JP2012035750A - Parking device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a parking device capable of miniaturizing a transmission case.SOLUTION: The parking device 50 includes: a parking gear 51 provided on a counter shaft 34; a parking pawl 52 which is supported so displaced as to be separated from and approach the parking gear 51, and can be engaged with the parking gear 51; and a manual shaft 58 which rotates interlockingly with user's shifting operation. The manual shaft 58 is disposed so that a central axis line of an input shaft 5 and a central axis line of the counter shaft 34 may be positioned upper than the central axis line of a differential shaft 43 to make an extension line L1 of the manual shaft 58 pass between a common tangent L2 for connecting the lower part of a bearing holding portion 5a provided on the outer dimension side of the input shaft 5 to the lower part of a bearing holding portion 34a provided on the outer dimension side of the counter shaft 34 and the upper part of the bearing holding portion 43a provided on the outer dimension side of the differential shaft 43.

Description

  The present invention relates to a parking device provided in a transmission.

  A parking device provided in a transmission mounted on a vehicle such as an automobile includes a parking gear, a parking pole, a parking cam, a parking rod, and the like. And it is comprised so that the rotating shaft of a transmission may be switched to the locked state which cannot rotate, and the unlocked state which can rotate.

  Specifically, the parking gear is provided on a rotation shaft (for example, a counter shaft) of the transmission. The parking pole is supported so as to be displaceable and displaceable with respect to the parking gear, and has a pawl that can be engaged and disengaged between the teeth of the parking gear (a groove between the teeth). This parking pole is close to the parking gear and locks the pawl to the parking gear to make the rotating shaft impossible to rotate. The parking pawl is separated from the parking gear and detached from the parking gear to rotate the rotating shaft. It is displaced between the unlocked positions to be enabled.

  As described above, the parking rod is pushed and pulled substantially parallel to the rotating shaft so as to displace the parking pole with respect to the parking gear. The parking cam is for displacing the parking pole, and is provided on one end side of the parking rod. The parking cam has a configuration having a large diameter portion and a tapered portion, and is supported by a sleeve so as to be able to advance and retract in the axial direction of the parking rod.

  The parking pole is driven by a manual shaft that rotates in conjunction with the driver's shift operation, and there are a direct operation method and a so-called shift-by-wire method. In the case of the direct operation method, the manual shaft is rotated through a wire, a rod or the like by the operating force of the shift lever by the driver. Then, the rotation of the manual shaft is transmitted to the parking pole via the transmission unit, thereby driving the parking pole directly. On the other hand, in the shift-by-wire system, the operation of the shift lever by the driver is detected by a sensor, a switch, or the like, and the manual shaft is rotated by an appropriate actuator in accordance with the detected shift range signal to drive the parking pole.

  Conventionally, as a parking device as described above, an automatic transmission having an input shaft (input shaft) to which engine driving force is input, a counter shaft, and a differential shaft (drive shaft) of a differential mechanism is provided. Those are known (for example, see Patent Document 1).

JP 2004-52804 A

  However, the parking device described in Patent Document 1 has the following problems. That is, since the manual shaft is arranged in the direction orthogonal to each axis of the transmission at the upper part of the transmission case, the transmission case may be increased in size.

  The present invention has been made in view of such a problem, and an object of the present invention is to provide a parking device capable of reducing the size of a transmission case.

  In the present invention, means for solving the above-described problems are configured as follows. That is, according to the present invention, at least a transmission case includes an input shaft provided with a counter drive gear, a counter shaft provided with a counter driven gear meshing with the counter drive gear, and a differential shaft provided with a ring gear of a differential mechanism. A parking device for a transmission, comprising: a parking gear provided on the countershaft; a parking pole that is supported so as to be displaceable from the parking gear and engageable with the parking gear; The shaft includes a shaft that rotates in conjunction with a shift operation, and a transmission unit that displaces the parking pole with respect to the parking gear by transmitting the rotation of the shaft. Then, the rotation of the shaft to one side causes the parking pole to approach the parking gear and engage the parking gear, while the rotation of the shaft to the other side separates the parking pole from the parking gear and disengages from the parking gear. The center axis of the input shaft and the center axis of the counter shaft are positioned above the center axis of the differential shaft, and the extension line of the shaft is on the outer diameter side of the input shaft. It passes between a common tangent line connecting the lower portions of the bearing holding portion provided and the bearing holding portion provided on the outer diameter side of the counter shaft and the upper portion of the bearing holding portion provided on the outer diameter side of the differential shaft. The shaft is arranged.

  Here, the transmission can be provided in a hybrid vehicle in which an internal combustion engine and an electric motor (motor, motor generator, etc.) are mounted as drive sources. In this case, the power transmission from the internal combustion engine is transmitted to the input shaft, the transmission shaft to which the power from the electric motor is transmitted is arranged in parallel with the counter shaft, and the bearing is provided on the outer diameter side of the transmission shaft. It is preferable to arrange the holding portion above the common tangent line. Preferably, the transmission shaft is disposed adjacent to the counter shaft, and a gear that meshes with the counter driven gear is provided on the transmission shaft.

  According to the above configuration, a region (for example, region P1 shown in FIG. 2) in which each shaft and each bearing holding portion are not disposed in the transmission case is secured. This region is parallel to the extension line of the shaft and is the lower straight line (for example, the straight line L3 shown in FIG. 2) of the straight line in contact with the lower part of the bearing holding part of the input shaft and the straight line in contact with the lower part of the bearing holding part of the counter shaft. And a region sandwiched by a straight line (for example, a straight line L4 shown in FIG. 2) that is parallel to the extension line of the shaft and is in contact with the upper portion of the bearing holding portion of the differential shaft. Since each shaft and each bearing holding portion are not arranged in this region, this region can be used as a shaft assembly space, and the shaft can be assembled from the inside of the transmission case. . As a result, it is not necessary to separately secure an assembly space for the shaft inside the transmission case, and the transmission case can be reduced in size.

  In the present invention, the lower straight line out of the straight line parallel to the shaft extension line and in contact with the lower part of the bearing holding part of the input shaft and the lower part of the bearing holding part of the counter shaft, and the extension line of the shaft The distance between the shaft and the straight line in contact with the upper portion of the bearing holding portion of the differential shaft is determined in the axial direction of the shaft and the input shaft of the transmission member coupled to the shaft so as to rotate integrally therewith. The width is preferably larger than the width in the orthogonal direction.

  According to the above configuration, since the shafts and the bearing holding portions are not arranged in the region, the shaft and the transmission member can be easily slid in this region, and the assemblability of the shaft and the transmission member is improved. be able to. Further, since the shaft and the transmission member can be assembled from the inside of the transmission case using the above-described region, it is not necessary to separately secure an assembly space for the shaft and the transmission member, and the transmission case can be reduced in size. be able to.

  In the present invention, the counter drive gear protrudes to one side in the horizontal direction from the ring gear, the ring gear protrudes downward from the counter drive gear, and the shaft extends below the counter drive gear. Therefore, it is preferable that the ring gear is disposed on one side in the horizontal direction.

  With this arrangement configuration, the lower space on one side in the horizontal direction in the transmission case can be effectively used as the arrangement space for the shaft, which can contribute to the miniaturization of the transmission case.

  In the present invention, the parking pole is preferably disposed between the input shaft and the differential shaft.

  With this configuration, the length of the shaft can be shortened and the assemblability of the shaft can be improved.

  In the present invention, the input shaft, the counter shaft, and the differential shaft extend in the vehicle width direction, and an outer peripheral shape of the counter drive gear and the ring gear are provided on one side of the transmission case in the front-rear direction of the vehicle. It is preferable that a concave portion having a shape along the outer peripheral shape is formed, and an actuator for rotationally driving the shaft is disposed in the concave portion.

  A horizontal type transmission in which an input shaft, a counter shaft, and a differential shaft extend in the width direction of the vehicle is disposed, for example, in an engine compartment provided in a front portion of the vehicle. According to the above configuration, since the actuator is arranged in the recess provided on one side of the transmission case in the front-rear direction of the vehicle, the space in the engine compartment can be used effectively, and the various parts in the engine compartment can be freely arranged. The degree can be improved. In this case, by providing the concave portion on the front side of the transmission case, the wall portion on the front side of the transmission case comes into contact with various components in the engine compartment before the actuator in the event of a vehicle collision or the like. Thus, the actuator can be prevented from being damaged, and the reliability of the parking apparatus can be improved.

  In the present invention, the shaft extends obliquely rearward and upward from the lower front portion of the transmission case, the front end portion of the shaft is supported by the transmission case, and the front end portion is splined to the output shaft of the actuator. Preferably it is engaged.

  According to this configuration, the lubricating oil flowing in the transmission case is transmitted through the shaft and supplied to the support portion at the front end portion of the shaft. Thereby, the rotational resistance (friction resistance) of the shaft can be reduced, and the driving torque of the actuator necessary for rotationally driving the shaft can be reduced. In addition, the actuator can be reduced in size and cost.

  In the present invention, it is preferable that a groove extending in the axial direction is formed in an upper portion of the front end portion of the shaft.

  According to this configuration, the supply amount of the lubricating oil to the shaft support portion and the spline engagement portion can be increased, and the lubricity of the shaft support portion and the spline engagement portion can be improved.

  According to the present invention, it is possible to secure a region in which the respective shafts and the respective bearing holding portions are not disposed in the transmission case. Therefore, the shaft can be assembled from the inside of the transmission case using this region. As a result, it is not necessary to separately secure an assembly space for the shaft inside the transmission case, and the transmission case can be reduced in size.

It is a skeleton figure which shows schematic structure of a transaxle provided with the parking apparatus which concerns on embodiment of this invention. It is a figure which shows arrangement | positioning of the parking apparatus and each axis | shaft in the inside of the transaxle case of FIG. It is a figure which shows the lock position and unlock position of the parking pole of a parking apparatus. It is a figure which shows the positional relationship of the parking cam of a parking apparatus, and a lock sleeve. It is sectional drawing which shows an example of the bearing holding part provided in the outer-diameter side of a counter shaft. It is a figure for demonstrating the assembly | attachment of the manual shaft and a detent lever to a transaxle case. It is a figure for demonstrating the effect at the time of providing a recessed part in the front lower part of a transaxle case. It is sectional drawing which expands and shows the front-end part of a manual shaft, and its support part.

  Embodiments of the present invention will be described with reference to the accompanying drawings.

  In this embodiment, as an example of a transmission, an FF (front engine front drive) type transaxle used in a hybrid vehicle in which an internal combustion engine and an electric motor (motor, motor generator, etc.) are mounted as a drive source is cited. .

  First, a transaxle of a hybrid vehicle will be described with reference to FIG.

  In FIG. 1, an engine (internal combustion engine) 1 is a drive source that outputs power from a crankshaft 2 by combustion of fuel, and includes an intake device, an exhaust device, a fuel injection device, an ignition device, a cooling device, and the like. belongs to. The crankshaft 2 is disposed horizontally in the vehicle width direction, and a flywheel 3 is formed at the rear end of the crankshaft 2. As the engine 1, for example, a gasoline engine, a diesel engine, an LPG engine, or the like can be used. A hollow transaxle case 4 is attached to the outer wall of the engine 1. The transaxle case 4 includes, for example, an engine side housing, an extension housing, and an end cover. In this embodiment, the transaxle is configured as a horizontal type, and the transaxle case 4 is disposed in an engine compartment provided in the front portion of the vehicle.

  Inside the transaxle case 4, an input shaft 5, a first motor generator 6, a power distribution mechanism 7, a transmission mechanism 8, a second motor generator 9, and the like are accommodated. The input shaft 5 is disposed concentrically with the crankshaft 2. A clutch hub 10 is spline-fitted to an end of the input shaft 5 on the crankshaft 2 side. In the transaxle case 4, a clutch 11 that controls the power transmission state between the flywheel 3 and the input shaft 5 is provided. In addition, a damper mechanism 12 that suppresses and absorbs torque fluctuations between the flywheel 3 and the input shaft 5 is provided.

  The first motor generator 6 is arranged outside the input shaft 5, and the second motor generator 9 is arranged at a position farther from the engine 1 than the first motor generator 6. The first motor generator 6 and the second motor generator 9 have a function (power running function) as an electric motor driven by supplying electric power and a function (regenerative function) as a generator that converts mechanical energy into electric energy. Have both. As the first motor generator 6 and the second motor generator 9, for example, an AC synchronous motor generator can be used. As a power supply device that supplies power to the first motor generator 6 and the second motor generator 9, a power storage device such as a battery or a capacitor, a known fuel cell, or the like can be used.

  The first motor generator 6 has a stator 13 and a rotatable rotor 14. The stator 13 has an iron core 15 fixed to the transaxle case 4 and a coil 16 wound around the iron core 15. The rotor 14 is connected to the outer peripheral side of the hollow shaft 17. The hollow shaft 17 is attached to the outer periphery of the input shaft 5, and the input shaft 5 and the hollow shaft 17 are configured to be relatively rotatable.

  The power distribution mechanism 7 has a so-called single pinion type planetary gear mechanism 7A. That is, the planetary gear mechanism 7 </ b> A includes a sun gear 18, a ring gear 19 disposed concentrically with the sun gear 18, and a carrier 21 holding a pinion gear 20 that meshes with the sun gear 18 and the ring gear 19. The sun gear 18 and the hollow shaft 17 are connected, and the carrier 21 and the input shaft 5 are connected. The ring gear 19 is formed on the inner peripheral side of an annular member (in other words, a cylindrical member) 22 arranged concentrically with the input shaft 5, and a counter drive gear 23 is formed on the outer peripheral side of the annular member 22. Has been.

  In addition, a counter shaft 34 is provided in parallel to the input shaft 5 inside the transaxle case 4. A counter driven gear 35 and a final drive pinion gear 36 are formed on the counter shaft 34. The counter drive gear 23 and the counter driven gear 35 are engaged with each other.

  The second motor generator 9 has a stator 25 and a rotatable rotor 26. The stator 25 has an iron core 27 fixed to the transaxle case 4 and a coil 28 wound around the iron core 27. The rotor 26 is connected to the outer periphery of the MG shaft 45. The MG shaft 45 is provided in parallel with the counter shaft 34. The MG shaft 45, the input shaft 5 and the hollow shaft 17 are arranged non-concentrically. In other words, the position of the central axis of the MG shaft 45 is different from the position of the central axis of the input shaft 5. In other words, the MG shaft 45, the input shaft 5, and the hollow shaft 17 are offset in the radial direction.

  The MG shaft 45 is provided with a reduction gear (reduction gear) 46 that meshes with the counter driven gear 35. The counter driven gear 35 and the reduction gear 46 are configured such that the gear ratio when power is transmitted from the reduction gear 46 to the counter driven gear 35 is greater than “1”. These gears 46 and 35 constitute the speed change mechanism 8. When the power of the second motor generator 9 is transmitted to the reduction gear 46 via the MG shaft 45, the rotational speed of the reduction gear 46 is reduced and transmitted to the counter driven gear 35. That is, the torque of the second motor generator 9 is amplified and transmitted to the counter driven gear 35. In this embodiment, as described above, since the MG shaft 45 is arranged non-concentrically with the input shaft 5, a parallel gear can be used as the speed change mechanism 8. Thereby, compared with the case where a planetary gear mechanism is used as the speed change mechanism 8, it is possible to reduce the number of parts, the cost, the drag loss, and the like.

  Further, a differential mechanism 37 is provided inside the transaxle case 4, and the differential mechanism 37 is connected to the final ring gear 39 formed on the outer peripheral side of the differential case 38 and the differential case 38 via a pinion shaft 40. A plurality of connected pinion gears 41, a side gear 42 engaged with the plurality of pinion gears 41, and two differential shafts (drive shafts) 43 connected to the side gears 42 are provided. A front wheel 44 is connected to each differential shaft 43.

  Next, the arrangement of the shafts 5, 34, 43, 45 inside the transaxle case 4 will be described with reference to FIG. In FIG. 2, the X1 direction is the front and the X2 direction is the rear. Further, the Z1 direction is the upper side, and the Z2 direction is the lower side.

  In the transaxle case 4, the shafts 5, 34, 43, 45 are respectively disposed horizontally in the vehicle width direction. The central axis of the counter shaft 34 is located behind and above the central axis of the input shaft 5. The central axis of the MG shaft 45 is located behind and above the central axis of the counter shaft 34. The central axis of the differential shaft 43 is located behind and below the central axis of the counter shaft 34. The center axis of the input shaft 5 is located above the center axis of the differential shaft 43. Further, the central axis of the MG shaft 45 is located slightly behind the central axis of the differential shaft 43. The positional relationship between the central axis of the MG shaft 45 and the central axis of the differential shaft 43 is an example, and other positional relationships may be used.

  Here, the lubricating oil accumulated in the lower part in the transaxle case 4 is scraped up by the final ring gear 39 and sent to the oil catch tank 32 provided in the upper part in the transaxle case 4. Specifically, in the transaxle case 4, a storage portion 30 for storing lubricating oil is formed below the final ring gear 39 in the vertical direction. The reservoir 30 is formed by the inner wall (side wall and bottom) of the transaxle case 4. The oil catch tank 32 is provided above the final ring gear 39. The lubricating oil accumulated in the reservoir 30 is sent out by the rotation of the final ring gear 39, and a part thereof flows into the oil catch tank 32. Lubricating oil is dripped from the oil catch tank 32 at an appropriate flow rate toward a lubrication point (lubricated part) or a cooling point in the transaxle case 4.

  In a hybrid vehicle having a transaxle configured as described above, the required torque to be transmitted to the front wheels 44 is calculated based on conditions such as the vehicle speed and the accelerator opening, and the engine is determined based on the calculation result. 1, the clutch 11, the first motor generator 6, and the second motor generator 9 are controlled. When the torque output from the engine 1 is transmitted to the front wheels 44, the clutch 11 is engaged. Then, the power (in other words, torque) of the crankshaft 2 is transmitted to the carrier 21 via the input shaft 5.

  The torque transmitted to the carrier 21 is transmitted to the front wheel 44 via the ring gear 19, the annular member 22, the counter drive gear 23, the counter driven gear 35, the counter shaft 34, the final drive pinion gear 36, and the differential mechanism 37. Further, when the torque of the engine 1 is transmitted to the carrier 21, the first motor generator 6 can function as a generator, and the generated electric power can be charged in a power storage device (not shown).

  Furthermore, it is possible to drive the second motor generator 9 as an electric motor and transmit the power to the front wheels 44 (function as a drive source). When the power of the second motor generator 9 is transmitted to the reduction gear 46 via the MG shaft 45, the rotational speed of the reduction gear 46 is reduced and transmitted to the counter driven gear 35. In this way, the power of the engine 1 and the power of the second motor generator 9 are combined, and the combined power is transmitted to the front wheels 44. That is, at least one of the power of the engine 1 and the power of the second motor generator 9 is transmitted to the front wheels 44.

  Next, the parking device 50 provided in the transaxle having the above configuration will be described with reference to FIGS.

  As shown in FIGS. 2 to 5, the parking device 50 includes a parking gear 51, a parking pole 52, a pin 52 a, a parking cam 53, a lock sleeve 54, a parking rod 55, a detent lever 56, and a manual. A shaft 58 and a detent spring 59 are provided. The parking device 50 is configured to switch the parking gear 51 between a locked state (indicated by a solid line in FIG. 3) and a rotatable unlocked state (indicated by a two-dot chain line in FIG. 3). Has been.

  The parking gear 51 is provided on the counter shaft 34. Specifically, as shown in FIG. 5, the counter shaft 34 is rotatably supported by bearings 31 at both ends in the axial direction. The bearing 31 is supported by a substantially cylindrical bearing holding portion 34 a provided integrally with the transaxle case 4. In this case, the outer ring (outer race) of the bearing 31 is fitted to the inner surface of the bearing holding portion 34a. In this embodiment, the parking gear 51 is formed integrally with the counter driven gear 35. The parking gear 51 is disposed on the opposite side of the final drive pinion gear 36 with the counter driven gear 35 interposed therebetween.

  The parking pole 52 is supported so as to be displaceable from the parking gear 51. Specifically, as shown in FIG. 2, the parking pole 52 is rotatably supported by the transaxle case 4 via a pin 52a. The parking pole 52 has a claw 52b that can be engaged and disengaged between the teeth of the parking gear 51 (a groove between the teeth). The claw 52b is provided in front of the pin 52a. The parking pole 52 is disposed at a position where the claw 52b and the outer peripheral portion of the parking gear 51 face each other.

  Then, the pawl 52b approaches or separates from the parking gear 51 as the parking pole 52 rotates about the pin 52a. The parking pole 52 approaches the parking gear 51 and engages the pawl 52b with the parking gear 51 so that the counter shaft 34 cannot rotate, and is separated from the parking gear 51. Then, the pawl 52b is disengaged from the parking gear 51 and is displaced between the unlock position (position indicated by the two-dot chain line in FIG. 3) where the counter shaft 34 can be rotated. The parking pole 52 is biased by a torsion coil spring (not shown) in a direction in which the claw 52b is separated from the parking gear 51 (see an arrow Q1 in FIGS. 3 and 4).

  The parking rod 55 extends substantially parallel to the counter shaft 34 and is pushed and pulled substantially parallel to the counter shaft 34 so as to displace the parking pole 52 relative to the parking gear 51. The parking cam (cam member) 53 is for displacing the parking pole 52 and is provided on one end side of the parking rod 55. As shown in FIG. 3, the other end side of the parking rod 55 is bent toward the rear side, and a detent lever 56 is connected to the bent end.

  As shown in FIG. 4, the parking cam 53 is formed with a large-diameter portion 53a and a tapered portion 53b in order from the proximal end portion to the distal end portion. The large diameter portion 53 a is formed with a larger diameter than the parking rod collar 53 c coupled to one end of the parking rod 55. The taper portion 53b is located between the large diameter portion 53a and the parking rod collar 53c in the axial direction, and is formed in a tapered shape whose diameter gradually decreases from the large diameter portion 53a toward the parking rod collar 53c.

  The parking cam 53 is disposed in a guide groove 54 a formed in a substantially cylindrical lock sleeve (support member) 54 along the axial direction of the parking rod 55. The parking cam 53 is supported by a lock sleeve 54 so as to be able to advance and retreat in the axial direction of the parking rod 55. The lock sleeve 54 is fixed to the transaxle case 4.

  In the parking device 50 having such a configuration, the parking pole 52 is displaced between the above-described locked position and unlocked position in conjunction with the operation of the shift lever provided in the driver's seat. In this embodiment, the operation of the shift lever by the driver is detected by a sensor, a switch or the like, and the actuator 57 such as an electric motor is driven according to the detected shift range signal, and the parking pole 52 is driven. It has become. That is, the shift-by-wire method is adopted as the driving method of the parking device 50.

  As shown in FIG. 2, the actuator 57 is connected to a detent lever 56 via a manual shaft (shaft) 58. The manual shaft 58 is rotatably supported by the transaxle case 4 and is driven to rotate by a predetermined angle in both forward and reverse directions by an actuator 57. The manual shaft 58 extends in a direction orthogonal to the respective axes 5, 34, 43, 45, and a front end portion 58 a thereof protrudes from the transaxle case 4. The front end portion 58 a of the manual shaft 58 is connected to an actuator 57 disposed in front of the transaxle case 4.

  The detent lever 56 is a transmission member coupled to the manual shaft 58 so as to be integrally rotatable, and extends in a direction orthogonal to the axial direction of the manual shaft 58. By controlling the actuator 57, the manual shaft 58 is rotationally driven, whereby the detent lever 56 is tilted. The tilting posture of the detent lever 56 is held by a detent spring 59. Specifically, the detent lever 56 is formed with a waveform portion (not shown) including a plurality of valleys corresponding to the rotation angle of the actuator 57 and peaks between the valleys. The detent spring 59 has a main body made of a leaf spring or the like, one end of which is fixed to the transaxle case 4, and a roller that is engaged with any trough of the corrugated portion of the detent lever 56 at the other end of the main body. Is provided. A transmission unit that transmits the rotation of the manual shaft 58 and displaces the parking pole 52 relative to the parking gear 51 includes a detent lever 56, a detent spring 59, a parking rod 55, a parking cam 53, and the like. .

  Here, the operation of the parking apparatus 50 will be briefly described.

  First, when the parking range P is selected, the actuator 57 is rotated by a predetermined angle, for example, in the forward rotation direction, and the detent lever 56 is tilted in the same direction. Accordingly, the parking rod 55 moves to one side in the axial direction (R1 direction side in FIG. 4), and the large-diameter portion 53a of the parking cam 53 contacts the parking pole 52. Then, the parking pawl 52 is pushed up against the urging force of the torsion coil spring by the parking cam 53, and the parking pawl 52 is displaced to the locked position as shown by the solid line in FIG. Will be enrolled in. In this case, as shown by the solid line in FIG. 4, the large-diameter portion 53 a of the parking cam 53 is held in a state of entering between the parking pole 52 and the inner wall portion of the guide groove 54 a of the lock sleeve 54. Thereby, the counter shaft 34 is locked by the parking device 50 so as not to rotate.

  On the other hand, when a range other than the parking range P (for example, reverse (reverse travel) range R, neutral range N, drive (forward travel) range D, etc.) is selected, the actuator 57 is rotated by a predetermined angle in the reverse rotation direction, for example. The detent lever 56 is tilted in the same direction. Accordingly, the parking rod 55 moves to the other side in the axial direction (R2 direction side in FIG. 4), and the parking cam 53 is separated from the parking pole 52. Then, the pushing-up force of the parking pawl 52 by the parking cam 53 is released, and the parking pawl 52 is displaced to the unlock position by the urging force of the torsion coil spring, as shown by the two-dot chain line in FIG. Exit from between 51 teeth. In this case, as shown by a two-dot chain line in FIG. 4, the parking rod collar 53 c is held in a state of being retracted between the parking pole 52 and the inner wall portion of the guide groove 54 a of the lock sleeve 54. As a result, the parking device 50 brings the counter shaft 34 into an unlocked state in which the counter shaft 34 can rotate.

  In this embodiment, as shown in FIG. 2, the parking pole 52 is disposed between the input shaft 5 and the differential shaft 43. Specifically, as shown in FIGS. 2 and 3, the parking pole 52 is provided with a fulcrum part 52 d provided with a pin 52 a, an engaging part 52 e provided with a claw 52 b, and a contact 52 c between the parking cam 53. The contact portion 52f to be formed is integrally formed.

  The pin 52a is disposed so as to overlap the final ring gear 39 when viewed from one side in the axial direction. The pin 52a is located behind and below the claw 52b, and located behind and above the contact 52c. The fulcrum part 52d extends forward from the pin 52a.

  The claw 52b is disposed in the vicinity of a portion where the counter drive gear 23 and the counter driven gear 35 are engaged with each other when viewed from one side in the axial direction. The claw 52b is located behind and above the contact 52c. The engaging portion 52e extends downward from the claw 52b.

  The contact 52c is disposed below the counter drive gear 23 when viewed from one side in the axial direction. The contact portion 52f extends obliquely rearward and upward from the contact 52c. The shape of the parking pole 52 and the arrangement of the fulcrum part 52d, the engaging part 52e, and the contact part 52f in the parking pole 52 are merely examples, and other arrangements may be used.

  The parking pole 52 is provided between the input shaft 5 and the differential shaft 43, and is disposed at a substantially central portion in the front-rear direction of the transaxle case 4 as shown in FIG. In addition, a parking cam 53, a parking rod 55, a detent lever 56, and the like for displacing the parking pole 52 are disposed in the lower front part of the transaxle case 4. A manual shaft 58 extends from the detent lever 56 toward the front side.

  Next, the arrangement of the manual shaft 58 will be described. The manual shaft 58 has a common extension L1 of the manual shaft 58 that connects the lower portions of the bearing holding portion 5a provided on the outer diameter side of the input shaft 5 and the bearing holding portion 34a provided on the outer diameter side of the counter shaft 34. It arrange | positions so that it may pass between the tangent L2 and the upper part of the bearing holding part 43a provided in the outer-diameter side of the differential shaft 43. This point will be described in detail with reference to FIGS.

  As described above, the bearing holding portion 34 a is a substantially cylindrical portion that holds the bearing 31 that rotatably supports the counter shaft 34 as shown in FIG. 5, and is provided integrally with the transaxle case 4. ing. Similarly, the bearing holding portion 5 a is a substantially cylindrical portion that holds a bearing (not shown) that rotatably supports the input shaft 5, and is provided integrally with the transaxle case 4. The bearing holding portion 43 a is a substantially cylindrical portion that holds a bearing (not shown) that rotatably supports the differential shaft 43, and is provided integrally with the transaxle case 4. A bearing holding portion 45 a is also provided on the outer diameter side of the MG shaft 45. The bearing holding portion 45 a is a substantially cylindrical portion that holds a bearing (not shown) that rotatably supports the MG shaft 45, and is provided integrally with the transaxle case 4. In FIG. 2, the outer peripheral edges of the bearing holding portions 5a, 34a, 43a, and 45a are indicated by two-dot chain lines, respectively.

  As shown in FIG. 2, the manual shaft 58 extends obliquely rearward and upward from the front lower portion of the transaxle case 4, and the extension line L1 of the manual shaft 58 contacts the bearing holding portions 5a, 34a, 43a, and 45a. Arranged not to. In this embodiment, the manual shaft 58 is disposed so that the extension line L1 of the manual shaft 58 passes between the common tangent line L2 and the upper portion of the bearing holding portion 43a provided on the outer diameter side of the differential shaft 43. ing. In this case, the common tangent L2 is a common tangent connecting the lower portions of the bearing holding portions 5a and 34 among the common tangents connecting the outer peripheral edges of the two bearing holding portions 5a and 34a. That is, there are four common tangent lines connecting the outer peripheral edges of the two bearing holding portions 5a and 34a, but the common tangent line L2 is a common connecting the lowermost portions of the outer peripheral edges of the two bearing holding portions 5a and 34a. It is tangent. In this case, the bearing holding portion 45a is disposed above the common tangent line L2.

  According to such an arrangement configuration of the manual shaft 58, the region P <b> 1 as shown in FIG. 2 is secured in the transaxle case 4. This region P1 is parallel to the extension line L1 of the manual shaft 58, and is an extension of the lower straight line L3 and the extension of the manual shaft 58 out of the straight line contacting the lower part of the bearing holding part 5a and the straight line contacting the lower part of the bearing holding part 34a. The region is sandwiched between a straight line L4 parallel to the line L1 and in contact with the upper portion of the bearing holding portion 43a. In this case, the straight line L3 is a straight line in contact with the lower portion of the bearing holding portion 34a.

  The width of the region P1, that is, the distance W1 between the two straight lines L3 and L4 is larger than the width W2 of the manual shaft 58 and the detent lever 56 (see FIG. 6A). The width W2 is the width of the manual shaft 58 and the detent lever 56 in the direction orthogonal to the axial direction of the manual shaft 58 and the axial direction of the input shaft.

  And according to this embodiment, since each axis | shaft 5,34,43,45 and each bearing holding | maintenance part 5a, 34a, 43a, 45a are not arrange | positioned in the said area | region P1, this area | region P1 is made into the manual shaft 58. It can be used as an assembly space, and the manual shaft 58 can be assembled from the inside of the transaxle case 4.

  Specifically, the manual shaft 58 is assembled to the transaxle case 4 as shown in FIGS. 6 (a) and 6 (b). When the manual shaft 58 is assembled, the detent lever 56 is integrally coupled to the manual shaft 58 in advance. In this case, before assembling the manual shaft 58 to the transaxle case 4, the width W2 of the manual shaft 58 and the detent lever 56 is made smaller than the width W1 of the region P1.

  Then, the manual shaft 58 and the detent lever 56 are arranged in the region P1, and as shown in FIG. 6A, the manual shaft 58 and the detent lever 56 are slid in the S1 direction. The S1 direction is, for example, a direction parallel to the extension line L1 of the manual shaft 58 described above. Then, the manual shaft 58 and the detent lever 56 are slid to a predetermined assembly position shown in FIG. 6B, and the parking rod 55 and the detent spring 59 are assembled to the detent lever 56 in a state where the manual shaft 58 and the detent lever 56 are fixed to the assembly position. Further, the output shaft of the actuator 57 is spline-engaged with the front end portion 58 a of the manual shaft 58. The parking rod 55 may be assembled to the detent lever 56 before the manual shaft 58 and the detent lever 56 are fixed to the assembly position shown in FIG.

  In this embodiment, since the shafts 5, 34, 43, 45 and the bearing holding portions 5a, 34a, 43a, 45a are not arranged in the region P1, the manual shaft 58 and the detent lever 56 are easily disposed in the region P1. It can be slid, and the assemblability of the manual shaft 58 and the detent lever 56 can be improved. Since the manual shaft 58 and the detent lever 56 can be assembled from the inside of the transaxle case 4 using the region P1, it is not necessary to separately secure an assembly space for the manual shaft 58 and the detent lever 56. The transaxle case 4 can be reduced in size. Compared with the case where the manual shaft 58 is arranged along the vertical direction or the horizontal direction, the region P1 can be secured wider, and the manual shaft 58 and the detent lever 56 can be easily assembled. .

  Further, by arranging the parking pole 52 between the input shaft 5 and the differential shaft 43, the length of the manual shaft 58 can be shortened, and the assemblability of the manual shaft 58 can be improved. Furthermore, the components of the parking device 50 such as the parking cam 53, the parking rod 55, and the detent lever 56 can be concentrated on the lower front portion of the transaxle case 4. Thereby, the arrangement space of the structural member of the parking apparatus 50 can be made compact, and it can contribute to size reduction of the transaxle case 4.

  Further, in this embodiment, as shown in FIG. 2, the counter drive gear 23 projects forward from the final ring gear 39, and the final ring gear 39 projects downward from the counter drive gear 23. Under the counter drive gear 23 and in front of the final ring gear 39, there are components of the parking device 50 such as a parking cam 53, a lock sleeve 54, a parking rod 55, a detent lever 56, a manual shaft 58, and a detent spring 59. Is arranged. With this arrangement configuration, the space in the lower front part of the transaxle case 4 can be effectively used as an arrangement space for the components of the parking device 50 such as the parking cam 53, the parking rod 55, the detent lever 56, and the manual shaft 58. This can contribute to the miniaturization of the transaxle case 4.

  Further, in this embodiment, as shown in FIG. 2, a recess 61 having a shape along the outer peripheral shape of the counter drive gear 23 and the outer peripheral shape of the final ring gear 39 is formed on the front side of the transaxle case 4. . The recess 61 is provided in the lower front part of the transaxle case 4.

  Specifically, the front wall portion 4a of the transaxle case 4 is formed in a shape along the outer peripheral shape of the counter drive gear 23 and the outer peripheral shape of the final ring gear 39, and the outer surface of the front wall portion 4a. A recess 61 is constituted by the above. The wall portion 4b at the front upper portion of the transaxle case 4 provided in front of the counter drive gear 23 projects forward from the wall portion 4c at the lower front portion of the transaxle case 4 provided in front of the final ring gear 39. Yes. A space for accommodating the constituent members of the parking device 50 is secured between the final ring gear 39 and the wall portion 4 c at the front lower portion of the transaxle case 4.

  An actuator 57 is disposed in the recess 61. The wall portion 4 b at the front upper portion of the transaxle case 4 projects forward from the front end portion of the actuator 57. As a result, the front upper wall 4b of the transaxle case 4 comes into contact with various components in the engine compartment before the actuator 57 in the event of a vehicle collision or the like, so that the actuator 57 can be prevented from being damaged. Here, as shown by a two-dot chain line in FIG. 7, when the concave portion 61 is not provided, the front end portion of the actuator 57 protrudes forward from the front upper wall portion 4 b of the transaxle case 4. For this reason, there is a high possibility that the actuator 57 is damaged due to contact with various parts in the engine compartment at the time of a vehicle collision or the like.

  However, in this embodiment, since the concave portion 61 for accommodating the actuator 57 is provided in front of the transaxle case 4, the front end portion of the actuator 57 is retracted rearward from the front upper wall portion 4 b of the transaxle case 4. be able to. As a result, the actuator 57 can be protected by the wall portion 4b at the front upper portion of the transaxle case 4 in the event of a vehicle collision, etc., and the reliability of the parking device 50 can be improved by avoiding damage to the actuator 57. .

  Here, when the manual shaft 58 is disposed along the vertical direction, the actuator 57 must be disposed above the transaxle case 4. Therefore, the actuator 57 limits the space for disposing various components in the engine compartment. There is concern. Further, when the manual shaft 58 is disposed along the horizontal direction, the front end portion of the actuator 57 projects forward from the front wall portion 4a of the transaxle case 4 as shown by a two-dot chain line in FIG. Because of this possibility, the arrangement space of various parts in the engine compartment may be limited.

  However, in this embodiment, as shown by the solid line in FIG. 7, the actuator 57 is accommodated in the concave portion, so that it is not necessary to secure a separate space for the actuator 57 in the engine compartment. The degree of freedom of arrangement can be improved. In the case where a sensor (for example, a neutral start switch) that detects the rotation angle of the manual shaft 58 is provided, the actuator 57 and the sensor may be arranged in the recess 61.

  Furthermore, in this embodiment, as described above, the manual shaft 58 extends obliquely rearward and upward from the front lower portion of the transaxle case 4. In this case, as shown in FIG. 2, the manual shaft 58 extends toward substantially the center of the transaxle case 4 when viewed from one side in the axial direction, and the rear end portion of the manual shaft 58 is the transaxle case 4. It has reached the approximate center. On the other hand, the front end portion 58 a of the manual shaft 58 is supported by the transaxle case 4, and the front end portion 58 a is spline-engaged with the output shaft of the actuator 57.

  Specifically, as shown in FIG. 8, a support portion 62 is integrally formed on the wall portion 4 c at the front lower portion of the transaxle case 4, and the front end portion 58 a of the manual shaft 58 is formed by the support portion 62. It is supported. The cylindrical portion 62 a of the support portion 62 protrudes from the bottom portion 62 b to the outside of the transaxle case 4. A through hole 62c is formed in the bottom 62b of the support portion 62, and the front end 58a of the manual shaft 58 is inserted into the through hole 62c.

  Spline teeth 58 b are formed on the front end portion 58 a of the manual shaft 58. The spline teeth 58 b are spline-engaged with a spline groove formed on the output shaft of the actuator 57. In this case, the outer peripheral surface of the distal end portion of the actuator 57 is fitted to the inner peripheral surface of the cylindrical portion 62 a of the support portion 62. Further, an oil groove 58c extending in the axial direction is formed at the upper portion of the front end portion 58a of the manual shaft 58.

  As described above, since the manual shaft 58 extends obliquely rearward and upward, the lubricating oil flowing in the transaxle case 4 is transmitted through the manual shaft 58 and supplied to the support portion 63 of the front end portion 58a of the manual shaft 58. The Specifically, the lubricating oil is supplied to the gap between the front end portion 58 a and the through hole 62 c of the support portion 62. Lubricating oil is also supplied to a spline engaging portion 64 (see FIG. 2) between the front end portion 58a of the manual shaft 58 and the output shaft of the actuator 57.

  Thereby, the rotational resistance (friction resistance) of the manual shaft 58 can be reduced, and the driving torque of the actuator 57 required to rotationally drive the manual shaft 58 can be reduced. The actuator 57 can be reduced in size and cost. In addition, since the oil groove 58c is provided in the front end portion 58a of the manual shaft 58, the amount of lubricating oil supplied to the support portion 63 and the spline engaging portion 64 of the manual shaft 58 can be increased. The lubricity of the support part and the spline engaging part can be improved. As a result, the actuator 57 can be further miniaturized and the reliability of the spline engaging portion 64 can be improved.

  Further, since the detent spring 59 can be disposed diagonally forward and upward, the detent spring 59 can be disposed along the outer shape of the front lower portion of the final ring gear 39. Thereby, the arrangement space of the detent spring 59 can be made compact, and the transaxle case 4 can be miniaturized.

  Here, when the transaxle case 4 is manufactured by casting, the concave portion 61 and the through hole 62c can be easily formed by making the die cutting direction substantially coincide with the axial direction of the manual shaft 58. Further, in this embodiment, since the rotation shafts of the first motor generator 6 and the second motor generator 9 are arranged non-concentrically, the second motor generator 9 is arranged as shown in FIG. There is a concern that the rear upper portion 4e of the transaxle case 4 becomes larger and the mold becomes larger. However, it is possible to make the mold as small as possible by making the mold release direction substantially coincide with the axial direction of the manual shaft 58.

-Other embodiments-
The present invention is not limited only to the above-described embodiments, and all modifications and applications within the scope of the claims and within the scope equivalent to the scope are possible.

  In the above embodiment, the input shaft 5 and the counter shaft 34 are arranged so that the straight line L3 is in contact with the lower part of the bearing holding part 34a of the counter shaft 34. However, the straight line L3 is in contact with the lower part of the bearing holding part 5a of the input shaft 5. As described above, the input shaft 5 and the counter shaft 34 may be arranged.

  In the above embodiment, the shift-by-wire type parking device is described. However, the present invention is also applied to a direct-operation type parking device that transmits the operating force of the shift lever by the driver to the parking pole via a wire, a rod, or the like. Is possible. In this case, a drive mechanism such as a shift cable and a lever for rotating the manual shaft and a sensor for detecting the rotation angle of the manual shaft (for example, a neutral start switch) are provided in the recess of the transaxle case. It is possible to arrange.

  In the above embodiment, the second motor generator is arranged so that the reduction gear on the MG shaft meshes with the counter driven gear on the counter shaft. However, the reduction gear on the MG shaft meshes with the counter drive gear on the input shaft. In this way, the second motor generator may be arranged. In the above embodiment, the first and second motor generators are arranged non-concentrically. However, the first and second motor generators may be arranged concentrically.

  In the above embodiment, at least one of the first and second motor generators may be changed to a motor. Any one of the first and second motor generators may be omitted.

  In the above embodiment, a transaxle mounted on an FF hybrid vehicle is cited as an example of a transmission. However, if the transmission has at least an input shaft, a counter shaft, and a differential shaft, Other configurations may be adopted. For example, a transmission mounted on an FR (front engine rear drive) type vehicle, a transmission mounted on a vehicle that drives only one of an internal combustion engine and an electric motor (motor, motor generator, etc.), an input shaft It is possible to employ an automatic transmission having three axes, a counter shaft and a differential shaft.

  The present invention can be used in a parking device for a transmission in which an input shaft, a counter shaft, and a differential shaft are provided at least in a transmission case.

4 Transaxle case (transmission case)
5 Input shaft 5a Bearing holding portion 9 Second motor generator 23 Counter drive gear 34 Counter shaft 34a Bearing holding portion L2 Common tangent 35 Counter driven gear 37 Differential mechanism 39 Final ring gear 43 Differential shaft 43a Bearing holding portion 45 MG shaft (Transmission shaft) )
45a Bearing holding portion 46 Reduction gear 50 Parking device 51 Parking gear 52 Parking pole 53 Parking cam 55 Parking rod 56 Detent lever (transmission member)
57 Actuator 58 Manual shaft (shaft)
L1 extension line 58a front end 61 recess

Claims (9)

An input shaft provided with a counter drive gear, a counter shaft provided with a counter driven gear meshing with the counter drive gear, and a differential shaft provided with a ring gear of a differential mechanism are provided at least in a transmission case. A parking device,
A parking gear provided on the counter shaft;
A parking pole that is supported so as to be displaceable from the parking gear and engageable with the parking gear;
A shaft that rotates in conjunction with the driver's shift operation;
A transmission unit for transmitting the rotation of the shaft to displace the parking pole with respect to the parking gear;
The rotation of the shaft toward one side causes the parking pole to approach the parking gear and engage the parking gear, while the rotation of the shaft toward the other side causes the parking pole to move away from the parking gear and disengage from the parking gear. Is composed of
The center axis of the input shaft and the center axis of the counter shaft are located above the center axis of the differential shaft,
An extension line of the shaft has a common tangent line connecting lower portions of the bearing holding portion provided on the outer diameter side of the input shaft and the bearing holding portion provided on the outer diameter side of the counter shaft, and the outer diameter side of the differential shaft. A parking device, wherein the shaft is disposed so as to pass between an upper portion of a bearing holding portion provided in the housing. The parking apparatus according to claim 1, wherein
Parallel to the extension line of the shaft and parallel to the extension line of the shaft and the lower straight line of the straight line that contacts the lower part of the bearing holding part of the input shaft and the lower part of the bearing holding part of the counter shaft, The distance between the shaft and the straight line in contact with the upper part of the bearing holding portion of the shaft is such that the shaft and the transmission member coupled to the shaft so as to rotate together are orthogonal to the axial direction of the shaft and the axial direction of the input shaft. A parking device characterized by being larger than the width. The parking apparatus according to claim 1 or 2,
The counter drive gear protrudes to one side in the horizontal direction from the ring gear, the ring gear protrudes downward from the counter drive gear,
The parking apparatus according to claim 1, wherein the shaft is disposed on one side of the ring gear in a horizontal direction below the counter drive gear. The parking device according to claim 3,
The parking apparatus, wherein the parking pole is disposed between the input shaft and the differential shaft. The parking apparatus according to claim 3 or 4,
The input shaft, the counter shaft, and the differential shaft extend in the width direction of the vehicle,
On one side of the transmission case in the front-rear direction of the vehicle, a concave portion having a shape along the outer peripheral shape of the counter drive gear and the outer peripheral shape of the ring gear is formed.
The parking device, wherein an actuator for rotating the shaft is disposed in the recess. The parking apparatus according to claim 5, wherein
The shaft extends obliquely rearward and upward from the front lower part of the transmission case,
A parking device, wherein a front end portion of the shaft is supported by a transmission case, and a front end portion thereof is spline-engaged with an output shaft of the actuator. The parking apparatus according to claim 6, wherein
A parking device, wherein an axially extending groove is formed in an upper portion of the front end portion of the shaft. In the parking device according to any one of claims 1 to 7,
The transmission is provided in a hybrid vehicle in which an internal combustion engine and an electric motor are mounted as drive sources,
Power from the internal combustion engine is transmitted to the input shaft,
A transmission shaft for transmitting power from the electric motor is disposed in parallel with the counter shaft,
A parking device, wherein a bearing holding portion provided on the outer diameter side of the transmission shaft is disposed above the common tangent. The parking device according to claim 8,
The parking apparatus, wherein the transmission shaft is disposed adjacent to the counter shaft, and a gear that meshes with the counter driven gear is provided on the transmission shaft.

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