JP2012035757A - Parking device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the degree of freedom in arranging constituent members in a parking device equipped on a transmission having at least an input shaft, a counter shaft and a differential shaft.SOLUTION: The parking device includes: a parking gear 51 provided on the 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; a parking rod 55 which is pulled and pushed to displace the parking pawl 52 so displaced as to be separated and approach; and a parking cam 53 which is provided on one end side of the parking rod 55. The parking pawl 52 is arranged between the counter shaft 34 and the differential shaft 43, and the parking rod 55 is arranged at a position where contact with an addendum circle C1 of a counter drive gear 23, an addendum circle C2 of a counter driven gear 35 and an addendum circle C3 of a final ring gear 39 is prevented.

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, for example, a large diameter portion and a small diameter portion, and is supported by a sleeve so as to be able to advance and retreat in the axial direction of the parking rod.

  The parking pole is driven in conjunction with the driver's shift operation, and there are a direct operation method and a so-called shift-by-wire method as this drive method. In the case of the direct operation method, the operating force of the shift lever by the driver is transmitted to the detent lever through a wire, a rod or the like, and the parking pole is directly driven. On the other hand, in the case of 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 detent lever (parking pole) is driven by an appropriate actuator in accordance with the detected shift range signal.

  2. Description of the Related Art Conventionally, as a parking device as described above, a parking device provided in an automatic transmission having an input shaft for inputting engine driving force, a counter shaft, and a differential shaft (drive shaft) of a differential mechanism is known. (For example, refer to Patent Document 1). Patent Document 1 describes that a parking gear is provided integrally with a counter driven gear of a counter shaft, and a parking pole is disposed between the counter shaft and the differential shaft.

JP-A-9-95220

  However, the parking device described in Patent Document 1 has the following problems. That is, since the sleeve for supporting the parking cam is arranged so as to overlap the ring gear of the differential mechanism in the axial direction, the above-described detent lever, a shaft (manual shaft) that rotates in conjunction with the driver's shift operation, etc. There is a problem in that the arrangement locations of the constituent members of the parking apparatus are limited.

  The present invention has been made in view of the technical problems as described above, and in a parking device provided in a transmission having at least an input shaft, a counter shaft, and a differential shaft, the degree of freedom of arrangement of constituent members. It aims at improving.

  In the present invention, means for solving the above-described problems are configured as follows. That is, the present invention provides a transmission having at least 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 gear provided on the countershaft; a parking pawl that is supported to be displaceable from the parking gear and engageable with the parking gear; and A parking rod that is pushed and pulled so as to be displaced toward and away from the parking rod, and a parking cam provided on one end side of the parking rod, and the large-diameter portion of the parking cam by the movement of the parking rod in one axial direction Contact the parking pole The parking pole is configured to engage with the parking gear, the parking pole is disposed between the counter shaft and the differential shaft, and the parking rod is a tooth tip circle of the counter drive gear, It is characterized by being arranged at a position where it does not contact the tooth tip circle of the counter driven gear and the tooth tip circle of the ring gear.

  The transmission can be provided in a hybrid vehicle in which an internal combustion engine and an electric motor (such as a motor or a motor generator) are mounted as drive sources. In this case, the power from the internal combustion engine is transmitted to the input shaft, and a transmission shaft for transmitting the power from the electric motor is disposed adjacent to the counter shaft in parallel with the counter shaft, and the transmission shaft is connected to the transmission shaft. It is possible to provide a gear that meshes with the counter-driven gear. In this case, the center axis of the counter shaft is located behind the center axis of the input shaft, and the center axis of the differential shaft and the center axis of the transmission shaft are located behind the center axis of the counter shaft. The center axis of the input shaft, the center axis of the counter shaft, and the center axis of the transmission shaft are preferably located above the center axis of the differential shaft.

  According to the said structure, a parking rod can be set to a suitable position and the freedom degree of arrangement | positioning (for example, a detent lever, a manual shaft, a detent spring, etc.) for moving a parking rod can be raised. As described above, in a hybrid vehicle transmission having a configuration in which an electric motor is provided adjacent to the counter shaft, there is a concern that the arrangement location of the structural members of the parking device may be severely limited. By doing so, such a problem can be solved.

  In the parking apparatus of the present invention, the sleeve that supports the parking cam is disposed so as to overlap the tooth tip circle of the counter driven gear and the tooth tip circle of the ring gear as viewed from one of the axial directions. preferable.

  According to the above configuration, the lubricating oil scattered from the tooth tip of the counter driven gear and the tooth tip of the ring gear can be efficiently supplied to the sleeve, and the lubricating performance of the parking device can be improved. Also, the components of the parking device (parking cam, sleeve, parking rod, detent plate, etc.) should be placed close to the part where the tip circle of the counter driven gear and the tip circle of the ring gear overlap when viewed from one side in the axial direction. Can contribute to the miniaturization of the transmission case. Further, as described above, in a transmission for a hybrid vehicle having a configuration in which an electric motor is provided behind the counter shaft, the degree of freedom of arrangement of the transmission shaft of the electric motor can be improved at the rear portion of the transmission case.

  In the parking apparatus of the present invention, a shaft (manual shaft) that rotates in conjunction with a shift operation by the driver, and a lever member that is connected to the other end of the parking rod and moves the parking rod by rotating together with the shaft. It is preferable that the shaft extends from the lever member toward the front side of the vehicle.

  Here, when the shaft extends from the lever member toward the rear side of the vehicle, the lubricating oil scraped up by the ring gear by the shaft is prevented from entering an oil catch tank provided in the upper part of the transmission case, and the transmission There is a possibility that the amount of lubricating oil necessary to lubricate and cool each part of the engine cannot be secured. However, according to the above configuration, since the shaft extends from the lever member toward the front side of the vehicle, the lubricating oil scooped up by the ring gear by the shaft is not prevented from entering the oil catch tank. Thus, the lubricating oil scraped up by the ring gear can be efficiently supplied to the oil catch tank, and the amount of lubricating oil necessary and sufficient for lubricating and cooling each part of the transmission can be easily secured.

  In the parking apparatus of the present invention, it is preferable that an actuator for rotationally driving the shaft is provided, and the actuator is disposed in front of the transmission case.

  According to the said structure, an actuator can be cooled with driving | running | working wind and the cooling performance of an actuator can be improved. And the freedom degree of arrangement | positioning of the various components in an engine compartment can be improved in the back side of a transmission case.

  ADVANTAGE OF THE INVENTION According to this invention, the freedom degree of arrangement | positioning of a structural member can be improved in the parking apparatus with which the transmission which has an input shaft, a counter shaft, and a differential shaft at least is equipped.

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 A1-A1 line cross section 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 a figure which shows an example of the support form of the parking pole by a transaxle case. It is a figure for demonstrating the effect at the time of arrange | positioning an actuator ahead of a transaxle case.

  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.

  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.

  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. 1 to 5, the parking device 50 includes a parking gear 51, a parking pole 52, a parking cam 53, and a parking rod 55. The parking device 50 is configured to switch the parking gear 51 between a locked state (a state indicated by a solid line in FIG. 4) and a rotatable unlocked state (a state indicated by a two-dot chain line in FIG. 4). Has been.

  The parking gear 51 is provided on the counter shaft 34. Specifically, as shown in FIG. 3, the counter shaft 34 is rotatably supported by bearings 31 at both ends in the axial direction. 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 pin 52 a is provided at one end (rear end) of the parking pole 52. 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 the counter shaft 34 is displaced from an unlock position (a position indicated by a two-dot chain line in FIG. 4). The parking pole 52 is urged 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. 4 and 5).

  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. 2, the other end side of the parking rod 55 is bent toward the front side, and a detent lever (lever member) 56 is connected to the bent end.

  As shown in FIG. 5, the parking cam 53 is formed with a large-diameter portion 53a, a tapered portion 53b, and a small-diameter portion 53c in order from the base end portion to the tip end portion. The large diameter portion 53a is formed to have a larger diameter than the small diameter portion 53c. The tapered portion 53b is located between the large diameter portion 53a and the small diameter portion 53c in the axial direction, and is formed in a tapered shape in which the diameter gradually decreases from the large diameter portion 53a toward the small diameter portion 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. As shown in FIG. 3, 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, a so-called shift-by-wire method is employed 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. In this embodiment, the manual shaft 58 extends along the front-rear direction of the vehicle, and the front end portion 58 a 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 connected to the manual shaft 58 so as to be integrally rotatable. 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.

  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. 5), 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 biasing 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. 5, 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. 5), and the small-diameter portion 53c of the parking cam 53 comes into contact with 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. 5, the small diameter portion 53 c of the parking cam 53 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, the parking pole 52 is disposed between the counter shaft 34 and the differential shaft 43, and the parking rod 55 includes the tooth tip circle C1 of the counter drive gear 23, the tooth tip circle C2 of the counter driven gear 35, And it arrange | positions in the position which does not contact with the tip circle C3 of the final ring gear 39. FIG. Further, the lock sleeve 54 is disposed so as to overlap the tooth tip circle C2 of the counter driven gear 35 and the tooth tip circle C3 of the final ring gear 39 when viewed from one of the axial directions. Hereinafter, this point will be described in detail with reference to FIGS.

  As shown in FIG. 2, the parking pole 52 is disposed between the counter shaft 34 and the differential shaft 43, and extends from the rear side of the transaxle case 4 toward the center in the front-rear direction. The parking pole 52 has a pin 52 a serving as a rotation center behind the central axis of the counter shaft 34 and the central axis of the differential shaft 43. The parking pole 52 has a contact portion 52 c that contacts the parking cam 53 in front of the central axis of the counter shaft 34 and the central axis of the differential shaft 43. The parking pole 52 has a claw 52b that engages with the parking gear 51 on the counter shaft 34 in the middle in the front-rear direction between the pin 52a and the contact portion 52c.

  As shown in FIG. 2, the lock sleeve 54 that supports the parking cam 53 is disposed substantially at the center of the transaxle case 4. Specifically, the lock sleeve 54 is disposed behind the center axis of the input shaft 5 and ahead of the center axis of the counter shaft 34 and the center axis of the differential shaft 43. Further, the lock sleeve 54 is disposed below the center axis of the input shaft 5 and the center axis of the counter shaft 34 and above the center axis of the differential shaft 43.

  As shown in FIGS. 2 and 3, the lock sleeve 54 is not in contact with the tooth tip circle C1 of the counter drive gear 23 when viewed from one side in the axial direction, but the tooth tip circle C2 of the counter driven gear 35, And it overlaps with the tip circle C3 of the final ring gear 39. In FIG. 3, the overlap amount between the lock sleeve 54 and the tooth tip circle C2 of the counter driven gear 35 is indicated by L1. On the other hand, when viewed from a direction orthogonal to the axial direction, the lock sleeve 54 is disposed so as not to overlap the tooth tip circle C2 of the counter driven gear 35 and the tooth tip circle C3 of the final ring gear 39.

  As shown in FIG. 2, the parking rod 55 is disposed substantially at the center of the transaxle case 4. When viewed from one side in the axial direction, the tooth tip circle C1 of the counter drive gear 23, the tooth tip circle C2 of the counter driven gear 35, and the tooth tip circle C3 of the final ring gear 39 are arranged so as not to overlap. . In this way, the parking rod 55 is disposed so as not to contact the tooth tip circle C1 of the counter drive gear 23, the tooth tip circle C2 of the counter driven gear 35, and the tooth tip circle C3 of the final ring gear 39, thereby allowing parking. The rod 55 can be set at a suitable position, and the degree of freedom of arrangement of the constituent members of the parking device 50 such as the detent lever 56, the manual shaft 58, and the detent spring 59 can be increased. Here, in this embodiment, since the second motor generator 9 is arranged adjacent to the counter shaft 34, there is a concern that the arrangement location of the constituent members of the parking device 50 is severely limited. By adopting the configuration, such a problem can be solved.

  In addition, since the lock sleeve 54 is disposed so as to overlap the tooth tip circle C2 of the counter driven gear 35 and the tooth tip circle C3 of the final ring gear 39, the tooth tip of the counter driven gear 35 and the tooth tip of the final ring gear 39 are arranged. The lubricating oil scattered from the vehicle can be efficiently supplied to the lock sleeve 54, and the lubricating performance of the parking device 50 can be improved. Further, the lock sleeve 54 can be brought close to the rotation center (pin 52a) of the parking pole 52, the length of the parking pole 52 can be shortened, and the cost can be reduced. And since the lock sleeve 54 is brought close to the position where the final ring gear 39 lifts the lubricating oil, the lubricating oil which is scraped up by the final ring gear 39 and flows through the parking pole 52 can be efficiently supplied to the lock sleeve 54. The lubricating performance of the parking device 50 can be improved.

  Furthermore, since the lock sleeve 54 is disposed at a position higher than the differential shaft 43, the manual shaft 58 can be disposed at a relatively high position, and the water resistance of the actuator 57 can be improved. Further, when the structural members (the parking cam 53, the lock sleeve 54, the parking rod 55, the detent lever 56, etc.) of the parking device 50 are viewed from one side in the axial direction, the tooth tip circle C2 of the counter driven gear 35 and the teeth of the final ring gear 39 are obtained. It can be arranged close to the center of the transaxle case 4 where the tip circle C3 overlaps, and can contribute to the miniaturization of the transaxle case 4. In addition, the degree of freedom of arrangement of the MG shaft 45 can be improved at the rear part of the transaxle case 4.

  Further, in this embodiment, as shown in FIG. 2, the pin 52a that is the rotation center of the parking pole 52 is disposed outside the tooth tip circle C2 of the counter driven gear 35 and the tooth tip circle C3 of the final ring gear 39. ing. As a result, the pin 52a is brought close to the position where the final ring gear 39 scoops up the lubricating oil, so that the amount of the lubricating oil guided along the parking pole 52 toward the lock sleeve 54 can be increased. Further, the parking pole 52 can be easily supported by the transaxle case 4. In this case, for example, a support form of the parking pole 52 by the transaxle case 4 as shown in FIGS. 6 (a) and 6 (b) can be adopted. 6A and 6B are views showing an example of a support form of the parking pole by the transaxle case, and show a cross section taken along line A2-A2 in FIG.

  In the example illustrated in FIG. 6A, the transaxle case 4 includes a first case member 71 and a second case member 72. Specifically, a boss portion 71a is formed in the first case member 71, and a pin hole 71b into which one end portion of the pin 52a is inserted is formed in the boss portion 71a. The second case member 72 is formed with a boss portion 72a at a position facing the boss portion 71a of the first case member 71, and the other end portion of the pin 52a is inserted into the boss portion 72a. A pin hole 72b is formed. Further, a pin hole 52d is formed in one end portion (rear end portion) of the parking pole 52 so as to pass through an intermediate portion of the pin 52a. The first and second case members 71 and 72 are arranged in a state where one end of the parking pole 52 is disposed between the boss portions 71a and 72b and the pins 52a are sequentially inserted into the pin holes 71b, 52d and 72b. The parking pole 52 is rotatably supported by the transaxle case 4 by fastening with a bolt 73 or the like.

  In the example shown in FIG. 6B, the transaxle case 4 includes a first case member 81 and a second case member 82. Specifically, a boss portion 81a is formed in the first case member 81, and a pin hole 81b for inserting one end portion of the pin 52a is formed in the boss portion 81a. In addition, a recess 81c that accommodates one end of the parking pole 52 is formed in the boss 81a by two-sided width processing. The second case member 82 is integrally provided with a wall portion 82a with which the other end (tip) of the pin 52a abuts. In addition, a pin hole 52d through which one end of the pin 52a is inserted is formed in one end (rear end) of the parking pole 52. Reference numeral 84 denotes a torsion coil spring that urges the parking pole 52 in a direction in which the pawl 52b of the parking pole 52 is separated from the parking gear 51 (see arrow Q1 in FIG. 4). Then, one end of the parking pole 52 is disposed in the recess 81c, and the first and second case members 81 and 82 are fastened by the bolt 83 or the like with the pin 52a inserted into the pin holes 81b and 52d. Thus, the parking pole 52 is rotatably supported by the transaxle case 4.

  Here, when the pin 52a is arranged inside the addendum circle C2 of the counter driven gear 35 or the addendum circle C3 of the final ring gear 39, the transaxle case 4 is similar to the recess 81c of FIG. 6B. It is necessary to form the concave portion by two-sided width processing, and it is necessary to separately provide a component (such as a plate) for preventing the pin 52a from coming off. However, according to the support configuration shown in FIGS. 6A and 6B, the parking pole 52 can be easily prevented from being detached without separately providing a pin 52a retaining component. Moreover, according to the support form shown to Fig.6 (a), the 2 surface width process with respect to the transaxle case 4 can be abolished, and the processing cost of the transaxle case 4 can be reduced.

  Further, in this embodiment, as shown in FIG. 2, the manual shaft 58 extends forward from the detent lever 56. Here, when the manual shaft 58 extends rearward from the detent lever 56, the lubricating oil scraped up by the final ring gear 39 by the manual shaft 58 is prevented from entering the oil catch tank 32, and each part of the transaxle is There is a possibility that the amount of lubricating oil necessary for lubricating and cooling cannot be secured. However, in this embodiment, since the manual shaft 58 extends forward from the detent lever 56, the lubricating oil scraped up by the final ring gear 39 by the manual shaft 58 may be prevented from entering the oil catch tank 32. Absent. Thereby, the lubricating oil scraped up by the final ring gear 39 can be efficiently supplied to the oil catch tank 32, and the amount of lubricating oil necessary and sufficient for lubricating and cooling each part of the transaxle can be easily secured. Can do. And shortening of the travel distance in EV driving | running | working of the hybrid vehicle resulting from the fall of the cooling performance of the 1st, 2nd motor generators 6 and 9 can be suppressed.

  Further, since the actuator 57 is disposed in front of the transaxle case 4, the actuator 57 can be disposed behind the radiator 61 as shown in FIG. Thus, the actuator 57 can be efficiently cooled by the traveling wind S1, and the cooling performance of the actuator 57 can be improved. In addition, the degree of freedom of arrangement of the various components 62 in the engine compartment such as a brake device can be improved behind the transaxle case 4.

-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.

  The shape of the sleeve described above is an example (see FIGS. 2 and 3), and other shapes may be adopted as long as the shape can support the parking cam. Further, the configuration of the parking cam is an example (see FIG. 5 and the like), and other configurations may be adopted. For example, the parking cam may be configured to have a large diameter portion and a tapered portion, and a parking rod collar coupled to one end of the parking rod may be disposed adjacent to the tapered portion. When a range other than the parking range P is selected, the parking cam may be separated from the parking pole by moving the parking rod toward the other side in the axial direction (R2 direction side in FIG. 5). Moreover, the arrangement | positioning (refer FIG. 2) of each axis | shaft in the inside of the transaxle case mentioned above is an example, Comprising: Other arrangement | positioning may be employ | adopted.

  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 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, as a transmission, an FR (front engine rear drive) type transmission, 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 is applicable to a parking device provided in a transmission having at least an input shaft, a counter shaft, and a differential shaft.

4 transaxle case 5 input shaft 9 second motor generator 23 counter drive gear C1 tooth tip circle 34 counter shaft 35 counter driven gear C2 tooth tip circle 37 differential mechanism 39 final ring gear C3 tooth tip circle 43 differential shaft 45 MG shaft (transmission shaft) )
46 Reduction Gear 50 Parking Device 51 Parking Gear 52 Parking Pole 53 Parking Cam 53a Large Diameter Portion 54 Lock Sleeve 55 Parking Rod 56 Detent Lever 57 Actuator 58 Manual Shaft (Shaft)

Claims (6)

A parking device provided in a transmission having at least 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. There,
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 parking rod pushed and pulled to displace the parking pole relative to the parking gear;
A parking cam provided on one end of the parking rod;
The parking pole is configured to engage with the parking gear by the large diameter portion of the parking cam coming into contact with the parking pole by the movement of the parking rod to one side in the axial direction.
The parking pole is disposed between the counter shaft and the differential shaft;
The parking device, wherein the parking rod is disposed at a position not in contact with a tooth tip circle of the counter drive gear, a tooth tip circle of the counter driven gear, and a tooth tip circle of the ring gear. The parking apparatus according to claim 1, wherein
A parking device, wherein a sleeve for supporting the parking cam is disposed so as to overlap with a tooth tip circle of the counter driven gear and a tooth tip circle of the ring gear when viewed from one of the axial directions. The parking apparatus according to claim 1 or 2,
A shaft that rotates in conjunction with the driver's shift operation;
A lever member that is connected to the other end of the parking rod and moves with the shaft to move the parking rod;
The parking apparatus, wherein the shaft extends from the lever member toward the front side of the vehicle. The parking device according to claim 3,
An actuator for rotating the shaft;
A parking apparatus, wherein the actuator is disposed in front of a transmission case. In the parking apparatus as described in any one of Claims 1-4,
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 adjacent to the counter shaft in parallel with the counter shaft, and a gear that meshes with the counter driven gear is provided on the transmission shaft. Parking device. The parking apparatus according to claim 5, wherein
The central axis of the counter shaft is located behind the central axis of the input shaft,
The central axis of the differential shaft and the central axis of the transmission shaft are located behind the central axis of the counter shaft,
The parking apparatus according to claim 1, wherein a central axis of the input shaft, a central axis of the counter shaft, and a central axis of the transmission shaft are located above the central axis of the differential shaft.

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