JP2008132805A - Vehicle parking brake mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle parking brake mechanism capable of securely preventing hitting noise of a parking gear due to torque pulsation etc. when an engine is started or idled with a vehicle stopped. <P>SOLUTION: A lock means 13 is provided with a parking lock pole 16 in which a first engagement tooth 161 capable of being engaged with / disengaged from a tooth space 151 of the parking gear 15 and a second engagement tooth 162 capable of being engaged with/disengaged from a tooth space 151 adjacent to the tooth space 151 of the parking gear 15 engaged with the first engagement tooth 161 are integrally provided. Tapered faces 162b contacting, without gaps, both side faces in the parking gear rotating direction of the tooth space 151 adjacent to the tooth space 151 of the parking gear 15 engaged with the first engagement tooth 161 when the first engagement tooth 161 is engaged with the tooth space 151 of the parking gear 15 due to engagement operation of the parking lock pole 16 are provided on both side faces in the parking gear rotating direction of the second engagement tooth 162. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a parking brake mechanism for a vehicle, and relates to a measure for preventing an abnormal noise due to play in the rotation direction of a parking gear when a parking gear and an engagement tooth of a parking lock pole are engaged.

2. Description of the Related Art Conventionally, as disclosed in, for example, the following Patent Document 1, in an automatic transmission of a vehicle, a vehicle including a parking lock unit that locks a parking gear that is directly or indirectly connected to an output shaft. The parking brake mechanism is used. The parking lock means includes an engaging tooth that can be engaged with and disengaged from the tooth groove of the parking gear, and a parking lock pole that operates the engaging tooth so as to be freely engaged and disengaged.
JP 2005-67479 A

  By the way, when the engagement teeth are engaged with the parking gear tooth groove by the engagement operation of the parking lock pole, there are gaps on both sides of the engagement tooth in the rotation direction of the parking gear. Due to the gap, the engagement teeth can easily enter the tooth gap of the parking gear and the engagement teeth can be easily engaged.

  However, the gaps present on both sides of the engaging gear in the tooth gap in the rotation direction of the parking gear in this way allow the parking gear to rotate in the tooth gap even though the parking gear is locked. Therefore, if the torque pulsation acts on the output shaft when the internal combustion engine is started or idling while the vehicle is stopped, the parking gear connected directly or indirectly to this output shaft is The rotation of the engaging teeth in the tooth gap in the parking gear rotation direction on both sides is allowed to rotate, and the tooth gap of the parking gear comes into contact with the engaging teeth of the parking lock pole to generate a parking gear hitting sound. It will be.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a parking gear by torque pulsation or the like when the internal combustion engine is started or idling while the vehicle is stopped. An object of the present invention is to provide a parking brake mechanism for a vehicle that can reliably prevent the occurrence of a hitting sound.

  In order to achieve the above object, the present invention is based on the premise of a parking brake mechanism for a vehicle having a parking lock means for locking a parking gear that is directly or indirectly connected to an output shaft. A first engagement tooth detachably engageable with a gear tooth groove, and a second engagement tooth detachably engageable with a tooth groove different from the tooth groove of the parking gear with which the first engagement tooth engages. And a parking lock pole for detachably operating the first and second engaging teeth. Then, when the first engagement tooth is engaged with the tooth gap of the parking gear by the engagement operation of the parking lock pole, the tooth is different from the tooth gap of the parking gear to which the first engagement tooth engages. Tapered surfaces that are in contact with both sides of the groove in the parking gear rotation direction without gaps are provided on both sides of the second engagement tooth in the parking gear rotation direction.

  Due to this specific matter, when the first engagement tooth is engaged with the parking gear tooth groove by the engagement operation of the parking lock pole, the tooth different from the parking gear tooth groove with which the first engagement tooth engages. The second engaging teeth are engaged with the groove. At this time, the second engaging tooth that engages with a tooth groove different from the tooth groove of the parking gear with which the first engaging tooth engages has a tapered surface that rotates in the parking gear rotation direction of the tooth groove as it enters the tooth groove. It will be engaged in the state which contacted both sides without a gap. As a result, there is no gap on both sides of the parking gear rotation direction of the second engagement tooth in the tooth gap, and torque pulsation or the like is generated when the internal combustion engine is started or idling while the vehicle is stopped. The parking gear connected directly or indirectly to the output shaft does not rotate in the gap on both sides of the first engagement tooth in the rotation direction of the parking gear in the tooth groove even if it acts on the output shaft. It is possible to reliably prevent the hitting noise of the parking gear generated by contacting the first and second engaging teeth of the parking lock pole.

  In addition, when the first engagement tooth is engaged with the tooth groove of the parking gear by the engagement operation of the parking lock pole, only the tooth tip surface of the first engagement tooth is the tooth groove of the parking gear. If the length of the second engaging tooth to the tip surface is set to be shorter than the length of the first engaging tooth to the tip surface of the parking lock pole, The first engaging tooth enters the tooth gap of the parking gear by the engaging operation, and the second engaging tooth is delayed with respect to a tooth groove different from the tooth groove of the parking gear into which the first engaging tooth has entered. Will get in. At this time, positioning of the second engagement teeth with respect to the tooth spaces of the parking gear is performed by the first engaging teeth that have entered the tooth spaces of the parking gear first, and the second engagement teeth are smooth with respect to the tooth spaces of the parking gear. The tooth gap enters the both sides of the tooth gap in the parking gear rotation direction without any gap, and the engagement of the second engagement teeth with the tooth gap of the parking gear can be performed more smoothly.

  In short, a tapered surface that is in contact with both sides of the rotation direction of the parking gear without gap as the second engaging tooth engages with a tooth groove different from the tooth groove of the parking gear with which the first engaging tooth engages. By providing it on both sides of the parking gear rotation direction of the second engagement tooth, the rotation of the parking gear in the gap on both sides of the parking gear rotation direction of the first engagement tooth in the parking gear tooth groove due to torque pulsation or the like is restricted. In addition, it is possible to reliably prevent the hitting noise of the parking gear generated by the contact between the tooth gap of the parking gear and the first and second engaging teeth of the parking lock pole.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a skeleton diagram showing a transaxle of a hybrid vehicle of FF (front engine front drive; engine front front wheel drive) type having a parking brake mechanism according to a first embodiment of the present invention.

  As shown in FIG. 1, the transaxle 1 is composed of a gear train having a three-axis structure (an input shaft 3, a counter shaft 82, and a front drive shaft 106 described later). Further, an engine E is disposed on the side of the transaxle 1 (on the right side in FIG. 1), and the transaxle 1 is configured to receive a driving force from the engine E. As the engine E, an internal combustion engine, specifically, a gasoline engine, a diesel engine, an LPG engine, a methanol engine, a hydrogen engine, or the like can be used. In the present embodiment, a case where a gasoline engine is used as the engine E will be described. The engine E outputs power from the crankshaft C by converting the reciprocating motion of the piston accompanying the combustion of the fuel / air mixture in the combustion chamber into the rotational motion of the crankshaft C. It has a known configuration including an intake device, an exhaust device, a fuel injection device, an ignition device, a cooling device, and the like. The crankshaft C is disposed horizontally in the width direction of the vehicle, and a flywheel 11 is attached to an end of the crankshaft C.

  A hollow transaxle case 2 is attached to the outer wall of the engine E. The transaxle case 2 includes an engine side housing 21, an extension housing 22, and an end cover 23. The engine-side housing 21, the extension housing 22, and the end cover 23 are formed by molding a metal material such as aluminum.

  One open end 21a of the engine side housing 21 is fixed to the outer wall of the engine E by means such as bolting.

  The extension housing 22 is disposed between the engine side housing 21 and the end cover 23. That is, the extension housing 22 is attached to the engine-side housing 21, and the end cover 23 is attached to the extension housing 22, thereby forming the transaxle case 2.

  Inside the transaxle case 2, an input shaft 3, a first motor / generator 4, a power split mechanism 5, a transmission mechanism 6, and a second motor / generator 7 are provided.

  The input shaft 3 is arranged concentrically with the crankshaft C. A clutch hub 31 is spline fitted to the end of the input shaft 3 on the crankshaft C side. A clutch 32 for controlling the power transmission state between the flywheel 11 and the input shaft 3 is provided between the flywheel 11 and the input shaft 3, and a damper that suppresses and absorbs torque fluctuations between the two. A mechanism 33 is provided.

  The first motor / generator 4 is arranged on the outer peripheral side of the input shaft 3, and the second motor / generator 7 is arranged at a position farther from the engine E than the first motor / generator 4 (left side in FIG. 1). Has been. That is, the first motor generator 4 is disposed between the engine E and the second motor generator 7.

  The first motor / generator 4 and the second motor / generator 7 function as a motor driven by the supply of electric power (power running function) and function as a generator that converts mechanical energy into electric energy (regeneration function). And combine. As the first motor generator 4 and the second motor generator 7, for example, an AC synchronous motor generator can be used. As a power supply device that supplies power to the first motor / generator 4 and the second motor / generator 7, a power storage device such as a battery or a capacitor, a known fuel cell, or the like can be used.

  The arrangement position and configuration of the first motor / generator 4 will be specifically described below. A partition wall 24 is formed on the inner surface of the engine-side housing 21 and extends toward the input shaft 3 after being extended toward the engine E side. Further, a case cover 25 is fixed to the partition wall 24. The case cover 25 has a shape that extends in a direction away from the engine E and then extends toward the input shaft 3 side. The first motor / generator 4 is accommodated in a space S2 surrounded by the partition wall 24 and the case cover 25.

  The first motor / generator 4 includes a stator 41 fixed to the transaxle case 2 and a rotatable rotor 42. The stator 41 includes an iron core 43 fixed to the partition wall 24 and a coil 44 wound around the iron core 43.

  The stator 41 and the rotor 42 are configured by laminating a plurality of electromagnetic steel plates having a predetermined thickness in the thickness direction. The plurality of electromagnetic steel plates are stacked in the axial direction of the input shaft 3.

  On the other hand, a hollow shaft 45 is disposed on the outer peripheral side of the input shaft 3. And the input shaft 3 and the hollow shaft 45 are comprised so that relative rotation is possible. The rotor 42 is connected to the outer peripheral side of the hollow shaft 45.

  The power split mechanism 5 is provided between the first motor / generator 4 and the second motor / generator 7. The power split mechanism 5 has a so-called single pinion type planetary gear mechanism 51. That is, the planetary gear mechanism 51 includes a sun gear 52, a ring gear 53 disposed concentrically with the sun gear 52, and a plurality (four in this embodiment) of pinion gears 54, 54, which mesh with the sun gear 52 and the ring gear 53. , And a carrier 55 that supports the pinion gears 54, 54,... So as to rotate and revolve around the center of rotation of the sun gear 52. The sun gear 52 and the hollow shaft 45 are connected, and the carrier 55 and the input shaft 3 are connected. The ring gear 53 is formed on the inner peripheral side of an annular member (cylindrical member) 8 arranged concentrically with the input shaft 3, and a counter drive gear 81 is formed on the outer peripheral side of the annular member 8. Yes.

  On the other hand, a hollow shaft 75 is rotatably provided at the center of rotation at the position where the transmission mechanism 6 and the second motor / generator 7 are disposed, and the second motor A generator 7 is arranged. The arrangement position and the configuration of the second motor / generator 7 will be specifically described below. A partition wall 26 extending toward the input shaft 3 side is formed on the inner surface of the extension housing 22. The second motor / generator 7 is accommodated in a space S3 surrounded by the extension housing 22, the partition wall 26, and the end cover 23.

  The second motor / generator 7 has a stator 71 fixed to the transaxle case 2 and a rotatable rotor 72. The stator 71 includes an iron core 73 and a coil 74 wound around the iron core 73.

  The stator 71 and the rotor 72 are configured by laminating a plurality of electromagnetic steel plates having a predetermined thickness in the thickness direction. The plurality of electromagnetic steel plates are stacked in the axial direction of the input shaft 3. The rotor 72 is connected to the outer peripheral side of the hollow shaft 75.

  The transmission mechanism 6 is disposed between the power split mechanism 5 and the second motor / generator 7 in the axial direction of the input shaft 3, and has a so-called single pinion type planetary gear mechanism 61. That is, the planetary gear mechanism 61 includes a sun gear 62, a ring gear 63 that is arranged concentrically with the sun gear 62 and formed on the inner periphery of the annular member 8, and a plurality of gears that mesh with the sun gear 62 and the ring gear 63 (this embodiment). .., And a carrier 65 that supports the pinion gears 64, 64,... So that they can rotate and revolve around the center of rotation of the sun gear 62. The carrier 65 is fixed to the transaxle case 2 side.

  Thus, the first motor / generator 4, the power split mechanism 5, the speed change mechanism 6, and the second motor / generator 7 are arranged concentrically.

  On the other hand, a countershaft 82 parallel to the input shaft 3 is provided inside the transaxle case 2. A counter driven gear 83 and a final drive pinion gear 84 are formed on the counter shaft 82. The counter drive gear 81 and the counter driven gear 83 are engaged with each other.

  Further, a differential 100 is provided inside the transaxle case 2, and the differential 100 is connected to a final ring gear 102 formed on the outer peripheral side of the differential case 101 and a differential case 101 via a pinion shaft 103. A plurality of pinion gears 104, side gears 105 and 105 meshed with the plurality of pinion gears 104 and 104, and two front drive shafts 106 as output shafts connected to the side gears 105 are provided. A front wheel 110 is connected to each front drive shaft 106.

  Although not shown in particular, an electronic control device that controls the entire vehicle includes a processing unit (CPU or MPU), a storage device (RAM and ROM), and a microcomputer mainly including an input / output interface. For this electronic control unit, an ignition switch signal, an engine speed sensor signal, a brake switch signal, a vehicle speed sensor signal, an accelerator opening sensor signal, a shift position sensor signal, a first motor generator 4 A resolver signal for detecting the rotational speed of the second motor / generator 7 is input. On the other hand, from the electronic control unit, a signal for controlling the intake air amount and the fuel injection amount of the engine E and the ignition timing, a signal for controlling the outputs of the first motor generator 4 and the second motor generator 7, A control signal for an actuator (not shown) that engages / releases the clutch 32 is output.

  In the hybrid vehicle configured as described above, the required torque to be transmitted to the front wheels 110 is calculated based on conditions such as the vehicle speed and the accelerator opening, and the engine E, the clutch 32, the first torque are calculated based on the calculation result. The motor generator 4 and the second motor generator 7 are controlled.

  When the torque output from the engine E is transmitted to the front wheels 110, the clutch 32 is engaged. Then, the power (torque) of the crankshaft C is transmitted to the carrier 55 via the input shaft 3.

  The torque transmitted to the carrier 55 is transmitted to the front wheel 110 via the ring gear 53, the annular member 8, the counter drive gear 81, the counter driven gear 83, the counter shaft 82, the final drive pinion gear 84, and the differential 100, and a driving force is generated. To do. Further, when the torque of the engine E is transmitted to the carrier 55, the first motor / generator 4 can function as a generator, and the generated electric power can be charged in a power storage device (not shown).

  Further, the second motor / generator 7 can be driven as an electric motor, and the power can be transmitted to the power split mechanism 5. When the power of the second motor / generator 7 is transmitted to the sun gear 62 of the speed change mechanism 6 via the hollow shaft 75, the carrier 65 acts as a reaction force element, and the rotational speed of the sun gear 62 is reduced. The power is transmitted in the direction in which the ring gear 63 is rotated in the direction opposite to the rotational direction of 62. In this way, the power of the engine E and the power of the second motor / generator 7 are input to the power split mechanism 5 and combined, and the combined power is transmitted to the front wheels 110.

  In the configuration of this embodiment, by reducing the rotational speed of the second motor / generator 7, the torque can be amplified and transmitted to the power split mechanism 5. Therefore, in preparation for the case where the output of the second motor / generator 7 needs to be increased, the physique or rating of the second motor / generator 7 itself (specifically, the second direction in the radial direction of the hollow shaft 75). The size of the motor / generator 7 and the length of the second motor / generator 7 in the axial direction of the hollow shaft 75 do not need to be designed large in advance, and the second motor / generator 7 can be reduced in size and weight. It can be planned.

  The transmission mechanism 6 is provided with a parking brake mechanism 12 that restrains the rotation of the front wheels 110 when the shift lever is operated to the parking range by the driver's manual operation. As shown in FIG. 4, the parking brake mechanism 12 includes a lock unit 13 as a parking lock unit and a drive unit 14.

  As shown in FIG. 1, the locking means 13 is indirectly connected to the front drive shaft 106, that is, locks the parking gear 15 formed on the outer peripheral side of the annular member 8 via the differential 100 and the counter shaft 82. As shown in FIG. 3, a parking lock pole 16 is provided that has a base end that is swingably supported so as to displace to the parking gear 15. The parking lock pole 16 is different from the first engagement teeth 161 that are detachably engageable with the tooth grooves 151 of the parking gear 15 and the tooth grooves 151 of the parking gear 15 with which the first engagement teeth 161 are engaged. A second engaging tooth 162 that can be freely engaged with and disengaged from the tooth groove 151 (the adjacent tooth groove 151 in FIG. 3) is integrally provided, and the first and second engaging teeth 161 and 162 are provided as tooth grooves of the parking gear 15. 151 and 151 are operated detachably. In this case, as shown in FIG. 1, the parking gear 15 is located closer to the engine E than the counter drive gear 81.

  As shown in FIG. 4, the drive unit 14 includes a detent lever 141, a shift control shaft 142, and a latch lever 143.

  The detent lever 141 is angle-changed stepwise in cooperation with a shift range selected by a shift lever (not shown), and is connected to one end of the shift control shaft 142 so as to rotate together. It is possible to change the angle stepwise in cooperation with the shift range. One end of a parking lock rod 131 of the locking means 13 is connected to the detent lever 141 so that the detent lever 141 moves back and forth substantially parallel to the rotation axis of the parking lock pole 16 by changing the angle of the detent lever 141. . A taper cone 132 for rotating the tip of the parking lock pole 16 is provided at the other end of the parking lock rod 131 so as to be movable in the axial direction. A snap ring 133 is provided on the other end side of the parking lock rod 131, and a coil spring 134 that urges the taper cone 132 toward the other end side of the parking lock rod 131 between the snap ring 133 and the taper cone 132. Is being disguised. As shown in FIG. 3, a taper portion 163 is provided at the tip of the parking lock pole 16 facing the taper cone 132, and the taper cone 132 is tapered at the tip of the parking lock pole 16 when the parking range is selected by the shift lever. When the parking lock pole 16 is engaged and operated over the portion 163, the first and second engaging teeth 161, 162 are engaged with the tooth grooves 151, 151 of the parking gear 15. In this case, the parking lock pole 16 is urged by the urging spring 164 in a direction to release the engagement of the first and second engaging teeth 161 and 162 with respect to the tooth grooves 151 and 151 of the parking gear 15.

  The shift control shaft 142 is rotatably supported by the transaxle case 2 and is rotationally driven in an appropriate direction by an actuator (not shown) so that the angle of the detent lever 141 is changed stepwise.

  The latch lever 143 individually holds the posture of the detent lever 141 whose angle has been changed stepwise. The latch lever 143 is attached to the distal end of a main body made of a leaf spring having a fixed base end on the sector arm 141a of the detent lever 141. A pin 143a that engages with one of the corrugated grooves is provided.

  When the first engagement teeth 161 are engaged with the tooth groove 151 of the parking gear 15 by the engagement operation of the parking lock pole 16, the parking gear 15 of the first engagement tooth 161 in the tooth groove 151. There are gaps on both sides in the rotational direction, and the first engagement teeth 161 easily enter the tooth groove 151 of the parking gear 15 by the gaps.

  Further, the second engagement tooth 162 is formed such that its length in the rotation direction of the parking gear 15 is slightly longer than the length of the first engagement tooth 161 in the rotation direction of the parking gear 15. When the first engagement teeth 161 and the second engagement teeth 162 are engaged with the adjacent tooth grooves 151 and 151 of the parking gear 15 by the engagement operation of the parking lock pole 16, the first engagement teeth Second engagement teeth from the rocking reference line X of the parking lock pole 16 passing through the rotation axis O of the parking lock pole 16 so that only the tooth tip surface 161a of the 161 contacts the tooth bottom surface 151a of the tooth gap 151 of the parking gear 15. The length L of the 162 to the tooth tip surface 162a is set to be shorter than the length M from the swing reference line X of the parking lock pole 16 to the tooth tip surface 161a of the first engagement tooth 161. The second engagement teeth 162 enter the tooth gap 151 after the first engagement teeth 161 first enter the fifteen tooth gaps 151. Further, tapered surfaces 162b and 162b are formed on both sides of the second engagement tooth 162 in the rotation direction of the parking gear 15 so as to be inclined so that the length in the rotation direction of the parking gear 15 becomes shorter toward the tooth tip surface side. By the tapered surfaces 162b and 162b, when the first engagement tooth 161 is engaged with the tooth groove 151 of the parking gear 15 by the engagement operation of the parking lock pawl 16, the first engagement tooth 161 is engaged. The tooth gap 151 of the gear 15 is in contact with both side surfaces in the rotation direction of the parking gear 15 of the tooth gap 151 adjacent to the tooth gap 151 without a gap.

  Therefore, in the first embodiment, when the parking range is selected by the shift lever, the taper cone 132 at the other end of the parking lock rod 131 gets over the taper portion 163 at the tip of the parking lock pole 16 and the parking lock pole 16 is engaged. Accordingly, when the first engagement tooth 161 is engaged with the tooth groove 151 of the parking gear 15, the tooth groove 151 adjacent to the tooth groove 151 of the parking gear 15 to which the first engagement tooth 161 is engaged is formed. On the other hand, the second engaging teeth 162 are engaged. At this time, as the second engaging tooth 162 enters the tooth groove 151, the tapered surfaces 162 b and 162 b come into contact with both side surfaces of the tooth groove 151 in the rotation direction of the parking gear 15 without any gap, and the second engagement tooth 162 in the tooth groove 151. There are no gaps on both sides of the rotation of the parking gear 15 in the parking gear 15. Thus, even when the engine E is started or idling while the vehicle is stopped, torque pulsation or the like acts on the annular member 8 from the front drive shaft 106 via the differential 100 and the counter shaft 82. The parking gear 15 formed on the annular member 8 does not rotate in the clearance on both sides of the parking gear 15 in the rotation direction of the first engagement tooth 161 in the tooth groove 151, and the tooth groove 151 of the parking gear 15 is parked locked. The hitting sound of the parking gear 15 generated by contacting the first and second engaging teeth 161 and 162 of the pole 16 can be reliably prevented.

  In addition, since the length L of the second engagement tooth 162 to the tooth tip surface 162a is set shorter than the length M of the first engagement tooth 161 to the tooth tip surface 161a, the tooth gap of the parking gear 15 The first engaging teeth 161 enter first with respect to 151, and the second engaging teeth 162 enter into the tooth gap 151 later. As a result, the first engagement tooth 161 that has entered the tooth groove 151 of the parking gear 15 first positions the second engagement tooth 162 with respect to the tooth groove 151 of the parking gear 15, and the second engagement tooth 162 is parked. Smoothly enters the tooth gap 151 of the gear 15 and comes into contact with both sides of the rotation direction of the parking gear 15 in the rotation direction of the parking gear 15 without gaps, thereby smoothly engaging the second engagement teeth 162 with the tooth groove 151 of the parking gear 15. Can be done.

  Next, a second embodiment of the present invention will be described with reference to FIG.

  In this embodiment, the configuration of the locking means is changed. The rest of the configuration except for the locking means is the same as in the first embodiment, and the same parts are denoted by the same reference numerals and detailed description thereof is omitted.

  That is, in the present embodiment, as shown in FIG. 5, the lock unit 17 (parking lock unit) locks the parking gear 15, and the base end portion swings so as to displace to the parking gear 15. A parking lock pole 171 supported freely is provided. The parking lock pole 171 is integrally provided with first engagement teeth 172 that can be engaged with and disengaged from the tooth groove 151 of the parking gear 15, and the first engagement teeth 172 are engaged and disengaged with respect to the tooth groove 151 of the parking gear 15. It is designed to operate freely. The parking lock pole 171 has a taper portion 173 at the tip facing the taper cone 132, and when the parking range is selected by the shift lever, the taper cone 132 gets over the taper portion 173 at the tip of the parking lock pole 171 and the parking lock pole 171 The first engagement teeth 172 are engaged with the tooth grooves 151 of the parking gear 15 by engaging the 171. In this case, the parking lock pole 171 is urged by the urging spring 174 in a direction to release the engagement of the first engagement teeth 172 with the tooth groove 151 of the parking gear 15.

  Attenuating members 175 and 175 are provided at the base ends of the first engaging teeth 172 on both sides in the rotational direction of the parking gear 15, respectively. As the damping materials 175 and 175, foam metal, lead, or resins are applied. When the first engagement teeth 172 are engaged with the tooth gap 151 of the parking gear 15 by the engagement operation of the parking lock pole 171, the damping members 175 and 175 are the first engagement teeth 172 in the tooth groove 151. A function of filling a gap existing on both sides of the parking gear 15 in the rotational direction of the parking gear 15 and a function of attenuating contact of the first engagement teeth 172 with both sides of the parking gear 15 in the rotational direction in the tooth groove 151 of the parking gear 15. ing.

  Therefore, in the second embodiment, when the first engagement tooth 172 is engaged with the tooth groove 151 of the parking gear 15 by the engagement operation of the parking lock pole 171, the first tooth groove 151 of the parking gear 15 is engaged. The damping materials 175 and 175 on both sides of the engaging gear 172 in the rotation direction of the parking gear 15 come into contact with each other, and the engagement between the first engaging teeth 172 and the tooth groove 151 of the parking gear 15 is attenuated by the damping materials 175 and 175. . Thus, even when the engine E is started or idling while the vehicle is stopped, torque pulsation or the like acts on the annular member 8 from the front drive shaft 106 via the differential 100 and the counter shaft 82. The parking gear 15 formed on the annular member 8 does not rotate in the clearance on both sides of the first engagement teeth 172 in the rotation direction of the parking gear 15 in the tooth groove 151, and the tooth groove 151 of the parking gear 15 is parked locked. It is possible to reliably prevent the hitting sound of the parking gear 15 generated by contacting the first engaging teeth 172 of the pole 171.

  Next, a third embodiment of the present invention will be described with reference to FIGS.

  In this embodiment, the configuration of the locking means is changed. The rest of the configuration except for the locking means is the same as in the first embodiment, and the same parts are denoted by the same reference numerals and detailed description thereof is omitted.

  That is, in the present embodiment, as shown in FIG. 6, the lock means 18 (parking lock means) locks the parking gear 15, and the base end portion swings so as to displace to the parking gear 15. A parking lock pole 181 that is freely supported is provided. The parking lock pole 181 is integrally provided with first engagement teeth 182 that can be freely engaged with and disengaged from the tooth grooves 151 of the parking gear 15, and the first engagement teeth 182 are engaged and disengaged with respect to the tooth grooves 151 of the parking gear 15. It is designed to operate freely.

  Further, a sheet-like engagement tooth side friction material 183 is provided on the tooth tip surface 182 a of the first engagement tooth 182 of the parking lock pole 181. Further, the tooth bottom surface 151a of the tooth gap 151 of the parking gear 15 is provided with sheet-like tooth gap side friction materials 184, 184,. As the engagement tooth side friction material 183 and each tooth gap side friction material 184, resins such as fluoro rubber, silicon rubber, and phenol resin are applied.

  The engagement tooth side friction material 183 is attached to the bottom of a recess 185 that is recessed at a substantially central position in the rotation direction of the parking gear 15 of the tip surface 182a of the first engagement tooth 182, and the recess 185 is more recessed than the tooth tip surface 182a. The inside of the.

  The tooth gap side friction members 184, 184,... Are attached to the tooth bottom surface 151a of the tooth groove 151 at a substantially central position in the rotation direction of the parking gear 15, and protrude by the thickness on the tooth bottom surface 151a of the tooth groove 151.

  As shown in FIG. 7, the dimension A of the tooth gap side friction material 184 in the rotation direction of the parking gear 15 is set shorter than the dimension B of the engagement tooth side friction material 183 in the rotation direction of the parking gear 15. Further, the height H (the thickness of the tooth gap side friction material 184) of the tooth gap side friction material 184 from the tooth bottom surface 151a is the height D (the first height of the engagement tooth side friction material 183 to the tooth tip surface 182a). It is set higher than the subtracted value between the depth of the recess 185 of the tooth tip surface 182a of the engaging tooth 182 and the thickness of the engaging tooth side friction material 183). When the first engagement teeth 182 are engaged with the tooth gap 151 of the parking gear 15, that is, when the tip surface 182 a of the first engagement tooth 182 contacts the tooth bottom surface 151 a of the tooth groove 151 of the parking gear 15. The rotation of the parking gear 15 is restricted by the mutual frictional force between the engaging tooth side friction material 183 and the tooth gap side friction material 184. The parking lock pole 181 has a taper portion 186 at the tip facing the taper cone 132, and when the parking range is selected by the shift lever, the taper cone 132 gets over the taper portion 186 at the tip of the parking lock pole 181 and the parking lock pole 181 As a result of the engagement operation of 181, the first engagement teeth 182 are engaged with the tooth grooves 151 of the parking gear 15. Furthermore, the parking lock pole 181 is biased by a biasing spring 187 in a direction to release the engagement of the first engagement teeth 182 with the tooth groove 151 of the parking gear 15.

  In this case, since the dimension A in the rotation direction of the parking gear 15 of the tooth gap side friction material 184 is set shorter than the dimension B in the rotation direction of the parking gear 15 of the engagement tooth side friction material 183, as shown in FIG. In the state where the first engagement teeth 182 are engaged with the tooth gap 151, the gaps G and G ((B−) are formed on both sides in the rotation direction of the parking gear 15 of the tooth gap side friction material 184 in the recess 185 of the tooth tip surface 182a. A) ÷ 2) exists, and the gaps G and G are set larger than the gaps F and F on both sides of the first engagement teeth 182 in the rotation direction of the parking gear 15 in the tooth gap 151.

  Further, the dimension of the recess 185 of the tooth tip surface 182a in the rotation direction of the parking gear 15 (equivalent to the dimension B of the engagement tooth side friction material 183 in the rotation direction of the parking gear 15) is equal to the parking gear of the tooth tip surface 152 of the parking gear 15. It is set shorter than the dimension in 15 rotation directions.

  Therefore, in the third embodiment, when the first engagement teeth 182 are engaged with the tooth grooves 151 of the parking gear 15, the tooth bottom surfaces 151 a of the tooth grooves 151 of the parking gear 15 and the teeth of the first engagement teeth 182. The front surface 182a comes into contact with the engagement tooth side friction material 183 and the tooth groove side friction material 184, and is firmly formed between the tooth front surface 182a of the first engagement tooth 182 and the tooth bottom surface 151a of the tooth groove 151. Will cause a frictional force. Thus, even when the engine E is started or idling while the vehicle is stopped, torque pulsation or the like acts on the annular member 8 from the front drive shaft 106 via the differential 100 and the counter shaft 82. The rotation of the first engagement teeth 182 in the gaps F and F on both sides in the rotation direction of the parking gear 15 in the tooth groove 151 of the parking gear 15 formed in the annular member 8 is caused by the engagement tooth side friction material 183 and the tooth groove. It is regulated by the frictional force of the side friction material 184, and the hitting sound of the parking gear 15 generated when the tooth groove 151 of the parking gear 15 abuts on the first engagement teeth 182 of the parking lock pole 181 can be more reliably prevented. it can.

  Further, the height H from the tooth bottom surface 151a of each tooth gap side friction material 184 is set to be higher than the height D to the tooth tip surface 182a of the engagement tooth side friction material 183 in the recess 185. Since the dimension (dimension B) of the recess 185 of the front surface 182a in the rotation direction of the parking gear 15 is set to be shorter than the dimension of the tooth tip surface 152 of the parking gear 15 in the rotation direction of the parking gear 15, the parking range is set by the shift lever. As shown in FIG. 7, when the parking lock pole 181 is engaged and operated when the tapered cone 132 at the other end of the parking lock rod 131 gets over the tapered portion 186 at the tip of the parking lock pole 181 and the parking lock pole 181 is engaged. Even if the tooth tip surface 182 a of 182 rides on the tooth tip surface 152 of the parking gear 15, the engaging tooth side friction material 183 does not move the parking gear. 5, the first engagement teeth 182 enter the tooth groove 151 of the parking gear 15 by the free rotation of the parking gear 15, and the engagement tooth side friction material 183 and the tooth groove side friction material The contact with 184 can be performed smoothly.

  In addition, this invention is not limited to said each Example, The other various modifications are included. For example, in the above embodiments, the case where the parking gear 15 is formed on the annular member 8 has been described. However, the parking gear may be formed on the front drive shaft, the counter shaft, or the like.

It is a skeleton figure which shows the transaxle of the hybrid vehicle provided with the parking brake mechanism which concerns on Example 1 of this invention. It is sectional drawing which similarly shows the internal structure of the transaxle of a hybrid vehicle. It is the figure which looked at the parking brake mechanism vicinity from the front drive shaft direction similarly. It is the figure which looked at the component of the parking brake mechanism from the direction orthogonal to a front drive shaft. It is the figure which looked at the parking brake mechanism vicinity which concerns on Example 2 of this invention from the front drive shaft direction. It is a figure which shows the engagement state of the 1st engagement claw which looked at the parking brake mechanism vicinity which concerns on Example 3 of this invention from the front drive shaft direction. Similarly, it is a diagram showing a non-engaged state of the first engagement claw when the vicinity of the parking brake mechanism is viewed from the front drive shaft direction.

Explanation of symbols

106 Front drive shaft (output shaft)
12 Parking brake mechanism 13 Locking means (parking locking means)
15 parking gear 151 tooth gap 151a tooth bottom surface 16 parking lock pole 161 first engagement tooth 161a tooth tip surface 162 second engagement tooth 162b taper surface 17 locking means (parking locking means)
171 Parking lock pole 172 First engagement tooth 175 Damping material 18 Lock means (parking lock means)
181 Parking lock pole 182 First engaging tooth 183 Engaging tooth side damping material (damping material)
184 Tooth gap side friction material (friction material)
F Gap between both sides of parking gear rotation direction of first engagement tooth in tooth gap L Length of second engagement tooth to tooth tip surface Length of first engagement tooth to tooth tip surface

Claims (2)

In a vehicle parking brake mechanism having a parking lock means for locking a parking gear connected directly or indirectly to an output shaft,
The parking lock means is engaged / disengaged with respect to a first engagement tooth that can be engaged / disengaged with respect to the tooth groove of the parking gear and a tooth groove different from the tooth groove of the parking gear with which the first engagement tooth engages. A free second engaging tooth, and a parking lock pawl that integrally has the first and second engaging teeth and operates the first and second engaging teeth so as to be freely disengaged;
When the first engagement teeth are engaged with the tooth spaces of the parking gear by engaging the parking lock pole with the both sides of the parking gear in the rotation direction of the parking gear, the first engagement teeth are engaged. A parking brake mechanism for a vehicle, characterized in that a tapered surface is provided so as to be in contact with both sides of the parking gear rotation direction of the tooth gap different from the tooth groove of the parking gear with which the tooth engages without gap. The parking brake mechanism for a vehicle according to claim 1,
When the first engagement teeth are engaged with the tooth spaces of the parking gear by the engagement operation of the parking lock pole, only the tip surfaces of the first engagement teeth are the teeth of the tooth spaces of the parking gear. A vehicle parking brake, wherein a length of the second engaging tooth to the tooth tip surface is set shorter than a length of the first engaging tooth to the tooth tip surface so as to contact the bottom surface. mechanism.

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