JP2002227999A - Parking lock system for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To increase an assembly workability of an automatic transmission by constructing a parking powl and its support shaft in one body with a parking gear fitting shaft. SOLUTION: After a counter gear 74 and a parking gear 85 are assembled to a counter shaft 75 and a bearing 81 to which a bearing retainer 84 is fitted, these are stopped from falling by a nut 98. The assembled body of the countershaft 75 is placed in parallel to the assembled body of a countershaft 62 in a set condition that the counter gear 74 gears with IVT output gear, and these both assembled bodies are inserted into a transmission case 21 at the same time. Then the parking lock system is fixed by fitting the bearing retainer 84 to the transmission case 21 with a bolt 83 and fitting a bracket 89 to the transmission case 21 with a bolt 90. This system is easy to fit the parking lock system even when the parking powl 86 and its supporting shaft 87 have to be inserted into the transmission case 21 together with the assembled body of the counter-shaft 75.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuously variable transmission such as a stepped automatic transmission, a V-belt type continuously variable transmission and a toroidal type continuously variable transmission, and an advanced type of a continuously variable transmission. And a parking lock device used for an automatic transmission such as an infinitely variable transmission.

[0002]

2. Description of the Related Art Conventionally, as a parking lock device for an automatic transmission, there are hitherto those described in, for example, Japanese Patent Application Laid-Open No. 1-223058 and "RL4F03A-type automatic transaxle maintenance manual" issued by Nissan Motor Co., Ltd.

The parking lock device described in the former document is for a V-belt type continuously variable transmission. A parking gear is provided near the front end of an output shaft close to the engine so as to rotate together with the output shaft. The output shaft is configured to lock the rotation of the output shaft by engaging the tip claw of the rotatable parking pow with a transmission shaft, and the pivot shaft for rotatably supporting the parking powl is provided with a transmission case and a converter housing for closing a front end opening thereof. It is mounted so as to be sandwiched between the thick bosses provided on the vehicle and is used to support the parking powl.

On the other hand, the parking lock device described in the latter document is for a stepped automatic transmission configured as a transaxle used for a front-wheel drive vehicle, and is provided near the rear end of an output shaft far from the engine. A parking gear is provided so as to rotate, and the tip of a rotary parking powl is engaged with the teeth of the parking gear to lock the output shaft in rotation. It is mounted so as to be sandwiched between thick bosses provided on the machine case and a side cover that closes the rear end opening, and is used to support a parking powl.

In any of the parking lock devices, it is necessary to provide a thick boss portion for supporting the parking-poll pivot shaft in each of the transmission case and the converter housing and side cover for closing the front end opening. As a condition in which the meat boss portion can be set, there is no large-diameter part that covers the parking poul and the axial direction on both sides of the parking gear in the axial direction, or these large-diameter parts are
It is necessary that the parking poul and its pivot can be disassembled so that it can be retrofitted.

If the above conditions are not satisfied, and the transmission case and the converter housing and the side cover closing the front end opening cannot be provided with a thick boss portion for supporting the parking-poll pivot shaft, respectively. However, it is not possible to adopt a method of mounting a parking powl and its pivot shaft as described above.

For example, an infinite speed ratio transmission using a toroidal type continuously variable transmission will be described.
As described in JP-145919A, a toroidal-type continuously variable transmission on a first axis and a planetary gear set on a second axis parallel thereto are mainly configured.
A reduction gear set including a gear on a first axis and a gear on a second axis is used to reduce the input rotation to the toroidal type continuously variable transmission.
By sequentially inputting through the low clutch on the axis to the carrier of the planetary gear set, the output is distributed to the sun gear and the ring gear of the planetary gear set, and the rotation to the sun gear is rotated with the tooth wheel and the toroidal stepless continuously variable. While circulating to the input disk of the toroidal-type continuously variable transmission and the reduction gear set through a chain that extends between the gear wheels that rotate together with the output disk of the transmission, the circulating power is transmitted to and from the ring gear of the planetary gear set. Rotating 2nd
In the case of a three-shaft configuration in which the power is transmitted to the differential gear device on the third axis via the output gear on the axis and the final drive ring gear meshing with the output gear, the output disk of the toroidal-type continuously variable transmission, the sun gear of the planetary gear set, Since the width of the chain that drives and connects between the gears is larger than the gear for the same transmission capacity, the shaft size of the infinitely variable transmission is increased, and this is mounted on a front engine / front wheel drive vehicle (FF). When it is configured as a transaxle for vehicles, it may be difficult to mount it on a vehicle.

Therefore, the distance between the output disk of the toroidal type continuously variable transmission and the sun gear of the planetary gear set is changed from the above-mentioned chain drive to the gear drive, and an idler gear is provided between the gears constituting the reduction gear set for adjusting the rotation direction. To form a reduction gear set with three gears,
The rotation direction of the output gear on the axis is reversed, and instead of directly driving the final drive ring gear by this output gear, the final drive ring gear is driven to rotate via an intermediate gear.
The applicant of the present application has proposed an infinite speed ratio transmission as shown in FIGS. 1 and 2 having a so-called five-axis configuration.

As shown in FIG. 1, a case body 21 and a front end cover (damper housing) 2 for closing a front end opening and a rear end opening of the case main body 21 will be described.
FIG. 2 shows a front view of the front end cover 22 from the front side (engine side) in a transmission case constituted by the front end cover 22 and the rear end cover 23.
The first axis O ₁ , the second axis O ₂ , the third axis O ₃ , the fourth axis O ₄ , and the fifth axis O ₅ .
All of these axes are parallel to each other.

[0010] Figure 1 for convenience the gear ratio infinite transmission, shows only the main part in the expanded section as all the axis are positioned in the same plane, a toroidal type first on the axis O ₁ A continuously variable transmission 24 is provided, and an output control mechanism 25 is provided on the third axis O ₃ . The toroidal type continuously variable transmission 24 is
Input shaft 2 arranged in a coaxial butt relationship on the first axis O ₁
6 and a main shaft 27, and the input shaft 26 is connected to an engine crankshaft 28 via a torsional damper 47.

The toroidal type continuously variable transmission 24 has two toroidal transmission units 31 and 32 as main components,
These toroidal transmission units 31 and 32 respectively
Input disks 35 and 36 fitted to the vicinity of both ends of the main shaft 27 so as to rotate integrally with each other so as to be slidable in the axial direction, and a common output disk 37 rotatably supported on the main shaft 27 between these input disks. I / O disks 35, 37
Roller 3 for transmitting power between the rollers and between 36 and 37
8.

The input shaft 26 is drivingly connected to the input disk 35 of the toroidal transmission unit 31 via the loading cam 61, and the engine rotation transmitted to the input shaft 26 via the torsion damper 47 is transmitted to the loading cam 6.
1 to the input disk 35, and further to the input disk 36 via the spindle 27. Input disk 35,3
6 is transmitted to a common output disk 37 through a power roller 38, and during this transmission, the rotation axis of each power roller 38 is changed to the input / output disk rotation axis (first axis). Synchronously from the illustrated non-shift position intersecting O ₁ and offset in the same phase in the direction of the oscillating axis orthogonal to the power roller rotation axis, the power roller 38 is synchronized around the oscillating axis by the rotational component. As a result, the gears are tilted in the same phase, and a continuously variable transmission can be performed.

An output control mechanism 25 provided on the third axis O ₃
Is provided on the counter shaft 62, and both ends of the counter shaft 62 are rotatably supported on the front end cover 22 and the case body 21 by bearings 63 and 64, respectively. The output control mechanism 25 includes a planetary gear set 65.
A low clutch 66 as a power circulating clutch disposed adjacent to the front of the planetary gear set 65 near the engine; an IVT output gear 67 and a continuously variable transmission sequentially disposed to the rear of the planetary gear set 65 remote from the engine; (CVT) A high clutch 68 as a direct coupling clutch is provided on the counter shaft 62.

The planetary gear set 65 is a simple planetary gear set including a sun gear 65s, a carrier 65c, and a ring gear 65r. The sun gear 65s is drivingly connected to an output disk 37 of the continuously variable transmission 24 as described later.
As described later, c is set so that the transmission input rotation from the input shaft 26 is appropriately input, and the output rotation of the infinite speed ratio transmission is extracted from the ring gear 65r. The low clutch 66 is for appropriately inputting the transmission input rotation from the input shaft 26 to the carrier 65c. Therefore, the low clutch 66 rotatably supports the clutch drum 66a on the sub shaft 62 by the bearing 69, and input gear 70 formed on the second axis O ₂ around in rotatable idler gear 71, and via the power recirculation gear train consisting of the output gear 72 attached to the clutch drum 66a was driving engagement with the input shaft 26, clutch The hub 66b is connected to the carrier 65c.

The sun gear 65s of the planetary gear set 65 has a countershaft 6
2, the ring gear 65r is connected to the output gear 67, and the output gear 67 is rotatably supported on the counter shaft 62. The high clutch 68 is for transmitting the output rotation of the continuously variable transmission 24 to the output gear 67 as it is, so that the clutch drum 68 of the high clutch 68
a CVT in which the outer periphery of a is fitted to the outer periphery of the output disk 37
The clutch hub 68 b is engaged with the output gear 67 and meshed with the output gear 73.

The clutch drum 68a of the high clutch 68
Has its inner periphery serrated and fitted to the countershaft 62, whereby the output disk 37 of the continuously variable transmission 24 is connected to the clutch drum 68.
Thus, the sun gear 65 s serrated and fitted to the sub shaft 62 is driven by the output disk 37 of the continuously variable transmission 24.

The operation of the infinite speed ratio transmission having the above configuration is as follows. When the low clutch 66 is engaged and the high clutch 68 is released, the input rotation of the transmission to the main shaft 27 is transmitted to the power circulating gear trains 70 to 72 and the low clutch 6.
6 and is transmitted to the carrier 65c of the planetary gear set 65. The transmission input rotation transmitted to the carrier 65c is distributed to the sun gear 65s and the ring gear 65r, and the rotation that reaches the sun gear 65s is transmitted to the sub shaft 62 and the clutch drum 68.
a and the output gear 73, sequentially circulated from the toroidal transmission units 31 and 32 to the gear trains 70 to 72, the rotation reaching the ring gear 65 r can be taken out from the output gear 67, and the transmission operation in the power circulation mode is performed. be able to. In this power circulation mode, by setting the speed ratio of the continuously variable transmission 24 to a speed ratio such that the rotation of the ring gear 65r becomes zero, the output rotation to the gear 67 becomes zero (referred to as a neutral point GNP), and the transmission is performed. A state in which the gear ratio (transmission input rotation speed / transmission output rotation speed) is infinite (stop state) can be created while the paths are mechanically connected.

In the power circulation mode, the continuously variable transmission 24
When the gear ratio is higher than the gear ratio at which the rotation of the ring gear 65r is reduced to zero, the output rotation to the gear 67 is reversed so that the vehicle can run backward, and the gear ratio of the continuously variable transmission 24 can be reduced. As the gear ratio is lower than the gear ratio, the output rotation to the gear 67 is increased in the number of rotations in the normal rotation direction, thereby enabling forward traveling. When the speed ratio of the continuously variable transmission 24 reaches a certain speed ratio on the low speed side, the output rotation speed to the gear 67 (the rotation speed of the clutch hub 68b) in the power circulation mode and the continuously variable transmission 2
4 to the clutch drum 68a, and the high clutch 68 is engaged and the low clutch 66 is simultaneously released at this mode switching point (referred to as a rotation synchronization point RSP). It is possible to switch to the CVT direct connection mode in which the continuously variable rotation from 24 is output directly to the gear 67 via the high clutch 68. In the CVT direct connection mode, the speed change by the continuously variable transmission 24 is directly reflected on the speed change by the infinite speed ratio transmission.

The output rotation of the gear 67 is transmitted to a counter shaft 75 provided on the fourth axis O ₄ via a counter gear 74 meshing with the gear 67 as shown in FIG. via a final drive gear set including a final drive ring gear 77 formed final drive pinion 76 and meshes with this was by transmitted to the differential gear device 78 on the fifth axis O _5, it can rotate both drive wheels of the vehicle I do. Therefore, the counter shaft 75 constitutes the output shaft of the transmission with an infinite transmission ratio, which is rotatably supported on the transmission case body 21 and the front end cover 22 via bearings 81 and 82, and the bearing 81 is bolted 83. The transmission case body 2 via the bearing retainer 84 attached to the transmission case body 21
Fix to 1.

Here, the parking lock device will be described. As clearly shown in FIG. 3, a parking gear 85 is provided on a counter shaft 75 so as to rotate together therewith.
Are engaged with each other to lock the counter shaft 75 in rotation. Parking Poul 8
6 for pivotally supporting the parking pole 6
The nut 8 is inserted into the transmission case body 21 by inserting the base end into the transmission case body 21.
8 and the front end is fixed to the transmission case main body 21 by bolts 90 via brackets 89. Then, a return spring 91 of a torsion coil spring type is actuated between the parking powl 86 and the bracket 89, thereby urging the parking paw 86 to a rotation position where it does not normally engage with the teeth of the parking gear 85. It is assumed that the parking lock 86 is rotated to the parking lock position against this urging force to obtain the parking lock state.

[0021]

In the above-described transmission with an infinite transmission ratio, (1) the low clutch 66, the high clutch 68, and the planetary gear set 65 mounted on the countershaft 62 require the required torque. inevitably quite a large diameter in relation to the capacity, and (2) rotation transmission to the counter shaft 75 is an output shaft from the third on the axis O ₃ is a power circulation axis, normal automatic transmission As in the case of the transmission, the counter gear 74 on the counter shaft 75 has a large diameter due to the necessity of reduction transmission, and (3) in the case of an infinitely variable transmission, the countershaft 62
In order to offset the thrust acting on each gear including the counter shaft 75 in each shaft so that the thrust does not reach the transmission case, a nut is screwed into the shaft end for each shaft. A rotary shaft assembly in which the components to be assembled are assembled in advance. For this reason, when assembling the transmission, even if the assembly of the countershaft 62 and the assembly of the countershaft 75 are individually inserted into the transmission case in the axial direction, the large-diameter counter gear 74 is replaced with the large-diameter low clutch. 66, the high clutch 68 and the planetary gear set 65 cannot be inserted because they interfere with each other, and the transmission cannot be assembled. Therefore, the assembly of the countershaft 62 and the assembly of the counter shaft 75 are combined with the counter gear 74 by the IVT. It is necessary to rely on a troublesome assembling procedure of inserting into the transmission case in the axial direction in the set state engaged with the output gear 67.

On the other hand, the parking gear 85 is required to have a sufficient mounting strength so that the above-mentioned rotation lock can be reliably achieved even on a steep hill, and as shown in FIGS. 1 and 3, between the bearings 81, 82 of the counter shaft 75. Is preferably mounted on the counter shaft 75. In other words, when the parking gear 85 is mounted in a cantilever manner at the end of the counter shaft 75 that is separated from between the bearings 81 and 82, the diameter of the counter shaft 75 must be increased. It is not practical with the increase in the radial size of.

Further, as is apparent from FIG.
_{When the} upper parking gear 85 has a large diameter, the transmission case moves leftward in FIG. 2 by the storage space of the parking powl 86 (see FIG. 3) rotatably supported by the transmission case so as to engage with the parking gear 85. Since the overhang protrudes greatly and deteriorates the mountability on the vehicle, the parking gear 85 must be reduced in diameter as shown in the figure. For this reason, as shown in FIG. 3, a counter gear 74 and a bearing retainer 85 having a larger diameter than the parking gear 85 are provided on both axial sides of the parking gear 85.
And the pawls of the parking paw 86 overlap in the axial direction of the transmission with respect to these, and when assembling the transmission, after inserting the assembly of the counter shaft 75 into the transmission case, 86
In addition, it is impossible to insert the parking pawl pivot shaft 87 that rotatably supports the parking powl into the transmission case. Accordingly, the parking powl 86 and the parking powl pivot shaft 87 that rotatably supports the parking powl 86 are also set with the assembly of the sub shaft 62 and the assembly of the counter shaft 75, and the tip claw of the parking powl 86 is set in the parking gear 85. In the transmission case, it is necessary to rely on the procedure of inserting the assembly of the counter shaft 62 and the assembly of the counter shaft 75 into the transmission case in the axial direction. This necessitates insertion into the inside of the transmission, which causes a problem that the workability of assembling the transmission is greatly deteriorated.

According to the first aspect of the present invention, since members having a larger diameter exist on both sides in the axial direction of the parking gear as in the case of the infinite speed ratio transmission described above, for example, When assembling the machine, the parking powl and the parking powl pivot shaft that rotatably supports the parking powl must be inserted into the transmission case in the axial direction together with the assembly of the rotating shaft to which the parking gear is attached. It is an object of the present invention to provide a parking lock device in which the assembling workability of the transmission is not significantly deteriorated even at the time, thereby solving the above problems.

According to a second aspect of the present invention, there is provided a parking lock device capable of achieving the effects of the first aspect of the invention at a low cost without increasing the number of parts by using existing parts. With the goal.

[0026]

For these purposes, a parking lock device for an automatic transmission according to a first aspect of the present invention is a parking gear provided so as to rotate integrally with a rotating shaft constituting a variable speed rotation output system of the automatic transmission. A parking lock device in which the tip of a rotary parking powl is engaged with the teeth of the parking gear to lock the rotation of the variable speed rotation output system, and having a larger diameter than the parking gear on both axial sides of the parking gear. Due to the presence of the member, when assembling, the parking powl and the parking powl pivot shaft that rotatably supports the parking powl are inserted together with the assembly of the rotating shaft into the transmission case in the axial direction. In the automatic transmission, which must be installed, the fixed member attached to the rotating shaft but not rotating with the rotating shaft includes It is characterized in that fitted with the parking Pouru via Kingupouru pivot shaft.

A parking lock device for an automatic transmission according to a second invention is characterized in that, in the first invention, the fixing member is a bearing retainer used when fixing a bearing of the rotating shaft to a transmission case. Things.

[0028]

According to the first aspect of the present invention, the parking pawl is engaged with the teeth of a parking gear provided on a rotating shaft constituting a variable speed output system of the automatic transmission so as to rotate integrally therewith. Achieve the lock function. By the way, since the parking powl is attached to the fixed member that is attached to the rotating shaft but does not rotate together with the rotating shaft via the parking powl pivot shaft, the parking powl and its pivot shaft are previously attached to the rotating shaft. As a result, the parking powl and its pivot shaft are set together with the rotating shaft assembly when assembling the transmission, since members having a larger diameter are present on both sides in the axial direction of the parking gear. Even if it is necessary to insert the rotating shaft assembly into the transmission case even if it is necessary to insert the rotating shaft assembly into the transmission case automatically in the same manner as before, the parking poul and its pivotal support can be used. The aforementioned problem that the shaft can be automatically inserted into the transmission case and the workability of assembling the transmission is greatly deteriorated. It can be eliminated.

In the second invention, since the bearing retainer used for fixing the bearing of the rotating shaft to the transmission case is used as the fixing member, existing parts are used to reduce the number of parts without increasing the number of parts. The operation and effect of the first invention can be achieved.

[0030]

Embodiments of the present invention will be described below in detail with reference to the drawings. 4 to 7 show an infinite speed ratio transmission having a parking lock device according to an embodiment of the present invention. In the drawings, the same parts as those in FIGS. 1 to 3 are denoted by the same reference numerals. Then, duplicate explanation of these parts was avoided.
FIG. 4 is a drawing similar to FIG. 3 showing a parking lock device with a main part of the transmission having an infinite transmission ratio being a longitudinal side surface, and FIG.
Is a front view showing the parking lock device of the transmission with infinite transmission ratio in the transmission axial direction from the engine side (right side in FIG. 4), and FIG. 7 is a front view showing the detailed shape of the bearing retainer 84 with the parking powl 86 removed, and FIG. 7 is an explanatory diagram showing an operation system of the parking powl 86.

In this embodiment, FIGS. 4 and 5
The parking gear 85 is provided on the counter shaft 75 so as to rotate together with the parking gear 85 as shown in FIG.
Are engaged to lock the countershaft 75, and a parking lock pivot shaft 87 for rotatably supporting the parking powl 86 is attached as follows. That is, a part 84a of the bearing retainer 84 used when the bearing 81 for rotatably supporting the counter shaft 75 to the transmission case main body 21 is attached to the transmission case main body 21 is shown in FIG.
And projecting radially outward to the mounting position of the parking-poll pivot shaft 87, and fitting the base end of the parking-poll pivot shaft 87 to this protruding portion 84a to attach the parking-poll pivot shaft 87. It is integrated with the bearing retainer 84.

The attachment of the parking powl pivot 87 is not limited to the bearing retainer 84, but is attached to the countershaft 75. However, any member may be used as long as it does not rotate with it. .

A bracket 89 is fitted to the distal end of the parking-poll pivot shaft 87 to integrate them, and between the bracket 89 and the projection 84 a of the bearing retainer 84, the parking powl 86 is attached to the parking-poll pivot shaft 87. Are rotatably fitted. As shown in FIG. 4, a spacer ring 92 is further fitted to the parking powl pivot shaft 87 to position the parking powl 86 at a limit position in the rotation axis direction where the parking paw 86 abuts against the bracket 89.

A return spring 91 of a torsion coil spring type is acted between the parking powl 86 and the bracket 89, as clearly shown in FIG. 5, so that the parking pow 86 is normally brought into contact with the teeth of the parking gear 85. It is urged to the turning position shown in FIG.
By rotating the parking paw 86 counterclockwise in FIG. 5 against this urging force, the counter shaft 75 can be rotationally locked via the parking gear 85.

As described above, the parking pawl 86 receives a load in the direction indicated by the arrow α in FIG. 5 because the tip claw 86a engages with the teeth of the parking gear 85 to lock the rotation. In order to prevent the rotation moment from acting on the parking powl pivot shaft 87
Is usually located on the tangent to the pitch circle of the parking gear 85 as shown in FIGS. On the other hand,
Parking powl 8 engaging with teeth of parking gear 85
The arm length L (see FIG. 6) of the parking powl 86 from the tip claw 86a of the sixth to the parking powl pivot shaft 87 is
It is necessary to shorten the transmission case body 21 so that the transmission case body 21 does not protrude to the left in FIGS. 5 and 6. Further, for the same reason, the parking powl 86 moves around the parking gear 85 as shown in FIG. It is necessary to bend into a letter shape.

As shown in FIG.
The transmission 94 is provided with a support 94 for guiding the conical cam portion 93a of the parking rod 93 in the axial direction of the rod, which is disposed along the operating end 86b far from the tip claw 86a of the transmission rod 93.
Thereby, the stroke can be performed in the rod axis direction via the manual shaft 96 and the manual lever 97 in order. By the stroke of the parking rod 93,
When the conical cam portion 93a pushes the operating end 86b of the parking powl 86 upward in FIG. 5 to FIG. It is assumed that a predetermined parking lock operation is performed by rotating counterclockwise and engaging the front claw 86a with the teeth of the parking gear 85.

At the time of assembling the parking lock device having the above structure, first, the counter gear 74 and the parking gear 85 shown in FIG. 4 are assembled on the counter shaft 75, and then the bearing retainer 8 is mounted on the counter shaft 75.
After fitting the bearings 81 fitted with the fittings 4, they are prevented from coming off by the nuts 98. As described above, the parking powl pivot shaft 87, the parking powl 86, and the bracket 8
9 and the return spring 91 are attached to the counter shaft 75 in advance, and the assembly of the counter shaft 75 including these can be handled as one unit.

The assembly of the countershaft 75 is placed side by side with the similar assembly of the countershaft 62 in a set state in which the counter gear 74 meshes with the IVT output gear 67, and the assembly of the countershaft 75 and the countershaft 62. Is simultaneously inserted into the transmission case body 21 in the axial direction from the right side in FIG. Next, a bearing retainer 84 is attached to the transmission case main body 21 with bolts 83 to position the bearing 81 and to mount the bracket 8.
9 is attached to the transmission case main body 21 with bolts 90 to complete the installation of the parking lock device.

In the present embodiment, the parking powl 86 is attached to the bearing retainer 84, which is attached to the counter shaft 75 but does not rotate with the counter shaft 75, via the parking powl pivot shaft 87. Powl 86 and its pivot 87
Can be pre-assembled into the counter shaft 75 as described above and become a part of the assembly. The counter gear 74 and the bearing retainer 8 having a larger diameter than the above-mentioned counter gears 74 are provided on both sides of the parking gear 85 in the axial direction.
4, the parking paw 86 and its pivot 87 must be inserted axially into the transmission case body 21 together with the assembly of the countershaft 75 when assembling the transmission. , The parking powl 86 and its pivot 87 are automatically inserted into the transmission case by the same procedure as before, only by inserting the assembly of the counter shaft 75 into the transmission case body 21. Thus, the above-described problem that the workability of assembling the transmission is significantly deteriorated can be solved.

Further, in this embodiment, the parking powl 86 is attached to the bearing retainer 84 used for fixing the bearing 81 of the counter shaft 75 to the transmission case main body 21 via the parking powl pivot shaft 87. By using the bearing retainer 84, the above-described effects can be achieved at low cost without increasing the number of parts.

[Brief description of the drawings]

FIG. 1 is an exploded cross-sectional view showing a main part of a transmission with an infinite speed ratio having a general parking lock device.

FIG. 2 is a front view showing a front end cover constituting a transmission case of the transmission with an infinite transmission ratio, as viewed from an engine side.

FIG. 3 is a vertical sectional side view showing a parking lock device in which a main part of the transmission with infinite transmission ratio is a vertical side surface.

FIG. 4 is a longitudinal sectional side view showing a main part of an infinite speed ratio transmission equipped with a parking lock device according to an embodiment of the present invention.

FIG. 5 is a front view showing the parking lock device according to the embodiment as viewed from the front side of a transmission with an infinite transmission ratio.

FIG. 6 is a front view similar to FIG. 5, showing a detailed shape of a bearing retainer by partially removing a bracket of the parking lock device and removing a parking powl.

FIG. 7 is an explanatory diagram showing an operation system of the parking lock device.

[Explanation of symbols]

21 Transmission case body 22 Front end cover (damper housing) 23 Rear end cover 24 Toroidal continuously variable transmission 25 Output control mechanism 26 Input shaft 27 Main shaft 28 Engine crankshaft 31 Toroidal transmission unit 32 Toroidal transmission unit 35 Input disk 36 Input disk 37 Common output disk 38 Power roller 47 Torsion damper 61 Loading cam 62 Sub shaft 65 Planetary gear set 66 Low clutch for power circulation 67 IVT output gear 68 High clutch for direct connection to continuously variable transmission 70 Power circulation gear train 71 Power circulation gear Row 72 Power circulating gear train 73 CVT output gear 74 Counter gear 75 Counter shaft 76 Final drive pinion 77 Final drive ring gear 78 Differential gear device O ₁ First axis O ₂ Second axis O ₃ Third axis O ₄ Fourth axis O ₅ Fifth axis 81 Bearing 82 Bearing 83 Bolt 84 Bearing retainer (Fixing member) 85 parking gear 86 Parking Pouru 87 parking Pouru pivot shaft 89 bracket 90 bolts 91 return spring 92 spacer ring 93 parking rod 94 supports 95 shift lever 96 manual shaft 97 manual lever

Claims (2)

[Claims] An automatic transmission is configured to rotate a variable speed rotation output system by engaging a tip of a rotary parking powl with teeth of a parking gear provided to rotate integrally with a rotating shaft constituting a variable speed rotation output system of an automatic transmission. A parking lock device adapted to be locked, and since members having a larger diameter than the parking gear are present on both axial sides of the parking gear, the parking poul and the parking powl are rotatable during assembly. An automatic transmission, in which a parking powl pivot shaft to be supported must be inserted into a transmission case in the axial direction together with the assembly of the rotating shaft, and is attached to the rotating shaft, and rotates together with the rotating shaft. Wherein the parking powl is attached to a fixing member that does not perform through the parking powl pivot shaft. Park lock device of the speed machine. 2. The parking lock device for an automatic transmission according to claim 1, wherein the fixing member is a bearing retainer used when fixing a bearing of the rotating shaft to a transmission case.