JP2010052594A - Parking device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a parking device for a vehicle enabling reduction of time and labor for assembling work and having an advantage for miniaturizing the device. <P>SOLUTION: This parking device 10 includes: a parking gear 11 provided in a power transmission passage from a power source to a driving wheel in the vehicle; and a parking pole 12 switching an engaging state engaged with the parking gear 11 and a release state separated from the parking gear 11. In the parking device 10, the parking pole 12 is rotatably mounted by a pivot pin 17, and a locking member 14 fixed to a transaxle case 6 is provided. The pivot pin 17 is passed through the parking pole 12 and the locking member 14 to rotatably mount the parking pole 12 in the locking member 14, and has one end projected from the locking member 14 to be fitted into a first insertion hole 6a of the transaxle case 6 and the other end projected from the parking pole 12 to be fitted into a second insertion hole 7a of a transaxle housing 7. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention includes a parking gear provided in a power transmission path from a power source of a vehicle to a drive wheel, an engaged state that restrains the parking gear to be non-rotatable, and a released state that permits rotation of the parking gear. The present invention relates to a vehicle parking apparatus including a switchable parking pole.

  In a vehicle parking apparatus in which a shaft is passed through a base end portion of a parking pole and both ends of the shaft are rotatably supported by pole support holes of a case body, rubber is provided between the outer periphery of the shaft and the pole support hole. The thing which interposed the bush is known (refer patent document 1). A parking mechanism is also known in which a parking pole or the like is assembled to a bracket to form a bracket assembly, and the bracket assembly is bolted into a transmission case (see Patent Document 2).

JP-A-6-72295 JP-A-8-216842

  In the device of Patent Document 1, since the parking mechanism is not sub-assembled and it is necessary to fit both ends of the shaft into the pole support holes when the parking pole is assembled to the case body, it takes time to assemble the parking pole. In the device of Patent Document 2, since it is necessary to fasten the bracket assembly to the transmission case so as to be able to receive a force from the parking gear, a large number of bolts are required for fixing the bracket assembly. Further, the bracket becomes large in order to ensure the strength of the bracket assembly.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle parking apparatus that can reduce the labor of assembling work and is advantageous for downsizing of the apparatus.

  A vehicle parking apparatus according to the present invention is provided rotatably in a parking gear provided in a power transmission path between a power source of a vehicle and a drive wheel, and a case in which the parking gear is accommodated, A parking device for a vehicle, comprising: a parking pole that can be switched between an engaged state that meshes with a parking gear and restrains the parking gear so as not to rotate; and a released state that allows the parking gear to rotate away from the parking gear. The case includes a first case member and a second case member that are combined so as to sandwich the parking gear and the parking pole from the direction of the rotation axis of the parking pole, and the parking pole is rotatable by a pivot pin. And a latch fixed to the first case member The pivot pin passes through the parking pole and the locking member, and the parking pole is rotatably attached to the locking member, and one end protrudes from the locking member and the first case member The other end protrudes from the parking pole and is fitted in a second insertion hole provided in the second case member (Claim 1).

  According to the vehicle parking apparatus of the present invention, since one end of the pivot pin is fitted into the first insertion hole of the first case member and the other end is fitted into the second insertion hole of the second case member, the parking pole Can be loaded with a case. Therefore, an increase in the size of the locking member can be prevented. Moreover, it is not necessary to use a large number of bolts for fixing the locking member. Furthermore, since the locking member can be positioned with respect to the case with the pivot pin, the number of parts of the apparatus can be reduced. Therefore, the apparatus can be reduced in size. Further, since the locking member can be positioned with respect to the case by the pivot pin, the accuracy of the parking pole mounting position can be improved. In the parking apparatus of the present invention, the parking pole can be first rotatably attached to the locking member with a pivot pin to form a subassembly, and then the subassembled parking pole can be fixed to the case. Therefore, it is possible to reduce the work of assembling as compared with the case where the parking pole is directly attached to the case.

  In one form of the vehicle parking apparatus of the present invention, the pivot pin has a rotating shaft portion that passes through the parking pole and the locking member and is fitted into the first insertion hole, and has a larger diameter than the rotating shaft portion. And a head portion that protrudes from the parking pole and is fitted into the second insertion hole (claim 2). In this case, since there is a step between the rotation shaft portion of the pivot pin and the head portion, the pivot pin can be prevented from falling off the parking pole and the locking member when the locking member is assembled to the case.

  In one form of the vehicle parking apparatus of the present invention, the vehicle parking apparatus may further include spring means for urging the locking member in a direction in which the locking member is pressed against the case. In this case, since the locking member can be brought into close contact with the case by the spring means, it is possible to prevent the locking member from rattling with respect to the case when the vehicle is traveling. Therefore, wear and breakage of the locking member can be suppressed.

  In one embodiment of the vehicle parking apparatus of the present invention, the locking member is fixed to the first case member with a bolt, and the diameter of the through hole through which the pivot pin provided in the locking member passes is The diameter of the first insertion hole may be larger. In this embodiment, since the diameter of the through hole is larger than the diameter of the first insertion hole, when the load is applied to the parking pole and the pivot pin moves, the movement of the pivot pin is limited by the first insertion hole. In such a case, the locking member moves with the movement of the pivot pin depending on the position of the through hole with respect to the first insertion hole, but the movement of the locking member is restricted by restricting the movement of the pivot pin with the first insertion hole. Can be suppressed. Further, in this embodiment, when a load is applied to the parking pole, even if the locking member moves for the first time, the locking member does not move after that, so that the bolt is hardly loosened. Therefore, rattling of the locking member with respect to the case can be suppressed.

  In one aspect of the vehicle parking apparatus of the present invention, an actuator having an output shaft, a rotating member attached to the output shaft, a parking rod that operates integrally with the rotating member and drives the parking pole, The rotating member has one end fitted to the output shaft and the other end provided to the locking member so that movement in the rotation axis direction is regulated by the actuator and the locking member. It may be inserted into the support hole (claim 5). In this case, since a part of the load input to the rotating member can be received by the locking member, the load applied to the actuator can be reduced. Therefore, damage to the actuator can be suppressed. In addition, since the movement of the rotating member in the direction of the rotation axis is restricted by the actuator and the locking member, the number of parts of the device can be reduced. Therefore, the cost can be reduced and the apparatus can be downsized.

  As described above, according to the vehicle parking apparatus of the present invention, one end of the pivot pin is fitted into the first insertion hole of the first case member, and the other end is fitted into the second insertion hole of the second case member. Therefore, the size of the locking member can be prevented and the number of parts of the device can be reduced, so that the device can be downsized. Further, in the parking device of the present invention, the parking pole can be rotatably attached to the locking member with the pivot pin and can be sub-assembled, so that the work of assembling can be reduced.

  FIG. 1 is a cross-sectional view showing an internal structure of a power transmission device for a vehicle in which a parking device according to an embodiment of the present invention is incorporated. 2 is a view of the power transmission device as viewed from the direction of arrow II in FIG. 1, and FIG. 3 is a view of the power transmission device as viewed from the direction of arrow III in FIG. Before describing the parking apparatus of the present invention, first, the power transmission apparatus will be described with reference to FIGS. As shown in FIG. 1, the power transmission device 1 includes a case 2, an input shaft 3, an input / output shaft 4 disposed in the case 2, and a diff ring gear 5 that rotates integrally with a differential shaft (not shown). I have. The case 2 has an assembly structure in which a transaxle case 6 as a first case member and a transaxle housing 7 as a second case member are combined in the rotational axis direction of the input shaft 3 as shown in FIG. The input shaft 3 is connected coaxially to an output shaft of an internal combustion engine (hereinafter sometimes referred to as an engine) mounted on a vehicle as a power source, for example. The input / output shaft 4 is an input / output shaft from a power generation device such as a motor generator that generates torque that compensates for a shortage of engine output, or that generates power with a surplus of engine output. Torque is transmitted between the input shaft 3 and the input / output shaft 4 via gears 8 and 9. The rotation of the input shaft 3 is transmitted from the gear 8 to the diff ring gear 5 through a counter gear (not shown). The rotation of the diff ring gear 5 is transmitted to the drive wheels of the vehicle via a differential device (not shown). By transmitting the rotation in this way, the power transmission device 1 becomes a part of the power transmission path between the engine and the drive wheels. In this embodiment, the input / output shaft 4 and the gear 9 are provided to show an example in which the present invention is applied to a vehicle provided with a power generation device such as a motor generator in addition to the engine. You may apply to the vehicle with which it was equipped. In such a vehicle, the input / output shaft 4 and the gear 9 are omitted.

  Next, the parking apparatus 10 will be described with reference to FIGS. The parking device 10 locks the rotation of the input shaft 3 when the shift lever of the vehicle is switched to the parking position, and releases the lock when the shift lever is switched to a position other than parking. . The parking apparatus 10 includes a parking gear 11, a parking pole 12, a drive mechanism 13 that drives the parking pole 12, and a locking member 14. The parking gear 11 is provided on the input shaft 3 so as to rotate integrally with the input shaft 3. The locking member 14 is fixed to the transaxle case 6 with a plurality of bolts 15. Further, the locking member 14 is provided with a knock pin 16 for positioning the locking member 14 with respect to the transaxle case 6.

  The parking pole 12 is attached to the locking member 14 by a pivot pin 17 so as to be rotatable in the direction of arrow IV in FIG. The parking pole 12 is driven by the drive mechanism 13 to engage with the parking gear 11 to lock the parking gear 11 so that the parking gear 11 cannot rotate. It switches to the release state where the rotation is allowed and the lock is released. The pivot pin 17 is provided in parallel with the input shaft 3. Therefore, the transaxle case 6 and the transaxle housing 7 are combined so as to sandwich the parking gear 11 and the parking pole 12 from the direction of the rotation axis of the parking pole 12.

  As shown in FIG. 2, the pivot pin 17 includes a rotating shaft portion 17a that penetrates the parking pole 12 and the locking member 14, and a head portion 17b having a diameter larger than that of the rotating shaft portion 17a. Therefore, a step 17c is provided between the rotating shaft portion 17a and the head portion 17b. The distal end of the pivot pin 17 on the side of the rotating shaft 17 a protrudes from the locking member 14 and is fitted into a first insertion hole 6 a provided in the trunk axle case 6. Further, the head portion 17 b of the pivot pin 17 is fitted into a second insertion hole 7 a provided in the transaxle housing 7. For this reason, the locking member 14 can be positioned with respect to the transaxle case 6 also by the pivot pin 17. The through hole 14a of the locking member 14 through which the rotary shaft portion 17a passes is provided so that the diameter φA is larger than the diameter φB of the first insertion hole 6a (see FIG. 4).

  As shown in FIG. 1, the drive mechanism 13 includes an actuator 18, a parking shaft 19 as a rotating member, a parking lever 20, a parking rod 21, a detent spring 22, and a return spring 23. The actuator 18 is fixed to the locking member 14 with a bolt 24. The detent spring 22 is also fixed to the locking member 14 with a bolt 25. The return spring 23 is provided on the locking member 14 so that the parking pole 12 is urged in the direction of rotating counterclockwise in FIG. The actuator 18 includes an output shaft 18a capable of controlling swinging to the left and right. The actuator 18 is controlled based on the position of the shift lever of the vehicle. The actuator 18 is parked so that when the shift lever is switched to the parking position, the position of the parking pole 12 is switched to the engaged state, and when the shift lever is switched to a position other than parking, the position of the parking pole 12 is switched to the released state. The pole 12 is driven.

  One end of the parking shaft 19 is fitted into the output shaft 18 a, and the other end is rotatably inserted into the support hole 14 b of the locking member 14. For fitting between one end of the parking shaft 19 and the output shaft 18a, loose fitting, that is, gap fitting is set. For this part, for example, spline fitting is used so that the parking shaft 19 operates integrally with the output shaft 18a. On the other hand, inlay fitting is set for fitting the other end of the parking shaft 19 and the support hole 14b. Therefore, the parking shaft 19 is cantilevered by the locking member 14. Thus, one end of the parking shaft 19 is fitted into the output shaft 18 a and the other end is inserted into the support hole 14 b, whereby the movement of the parking shaft 19 in the direction of the rotation axis is restricted by the actuator 18 and the locking member 14. .

  A parking lever 20 is provided on the parking shaft 19 so as to rotate integrally. The parking lever 20 is formed of a plate-like member. As shown in FIG. 3, a first recess 20 a and a second recess 20 b that are recessed inward are provided on the outer periphery of the parking lever 20. The parking lever 20 includes a connecting portion 20c to which one end of the parking rod 21 is connected. The parking lever 20 swings in the direction of arrow V in FIG. 3 with the operation of the output shaft 18 a of the actuator 18. At this time, the roller 22a provided at the tip of the detent spring 22 is fitted into the first recess 20a or the second recess 20b. As a result, the position of the parking lever 20 is held by the detent spring 22.

  As the parking lever 20 swings, the parking rod 21 is driven in the left-right direction in FIG. 3, that is, in the direction perpendicular to the paper surface in FIG. The parking rod 21 includes a cam 21a. The cam 21a contacts the parking pole 12 and rotates the parking pole 12 clockwise in FIG. 1 when the parking rod 21 is driven in the right direction in FIG. On the other hand, when the parking rod 21 is driven leftward in FIG. 3, that is, vertically downward with respect to the paper surface in FIG. 1, the driving of the parking pole 12 by the cam 21a is released. Therefore, the parking pole 12 is driven to the released state by the return spring 23.

  According to the parking apparatus 10, when the shift lever of the vehicle is switched to the parking position, the actuator 18 operates to drive the parking rod 21 rightward in FIG. As a result, the parking pole 12 is switched to the engaged state, and the rotation of the input shaft 3 is locked. On the other hand, when the shift lever of the vehicle is switched to a position other than parking, the actuator 18 operates to drive the parking rod 21 leftward in FIG. As a result, the parking pole 12 is switched to the released state, so that the input shaft 3 is unlocked.

  FIG. 4 shows a change in the state of the locking member 14 and the pivot pin 17 when the parking pole 12 is switched and thereby a load is applied to the parking pole 12. Note that the leftmost diagram in FIG. 4 shows a state in which the locking member 14 is fixed to the transaxle case 6. The second diagram from the left in FIG. 4 shows a diagram when a load is first applied to the parking pole 12. The third diagram from the left in FIG. 4 shows a diagram when a second load is applied to the parking pole 12. The rightmost diagram in FIG. 4 shows a diagram when the third load is applied to the parking pole 12. That is, in FIG. 4, changes in the state of the locking member 14 and the pivot pin 17 are arranged in time series from the left side to the right side.

  As described above, the locking member 14 is positioned with respect to the transaxle case 6 by the knock pin 16 and the pivot pin 17, but as shown in the leftmost diagram of FIG. The center of the through hole 14a deviates from the center of the first insertion hole 6a due to the influence of the tolerance of the fitting hole. The locking member 14 is fixed to the transaxle case 6 in such a state that the positions of the centers of each other are shifted. In this state, as shown in the second diagram from the left in FIG. 4, when a load is applied to the parking pole 12 from the right side in FIG. 4, the pivot pin 17 is pushed and moved to the left in FIG. As a result, the locking member 14 moves to the left side of FIG. At this time, as shown in this figure, the locking member 14 moves to a position where the left side surface of the through hole 14a and the left side surface of the first insertion hole 6a are aligned. Since the diameter φA of the through hole 14a of the locking member 14 is larger than the diameter φB of the first insertion hole 6a as described above, the right side surface of the through hole 14a is outside the right side surface of the first insertion hole 6a (right side). ).

  Next, as shown in the third drawing from the left in FIG. 4, when a load is applied to the parking pole 12 from the left side in FIG. 4, the pivot pin 17 moves to the right side in FIG. As described above, the right side surface of the through hole 14a is located on the outer side (right side) than the right side surface of the first insertion hole 6a. Therefore, even if the pivot pin 17 moves to the right side in this way, the movement of the pivot pin 17 is restricted by the first insertion hole 6a and the second insertion hole 7a, and the load applied to the locking member 14 on the pivot pin 17 is limited. It can prevent acting. Thereafter, as shown in the rightmost drawing of FIG. 4, even if a load is applied to the pivot pin 14 from the right side, the pivot pin 17 moves to the left side, but already the left side surface of the through hole 14a and the left side of the first insertion hole 6a. Since the surfaces are aligned, the load applied to the pivot pin 17 can be prevented from acting on the locking member 14.

  As described above, in the parking apparatus 10, the locking member 14 moves only when the load is first applied to the pivot pin 17, and thereafter does not move even if a load is applied to the pivot pin 17. Therefore, it can suppress that the volt | bolt 15 which is fixing the latching member 14 loosens.

  Next, a procedure for attaching the parking device 10 to the power transmission device 1 will be described. The parking gear 11 is attached to the input shaft 3 by a known method. On the other hand, with respect to the other parking pole 12 and drive mechanism 13, these parts are first assembled to the locking member 14 to form a subassembly. Next, the locking member 14 assembled with these components is fixed to the transaxle case 6 with bolts 15. Thereafter, the transaxle housing 7 is combined with the transaxle case 6 to accommodate the parking device 10 in the case 2.

  According to the parking apparatus 10 of the present invention, the tip of the rotating shaft portion 17a of the pivot pin 17 is fitted into the first insertion hole 6a, and the head portion 17b is fitted into the second insertion hole 7a. The applied load can be received by the case 2. Therefore, an increase in the size of the locking member 14 can be prevented, and the number of bolts 15 can be reduced. Further, since the locking member 14 can be positioned by the pivot pin 17, the number of parts can be reduced. Therefore, the parking apparatus 10 can be reduced in size. Since the pivot pin 17 penetrates the locking member 14 and is fitted into the case 2, the accuracy of the mounting position of the parking pole 12 with respect to the case 2 can be improved. Thereby, since the parking gear 11 and the parking pole 12 can be meshed appropriately, the parking pole 12 can be prevented from coming off from the parking gear 11.

  Since the diameter φA of the through hole 14a of the locking member 14 is larger than the diameter φB of the first insertion hole 6a, loosening of the bolt 15 can be suppressed. Therefore, rattling of the locking member 14 with respect to the case 2 can be suppressed.

  Since the parking shaft 19 is cantilevered by the locking member 14, even if a load applied to the parking pole 12 acts on the parking shaft 19, a part of the load can be received by the locking member 14. Thereby, since the load input to the actuator 18 can be reduced, it is possible to suppress the actuator 18 from being damaged. In addition, since the movement of the parking shaft 19 in the rotation axis direction is restricted by the actuator 18 and the locking member 14, the number of parts can be reduced. Therefore, the cost can be reduced and the apparatus can be downsized.

  In the parking device 10 of the present invention, after the parking pole 12 and the drive mechanism 13 are assembled to the locking member 14 to form a subassembly, these parts are assembled and attached to the case 2, so that the work of assembling the parking device 10 can be saved. Can be reduced. Further, since the step 17c is provided between the rotating shaft portion 17a and the head portion 17b of the pivot pin 17, the pivot pin 17 is separated from the parking pole 12 and the locking member 14 when the locking member 14 is assembled to the case 2. It can be suppressed from falling off.

  FIG. 5 shows a power transmission device 1 for a vehicle in which a parking device 10 according to another embodiment of the present invention is incorporated. FIG. 5 is a diagram corresponding to FIG. 2 of the above-described form. In FIG. 5, the same reference numerals are given to the same parts as those described above, and the description will be omitted. In this embodiment, the locking member 14 includes a guide portion 30 that guides the parking rod 21. The guide part 30 includes a first guide part 31 and a second guide part 32. The first guide portion 31 is provided so as to protrude from the locking member 14 to the transaxle case 6 side. The second guide portion 32 is provided so as to protrude from the locking member 14 to the transaxle housing 7 side. The transaxle housing 7 is provided with an insertion hole 7b into which the second guide portion 32 is inserted. The depth of the insertion hole 7 b is set slightly larger than the height of the second guide portion 32. A disc spring 40 is provided in the insertion hole 7b as a spring means for biasing the second guide portion 32 downward in FIG.

  In the parking device 10 of this embodiment, even if a gap or the like is generated between the case 2 and the parking device 10 when the parking device 10 is assembled to the case 2, a locking member 14 is provided by the disc spring 40. Can be pressed against the transaxle case 6, so that the locking member 14 can be brought into close contact with the case 2. Therefore, it is possible to prevent the locking member 14 from rattling with respect to the case 2 when the vehicle is traveling. Therefore, wear and breakage of the locking member can be suppressed. The spring means for pressing the locking member 14 against the case 2 is not limited to the disc spring 40, and various springs such as a coil spring may be used. The position where the disc spring 40 is provided is not limited to the position shown in FIG. 5, and may be provided at various positions where the locking member 14 can be pressed against the case 2. The number of disc springs 40 is not limited to one, and a plurality of disc springs 40 may be provided.

  The present invention is not limited to the above-described form and can be implemented in various forms. For example, the pivot pin may be formed with the same diameter over the entire length. The parking apparatus of the present invention is not limited to the one that drives the parking pole with the actuator. For example, the present invention may be applied to a parking apparatus in which a parking shaft and a shift lever are mechanically connected so that the parking shaft operates in conjunction with a shift operation of a vehicle shift lever. The vehicle to which the parking device of the present invention is applied is not limited to a hybrid vehicle including both a power generation device such as a motor generator and an internal combustion engine as a power source. The present invention can be applied only to an internal combustion engine or an electric motor as a power source. You may apply to the provided vehicle.

Sectional drawing which shows the internal structure of the power transmission device for vehicles incorporating the parking apparatus which concerns on one form of this invention. The figure which looked at the power transmission device of FIG. 1 from the arrow II direction of FIG. The figure which looked at the power transmission device of FIG. 1 from the arrow III direction of FIG. The figure which shows the change of the state of a latching member and a pivot pin when a load is applied to a parking pole. The figure which shows the power transmission device for vehicles incorporating the parking apparatus which concerns on the other form of this invention.

Explanation of symbols

2 Case 6 Transaxle Case 6a First Insertion Hole 7 Transaxle Housing 7a Second Insertion Hole 10 Parking Device 11 Parking Gear 12 Parking Pole 14 Locking Member 14a Through Hole 14b Support Hole 15 Bolt 17 Pivot Pin 17a Rotating Shaft 17b Head Part 18 Actuator 18a Output shaft 19 Parking shaft (rotating member)
21 Parking rod 40 Disc spring (spring means)
φA Diameter of the through hole φB Diameter of the first insertion hole

Claims (5)

A parking gear provided in a power transmission path from the power source of the vehicle to the drive wheel, and a rotation gear provided in a case in which the parking gear is accommodated, meshing with the parking gear, In a vehicle parking apparatus comprising: a parking pole that is switchable between an engagement state that restricts the rotation of the parking gear and a release state that permits rotation of the parking gear away from the parking gear;
The case includes a first case member and a second case member that are combined so as to sandwich the parking gear and the parking pole from the direction of the rotation axis of the parking pole,
The parking pole is rotatably attached by a pivot pin and includes a locking member fixed to the first case member,
The pivot pin is provided on the first case member so as to penetrate the parking pole and the locking member and rotatably attach the parking pole to the locking member, and one end protrudes from the locking member. A vehicle parking apparatus, wherein the vehicle parking apparatus is fitted into a first insertion hole and has the other end protruding from the parking pole and fitted into a second insertion hole provided in the second case member.   The pivot pin penetrates the parking pole and the locking member and is fitted into the first insertion hole, and the pivot pin has a diameter larger than the rotation shaft and protrudes from the parking pole into the second insertion hole. The vehicle parking device according to claim 1, further comprising a head portion to be fitted.   The vehicle parking apparatus according to claim 1, further comprising spring means for urging the locking member in a direction in which the locking member is pressed against the case. The locking member is fixed to the first case member with a bolt,
The vehicle parking apparatus according to any one of claims 1 to 3, wherein a diameter of a through hole through which the pivot pin provided in the locking member passes is larger than a diameter of the first insertion hole. An actuator having an output shaft; a rotating member attached to the output shaft; and a parking rod that operates integrally with the rotating member to drive the parking pole;
One end of the rotating member is fitted into the output shaft and the other end is inserted into a support hole provided in the locking member so that movement in the rotation axis direction is regulated by the actuator and the locking member. The vehicle parking apparatus as described in any one of Claims 1-4.

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