolt. It is fixed. The output member 17 receives a driving force decelerated from the input shaft 15 through the third gear set 23 and outputs the driving force to the distribution mechanism 9.

  The distribution mechanism 9 is accommodated in an output side accommodating portion in the casing 27 and includes a differential mechanism having a differential case 51, a pinion shaft 53, a pinion 55, and a pair of side gears 57 and 59.

  The differential case 51 has a rotational axis arranged parallel to the input shaft 15 of the speed reduction mechanism 7 and is rotatably supported by the casing 27 via bearings at boss portions formed on both sides in the axial direction. The differential case 51 houses a pinion shaft 53, a pinion 55, and a pair of side gears 57 and 59.

  The pinion shaft 53 is engaged with the differential case 51 at its end, and is prevented from being detached by a retaining member such as a pin, and is rotationally driven integrally with the differential case 51. A pinion 55 is supported on the pinion shaft 53.

  A plurality of pinions 55 are arranged at equal intervals in the circumferential direction of the differential case 51, and are supported by the pinion shafts 53 and revolved by the rotation of the differential case 51. A spherical washer is disposed between the pinion 55 and the differential case 51 in the radial direction so as to receive movement in the radial direction when the pinion 55 revolves. The pinion 55 is rotatably supported by the pinion shaft 53 so as to transmit a driving force to the pair of side gears 57 and 59 and to be rotated when a differential rotation occurs between the pair of side gears 57 and 59 engaged with each other. Yes.

  The pair of side gears 57 and 59 are supported by the differential case 51 so as to be rotatable relative to each other with boss portions formed respectively, and mesh with the pinion 55. Further, between the side gears 57 and 59 and the differential case 51 in the axial direction, thrust washers that receive the movement of the side gears 57 and 59 in the axial direction by the meshing reaction force with the pinion 55 are respectively arranged.

  The pair of side gears 57 and 59 are provided with spline-shaped connecting portions on the inner peripheral side, respectively, and drive shafts (not shown) connected to the front axles 503 and 505 (see FIG. 1) so as to be integrally rotatable are respectively side gears. The driving force input to the differential case 51 is output to the front wheels 507 and 509 (see FIG. 1) via the front axles 503 and 505.

  In the power transmission device 1 configured in this way, when applied to the vehicle power system shown in FIG. 1, the vehicle power shown in FIG. When applied to the system, when front and rear wheel drive is required due to slip on the rear wheel side or running on a rough road between the start of the vehicle and a high speed state higher than a predetermined speed, the clutch 31 is in a disconnected state. Then, the electric motor 3 is selected as the drive source.

  The driving force from the electric motor 3 is decelerated by the first gear set 19, the second gear set 21, and the third gear set 23 of the reduction mechanism 7 and transmitted to the distribution mechanism 9. The driving force transmitted to the distribution mechanism 9 is distributed from the front axles 503 and 505 connected to the pair of side gears 57 and 59 to the front wheels 507 and 509.

  At this time, the electric motor 3 functions as a generator during deceleration of the vehicle, such as when the vehicle is stopped or decelerated, and the brake energy resulting from the deceleration of the vehicle is charged to the power supply via the electric motor 3.

  On the other hand, in the case where the power transmission device 1 is applied to either of the power systems of the vehicle shown in FIGS. 1 and 2, when the vehicle is in a high speed state of a predetermined speed or higher, the clutch 31 is connected and driven. The engine 5 is selected as the source.

  The driving force from the engine 5 is decelerated by the second gear set 21 and the third gear set 23 of the speed reduction mechanism 7 and transmitted to the distribution mechanism 9. The driving force transmitted to the distribution mechanism 9 is distributed from the front axles 503 and 505 connected to the pair of side gears 57 and 59 to the front wheels 507 and 509.

  At this time, the rotation of the engine 5 is charged to the power source via the electric motor 3 that functions as a generator as necessary.

  As described above, in the speed reduction mechanism 7, a complicated structure such as a planetary gear mechanism is used by inputting the driving forces of the electric motor 3 and the engine 5 to the motor shaft 11 and the engine shaft 13 that are separately arranged, respectively. The reduction ratio from the electric motor 3 to the distribution mechanism 9 and the reduction ratio from the engine 5 to the distribution mechanism 9 can be made different.

  In such a power transmission device 1, the speed reduction mechanism 7 is provided between the motor shaft 11 connected to the electric motor 3, the engine shaft 13 connected to the engine 5, and the motor shaft 11 and the engine shaft 13. Since the first gear set 19 is provided, the reduction ratio between the electric motor 3 and the engine 5 in the reduction mechanism 7 can be made different without adopting a complicated structure.

  Further, since the first gear set 19 is provided between the motor shaft 11 and the engine shaft 13, when the electric motor 3 functions as a generator, the rotation of the engine 5 is increased by the first gear set 19. Thus, it can be transmitted to the electric motor 3, and the power generation efficiency can be improved.

  Therefore, in such a power transmission device 1, the reduction ratio between the electric motor 3 and the engine 5 can be made different with a simple structure.

  Further, since the first gear set 19 and the second gear set 21 mesh with the same first large diameter gear portion 25 provided on the engine shaft 13, the structure can be simplified and the arrangement space can be reduced. Can be

  Further, since the axial end surface of the engine shaft 13 is disposed opposite to the axial side surface of the electric motor 3, the engine shaft 13 can be reduced in the axial direction, and the speed reduction mechanism 7 can be reduced in size. .

(Second Embodiment)
The second embodiment will be described with reference to FIGS.

  In the power transmission device 101 according to the present embodiment, the distribution mechanism 103 includes a differential mechanism 105, an output shaft 107 disposed in a direction orthogonal to the rotation axis of the differential mechanism 105, the differential mechanism 105, and an output. A direction change gear set 109 that is provided between the shaft 107 and changes the direction of the driving force from the differential mechanism 105 and transmits it to the output shaft 107 is provided.

  The same components as those of the first embodiment are denoted by the same reference numerals, and the description of the configuration and functions will be omitted with reference to the first embodiment. However, the configuration is the same as that of the first embodiment. The effect achieved is the same.

  First, the power system of the vehicle to which the power transmission device according to the embodiment of the present invention is applied will be described with reference to FIG.

  As shown in FIG. 4, the power system of the vehicle includes an electric motor 3 and an engine 5 as drive sources, a speed reduction mechanism 7 as a speed change mechanism including a speed reduction gear set, and a clutch 31 (see FIG. 5), a power transmission device 101 having a distribution mechanism 103 having a differential mechanism 105 (see FIG. 5) as a front differential that allows the differential of the left and right wheels on the front wheel side, front axles 503 and 505, The vehicle is composed of front wheels 507 and 509, a propeller shaft 703, a rear differential 705 that allows differential of the left and right wheels on the rear wheel side, rear axles 707 and 709, rear wheels 711 and 713, and the like.

  In the vehicle power system configured as described above, the driving force of the driving source is transmitted to the distribution mechanism 103 via the speed reduction mechanism 7. The driving force transmitted to the distribution mechanism 103 is distributed to the front wheels 507 and 509 via the front axles 503 and 505 connected to the pair of side gears 57 and 59 (see FIG. 5) of the differential mechanism 105. In addition, the driving force transmitted to the distribution mechanism 103 is direction-changed by the direction-changing gear set 109 (see FIG. 5) provided in the differential case 51 (see FIG. 5) of the differential mechanism 105 and output shaft 107 (see FIG. 5). 5) and is transmitted to the rear differential 705 via the propeller shaft 703 connected to the output shaft 107.

  The driving force transmitted to the rear differential 705 is distributed to the rear wheels 711 and 713 via the rear axles 707 and 709 connected to the rear differential 705, and the vehicle becomes a four-wheel drive of front and rear wheel drive.

  In the power transmission device 101 applied to such a vehicle, the clutch 31 is disengaged and the electric motor 3 is selected as a drive source until the vehicle is in a high speed state of a predetermined speed or higher from the start of the vehicle.

  The driving force from the electric motor 3 as a drive source is transmitted to the distribution mechanism 103 via the speed reduction mechanism 7 and distributed from the front axles 503 and 505 connected to the distribution mechanism 103 to the front wheels 507 and 509. It is transmitted from the direction change gear set 109 to the rear differential 705 via the propeller shaft 703 and distributed from the rear axles 707 and 709 connected to the rear differential 705 to the rear wheels 711 and 713.

  At this time, the electric motor 3 functions as a generator when the vehicle is stopped or decelerated, and the brake energy generated by the deceleration of the vehicle is charged to a power source (not shown) such as a battery or a storage battery via the electric motor 3.

  On the other hand, in the power transmission device 101, when the vehicle is in a high speed state equal to or higher than a predetermined speed, the clutch 31 is in a connected state, and the engine 5 is selected as a drive source.

  The driving force from the engine 5 is transmitted to the distribution mechanism 103 via the speed reduction mechanism 7, distributed from the front axles 503 and 505 connected to the distribution mechanism 103 to the front wheels 507 and 509, and the direction change gear set 109. Is transmitted to the rear differential 705 via the propeller shaft 703, and is distributed to the rear wheels 711 and 713 from the rear axles 707 and 709 connected to the rear differential 705.

  At this time, the rotation of the engine 5 is charged to the power source via the electric motor 3 that functions as a generator as necessary.

  Here, as in the power transmission device 401 according to the fifth embodiment shown in FIG. 8, when an intermittent mechanism 403 that interrupts power transmission between the speed reduction mechanism 7 and the distribution mechanism 103 is provided, the vehicle Is in a stopped state, and when the remaining amount of power is less than or equal to a predetermined value, the clutch 31 is in a connected state, and the intermittent mechanism 403 is in a disconnected state.

  Thereby, the rotation of the engine 5 is charged to the power supply via the electric motor 3 functioning as a generator. At this time, since the intermittent mechanism 403 is in the disconnected state, the driving force from the engine 5 is not transmitted to the distribution mechanism 103, and the driving force is not transmitted to the rear wheel side.

  In addition, for example, a coupling is provided between the rear differential 705 and the propeller shaft 703, or an axle disconnect mechanism is provided on one output shaft of the rear differential 705. An intermittent mechanism such as an intermittent 2-4 switching mechanism may be provided. Next, the power transmission device according to the embodiment of the present invention will be described.

  As shown in FIG. 5, the distribution mechanism 103 includes a differential mechanism 105, an output shaft 107, and a direction change gear set 109. As described above, the differential mechanism 105 includes the differential case 51, the pinion shaft 53, the pinion 55, a pair of side gears 57 and 59, and the like. The driving force transmitted to the differential mechanism 105 is transmitted to the output shaft 107.

  The output shaft 107 is disposed in a direction orthogonal to the rotational axis of the differential mechanism 105, and is supported rotatably on the casing 27 on the outer peripheral side via two bearings. Further, a connecting member 111 connected to the propeller shaft 703 (see FIG. 4) so as to be integrally rotatable at one end side in the axial direction of the output shaft 107 can be integrally rotated with the output shaft 107 via a spline-shaped connecting portion. It is connected and the axial position is positioned by a fixing member such as a nut. On the other end side in the axial direction of the output shaft 107, an output gear portion 115 constituting the direction changing gear set 109 is formed as one continuous member.

  The direction change gear set 109 is composed of a bevel gear set capable of variable speed drive having an input gear portion 113 that is a large-diameter ring gear and an output gear portion 115 that is a small-diameter pinion. The input gear portion 113 is fixed to the differential case 51 of the differential mechanism 105 by a fixing means such as a bolt so as to be integrally rotatable with the differential case 51 and meshes with the output gear portion 115.

  The direction change gear set 109 changes the direction of the driving force transmitted to the differential case 51 of the differential mechanism 105 via the speed reduction mechanism 7 while changing the direction and transmits it to the output shaft 107 and outputs it to the propeller shaft 703 side. As described above, the input gear portion 113 is provided in the differential case 51, and the input gear portion 113 is engaged with the output gear portion 115 of the output shaft 107, whereby the hollow shaft is connected to the differential case 51, and the input gear portion 113 is connected to the hollow shaft. Such a transfer device can be integrated into the distribution mechanism, and the device can be greatly reduced in size.

  In such a power transmission device 101, the distribution mechanism 103 includes a differential mechanism 105, an output shaft 107 disposed in a direction orthogonal to the rotation axis of the differential mechanism 105, and the differential mechanism 105 and the output shaft 107. Since there is a direction change gear set 109 that is provided in between and changes the direction of the driving force from the differential mechanism 105 and transmits it to the output shaft 107, the transmission mechanism that outputs the driving force to the rear wheel side is integrated in the distribution mechanism 103. And the device can be greatly miniaturized.

(Third embodiment)
A third embodiment will be described with reference to FIG.

  In the power transmission device 201 according to the present embodiment, the distribution mechanism 203 includes the differential mechanism 105, and a fixing member that fixes the output member 17 of the speed reduction mechanism 7 and the differential case 51 to the differential case 51 of the differential mechanism 105. 205 is provided.

  The same components as those of the other embodiments are denoted by the same reference numerals, and the description of the configuration and function will be omitted with reference to the other embodiments. The effect achieved is the same.

  The power transmission device 201 is applied to a power system of a vehicle as shown in FIGS.

  As shown in FIG. 6, the distribution mechanism 203 includes a differential mechanism 105, and the output member 17 and the differential case 51 of the speed reduction mechanism 7 are connected to the outer periphery of the differential case 51 of the differential mechanism 105 via fixing means such as bolts. A fixing member 205 to be fixed is provided. The fixing member 205 is assembled to the outer periphery of the differential case 51 in place of the input gear portion 113 of the power transmission device 101 shown in FIG. Note that a closing member 207 is fixed to a portion of the casing 27 where the output shaft 107 is disposed by a fixing means such as a bolt.

  For this reason, each member in the power transmission device 201 is the same as each member of the power transmission device 101 shown in FIG. Thus, the members of the power transmission device 201 and the power transmission device 101 can be shared only by changing the fixing member 205 and the input gear portion 113, and the vehicle as shown in FIGS. The power system and the power system of the vehicle as shown in FIG. 4 can be handled, and the versatility of the power transmission device 201 can be improved.

  In such a power transmission device 201, the fixing member 205 that fixes the output member 17 of the speed reduction mechanism 7 and the differential case 51 to the differential case 51 of the differential mechanism 105 is provided. It is possible to share the members of the power transmission device 101 shown in FIG.

(Fourth embodiment)
A fourth embodiment will be described with reference to FIG.

  In the power transmission device 301 according to the present embodiment, an intermittent mechanism 303 that interrupts power transmission between the speed reduction mechanism 7 and the distribution mechanism 9 is provided between the speed reduction mechanism 7 and the distribution mechanism 9.

  The same components as those of the other embodiments are denoted by the same reference numerals, and the description of the configuration and function will be omitted with reference to the other embodiments. The effect achieved is the same.

  The power transmission device 301 is applied to a vehicle power system as shown in FIGS.

  As shown in FIG. 7, an interrupting mechanism 303 that interrupts power transmission between the speed reduction mechanism 7 and the distribution mechanism 9 is provided on the axial end portion side of the input shaft 15 of the speed reduction mechanism 7. This intermittent mechanism 303 includes an intermittent part 305 and a hydraulic actuator 307. The second large-diameter gear portion 45 constituting the second gear set 21 disposed on the outer periphery of the input shaft 15 is disposed so as to be rotatable relative to the input shaft 15.

  The intermittent portion 305 is integrated with the second large-diameter gear portion 45 by a clutch drum portion provided on the outer periphery of the input shaft 15 so as to be integrally rotatable with the input shaft 15, and by a fixing means such as a second large-diameter gear portion 45 and a bolt. It is provided between the radial direction of the fixed member provided rotatably, and includes a plurality of outer clutch plates and a plurality of inner clutch plates.

  The plurality of outer clutch plates are engaged with a spline-shaped engagement portion formed on the inner periphery of the clutch drum portion so as to be axially movable and integrally rotatable with the input shaft 15. The plurality of inner clutch plates are alternately arranged in the axial direction with respect to the plurality of outer clutch plates, and are movable in the axial direction to spline-shaped engaging portions formed on the outer periphery of the fixed member. And is engaged so as to be rotatable together.

  The intermittent portion 305 is a multi-plate clutch including a plurality of control-type clutch plates capable of intermediate control of transmission torque with sliding friction. Such an intermittent portion 305 is pressed and connected by a hydraulic actuator 307 and enables power transmission between the input shaft 15 and the second large-diameter gear portion 45.

  The hydraulic actuator 307 is provided in an axial end portion of the input shaft 15 and having an oil pump, an oil passage provided in an axial center portion of the input shaft 15 and communicated with the hydraulic circuit, and provided in a clutch drum portion. A hydraulic chamber communicated with the oil passage, and a pressing member 309 which is provided on the outer periphery of the input shaft 15 so as to be movable in the axial direction and constitutes the hydraulic chamber and is disposed adjacent to the intermittent portion 305 in the axial direction.

  In the hydraulic actuator 307, oil whose hydraulic pressure is controlled by a hydraulic circuit is supplied to the hydraulic chamber via the oil passage, and the pressing member 309 is moved in the axial direction in the connecting direction of the intermittent portion 305. By the axial movement of the pressing member 309, the intermittent portion 305 is connected, and power transmission between the input shaft 15 and the second large-diameter gear portion 45 becomes possible. By connecting the input shaft 15 and the second large diameter gear portion 45, power transmission between the speed reduction mechanism 7 and the distribution mechanism 9 becomes possible.

  In the power transmission device 301 configured as described above, when applied to the power system of the vehicle shown in FIG. 1, the clutch 31 is disconnected from the start of the vehicle until a high speed state equal to or higher than a predetermined speed is reached. The intermittent mechanism 303 is connected, and the electric motor 3 is selected as a drive source.

  The driving force from the electric motor 3 is decelerated by the first gear set 19, the second gear set 21, and the third gear set 23 of the reduction mechanism 7 and transmitted to the distribution mechanism 9. The driving force transmitted to the distribution mechanism 9 is distributed from the front axles 503 and 505 connected to the pair of side gears 57 and 59 to the front wheels 507 and 509.

  At this time, the electric motor 3 functions as a generator during deceleration of the vehicle, such as when the vehicle is stopped or decelerated, and the brake energy resulting from the deceleration of the vehicle is charged to the power supply via the electric motor 3.

  Further, when the power transmission device 301 is applied to the power system of the vehicle shown in FIG. 1, the clutch 31 is in the connected state and the intermittent mechanism 303 is in the connected state when the vehicle is in a high speed state higher than a predetermined speed. The engine 5 is selected as the drive source.

  The driving force from the engine 5 is decelerated by the second gear set 21 and the third gear set 23 of the speed reduction mechanism 7 and transmitted to the distribution mechanism 9. The driving force transmitted to the distribution mechanism 9 is distributed from the front axles 503 and 505 connected to the pair of side gears 57 and 59 to the front wheels 507 and 509.

  At this time, the rotation of the engine 5 is charged to the power source via the electric motor 3 that functions as a generator as necessary.

  Furthermore, when the power transmission device 301 is applied to the power system of the vehicle shown in FIG. 1, when the vehicle is in a stopped state and the remaining amount of power is equal to or less than a predetermined value, the clutch 31 is in a connected state, and is intermittently connected. The mechanism 303 is in a disconnected state.

  Thereby, the rotation of the engine 5 is charged to the power supply via the electric motor 3 functioning as a generator. At this time, since the intermittent mechanism 303 is in the disconnected state, the driving force from the engine 5 is not transmitted to the distribution mechanism 9.

  On the other hand, when the power transmission device 301 is applied to the power system of the vehicle shown in FIG. 2, in the case of traveling only by the main drive system 605 from the start of the vehicle to a high speed state higher than a predetermined speed, an intermittent mechanism 303 is brought into a connection release state.

  As a result, the rotation of the front wheels 507 and 509 due to traveling of the vehicle is not transmitted to the speed reduction mechanism 7, the electric motor 3, and the engine 5, so that useless rotation systems can be reduced and the fuel consumption of the vehicle can be improved.

  When the power transmission device 301 is applied to the power system of the vehicle shown in FIG. 2, the front and rear wheels are caused by slipping on the rear wheel side or traveling on a rough road during the period from the start of the vehicle to a high speed state higher than a predetermined speed. When driving is required, the clutch 31 is disconnected, the intermittent mechanism 303 is connected, and the electric motor 3 is selected as the drive source.

  The driving force from the electric motor 3 is decelerated by the first gear set 19, the second gear set 21, and the third gear set 23 of the reduction mechanism 7 and transmitted to the distribution mechanism 9. The driving force transmitted to the distribution mechanism 9 is distributed from the front axles 503 and 505 connected to the pair of side gears 57 and 59 to the front wheels 507 and 509.

  At this time, the electric motor 3 functions as a generator during deceleration of the vehicle, such as when the vehicle is stopped or decelerated, and the brake energy resulting from the deceleration of the vehicle is charged to the power supply via the electric motor 3.

  Furthermore, when the power transmission device 301 is applied to the power system of the vehicle shown in FIG. 2, the clutch 31 is in the connected state and the intermittent mechanism 303 is in the connected state when the vehicle is in a high speed state that is equal to or higher than a predetermined speed. The engine 5 is selected as the drive source.

  The driving force from the engine 5 is decelerated by the second gear set 21 and the third gear set 23 of the speed reduction mechanism 7 and transmitted to the distribution mechanism 9. The driving force transmitted to the distribution mechanism 9 is distributed from the front axles 503 and 505 connected to the pair of side gears 57 and 59 to the front wheels 507 and 509.

  At this time, the rotation of the engine 5 is charged to the power source via the electric motor 3 that functions as a generator as necessary.

  When power transmission device 301 is applied to the power system of the vehicle shown in FIG. 2, the vehicle is in a stopped state or in a traveling state using only main drive system 605, and the remaining amount of power is below a predetermined value. The clutch 31 is in the connected state, and the intermittent mechanism 303 is in the disconnected state.

  Thereby, the rotation of the engine 5 is charged to the power supply via the electric motor 3 functioning as a generator. At this time, since the intermittent mechanism 303 is in the disconnected state, the driving force from the engine 5 is not transmitted to the distribution mechanism 9.

  In such a power transmission device 301, the intermittent mechanism 303 that interrupts the power transmission between the speed reduction mechanism 7 and the distribution mechanism 9 is provided between the speed reduction mechanism 7 and the distribution mechanism 9. This makes it possible to reduce regeneration due to the rotation of the engine 5 or wasteful rotation system during travel of the vehicle, and improve the fuel efficiency of the vehicle.

(Fifth embodiment)
The fifth embodiment will be described with reference to FIG.

  In the power transmission device 401 according to the present embodiment, the distribution mechanism 103 includes a differential mechanism 105, an output shaft 107 disposed in a direction orthogonal to the rotation axis of the differential mechanism 105, the differential mechanism 105, and an output. A direction change gear set 109 that is provided between the shaft 107 and changes the direction of the driving force from the differential mechanism 105 and transmits it to the output shaft 107. Between the speed reduction mechanism 7 and the distribution mechanism 103, An intermittent mechanism 403 that interrupts power transmission between the speed reduction mechanism 7 and the distribution mechanism 103 is provided.

  The same components as those of the other embodiments are denoted by the same reference numerals, and the description of the configuration and function will be omitted with reference to the other embodiments. The effect achieved is the same.

  The power transmission device 401 is applied to a vehicle power system as shown in FIG.

  As shown in FIG. 8, the distribution mechanism 103 includes the above-described differential mechanism 105, the output shaft 107, and the direction change gear set 109. The input shaft 15 of the speed reduction mechanism 7 that transmits the driving force to the distribution mechanism 103 is provided with an intermittent mechanism 403 having the above-described intermittent portion 305 and the hydraulic actuator 307.

  In the power transmission device 401 configured as described above, when applied to the vehicle power system shown in FIG. 4, the clutch 31 is disengaged from the start of the vehicle until a high speed state equal to or higher than a predetermined speed is reached. The intermittence mechanism 403 is brought into a connected state, and the electric motor 3 is selected as a drive source.

  The driving force from the electric motor 3 as a drive source is transmitted to the distribution mechanism 103 via the speed reduction mechanism 7 and distributed from the front axles 503 and 505 connected to the distribution mechanism 103 to the front wheels 507 and 509. It is transmitted from the direction change gear set 109 to the rear differential 705 via the propeller shaft 703 and distributed from the rear axles 707 and 709 connected to the rear differential 705 to the rear wheels 711 and 713.

  At this time, the electric motor 3 functions as a generator during deceleration of the vehicle, such as when the vehicle is stopped or decelerated, and the brake energy resulting from the deceleration of the vehicle is charged to the power supply via the electric motor 3.

  Further, when the power transmission device 401 is applied to the power system of the vehicle shown in FIG. 4, the clutch 31 is in the connected state and the interrupting mechanism 403 is in the connected state when the vehicle is in a high speed state higher than a predetermined speed. The engine 5 is selected as the drive source.

  The driving force from the engine 5 is transmitted to the distribution mechanism 103 via the speed reduction mechanism 7, distributed from the front axles 503 and 505 connected to the distribution mechanism 103 to the front wheels 507 and 509, and the direction change gear set 109. Is transmitted to the rear differential 705 via the propeller shaft 703, and is distributed to the rear wheels 711 and 713 from the rear axles 707 and 709 connected to the rear differential 705.

  At this time, the rotation of the engine 5 is charged to the power source via the electric motor 3 that functions as a generator as necessary.

  Furthermore, when the power transmission device 401 is applied to the power system of the vehicle shown in FIG. 4, when the vehicle is in a stopped state and the remaining amount of power is equal to or less than a predetermined value, the clutch 31 is in a connected state and is intermittently connected. The mechanism 403 is in a disconnected state.

  Thereby, the rotation of the engine 5 is charged to the power supply via the electric motor 3 functioning as a generator. At this time, since the intermittent mechanism 403 is in the disconnected state, the driving force from the engine 5 is not transmitted to the distribution mechanism 103, and the driving force is not transmitted to the rear wheel side.

  In such a power transmission device 401, the distribution mechanism 103 includes the differential mechanism 105, the output shaft 107, and the direction change gear set 109, and the speed reduction mechanism 7 and the distribution mechanism 103 are interposed between the speed reduction mechanism 7 and the distribution mechanism 103. Since the intermittent mechanism 403 for intermittently transmitting the power to the vehicle is provided, regeneration by the rotation of the engine 5 when the vehicle is stopped can be performed, and the fuel efficiency of the vehicle can be improved.

  In the power transmission device according to the embodiment of the present invention, an intermittent mechanism that interrupts power transmission between the speed reduction mechanism and the distribution mechanism is provided on the input shaft of the speed reduction mechanism. The distribution mechanism may be provided with an intermittent mechanism such as a free running differential, and any intermittent mechanism may be used as long as it is an intermittent mechanism that interrupts power transmission between the speed reduction mechanism and the distribution mechanism.

  In addition, the intermittent portion of the intermittent mechanism is a multi-plate clutch, but is not limited to this, and a one-way clutch using a mesh clutch, a rotor, or a sprag composed of a pair of mesh teeth facing in the axial direction or the radial direction. Alternatively, a two-way clutch may be used.

  Further, the actuator for intermittently operating the intermittent portion is not limited to a hydraulic actuator, and any form may be employed as long as the intermittent portion such as an electromagnetic actuator can be intermittently connected.

DESCRIPTION OF SYMBOLS 1,101,201,301,401 ... Power transmission device 3 ... Electric motor 5 ... Engine 7 ... Deceleration mechanism 9, 103, 203 ... Distribution mechanism 11 ... Motor shaft 13 ... Engine shaft 15 ... Input shaft 17 ... Output member 19 ... 1st gear set 21 ... 2nd gear set 23 ... 3rd gear set 25 ... 1st large diameter gear part (gear part provided in the engine shaft)
105 ... Differential mechanism 107 ... Output shaft 109 ... Direction change gear set 303, 403 ... Intermittent mechanism

Claims (4)

An electric motor, an engine, a reduction mechanism that is disposed between the electric motor and the engine in the axial direction and decelerates the driving force from the electric motor and the engine, and a driving force that is reduced by the reduction mechanism is transmitted. A power transmission device comprising a distribution mechanism,
The speed reduction mechanism includes a motor shaft connected to the electric motor, an engine shaft arranged in parallel to the motor shaft and connected to the engine, an input shaft arranged in parallel to the engine shaft, and the input shaft Output member connected in parallel to the distribution mechanism, a first gear set provided between the motor shaft and the engine shaft, and provided between the engine shaft and the input shaft. a second gear set, a third gear set provided between the output member and the input shaft possess,
The distribution mechanism is provided between a differential mechanism, an output shaft disposed in a direction orthogonal to the rotation axis of the differential mechanism, and a drive from the differential mechanism provided between the differential mechanism and the output shaft. A direction changing gear set for changing the direction of force and transmitting the force to the output shaft,
The second gear set has a second large-diameter gear portion provided on the input shaft, and the third gear set has a third large-diameter gear portion provided on the output member, and the direction The conversion gear set has an input gear portion provided in the differential mechanism,
The power transmission device , wherein the input gear portion is disposed on the opposite side of the second large-diameter gear portion with the third large-diameter gear portion sandwiched in the axial direction . An electric motor, an engine, a reduction mechanism that is disposed between the electric motor and the engine in the axial direction and decelerates the driving force from the electric motor and the engine, and a driving force that is reduced by the reduction mechanism is transmitted. A power transmission device comprising a distribution mechanism,
The speed reduction mechanism includes a motor shaft connected to the electric motor, an engine shaft arranged in parallel to the motor shaft and connected to the engine, an input shaft arranged in parallel to the engine shaft, and the input shaft Output member connected in parallel to the distribution mechanism, a first gear set provided between the motor shaft and the engine shaft, and provided between the engine shaft and the input shaft. A second gear set, and a third gear set provided between the input shaft and the output member,
An axial end surface of the engine shaft is disposed opposite to an axial side surface of the electric motor,
The electric motor includes an axial flux motor in which a rotor and a stator are alternately arranged in an axial direction of a rotating shaft connected to the motor shaft, and is assembled to a casing . The power transmission device according to claim 1 or 2,
The power transmission device, wherein the first gear set and the second gear set are engaged with the same gear portion provided on the engine shaft . The power transmission device according to any one of claims 1 to 3,
A power transmission device characterized in that an intermittent mechanism for interrupting power transmission between the speed reduction mechanism and the distribution mechanism is provided between the speed reduction mechanism and the distribution mechanism .

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