FR3077110A1 - Vehicle drive system - Google Patents

Abstract

The vehicle drive system includes a manual shaft (37), a manual plate (40), and a trigger plate. The hand shaft extends perpendicular to the length of an input shaft and is movably mounted in a housing (2). The manual plate (40) is mounted on a lower end of the manual shaft, while the expansion plate is arranged on an upper end of this manual shaft. A parking rod (35) extends in an axial direction of the input shaft, being axially movable. The input shaft and an input pinion are disposed between the manual plate (40) and the expansion plate in an axial direction of the manual shaft (37). These arrangements allow the efficient installation of a parking lock mechanism (31) in the housing (2) and avoid an increase in the size of the housing. Figure for abstract: Figure 10

Description

Title of the invention: Drive system for vehicle The present invention relates generally to a drive system for vehicles.

PRIOR ART The First Japanese Patent Publication ri 2000-104827 describes a conventional drive system for vehicles.

As a conventional drive system for vehicles, a continuously variable transmission, as taught in the First Japanese Patent Publication ri 2000-104827, is known.

The continuously variable transmission is equipped with a parking locking mechanism. The parking lock mechanism includes a parking gear mounted on a secondary pulley. The rotation of the parking gear is prevented by engagement of a claw of a parking blocker with the parking gear.

The parking blocker is lifted upwards by a cam mounted on one end of the parking rod to obtain engagement of the claw with the parking pinion. The parking rod is moved in its axial direction by rotation of a manual shaft to lift the parking blocker up.

The parking rod and the parking blocker extend in a direction perpendicular to an axial direction of a secondary pulley and are arranged adjacent to the secondary pulley in the direction perpendicular to the axial direction of the secondary pulley .

The parking blocker swings around an axis extending in the same direction as the axial direction of the secondary pulley, so that it moves between an engagement position where the claw engages the parking gear and a disengagement position where the claw is released from the parking gear.

In the above conventional parking locking mechanism, the parking rod and the parking blocker extend in a direction perpendicular to the axial direction of the secondary pulley and are arranged adjacent to the secondary pulley in the direction perpendicular to the axial direction of the secondary pulley.

The above arrangement requires space for the installation of the parking rod and the parking blocker, which causes the parking mechanism and the manual shaft to be arranged at a distance from each other. in the direction perpendicular to the axial direction of the secondary pulley. This can cause the size of the transmission to increase.

The invention has been made in order to solve the problem described above. It is an object of the invention to provide a drive system for vehicles which is capable of effectively installing a parking locking mechanism in a housing and minimizing an increase in the size of the housing.

According to one aspect of the invention, there is provided a drive system for a vehicle which comprises: (a) a housing which has a wall and rotatably supports a first rotary shaft and a second rotary shaft on the wall, the first rotary shaft having a first gear element mounted thereon, the second rotary shaft having a second gear element mounted thereon, which meshes with the first gear element and to which power is transmitted from the first gear element; and (b) a parking lock mechanism which is disposed in the housing. The parking lock mechanism includes: (a) a parking gear which is provided with teeth and attached to the second rotary shaft to be rotatable with the second rotary shaft; (b) a parking blocker which is equipped with a claw which can engage with the teeth, this blocker being retained by the casing by means of a support shaft so as to be tiltable; (c) a parking rod equipped with a cam and movable in an axial direction thereof; (d) a support member which tilts the parking blocker by movement of the cam on the support member in response to movement of the parking rod to achieve engagement of the claw with the teeth; (e) a drive shaft, which extends perpendicular to a direction in which the first rotary shaft extends, and is placed relative to the first rotary shaft on a side opposite to the second rotary shaft, the control shaft being retained by the casing so as to be movable in rotation; (f) a first tilting element which is arranged on one end of a length of the control shaft and swivels around the control shaft to position the control shaft in a direction of rotation thereof; and (g) a second tilting element which is arranged on the other end of the control shaft and swivels around the control shaft to convert the rotation of the control shaft into movement of the parking blocker in one direction axial of it. The wall includes a recessed wall which is swollen from the wall outward in a region where the drive shaft extends. The parking rod extends in an axial direction of the first rotary shaft to be movable in the axial direction of the first rotary shaft. The first rotary shaft and the first gear member are disposed between the first rocker member and the second rocker member in an axial direction of the drive shaft. At least part of the parking lock mechanism is disposed in a recess defined by the recessed wall.

In embodiments, one or more of the following positions may be used:

the recessed wall comprises an intermediate recessed wall and a recessed wall on the side of the first tilting element, the recessed intermediate wall defining a recess in which a median part of a length of the control shaft is disposed, the wall withdrawal on the side of the first tilting element being swollen further outward in an axial direction of the first rotary shaft than the wall in intermediate recess is and defining a recess in which at least a part of the first tilting element is disposed.

the recessed wall comprises a recessed wall on the second tilting element side which is swollen further outward in the axial direction of the first rotary shaft than the recessed wall on the first tilting element side is, and defines a recess in in which the second tilting element is arranged, in which the wall on the side of the second tilting element comprises a first wall in withdrawal and a second wall in withdrawal, the first wall in withdrawal extending in a direction in which the second tilting element switches, the second recessed wall which leads to the first recessed wall and which extends in a direction in which the second rocking element rocks, the second recessed wall being optionally formed to have a curvature greater than that of the first recessed wall in the direction in which the second rocking element rocks.

- The second tilting element switches over into a range (angular range) defined / delimited by the second recessed wall.

- In the recessed wall on the second tilting element side, the first recessed wall can be a rear wall portion and the second recessed wall can be a front wall portion.

- the recessed wall on the side of the first tilting element has a stop rib on an interior surface thereof, and in which the stop rib is located in line with the first tilting element and is brought into contact or in non-contact with the first element toppling during rotation of the control shaft.

- The parking rod is arranged on the same side of the control shaft as the first rotary shaft, and in which the support element is connected to the casing via a connection element.

- The housing comprises a lower wall extending from the wall in the axial direction of the first rotary shaft, in which the second gear element has a diameter greater than that of the first gear element, in which a third element a gear which has a diameter larger than that of the second gear element is arranged on one side of the second gear element opposite to the first gear element, in which a central axis of rotation of the first gear element, a central axis of rotation of the second gear element and a central axis of rotation of the third gear element are arranged on the same plane, the parking blocker being disposed between the first gear element, the second gear element and the wall lower, in which the support shaft is arranged on the same side of the first gear element as the third gear element, and in which the block The parking ur extends from the support shaft to the control shaft.

- the wall has a support which retains the first rotary shaft in a rotary manner by means of a bearing, in which the wall has a reinforcing rib which is formed on an outer peripheral surface thereof and is connected to a outer peripheral surface of the support, and in which an outer peripheral surface of the recessed wall on the second tilting element side is connected to the outer peripheral surface of the support by means of the reinforcing rib.

- A mounting boss, to which a mounting element is attached to retain the housing on a vehicle body, is formed on an outer peripheral surface of the wall around the outer peripheral surface of the support, in which the recessed wall on the first side tilting element is located on one opposite side of an imaginary plane passing through the central axis of rotation of the first gear element, the central axis of rotation of the second gear element and the central axis of rotation of the third gear element, in which the recessed wall on the second tilting element side is situated on one side of the imaginary plane opposite to the recessed wall on the first tilting element side, in which the outer peripheral surface of the recessed wall on the first tilting element side and the outer peripheral surface of the support are connected via the mounting boss, in which the element of c the attachment is fixed to the casing through a recess defined by the recessed wall on the side of the second tilting element.

According to the present invention, it is possible to effectively install the parking locking mechanism in the housing and to avoid an increase in the size of the housing.

BRIEF DESCRIPTION OF THE DRAWINGS Other characteristics and advantages of the invention will appear during the following description of several embodiments, given by way of nonlimiting examples, with reference to the attached drawings in which:

[Fig.l]

FIG. 1 is a perspective view which illustrates a drive system for a vehicle, equipped with a parking locking mechanism according to an embodiment of the invention;

[Fig-2]

Figure 2 is a side view which illustrates an internal structure of a drive system equipped with a parking lock mechanism according to an embodiment of the invention;

[Fig.3]

FIG. 3 is a view which illustrates a left side of a left casing;

[Fig-4]

Figure 4 is a perspective sectional view taken along the line IV-IV of Figure 2 which illustrates a condition in which an input shaft is removed;

[Fig.5]

Figure 5 is a perspective sectional view taken along the line V-V in Figure 2;

[Fig.6]

FIG. 6 is a side view which illustrates a drive system for a vehicle, equipped with a parking locking mechanism according to an embodiment of the invention and which also illustrates a condition for installing a second retainer;

[Fig.7]

FIG. 7 is a side view which illustrates an internal structure of a drive system equipped with a parking locking mechanism according to an embodiment of the invention and which also shows a relationship in position between bosses to which a first retainer and a second retainer are attached;

[Fig-8]

Figure 8 is a perspective sectional view taken along the line VIII-VIII of Figure 2;

[Fig-9]

Figure 9 is a perspective sectional view taken along the line IX-IX in Figure 7;

[Fig-10]

Figure 10 is a perspective view taken along the line X-X of Figure 2, which illustrates a parking lock mechanism which is installed in a housing and placed in a parking lock mode;

[Fig.ll]

Figure 11 is a side view which illustrates a left side of a left case to which a mounting member is attached.

Description of the embodiments A drive system for a vehicle according to an embodiment of the invention comprises: (a) a casing which has a wall and rotatably supports a first rotary shaft and a second rotary shaft on the wall, the first rotary shaft having a first gear element mounted thereon, the second rotary shaft having a second gear element mounted thereon, which meshes with the first gear element and to which power is transmitted from the first gear element; and (b) a parking lock mechanism which is disposed in the housing. The parking lock mechanism includes: (a) a parking gear which is provided with teeth and attached to the second rotary shaft to be rotatable with the second rotary shaft; (b) a parking blocker (of the latch type for example) which is fitted with a claw which can engage with the teeth, this blocker being retained by the casing by means of a support shaft so as to be tiltable; (c) a parking rod equipped with a cam and movable in an axial direction thereof; (d) a support member which tilts the parking blocker by movement of the cam on the support member in response to movement of the parking rod to achieve engagement of the claw with the teeth; (e) a drive shaft, which extends perpendicular to a direction in which the first rotary shaft extends, and is positioned relative to the first rotary shaft (14) on a side opposite the second rotary shaft (16), l 'control shaft being retained by the housing (2) so as to be movable in rotation; (f) a first tilting element which is arranged on one end of a length of the control shaft and swivels around the control shaft to position the control shaft in a direction of rotation thereof; and (g) a second tilting element which is arranged on the other end of the control shaft and swivels around the control shaft to convert the rotation of the control shaft into movement of the parking blocker in one direction axial of it. The wall includes a recessed wall which is swollen from the wall outward in a region where the drive shaft extends. The parking rod extends in an axial direction of the first rotary shaft to be movable in the axial direction of the first rotary shaft. The first rotary shaft and the first gear member are disposed between the first rocker member and the second rocker member in an axial direction of the drive shaft. At least part of the parking lock mechanism is disposed in a recess defined by the recessed wall.

The above arrangement allows efficient installation of the parking locking mechanism in the housing and prevents an increase in the size of the housing.

A drive system for vehicles according to an embodiment of the invention is described below using drawings.

Figures 1 to 11 are views illustrating the drive system for vehicles according to the embodiment of the invention. In Figures 1 to 11, a vertical direction, a longitudinal direction and a lateral direction are based on the drive system mounted in a vehicle. A direction perpendicular to the longitudinal direction is the lateral direction. One direction along the height of the drive system is the vertical direction.

The structure will first be described.

In Figure 1, the vehicle drive system 1 (which will simply be referred to as the drive system 1) is mounted in a vehicle and works to reduce the speed of rotation of an electric motor, not shown, to drive the vehicle and transmit it to the drive wheels. The drive system 1 is equipped with the left casing 2.

The first junction 3A and the second junction 3B are provided on an outer circumferential edge of the left casing 2. The first junction 3A and the second junction 3B are fixed to junction 4A on an outer peripheral edge of the right casing 4 (see Figures 4 and 8).

The junction 4A, like the first junction 3A and the second junction 3B, extends in the longitudinal direction and in the vertical direction of the right casing 4. The right casing 4 of this embodiment constitutes a casing element of this embodiment.

The left casing 2 and the right casing 4 are assembled to one another by positioning the first junction 3A and the second junction 3B on the junction 4A, then by fixing the first junction 3A and the second junction 3B to the junction 4A using screws, not shown.

With the above arrangements, an internal chamber hermetically closed by the left casing 2 and the right casing 4 is formed in the drive system 1. The left casing 2 of this embodiment constitutes a casing. The right casing 4 of this embodiment constitutes a casing element.

The first junction 3A extends in the longitudinal direction which is a lateral direction of the left casing 2. The second articulation 3B extends in the vertical direction which is the longitudinal direction of the left casing 2.

The left vertical wall 5 is located on a rear side in a direction of the depth of the left casing 2 (that is to say on its left side). The left casing 2 also has the rear vertical wall 7 which extends from a rear end of the left vertical wall 5 to the right (see FIG. 5). The front vertical wall 8 of the left casing 2 extends from a front end of the left vertical wall 5 to the right. The edge or junction flange 3 of the left casing 2, here annular, typically forms a base area (forming the junctions 3A, 3B) from which a depth of the left casing 2 can be measured / determined.

The left casing 2 also has the upper wall 9 (see Figure 4). The upper wall 9 extends to the right from an upper end of the left vertical wall 5 and connects an upper end of the vertical rear wall 7 to an upper end of the vertical front wall 8.

The left casing 2 also has the bottom wall 10 (see Figure 4). The lower wall 10 extends to the right from a lower end of the left vertical wall 5 and connects a lower end of the vertical rear wall 7 and a lower end of the vertical front wall 8. With these arrangements, the internal chamber 11 is defined inside the left casing 2 which is surrounded by the left vertical wall 5, the vertical rear wall 7, the vertical front wall 8, the upper wall 9 and the lower wall 10.

In Figures 1 and 2, the bearing support 12 is formed on the left vertical wall 5. The bearing support 12 extends from the left vertical wall 5 to the front side (that is to say towards the right). The bearing support 12 has an axial end of the input shaft 14 retained by the bearing 13 so that the input shaft is movable in rotation. The bearing support 12 of this embodiment constitutes a support according to the invention.

The other axial end of the input shaft 14 is retained using the bearing 26A (see Figure 8) by a bearing support, not shown, formed on the right casing 4 to be movable in rotation . The input shaft 14 is therefore supported by the left casing 2 and the right casing 4 to be movable in rotation. The input shaft 14 in this embodiment constitutes a first rotary shaft. The counter-shaft 16 constitutes a second rotary shaft.

The input shaft 14 is equipped with the input pinion 15. The input pinion 15 rotates with the input shaft 14.

On the left vertical wall 5 is formed the bearing support 30 (see Figure 3) which is arranged adjacent to the bearing support 12 in the longitudinal direction. The bearing support 30 retains an axial end of the counter-shaft 16 movable in rotation using a bearing not shown.

Against the shaft 16 extends parallel to the input shaft 14. The other axial end of the counter shaft 16 is retained using the bearing 26B (see Figure 8) by a bearing support , not shown, provided on the right casing 4 to be movable in rotation.

With the above arrangements, the countershaft 16 is held movable in rotation by the left casing 2 and the right casing 4. An axial direction of the input shaft 14 or the counter shaft 16, such as referred to here, is a direction in which the input shaft 14 or the counter-shaft 16 extends (that is to say the lateral direction or the direction of the depth of the left casing 2).

Against the shaft 16 has the counter pinion 17, the parking pinion 18 and the final drive pinion 19 mounted thereon. The counter pinion 17, the parking pinion 18 and the final drive pinion 19 rotate together with the counter shaft 16. The counter pinion 17 has a diameter greater than that of the input pinion 15 and meshes with the pinion entry 15.

The differential 20 is arranged on an opposite side of the countershaft 16 relative to the input shaft 14. The differential 20 is equipped with the differential casing 21, the final driven pinion 22 mounted on an outer periphery of the differential case 21 and the differential mechanism 23 disposed in the differential case 21.

The differential casing 21 has the support cylinder 21A on the right side. The support cylinder 21A is retained mobile in rotation by a bearing support, not shown, provided on the right casing 4 by means of a bearing.

The differential case 21, as shown in Figure 11, has the support cylinder 21B on its left side. The support cylinder 21B is retained by the bearing 26C mounted on the left vertical wall 5 movable in rotation. The differential case 21 is therefore retained by the left case 2 and the right case 4, which can move in rotation.

The final driven pinion 22 has a diameter greater than that of the final drive pinion 19 of the counter pinion 17 and meshes with the final drive pinion 19.

The ends of the right and left drive shafts, not shown, are inserted in the right output shaft 21A and in the left support cylinder and are connected to the differential mechanism 23.

The other ends of the right and left drive shafts are connected to drive wheels which are not shown. The differential mechanism 23 distributes power to the right and left drive shafts.

When the drive power produced by an electric motor, not shown, is transmitted to the input shaft 14, the drive system 1 works to transmit the drive power from the input pinion 15 to the counter-shaft 16 via the counter-pinion 17, then supplies it from the final drive pinion 19 to the final driven pinion 22.

With the above arrangements, the rotation of the differential casing 21 causes the differential mechanism 23 to deliver the driving power, as produced by the engine, to the right and left drive wheels via the drive shafts right and left to drive the vehicle.

The parking locking mechanism 31 is arranged in the left casing 2. The parking locking mechanism 31 is equipped with the parking pinion 18, the parking blocker 32, the parking blocker shaft 33, the return spring 34 (see Figures 6 and 7), and the parking rod 35 (see Figure 5).

The parking locking mechanism 31 also includes the support element 36 (see Figure 5), the manual shaft 37, the trigger plate 38, the trigger spring 39, the manual plate 40, the first member retainer 41 and the second retainer 42. The parking lock mechanism 31 is compactly mounted in the left casing 2.

The parking pinion 18 is arranged between the counter pinion 17 and the final drive pinion 19 in a direction of the length of the counter shaft 16. The parking pinion 18 has teeth 18A mounted on an outer periphery of it. The teeth 18A are arranged at equal intervals from one another in a circumferential direction of the parking pinion 18.

The parking blocker 32 is an element (of the latch type here) retained by the left vertical wall 5 via the parking blocking shaft 33 to be tiltable around the parking blocking shaft 33.

The claw 32A (which may consist of a single finger) is formed on the parking blocker 32. The claw 32A engages one of the teeth 18A of the parking pinion 18 when the parking blocker 32 rocks around the shaft of parking blocker 33 in a first tilting direction.

The disengagement of the claw 32A from said one of the teeth 18A is obtained when the parking blocker 32 switches around the parking blocker shaft 33 in a second tilting direction opposite to the first direction.

As indicated above, the parking blocker 32 switches between an engagement position where the claw 32A engages one of the teeth 18A and a disengagement position where the claw 32A disengages from the teeth 18A.

The engagement of the claw 32A with one of the teeth 18A prevents the parking pinion 18 from rotating to prevent rotation of the countershaft 16. The final drive pinion 19 of the countershaft 16 meshes with the final driven gear 22 of the differential 20, thus causing the rotation of the final driven gear 22 to stop when the parking gear 18 is prevented from rotating. This prevents the drive wheels from turning through the drive shafts to keep the vehicle stopped.

In Figure 5, the left vertical wall 5 of the left casing 2 has the boss 51. The parking blocker shaft 33 is supported in the boss 51. The parking blocker shaft 33 of this embodiment constitutes a support tree.

The boss 51 projects to have an upper end formed as a portion of small diameter 51 A. The portion of small diameter 51A is of diameter less than a base end portion (that is to say a portion rear side) of the boss 51. The rear side, as referred to here, is a side which is closer to the left vertical wall 5 than the first junction 3A or the second junction 3B. The front side, as referred to here, is a side located closer to the first junction 3A or the second junction 3B than the left vertical wall 5 is.

The return spring 34 has the looped portion 34A wound around the portion of small diameter 51A (see Figure 4). In other words, the looped portion 34A is mounted on an outer periphery of the small diameter portion 51A (see Figures 5 and 6). In figure. 6, the return spring 34 also includes the first arm 34B and the second arm 34C.

The first arm 34B is placed in contact with the projection 5A formed on the left casing 2, while the second arm 34C is placed in contact with the parking blocker 32 (see Figure 2).

The return spring 34 presses the parking blocker 32 so that the claw 32A swings down around the shaft of the parking blocker 33. With the above arrangements, the parking blocker 32 is constrained by the return spring 34 for switching between the engaged position and the disengaged position.

In Figure 7, the parking rod 35 is disposed under the bearing support 12. In Figure 10, the parking rod 35 has the straight portion 35A and the curved portion 35B. The rectilinear part 35A extends in the same direction as the axial direction of the input shaft 14 or the counter-shaft 16. The curved part 35B is curved upwards in an L shape from the rectilinear part 35A .

The parking rod 35 is movable in the axial direction of the input shaft 14 or against the shaft 16. The axial direction of the parking rod 35, as referred to here, is a direction in which s 'extends the rectilinear part 35A (that is to say the lateral direction or the direction of the depth of the left casing 2).

The cam 43 is mounted on one end of the straight part 35A. The cam 43 is movable on the outer periphery of the rectilinear part 35A in the axial direction of the rectilinear part 35A.

The stop 35a which is located near the curved part 35B, is formed on the straight part 35A. The cam spring 44 is disposed between the cam 43 and the stop 35a. The stop 35b is formed on an upper end of the straight portion 35A.

The cam spring 44 forces the cam 43 until the cam 43 comes into contact with the stop 35b. The contact of the cam 43 with the stop 35b prevents the cam 43 from being able to be removed from the parking rod 35.

The cam 43 has the cam surface 43a which tapers from the stop 35a towards the stop 35b in a direction in which the rectilinear part 35A extends.

The curved part 35B is fixed to the manual plate 40. The manual plate 40 is fixed to a part of the manual shaft 37 located closer to the lower end 37b than to the upper end 37a (see FIG. 2 ).

The manual shaft 37 is arranged closer to the vertical front wall 8 than the bearing support 12 on the opposite side of the input shaft 14 to the intermediate shaft 16. The manual shaft 37 extends in the direction of the height of the left casing 2 perpendicular to a direction in which the input shaft 14 and the counter-shaft 16 extend. The manual shaft 37 is in a range in which the bearing support 12 extends, that is to say projects in the axial direction of the input shaft 14. [0068] In FIG. 1, the upper end 37a of the manual shaft 37 is retained by the upper wall 9 of the left casing 2 to be movable in rotation. The lower end 37b of the manual shaft 37 passes through the lower wall 10 of the left casing 2 and projects downwards from the lower wall 10. The lower end 37b is retained by the lower wall 10 to be movable in rotation.

The lower end 37b of the manual shaft 37 is connected to one end of a parking cable via a lever not shown. The other end of the parking cable is connected to a selector lever, not shown, which is arranged in a passenger compartment and is actuated by a driver.

The selector lever is actuated by the driver and moved to a parking position or a non-parking position. This rotates the manual shaft 37, thereby causing the manual plate 40 to tilt to move the parking rod 35 in an axial direction thereof.

In Figure 6, the support member 36 is disposed below the bearing support 12. The support member 36 is located under the parking blocker 32 and U-shaped in a view in the axial direction of the input shaft 14.

In FIG. 10, the conical surface 36a and the cylinder 6b are formed on an upper surface of the support element 36. The conical surface 36a is inclined upwards from the rear towards the front of the left casing 2 in the direction of the depth. The cylindrical surface 36b extends horizontally from an upper end of the conical surface 36a to the front side.

When the speed change lever is moved to the parking position in the parking lock mechanism 31, the manual shaft 37 is caused to rotate in a first direction of rotation in order to tilt the manual plate 40 in the first direction.

The tilting movement of the manual plate 40 causes the displacement of the parking rod 35 towards the parking blocker 32, so that the cam 43, as illustrated in FIG. 10, is moved on the cylindrical surface 36b from the conical surface 36a of the support element 36 then raises the parking blocker 32 upwards.

The above lifting movement causes the parking blocker 32 to tilt in an anti-clockwise direction in FIG. 2 around the parking blocker shaft 33 against a pressure of stress produced by the return spring 34.

The tilting movement of the parking blocker 32 causes the claw 32A of the parking blocker 32 to engage one of the teeth 18A of the parking gear 18, thereby preventing the parking gear 18 from turning. The cam 43 is positioned between the parking blocker 32 and the support element 36 to avoid inadvertent disengagement of the claw 32A from the teeth 18A.

When the cam 43 lifts the parking blocker 32 upwards, the cam spring 44 is compressed. A restoring force created by the cam spring 44 is greater than the sum of the force due to the friction between the cam 43 and the parking blocker 32 and the restoring force generated by the return spring 34.

This causes the cam 43 to be moved between the support element 36 and the parking blocker 32 to tilt the parking blocker 32 in order to move the claw 32A towards the parking pinion 18.

When the speed change lever is brought into the non-parking position in the parking locking mechanism 31, the manual shaft 37 is caused to rotate in the second direction of rotation opposite to the first direction of rotation in order to tilt the manual plate 40 in the second direction of rotation.

The above tilting movement of the manual plate 40 causes the parking rod 35 to move away from the parking blocker 32 towards the rear side so that the cam 43 moves from the cylindrical surface 36b towards the surface conical 36a of the support element 36.

The parking blocker 32 is then constrained by the return spring 34, so that it switches clockwise in FIG. 2 around the parking blocker shaft 33.

The tilting movement of the parking blocker 32 causes the claw 32A of the parking blocker 32 to move away from the teeth 18A of the parking pinion 18, thereby disengaging the claw 32A from the teeth 18A. This allows the parking gear 18 to rotate.

In the above manner, the manual plate 40 of this embodiment rocks around the manual shaft 37 to convert the rotational movement of the manual shaft 37 into movement of the parking blocker 32 in its axial direction .

In Figures 1 and 2, the manual shaft 37 has the expansion plate 38 fixed to the upper end 37a. The detent plate 38 is tilted by rotation of the manual plate 37. The adjustment grooves 38A and 38B are formed in an outer periphery of the detent plate 38.

The detent spring 39 is disposed on an upper part of the left vertical wall 5. The detent spring 39 is located on one side of the manual shaft 37 where the input shaft 15 and the counter pinion 17 are arranged.

The roller 39A is arranged on the end of the detent spring 39. The roller 39A can be engaged selectively with the adjustment groove 38A and the adjustment groove 38B. The detent spring 39 produces a pressure which presses the roller 39A against the detent plate 38.

When the manual shaft 37 is rotated by a driver speed change operation, so that the expansion plate 38 rocks and the roller 39A is adjusted in the adjustment groove 38A, the claw 32A of the parking blocker 32 is at a location where it engages one of the teeth 18A of the parking pinion 18.

Alternatively, when the manual shaft 37 is rotated by the driver's speed change operation, so that the expansion plate 38 rocks to establish an engagement of the roller 39A with the adjustment groove 38B, the claw 32A of the parking blocker 32 is in a location where the claw 32A is disengaged from the teeth 18A of the parking pinion 18.

The detent plate 38 and the detent spring 39 constitute a detent mechanism which acts to move the roller 39A between the adjustment groove 38A and the adjustment groove 38B to give the driver a switching sensation (c (i.e. a clicking sensation) during the gear change operation.

The expansion plate 38 also rocks around the manual shaft 37 to move the roller 39A between the adjustment groove 38A and the adjustment groove 38B to position the manual shaft 37 in a direction of rotation of that -this. The manual shaft 37 of this embodiment constitutes a control shaft of the invention.

The left vertical wall 5, as illustrated in Figures 2 and 3, comprises the intermediate recessed wall 27, the upper recessed wall 28 and the lower recessed wall 29, located between the bearing support 12 and the vertical wall front 8 which are opposite to each other in the longitudinal direction. The intermediate recessed wall 27, the upper recessed wall 28 and the lower recessed wall 29 are formed in an area of the left vertical wall 5 where the manual rod 37 extends, that is to say a range between the upper wall 9 and the lower wall 10.

The intermediate recessed wall 27, as clearly illustrated in Figure 8, bulges outward from the left vertical wall 5 in the axial direction of the input shaft 14. The intermediate recessed wall 27 has the intermediate part 37c of the length of the manual shaft 37 disposed thereon. Outward from the left vertical wall 5 in the axial direction of the input shaft 14 means the opposite side of the left vertical wall 5 at the first junction 3A and the second junction 3B, that is ie to the left.

The intermediate recessed wall 27 has a dimension in the longitudinal direction which is greater than the diameter of the manual rod 37. The intermediate recessed wall 27 is formed so as to sandwich the manual shaft 37 in the longitudinal direction to allow the manual shaft 37 to rotate.

The upper recessed wall 28 is located above the intermediate recessed wall 27. The upper recessed wall 28 is swollen further outward in the axial direction of the input shaft 14 than the intermediate recessed wall 27. The upper recessed wall 28 defines a recess in which the upper end 37a of the manual shaft 37 and a part of the expansion plate 38 are arranged.

The lower setback wall 29 is located below the intermediate setback wall 27 and is swollen further outward in the axial direction of the input shaft 14 than the upper setback wall 28. In FIG. 9, the lower recessed wall 29 defines a recess in which a part (that is to say a left part) of the parking rod 35, a lower part of the manual rod 37 and the manual plate 40 are arranged. The lower recessed wall 29 also defines a space in which the parking rod 35 is movable.

In Figure 9, the lower recessed wall 29 includes the first recessed wall 29A and the second recessed wall 29B. The first recessed wall 29A extends in a direction in which the manual plate 40 rocks. The second recessed wall 29B leads to the first recessed wall 29A and extends in a direction in which the manual plate 40 rocks.

The second recessed wall 29B is formed to have a curvature greater than that of the first recessed wall 29A in the direction in which the manual plate 40 rocks. The manual plate 40 rocks in a recess or a range defined by the second recessed wall 29B. FIG. 9 shows such a range defined by the second recessed wall 29B inside the left vertical wall 5.

The intermediate recessed wall 27, the upper recessed wall 28 and the lower recessed wall 29, as appears from the above discussion, are swollen from the left vertical wall 5 outward in the axial direction of the input shaft

14. The intermediate recessed wall 27, the upper recessed wall 28 and the lower recessed wall 29 of this embodiment constitute a recess of the invention.

The expansion plate 38 of this embodiment constitutes a first tilting element. The manual plate 40 constitutes a second tilting element according to the invention. The upper recessed wall 28 constitutes a recessed wall on the side of the first tilting element of the invention. The lower recessed wall 29 constitutes a recessed wall on the second tilting element side of the invention.

In Figures 1 and 2, the upper recessed wall 28 has the stop ribs

28A and 28B formed on an inner wall thereof. The stop ribs 28A and 28B are at right, in other words, on the same plane as the expansion plate 38. In other words, the stop ribs 28A and 28B are located at the same level as that of the trigger plate 38 in the vertical direction.

The stop rib 28A is located on a first side of the expansion plate 38 in a direction in which the expansion plate 38 rocks. The stop rib 28B is located on a second side of the expansion plate 38 which is opposite to the first side.

The stop ribs 28A and 28B are selectively placed in contact or out of contact with the expansion plate 38 during the rotation of the manual shaft 37. When the stop rib 28 A or the stop rib 28B comes into contact with the trigger plate 38, it functions as a stop to prevent rotation of the manual shaft 37.

In FIG. 2, the input shaft 14 and the input pinion 15 are arranged between the expansion plate 38 and the manual plate 40 in the axial direction of the manual plate 37. In other words, the input shaft 14 and the input pinion 15 are located under the expansion plate 38 and above the manual plate 40.

In FIG. 7, the counter pinion 17 is situated on the side of the input pinion 15 opposite the manual shaft 37. The final driven pinion 22 is situated on the side of the return pinion 17 opposite the input pinion 15.

The central axis of rotation 01 of the input pinion 15, the central axis of rotation 02 of the counter pinion 17, the central axis of rotation 03 of the final driven pinion 22 are, as clearly illustrated in FIG. 7 , arranged on the same imaginary plane Ll. The central axis of rotation 01 of the input pinion 15 is identical to the central axis of rotation 01 of the input shaft 14. The central axis of rotation 02 of the counter pinion 17 is identical to the axis central rotation 02 of the countershaft 16. The central axis of rotation 03 of the final driven pinion 22 is identical to the central axis of rotation 03 of the support cylinder 21A.

In FIG. 7, the parking rod 35 is located on the same side (that is to say the left side as seen in FIG. 7) of the manual shaft 37 as the input pinion 15. In FIG. 2, the parking blocker 32 is disposed between the input pinion 15, the counter pinion 17 and the bottom wall 10.

In particular, a space, as defined between the input pinion 15 which has a diameter less than that of the final driven pinion 22, the counter pinion 17 and the bottom wall 10, is larger than that defined by the final driven pinion 22 which is the largest in diameter and the bottom wall 10. The parking blocker 32 is arranged in the space created between the input pinion 15, the counter pinion 17 and the bottom wall 10.

The parking blocker shaft 33 is arranged near the final driven pinion 22, while the parking blocker 32 extends from the parking blocker shaft 33 in the direction of the manual shaft 37.

The input pinion 15 of this embodiment constitutes a first gear element of the invention. The counter-pinion 17 constitutes a second gear element of the invention. The final driven pinion 22 constitutes a third gear element of the invention.

In FIGS. 4 and 5, the first retaining member 41 is arranged in front of the parking blocker 32 in the depth direction of the left casing 2 and extends in the longitudinal direction perpendicular to the direction of the depth (see figure 2).

The second retaining member 42 is located on the back of the parking blocker 32 in the depth direction of the left housing 2. The parking blocker 32 is therefore sandwiched between the first retaining member 41 and the second member retaining 42 in the depth direction.

Referring to Figures 1 and 2, the first retaining member 41 comprises the cylindrical part 61, the first connection part 62 and the second connection part 63. The first connection part 62 extends towards the rear from the cylindrical part 61. The second connection part 63 extends forwards from the cylindrical part 61.

In the cylindrical part 61 is formed the adjustment hole 61A in which the front end of the parking rod 35 can be inserted (see Figure 10). The boss 62A is formed on the rear end of the first connection part 62. The bolt 72A is inserted in the boss 62A (see FIG. 2).

The boss 63A is formed on the front end of the second connection part 63. The screw 71B is inserted in the boss 63A. In figure. 7, the left vertical wall 5 of the left casing 2 has the bosses 52 and 53.

The boss 52 and the boss 53 are arranged at a distance from each other in the direction of the length of the first junction 3A of the left casing 2. The boss 52 leads to the reinforcing rib 72 which connects the left vertical wall 5 and the bottom wall 10. The boss 53 leads to the bottom wall 10 of the left casing 2.

The boss 62A of the first connection part 62 is fixed to the boss 52 using the screw 71 A. The boss 63A of the second connection part 63 is fixed to the boss 53 using the screw 71B. This firmly connects the first retaining member 41 to the left casing 2.

The adjustment part 62B is formed in the first connection part 62 in the form of a hole. The adjustment portion 62B is located in front of the boss 62A. The front end of the parking blocker shaft 33 is inserted into the adjustment part 62B (see FIG. 5).

In Figure 5, the boss 51 protrudes from the left vertical wall 5 located on the rear side of the left casing 2 in the direction of the depth thereof towards the side of the second retaining member 42 to retain part rear of the parking blocker shaft 33. This firmly holds the parking blocker shaft 33 by means of the boss 51 and the adjustment part 62B of the first retaining member 41. In FIG. 6, the second retaining member 42 is arranged in front of the manual shaft 37 and comprises the cylindrical part 64 (see FIG. 5), the first connection part 65 extending backwards from the cylindrical part 64, and the second connection part 66 extending forwards from the cylindrical part 64.

In FIG. 10, the guide hole 64A, in which the parking rod 35 is inserted, is formed in the cylindrical part 64. The cylindrical part 64 serves to guide the movement of the parking rod 35 in the axial direction of it.

In FIG. 10, the adjustment part 64B, in which the support element 36 is inserted, is formed in the cylindrical part 64. The adjustment part 61B, in which the support element 36 is inserted , is formed in the cylindrical part 61. With these arrangements, the first retaining member 41 and the second retaining member 42 firmly hold the support element 36 by means of the adjustment part 61B and the part d 'adjustment 64B.

In other words, the support element 36 is sandwiched between the cylindrical part 61 and the cylindrical part 64 in the direction of the depth of the left casing 2, so that it is supported by the first retaining member 41 and the second retaining member 42.

Again with reference to Figure 1, the boss 65A is formed on the rear end of the first connection part 65. The screw 71C is inserted into the boss 65A.

The bosses 66A and 66B, arranged at a distance from each other in the vertical direction, are formed on the front end of the second connection part 66. The screws 71D and 71E are inserted in the bosses 66A and 66B, respectively (see Figure 2).

In FIG. 7, the boss 54 is formed around the, or under the, bearing support 12 and leads to the bearing support 12. The boss 54 extends from the left vertical wall 5 to the front side in the axial direction of the input shaft 14 and leads to a lower part of the bearing support 12. In other words, the boss 54 is connected to the left vertical wall 5 and to the bearing support 12.

The bosses 55 and 56, which lead to the front vertical wall 8, are formed on the front vertical wall 8. The bosses 55 and 56 are arranged at a distance from each other in the vertical direction, c ' that is to say in a direction in which the second junction 3B of the left casing 2 extends. The bosses 55 and 56 extend from the lower recessed wall 29 towards the second junction 3B in the axial direction of the input shaft 14 (see Figures 9 and 10).

In Figure 7, the bosses 55 and 56 are arranged near the front vertical wall 8 which is located on the opposite side of the wall in lower recess 29 relative to the bosses 55 and 56 in the longitudinal direction. In other words, the lower recessed wall is disposed between the boss 54 and each of the bosses 55 and 56 in the longitudinal direction.

The left vertical wall 5 and the front vertical wall 8 of this embodiment constitute a wall of the invention. The first junction 3A and the second junction 3B constitute a junction of the invention.

The boss 65A of the first connection part 65 is fixed to the boss 54 using the screw 71C. The bosses 66A and 66b of the second connection part 66 are fixed to the bosses 55 and 56 using the screws 71D and 71E.

With the above arrangements, the second retaining member 42 is connected or fixed to the left casing 2 by overlapping the recess defined by the lower recessed wall 29. The second retaining member 42 of this embodiment constitutes a connection element in the invention.

In Figure 3, the left vertical wall 5 has the reinforcing rib 73 formed on its outer peripheral surface 5a. The reinforcing rib 73 is connected to the outer peripheral surface 12a of the bearing support 12. The reinforcing rib 73 extends in a circumferential direction of the bearing support 12 to present the end 73a and the end 73b. The reinforcing rib 73 projects outwards (that is to say towards the left) from the external peripheral surface 5a of the left vertical wall 5.

The outer peripheral surface 5a of the left vertical wall 5, as referred to here, is an outer surface of the left vertical wall 5 which is opposite to an inner surface of the left vertical wall 5 facing the locking mechanism of parking 31. The bearing support 12 is swollen from the outer peripheral surface 5a of the left vertical wall 5 in the form of a cylinder. The outer peripheral surface 12a of the bearing support 12, as referred to here, is an entire surface of part of the left vertical wall 5 swollen outwards.

The lower recessed wall 29 is connected to the outer peripheral surface 12a of the bearing support 12 by the reinforcing rib 73. In other words, the reinforcing rib 73 connects the lower recessed wall 29 and the surface outer device 12a of the bearing support 12.

The mounting bosses 74A, 74B and 74C are formed on the outer peripheral surface 5a of the left vertical wall 5. The mounting bosses 74A, 74B and 74C include ribs 78 which extend therefrom or between them to reinforce the mounting bosses 74A, 74B and 74C. In FIG. 11, the mounting element 75 is fixed to the mounting bosses 74A, 74B and 74C using the screws 77.

The mounting element 75 is fixed to the body of the vehicle 76, for example to a lateral element, and resiliently supports the left casing 2 on the body of the vehicle 76. This maintains the drive system 1 on the body of the vehicle 76.

In FIG. 7, the upper recessed wall 28 is located above the imaginary plane

L1, while the lower recessed wall 29 is located on the opposite side of the imaginary plane L1 relative to the upper recessed wall 28, that is to say below the imaginary plane L1.

In FIGS. 3 and 11, the mounting bosses 74A, 74B and 74C which, as described above, are fitted with ribs 78 are formed between the outer peripheral surface 28a of the upper recessed wall 28 and the outer peripheral surface 12a of the bearing support 12 and connect the outer peripheral surface 28a of the upper recessed wall 28 to the outer peripheral surface 12a of the bearing support 12.

In the drive system 1 of this embodiment, the left vertical wall 5 of the left casing 2 has the intermediate recessed wall 27, the upper recessed wall 28 and the lower recessed wall 29 which are swollen from the left vertical wall 5 outward in the axial direction of the input shaft 14 in a region where the manual shaft 37 extends.

The parking rod 35 extends in the axial direction of the input shaft 14 to be movable in the axial direction of the input shaft 14. The input shaft 14 and the pinion d input 15 are arranged between the trigger plate 38 and the manual plate 40 in the axial direction of the manual shaft 37. Each of the parts of the parking rod 35, of the manual shaft 37 and of the trigger plate 38 and the manual plate 40 are arranged in the recess defined by one of the walls in intermediate withdrawal 27, in upper withdrawal 28 and in lower withdrawal 29.

The above arrangements avoid any physical interference between the manual plate 40 and the expansion plate 38 with the input shaft 14 and the input pinion 15 during the rotation of the manual shaft 37.

The parking rod 35, the manual shaft 37, the expansion plate 38 and the manual plate 40 are therefore mounted using spaces in the axial direction of the input shaft 14, that is to say say the recess defined by the intermediate recessed wall 27, the upper recessed wall 28 and the lower recessed wall 29.

Consequently, the manual shaft 37 is arranged near the input shaft 14 and the input pinion 15 between the manual plate 40 and the expansion plate 38.

It is therefore possible to efficiently install the parking locking mechanism 31 in the left casing 2 and to avoid an increase in the size of the left casing 2.

The left casing 2 has the lower recessed wall 29 swollen from the left vertical wall 5 outward in the axial direction of the input shaft 14, thereby increasing the rigidity of the left casing 2. The recessed bottom wall 29, which has a high degree of rigidity, defines the recess in which the parking rod 35 and the manual plate 40 are disposed, thus ensuring stability when moving the parking rod 35 and the shaft manual 37.

In particular, when the vehicle is moving, the deformation or mechanical vibration of the lower recessed wall 29 due to the reactive force F1 (see FIG. 2) which results from the engagement of the input pinion 15 and the counter pinion 17 and is then exerted from the input pinion 15 on the lower recessed wall 29 via the input shaft 14 in a direction perpendicular to the imaginary plane L1 is avoided.

The stability in the behavior of the manual plate 40 disposed in the recess defined by the recessed bottom wall 29 is therefore ensured. The reduction in deformation or mechanical vibration of the lower recessed wall 29 allows the manual plate 40 to be arranged near the surface of the lower recessed wall 29, thereby minimizing the space required to install the parking rod 35 and the manual plate 40 therein. This effectively reduces the size of the left casing 2.

The drive system 1 of this embodiment has the recess which is defined by the intermediate recessed wall 27 and in which the intermediate part of the manual shaft 37 is arranged. The upper recessed wall 28 is swollen in the axial direction of the input shaft 14 farther outward than the intermediate recessed wall 27, thus increasing the rigidity of the upper recessed wall 28.

Thus, when the vehicle is moving, the mechanical deformation or vibration of the upper recessed wall 28 due to the reactive force F2 (see FIG. 2) which results from the engagement of the input pinion 15 and the counter pinion 17 and is then exerted from the input pinion 15 on the lower recessed wall 29 via the input shaft 14 in a direction perpendicular to the imaginary plane L1 opposite to the reactive force F1 is avoided.

In addition, the expansion plate 38 is partially disposed in the recess defined by the recessed upper wall 28, which has a high rigidity, thus guaranteeing the stability of the behavior of the expansion plate 38. The reduction of deformations or vibrations of the upper recessed wall 28 minimizes the space required to install the expansion plate 38 therein, thereby reducing the size of the left casing 2.

The expansion plate 38 is partially arranged in the recess defined by the upper recessed wall 28, but can however be entirely arranged in this. This is obtained by causing the upper recessed wall 28 to bulge outward in the axial direction of the input shaft 14 to create a space large enough to accommodate the entire expansion plate 38.

The lower recessed wall 29 of this embodiment comprises the first recessed wall 29A and the second recessed wall 29B. The first recessed wall 29A extends in a direction in which the manual plate 40 rocks. The second recessed wall 29B leads to the first recessed wall 29A and extends in a direction in which the manual plate 40 rocks. The second recessed wall 29B is formed to have a curvature greater than that of the first recessed wall 29A in the direction in which the manual plate 40 rocks. The manual plate 40 rocks in a region in which the second recessed wall 29B is formed.

The bulge size of the lower recessed wall 29 can therefore be reduced by virtue of the smaller curvature of the first recessed wall 29A. In other words, the lower recessed wall 29 can be formed to have a bulge just large enough to allow the manual plate 40 to tilt, thus avoiding an increase in the size of the left casing 2.

The drive system 1 of this embodiment has the upper recessed wall 28 equipped with stop ribs 28A and 28B formed on its inner wall. The stop ribs 28A and 28B are in the same plane as the expansion plate 38 and are placed in contact or in non-contact with the expansion plate 38 after rotation of the manual shaft 37.

When the detent plate 38 is brought into contact during its tilting movement between the engagement position and the disengagement position, the stop rib 28 A or 28B acts as a stop to prevent the plate from trigger 38 to tilt beyond the engagement position or the disengagement position.

The simple structure in which the stop ribs 28A and 28B are machined on the inner surface of the upper recessed wall 28 therefore serves to control the tilting movement of the expansion plate 38, thus eliminating the need for an additional element which would be separated from the left casing 2 and would stop the tilting movement of the expansion plate 38.

The left casing 2 therefore does not need an interior space for the installation of the additional element used to stop the tilting movement of the expansion plate 38, which makes it possible to reduce the size of the casing left 2 and also reduce the production cost of drive system 1.

The stop ribs 28A and 28B formed on the inner surface of the upper recessed wall 28 increase the rigidity of the upper recessed wall 28, which causes a reduction in mechanical vibration or deformations of the wall in upper shrinkage 28 in response to an external force. This ensures the stability of the behavior of the expansion plate 38.

The drive system 1 of this embodiment has the parking rod 35 arranged on the same side of the manual shaft 37 as the input shaft 14. The support element 36 is connected to the left casing 2 via the first retaining member 41 and the second retaining member 42.

The support element 36 is therefore fixed to the left casing 2 without using the front vertical wall 8 and the bottom wall 10 of the left casing 2, thus eliminating the need for a structure making it possible to fix the support element 36 left casing 2, which allows the left casing 2 to have a simple structure.

The first retaining member 41 and the boss 51 formed on the left casing 2 support the shaft 33 of the parking blocker, thereby eliminating the need to retain the shaft 33 of the parking blocker using the first retaining member 41 and the second retaining member 42.

It is therefore possible to reduce the size of the second retaining element 42, thereby allowing the parking locking mechanism 31 to have a reduced size.

The drive system 1 of this embodiment has the counter-pinion 17 which has a diameter greater than that of the input pinion 15 and is arranged on the opposite side of the input pinion 15 relative to the manual shaft 37 and also has the final driven gear 22 which has a diameter greater than the counter pinion 17 and is situated on the opposite side of the counter pinion 17 relative to the input pinion 15.

The central axis of rotation 01 of the input pinion 15, the central axis of rotation 02 of the counter pinion 17, the central axis of rotation 03 of the final driven pinion 22 are, as described above, arranged on the same imaginary plane Ll. The parking blocker 32 is arranged between the input pinion 15, the counter pinion 17 and the bottom wall 10.

The parking blocker shaft 33 is arranged on the same side of the input pinion 15 as the final driven pinion 22 in the longitudinal direction. The parking blocker 32 extends from the parking blocker shaft 33 to the manual shaft 37.

With the above arrangements, the parking blocker 32 is arranged in a wider space between the input pinion 15, the counter pinion 17 and the bottom wall 10 to increase a range in which the parking blocker 32 is tiltable. This allows efficient installation of the parking locking mechanism 31 in the left casing 2, thus avoiding an increase in the size of the parking locking mechanism 31.

The parking blocker 32 of this embodiment is tilted by the parking blocker shaft 33 mounted at the end of the parking blocker 32, which results in a decrease in the range in which the parking blocker 32 is tiltable compared to the case where a parking blocker shaft is mounted on the middle of a length of the parking blocker 32.

It is therefore possible to reduce the space required to install the parking blocker 32, which results in a reduction in the size of the left casing 2.

The drive system 1 of this embodiment has the bearing support 12 which is formed on the left vertical wall 5 and is used to rotatably support the input shaft 14 using the bearing 13 The outer peripheral surface 5a of the left vertical wall 5 also has, formed thereon, the reinforcing rib 73 which connects it to the outer peripheral surface 12a of the bearing support 12. The outer peripheral surface 29a of the wall in lower recess 29 is connected to the outer peripheral surface 12a of the bearing support 12 by the reinforcing rib 73.

The reinforcing rib 73 therefore increases the rigidity of the bearing support 12 which is necessary to support the input shaft 14 with respect to the reaction force L1 (see FIG. 2) which results from the engagement of the input pinion 15 and the counter pinion 17 and which is then exerted from the input pinion 15 on the bearing support 12 via the input shaft 14 when the vehicle is moving.

The reinforcing rib 73 also increases the rigidity of the lower recessed wall 29, thus minimizing the deformation or the mechanical vibration of the lower recessed wall 29 resulting from the application of an external force thereon. This guarantees stability in the behavior of the manual plate 40 disposed in the recess defined by the recessed bottom wall 29.

The reinforcing rib 73 extends in the circumferential direction of the bearing support 12, thereby increasing the rigidity of the bearing support 12 with respect to the rotation of the input shaft 14.

The reinforcing rib 73 on the outer peripheral surface 5a of the left vertical wall 5 also serves to increase the rigidity of the lower recessed wall 29, thus making it possible to reduce the size of the bulge of the lower recessed wall 29 from the left vertical wall 5 to a minimum to avoid an increase in the size of the left casing 2.

The drive system 1 of this embodiment has the mounting bosses 74A, 74B and 74C which are formed on the outer peripheral surface 5a of the left vertical wall 5 around the outer peripheral surface 12a of the bearing support 12 and on which the mounting element 75 acting to fix the left casing 2 to the body of the vehicle 76 is fixed.

The recessed upper wall 28 is located above the imaginary plane L1 passing through the central axis of rotation 01 of the input shaft 15, the central axis of rotation 02 of the counter-pinion 17 and l central axis of rotation 03 of the final driven pinion 22 in the vertical direction, while the lower recessed wall 29 is located below, that is to say on the opposite side of the imaginary plane L1 relative to the recessed wall upper 28.

The outer peripheral surface 28a of the upper recessed wall 28 and the outer peripheral surface 12a of the bearing support 12 are connected by means of mounting bosses 74A, 74B and 74C, while the second retaining member 42 is connected to the left casing 2 via the recess defined by the lower recessed wall 29.

With the above arrangements, the upper recessed wall 28 and the outer peripheral surface 12a of the bearing support 12 are connected together using the mounting bosses 74A, 74B and 74C, thereby causing an increase in the rigidity of the upper recessed wall 28.

The second retaining member 42 is connected to the left casing 2 by spanning the recess defined by the lower recessed wall 29, thereby strengthening the bearing support 12 and the lower recessed wall 29 to increase the rigidity of the bearing support 12 and the lower recessed wall 29.

The above arrangements cause an increase in rigidity of the lower recessed wall 29 and the upper recessed wall 28 vis-à-vis the reactive force F1 exerted downwards from the input shaft 14 and of the reactive force F2 exerted upwards from the input shaft 14 when the vehicle is traveling, thus ensuring the behavioral stability of the parking rod 35, the manual shaft 37 and the detent plate 38.

In addition, it is possible to minimize the volumes of the recesses defined by the upper recessed wall 28 and by the lower recessed wall 29, thereby facilitating the ease with which the size of the left casing 2 is reduced.

As described above, the rigidity of the lower recessed wall 29 is increased by the second retaining member 42, thus eliminating the need for an additional boss or an additional reinforcing element arranged near the surface. outer peripheral 29a of the lower recessed wall 29 or of the outer peripheral surface of the lower recessed wall 29, thus simplifying the structure of the left casing 2.

[0181] Although the present invention has been described by presenting the preferred embodiment in order to facilitate a better understanding, it should be noted that the invention can be carried out in various ways without departing from the principle of invention. Consequently, the invention should be understood to include all possible modifications of the embodiment presented which can be carried out without departing from the principle of the invention as claimed.

Claims (1)

[Claim 1] claims Drive system (1) for a vehicle comprising: - a housing (2) which comprises a wall (5, 8) and rotatably supports a first rotary shaft (14) and a second rotary shaft (16) on the wall (5, 8), the first rotary shaft (14 ) having a first gear element (15) mounted thereon, the second rotary shaft (16) having a second gear element (17) mounted thereon which meshes with the first gear element (15 ) and to which power is transmitted from the first gear element (15); and - a parking locking mechanism (31) which is arranged in the casing (2), in which the parking locking mechanism (31) comprises: - a parking pinion (18) which is equipped with teeth (18A) and fixed to the second rotary shaft (16) to be movable in rotation with the second rotary shaft (16); - a parking blocker (32) which is equipped with a finger or claw (32A) capable of engaging with the teeth (18A), said blocker being retained by the casing (2) by means of a shaft ( 33) support to be tiltable; - a parking rod (35) equipped with a cam (43) and movable in an axial direction thereof; - a support element (36) which causes the parking blocker (32) to tilt by movement of the cam (43) on the support element (36) in response to a movement of the parking rod (35) to reach engaging the claw (32A) with the teeth (18A); - a control shaft (37), which extends perpendicular to a direction in which the first rotary shaft (14) extends, and is placed relative to the first rotary shaft (14) on a side opposite to the second rotary shaft ( 16), the control shaft being retained by the casing (2) so as to be movable in rotation; - a first tilting element (38) which is arranged on one end (37a) of a length of the control shaft (37) and rocks around the control shaft to position the control shaft (37) in a direction of rotation thereof; and - a second tilting element (40) which is arranged on the other [Claim 2] [Claim 3] end (37b) of the control shaft (37) and swings around the control shaft to convert the rotation of the control shaft (37) in movement of the parking blocker (32) in an axial direction thereof, in which the wall (5, 8) comprises a recessed wall (27, 28, 29) which is swollen from the wall (5, 8) outward in a region where the drive shaft (37) extends, in which the parking rod (35) extends in an axial direction of the first rotary shaft (14 ) to be movable in the axial direction of the first rotary shaft (14), in which the first rotary shaft (14) and the first gear element (15) are arranged between the first tilting element (38) and the second tilting element (40) in an axial direction of the control shaft (37), and in which at least part of the locking mechanism parking (31) is arranged in a recess defined by the recessed wall (27, 28, 29). A drive system for a vehicle according to claim 1, in which the recessed wall (27, 28, 29) comprises an intermediate recessed wall (27) and a recessed wall (28) on the side of the first tilting element (38), the intermediate recessed wall (27) defining a recess in which a median part of a length of the control shaft (37) is disposed, the recessed wall (28) on the side of the first tilting element (38) being swollen further outward in an axial direction of the first rotary shaft (14) than the intermediate recessed wall (27) is and defining a recess in which at least part of the first tilting element (38) is disposed. A drive system for a vehicle according to claim 2, wherein the recessed wall (27, 28, 29) comprises a recessed wall (29) on the second tilting element side (40) which is further inflated outward in the axial direction of the first rotary shaft (14) that the recessed wall (28) on the side of the first tilting element (38) is, and defines a recess in which the second tilting element (40) is arranged, in which the wall recessed (29) side second tilting member (40) includes a first recessed wall (29A) and a second recessed wall (29B), the first recessed wall (29A) extending in a direction in which the second member tilting (40) rocking, [Claim 4] [Claim 5] [Claim 6] in which the second recessed wall (29B) which leads to the first recessed wall (29A) extends in a direction in which the second element tilting (40) rocking, the d the second recessed wall (29B) being formed to have a curvature greater than that of the first recessed wall (29A) in the direction in which the second rocking member rocks, and in which the second rocking member (40) rocks defined by the second recessed wall (29B). Drive system for a vehicle according to claim 2 or 3, in which the recessed wall (28) on the side of the first tilting element (38) has a stop rib (28A, 28B) on an interior surface thereof, and in which the stop rib (28A, 28B) is located in line with the first tilting element (38) and is brought into contact or in non-contact with the first tilting element (38) during the rotation of the shaft. control (37). A drive system for a vehicle according to claim 3, wherein the parking rod (35) is arranged on the same side of the drive shaft (37) as the first rotary shaft (14), and wherein the element support (36) is connected to the housing (2) via a connection element (42). A drive system for a vehicle according to claim 5, wherein the housing (2) comprises a bottom wall (10) extending from the wall (5, 8) in the axial direction of the first rotary shaft (14), in wherein the second gear element (17) has a diameter greater than that of the first gear element (15), wherein a third gear element (22) which has a diameter greater than that of the second gear element (17) is arranged on one side of the second gear element opposite the first gear element, in which a central axis of rotation (01) of the first gear element (15), a central axis of rotation (02) of the second gear element (17) and a central axis of rotation of the third gear element (22) are arranged on the same imaginary plane (L1), the parking blocker (32) being disposed between the first element gear (15), the second gear element (17) and the lower wall (10), in which the support shaft (33) is arranged, relative to the first gear element (15), on the same side as the third gear element (22), and in which the blocker parking (32) extends from the support shaft (33) to the control shaft (37). [Claim 7] A drive system for a vehicle according to claim 6, in which the wall has a support (12) which retains the first rotary shaft (14) in a rotary manner by means of a bearing (13), in which a reinforcing rib (73) is formed on an outer peripheral surface (5a) of the wall and is connected to an outer peripheral surface (12a) of the support (12), and in which an outer peripheral surface (29a) of the recessed wall (29) on the second tilting element side (40) is connected to the outer peripheral surface (12a) of the support (12) by means of the reinforcing rib (73). [Claim 8] A drive system for a vehicle according to claim 7, wherein a mounting boss (74A, 74B, 74C), to which a mounting member (75) is attached to retain the housing (2) on a body vehicle (76), is formed on an outer peripheral surface (5a) of the wall around the outer peripheral surface (12a) of the support (12), in which the recessed wall (28) on the side of the first tilting element (38) is located on one of the opposite sides of said imaginary plane (L1), in which the recessed wall (29) on the second tilting element side (40) is located on one side of the imaginary plane (L1) opposite to the recessed wall (28) first tilting element side (28), in which the outer peripheral surface (28a) of the recessed wall (28) first tilting element side (38) and the outer peripheral surface (12a) of the support (12) are connected by the intermediate of the mounting boss (74A, 74B, 74C), and in which the connection element (42) is fixed to the casing (2) through a recess defined by the recessed wall (29) on the second tilting element side (40).