JP2022083868A - Vehicular driving device - Google Patents

Abstract

To enable use of a common driving source between an oil pump and a parking lock mechanism and secure rotation torque for operating the packing lock mechanism efficiently.SOLUTION: A vehicular driving device includes: a motor: a first rotary shaft member; a first one-way clutch connected to the first rotary shaft member; an oil pump which is connected to the first rotary shaft member through the first one-way clutch so as to operate in response to rotation of the motor in a first rotation direction; a second rotary shaft member which is offset relative to the first rotary shaft member in a radial direction; a speed reduction mechanism provided between the first rotary shaft member and the second rotary shaft member; a second one-way clutch which is connected to the second rotary shaft member so that the second rotary shaft member rotates in response to rotation of the motor in a second rotation direction; and a mechanism driving member which is provided at the second rotary shaft member and drives a parking lock mechanism. The mechanism driving member is disposed at the opposite side of the oil pump across the speed reduction mechanism in an axial direction.SELECTED DRAWING: Figure 5

Description

The present disclosure relates to a vehicle drive device.

There is known a technique for sharing a drive source between an oil pump and a parking lock mechanism by connecting an oil pump and a parking lock mechanism to one motor.

Japanese Unexamined Patent Publication No. 2008-169907

However, in the above-mentioned conventional technique, since the rotation of the motor is transmitted to the parking lock mechanism without being decelerated, it is difficult to efficiently secure the rotational torque for operating the parking lock mechanism.

Therefore, on one aspect, the present disclosure aims to efficiently secure the rotational torque for operating the parking lock mechanism while sharing the drive source between the oil pump and the parking lock mechanism. do.

On one side, the motor and
A first rotary shaft member that extends along the axial direction of the motor and outputs the rotation of the motor.
The first one-way clutch connected to the first rotary shaft member,
An oil pump connected to the first rotary shaft member via the first one-way clutch so as to operate in response to rotation of the motor in the first rotation direction.
The second rotary shaft member offset in the radial direction with respect to the first rotary shaft member,
A deceleration mechanism provided between the first rotary shaft member and the second rotary shaft member to decelerate the rotation of the motor and transmit it to the second rotary shaft member.
A second one-way clutch connected to the second rotation shaft member so that the second rotation shaft member rotates in response to rotation in the second rotation direction opposite to the first rotation direction of the motor.
A mechanism driving member provided on the second rotating shaft member so as to rotate integrally with the second rotating shaft member and for driving the parking lock mechanism is included.
A vehicle drive device is provided in which the mechanism drive member is arranged on the opposite side of the oil pump with the deceleration mechanism interposed therebetween in the axial direction of the motor.

On one aspect, according to the present disclosure, it is possible to efficiently secure the rotational torque for operating the parking lock mechanism while sharing the drive source between the oil pump and the parking lock mechanism. Become.

It is a skeleton diagram of a vehicle drive system. It is a block diagram which shows the outline of the structure of the parking lock mechanism in the operating state. It is a block diagram which shows the outline of the structure of the parking lock mechanism in a non-operating state. It is a skeleton diagram of the drive device for a vehicle according to this embodiment. It is sectional drawing of the drive device for a vehicle by this Example. It is sectional drawing of the drive device for a vehicle by the plane along the line AA of FIG. It is sectional drawing of the drive device for a vehicle by the plane along the line BB of FIG. 5 in the engaged state of the engaging member. It is sectional drawing of the drive device for a vehicle by the plane along the line BB of FIG. 5 in the non-engagement state of the engaging member. It is a figure which shows roughly the positional relationship (arrangement) of each element of a vehicle drive system. It is a schematic flowchart which shows the operation example of the drive device for a vehicle. It is a skeleton diagram of the drive device for a vehicle according to another embodiment. It is a skeleton diagram of a vehicle drive device according to still another embodiment.

Hereinafter, each embodiment will be described in detail with reference to the accompanying drawings. The dimensional ratios in the drawings are merely examples and are not limited to these, and the shapes and the like in the drawings may be partially exaggerated for convenience of explanation.

First, an example of a vehicle drive system to which the vehicle drive device according to the present embodiment is suitable is outlined, and then an example of a parking lock mechanism to which the vehicle drive device according to the present embodiment is suitable to be applied. After the outline of the above, the vehicle drive device according to this embodiment will be described in detail.

FIG. 1 is a skeleton diagram of the vehicle drive system 100.

In the example shown in FIG. 1, the vehicle drive system 100 includes a rotary electric machine MG that is a drive source of the wheels W, and a drive transmission mechanism 7 that connects the rotary electric machine MG and the wheels W so as to be able to transmit power. The drive transmission mechanism 7 includes an input member 2, a counter gear mechanism 4, a differential gear mechanism 6, and left and right output members 66 and 68.

The input member 2 has an input shaft 2a and an input gear 2b. The input shaft 2a is a rotating member that rotates around the first shaft A1. The input gear 2b is a gear that transmits the rotational torque (driving force) from the rotary electric machine MG to the counter gear mechanism 4. The input gear 2b is connected to the input shaft 2a of the input member 2 so as to rotate integrally with the input shaft 2a of the input member 2.

The counter gear mechanism 4 is arranged between the input member 2 and the differential gear mechanism 6. The counter gear mechanism 4 has a counter shaft 4a, a first counter gear 4b, and a second counter gear 4c.

The counter shaft 4a is a rotating member that rotates around the second shaft A2. The second axis A2 extends parallel to the first axis A1. The first counter gear 4b is an input element of the counter gear mechanism 4. The first counter gear 4b meshes with the input gear 2b of the input member 2. The first counter gear 4b is connected to the counter shaft 4a so as to rotate integrally with the counter shaft 4a.

The second counter gear 4c is an output element of the counter gear mechanism 4. In this embodiment, as an example, the second counter gear 4c is formed to have a smaller diameter than the first counter gear 4b. The second counter gear 4c is connected to the counter shaft 4a so as to rotate integrally with the counter shaft 4a.

The differential gear mechanism 6 is arranged on the third axis A3 as its rotation axis. The third axis A3 extends parallel to the first axis A1. The differential gear mechanism 6 distributes the driving force transmitted from the rotary electric machine MG side to the left and right output members 66 and 68. The differential gear mechanism 6 includes a differential input gear 61, and the differential input gear 61 meshes with the second counter gear 4c of the counter gear mechanism 4. Further, the differential gear mechanism 6 includes a differential case 62, and a pinion shaft, pinion gears, left and right side gears, and the like are housed in the differential case 62. The left and right side gears are connected to the left and right output members 66 and 68 so as to rotate integrally with each other.

Each of the left and right output members 66 and 68 is driven and connected to the left and right wheels W. Each of the left and right output members 66 and 68 transmits the driving force distributed by the differential gear mechanism 6 to the wheel W. The left and right output members 66 and 68 may be composed of two or more members.

In the vehicle drive system 100 shown in FIG. 1, a parking gear 31 described later is arranged in the vicinity of the first counter gear 4b of the counter gear mechanism 4. The parking gear 31 is connected to the counter shaft 4a so as to rotate integrally with the counter shaft 4a. A parking lock mechanism 30 (see FIGS. 2 and 3), which will be described later, is connected to the parking gear 31. In the modified example, the parking gear 31 (and the parking lock mechanism 30 accordingly) may be provided at another position in the drive transmission mechanism 7.

Although the vehicle drive system 100 having a specific structure to which the vehicle drive device 8 according to the present embodiment is preferably applied has been described here with reference to FIG. 1, the vehicle drive device according to the present embodiment has been described. The vehicle drive system to which 8 is applicable is not limited to such a specific structure, and is applicable to various vehicle drive systems in which the parking gear 31 can be arranged. For example, the vehicle drive system 100 may include a reduction mechanism having another structure (for example, a planetary gear mechanism) in place of or in addition to the counter gear mechanism 4, or the reduction mechanism may be omitted.

2 and 3 are block diagrams showing an outline of the configuration of the parking lock mechanism 30. FIG. 2 shows a state of the parking lock state, and FIG. 3 shows a state of the parking lock release state. In FIGS. 2 and 3, the Y direction and the Y1 side and the Y2 side along the Y direction are defined, and the Z direction and the Z1 side and the Z2 side along the Z direction are defined. The Y direction corresponds to the axial direction of the parking rod 33, which will be described later. The Z direction corresponds to the axial direction of the driven member 53 of the cam mechanism 50 described later.

As shown in FIGS. 2 and 3, the parking lock mechanism 30 includes a parking pole 32, a parking rod 33, a cam member 34, a support roller 35, a cam spring 36, and a detent lever 38 in addition to the parking gear 31.

As described above, the parking gear 31 is connected to the counter shaft 4a so as to rotate integrally with the counter shaft 4a in the vicinity of the first counter gear 4b. The parking gear 31 has a plurality of teeth 31a on the outer circumference. The parking pole 32 has a protrusion 32a that can be engaged with the parking gear 31. Further, the parking pole 32 is urged by a spring 32b so as to be separated from the parking gear 31. The parking rod 33 is provided so as to be reciprocally movable along its axial direction (Y direction), and its base end portion (the end portion on the Y2 side in FIGS. 2 and 3) is rotatably connected to the detent lever 38. .. The cam member 34 is formed in a cylindrical shape, and the parking rod 33 is inserted so as to be movable in the axial direction of the parking rod 33. The support roller 35 is rotatably supported, for example, by the case 101 (see FIG. 8) of the vehicle drive system 100, and sandwiches the cam member 34 together with the parking pole 32. The cam spring 36 urges the cam member 34 so that one end thereof is supported by the parking rod 33 and the parking pole 32 is pressed against the parking gear 31.

The detent lever 38 is formed in a substantially L shape and has a base portion 381, a first free end portion 382, and a second free end portion 383. The base portion 381 is a base portion (corner portion) of the first free end portion 382 and the second free end portion 383, and is rotatable by, for example, a shaft 386 attached to a case 101 (see FIG. 8) of the vehicle drive system 100. It is supported. The first free end portion 382 is rotatably connected to the base end portion (the end portion on the Y2 side in FIGS. 2 and 3) of the parking rod 33. On the outer periphery of the second free end portion 383, a contact surface 383a that comes into contact with one end surface (the end surface on the Z1 side in FIGS. 2 and 3) of the driven member 53 of the cam mechanism 50, which will be described later, is formed.

In such a parking lock mechanism 30, as shown in FIG. 2, when the protrusion 32a of the parking pole 32 engages with the recess between the two adjacent teeth 31a of the parking gear 31, the counter shaft 4a is locked. Will be done. That is, a parking lock state (operating state) in which the rotation of the counter shaft 4a is locked is realized. Further, as shown in FIG. 3, when the protrusion 32a of the parking pole 32 does not engage with the recess between the two adjacent teeth 31a of the parking gear 31, the counter shaft 4a is rotatable. At this time, the parking lock release state (non-operating state) in which the rotation lock of the counter shaft 4a is released is realized.

Such a parking lock mechanism 30 is driven by a cam mechanism 50 via a motor 9.

The cam mechanism 50 includes a cam 51 and a driven member 53 that reciprocates with the rotation of the cam 51.

The cam 51 is connected to the cam rotation shaft 50a so as to rotate integrally with the cam rotation shaft 50a. In this embodiment, as will be described later, the cam rotation shaft 50a is realized by the second rotation shaft member 83.

The length of the cam 51 in the radial direction up to the outer peripheral surface with respect to the cam rotation shaft 50a changes periodically along the circumferential direction around the cam rotation shaft 50a. The cam 51 has, for example, a circular shape, and may be provided eccentrically with respect to the cam rotation shaft 50a. In this embodiment, as an example, the cam 51 has a non-circular shape, and has a cam small diameter portion 511 having the smallest radial length to the outer peripheral surface with respect to the cam rotation shaft 50a, and a cam rotation shaft 50a. It has a cam large diameter portion 512 having the longest radial length to the reference outer peripheral surface. The cam small diameter portion 511 and the cam large diameter portion 512 are located diagonally and are set to have a phase offset by 180 degrees. In the modified example, the cam small diameter portion 511 and the cam large diameter portion 512 may be alternately formed at other angles such as every 90 degrees. In this embodiment, the cam 51 functions as a component of the vehicle drive device 8 described later.

The driven member 53 is formed in a columnar shape, and one end surface abuts on the contact surface 383a of the second free end portion 383 of the detent lever 38, and the other end surface abuts on the outer peripheral surface of the cam 51. The driven member 53 is movably supported by a support member (not shown) along its axial direction (Z direction in FIGS. 2 and 3), and is supported by a spring (not shown) on the cam rotation shaft 50a side (FIGS. 2 and 3). (Z2 side in FIG. 3) is urged.

The driven member 53 moves along the axial direction (Z direction in FIGS. 2 and 3) as the cam 51 rotates together with the cam rotation shaft 50a. Specifically, as shown in FIG. 2, the driven member 53 is located closest to the Z2 side when it comes into contact with the cam small diameter portion 511 of the cam 51 in the Z direction. Further, as shown in FIG. 3, the driven member 53 is located closest to the Z1 side when it comes into contact with the cam large diameter portion 512 of the cam 51 in the Z direction.

When the driven member 53 is moved to the Z2 side most by the rotation of the cam rotation shaft 50a (and the accompanying rotation of the cam 51) from the parking lock release state (non-operating state) shown in FIG. 3, the parking lock state shown in FIG. (Operating state) is realized. Specifically, as the driven member 53 moves to the Z2 side, the detent lever 38 rotates counterclockwise from the state shown in FIG. 3, the parking rod 33 moves to the Y1 side in FIG. 3, and the cam. The cam member 34 urged by the spring 36 presses the parking pole 32 so as to engage with the parking gear 31, and the protrusion 32a of the parking pole 32 has two adjacent teeth of the parking gear 31 as shown in FIG. Engage in the recess between 31a.

Further, when the driven member 53 is moved to the Z1 side most by the rotation of the cam rotation shaft 50a (and the accompanying rotation of the cam 51) from the parking lock state (operating state) shown in FIG. 2, the parking lock is released as shown in FIG. A state (non-operating state) is realized. Specifically, as the driven member 53 moves to the Z1 side, the detent lever 38 rotates clockwise from the state shown in FIG. 2, the parking rod 33 moves to the Y2 side in FIG. 2, and the cam member. The pressing of the parking pole 32 by 34 is released, and the protrusion 32a of the parking pole 32 is separated from the recess between the two adjacent teeth 31a of the parking gear 31 as shown in FIG.

In this way, in this embodiment, the parking lock mechanism 30 is driven by the cam mechanism 50 as the cam rotation shaft 50a rotates.

Although the parking lock mechanism 30 having a specific structure to which the vehicle drive device 8 according to the present embodiment is preferably applied has been described here with reference to FIGS. 2 and 3, the vehicle according to the present embodiment has been described. The parking lock mechanism to which the drive device 8 is applicable is not limited to such a specific structure, and is various as long as it can be configured to switch between an operating state and a non-operating state with the rotation of the cam rotation shaft 50a in one direction. It can be applied to various parking lock mechanisms. For example, in the example shown in FIGS. 2 and 3, the parking rod 33 reciprocates in the Y direction, but the parking rod 33 reciprocates along the second axis A2, which is the rotation axis of the parking gear 31. It may be arranged.

Next, with reference to FIGS. 4 and later, a vehicle drive device 8 according to the present embodiment, which is suitable to function together with the vehicle drive system 100 and the parking lock mechanism 30 described above, will be described.

FIG. 4 is a skeleton diagram of the vehicle drive device 8 according to the present embodiment. FIG. 5 is a cross-sectional view of the vehicle drive device 8 according to the present embodiment, and is a cross-sectional view taken along a plane passing through the central axis A4 of the motor 9. In FIGS. 4 and 5, the X direction and the X1 side and the X2 side along the X direction are defined. The X direction corresponds to the direction along the central axis A4 of the motor 9 (that is, the axial direction of the motor 9). FIG. 6 is a cross-sectional view of the vehicle drive device 8 in a plane along the line AA of FIG. 5, and is an explanatory view of the cam 51 in the vehicle drive device 8. 7A and 7B are cross-sectional views of the vehicle drive device 8 in a plane along the line BB of FIG. 5, and are explanatory views of the detent mechanism 86.

In the following description, for each rotating element, the clockwise and counterclockwise rotations when the vehicle drive device 8 is viewed from the X2 side of FIG. 4 are forward rotation (rotation in the first rotation direction) and reverse rotation (rotation in the first rotation direction), respectively. (Rotation in the second rotation direction). Further, in the following, the radial direction, the axial direction, and the circumferential direction are directions with reference to the central axis A4 and the central axis A5, unless otherwise specified.

As shown in FIGS. 4 and 5, the vehicle drive device 8 includes a motor 9, an oil pump 10, a first one-way clutch 81, a second one-way clutch 82, and a second rotary shaft member in the case 80. It includes 83, a deceleration mechanism 85, a detent mechanism 86, and a cam 51 of the cam mechanism 50 described above.

The case 80 may be formed of a plurality of case members. In the example shown in FIG. 5, the case 80 is divided into a plurality of cases in the axial direction and the like, and mainly includes a first case 801 that supports the oil pump 10 and a second case that supports the bearing 926 and the pump drive shaft 11. 802, a third case 803 that supports the bearing 921 and the reduction mechanism 85, a fourth case 804 that supports the motor 9, a fifth case 805 that supports (accommodates) the electronic control unit 48, a bearing 924, and a detent mechanism. Includes a sixth case 806 supporting the 86.

The motor 9 includes a rotor 91 and a stator 92. The rotor 91 includes a rotor core 911 and a first rotary shaft member 912 forming a rotor shaft. The motor 9 is driven and controlled by the electronic control unit 48 to rotate the first rotary shaft member 912. The first rotary shaft member 912 extends along the central shaft A4. The first rotary shaft member 912 is rotatably supported by the case 80 by bearings 920 and 921.

In the example shown in FIG. 5, the end of the first rotary shaft member 912 extends to the first one-way clutch 81, but the first rotary shaft member 912 may be a shorter shaft member. Often, in this case, the end on the X1 side may be coaxially connected to another shaft member extending to the first one-way clutch 81.

The oil pump 10 is electric and is driven by a motor 9. When operating, the oil pump 10 sucks oil from, for example, an oil pool at the bottom of the case 101 (see FIG. 8) of the vehicle drive system 100, and discharges the oil. The oil discharged from the oil pump 10 may be used for various cooling and lubrication. For example, the oil discharged from the oil pump 10 may be used for cooling or lubricating the rotary electric machine MG or the like.

The oil pump 10 has a pump drive shaft 11 arranged concentrically with respect to the central shaft A4. The pump drive shaft 11 is rotatably supported by the case 80 (second case 802 in FIG. 5) via the bush 72. The oil pump 10 may be, for example, a gear pump, a vane pump, or the like. In this embodiment, the oil pump 10 is a gear pump, and is connected to the pump drive shaft 11 so that the inner gear 10a rotates integrally with the pump drive shaft 11.

The first one-way clutch 81 is provided in a power transmission path from the motor 9 to the oil pump 10 (hereinafter, referred to as a "first power transmission path" for the sake of distinction). The first one-way clutch 81 is provided between the first rotary shaft member 912 and the pump drive shaft 11 on the first power transmission path. The inner ring side of the first one-way clutch 81 is connected to the X1 side end of the first rotary shaft member 912, and the outer ring side is connected to the pump drive shaft 11. In the modified example, as described above, the first one-way clutch 81 is concentric with the first rotary shaft member 912 and the other shaft member (which rotates integrally with the first rotary shaft member 912). It may be connected via a shaft member).

When the motor 9 rotates in the forward direction and the first rotary shaft member 912 rotates in the forward direction, the first one-way clutch 81 transmits the rotation to the pump drive shaft 11 and the oil pump 10 accordingly, but the motor 9 rotates in the reverse direction. When the first rotary shaft member 912 rotates in the reverse direction, the rotation is not transmitted to the oil pump 10 side.

The second one-way clutch 82 is provided in a power transmission path (hereinafter, referred to as “second power transmission path” for distinction) from the motor 9 to the parking lock mechanism 30. The second one-way clutch 82 is provided between the first rotary shaft member 912 and the second rotary shaft member 83 on the second power transmission path. In this embodiment, the second one-way clutch 82 is provided between the speed reduction mechanism 85 and the second rotary shaft member 83 on the second power transmission path. The inner ring side of the second one-way clutch 82 is connected to the second rotary shaft member 83, and the outer ring side is connected to the deceleration mechanism 85.

When the motor 9 rotates in the reverse direction and the first rotary shaft member 912 rotates in the reverse direction, the second one-way clutch 82 transfers the rotation to the second rotary shaft member 83 and the parking lock mechanism 30 accordingly via the reduction mechanism 85. However, when the motor 9 rotates in the forward direction and the first rotation shaft member 912 rotates in the forward direction, the rotation is not transmitted to the second rotation shaft member 83 side.

In the present embodiment, the second one-way clutch 82 is provided coaxially with the second rotary shaft member 83 in such a manner that it overlaps the deceleration mechanism 85 when viewed in the radial direction. As a result, as will be described later, the reduction mechanism 85 can be connected to the radial outside of the second one-way clutch 82, so that the member rotating about the central axis A5 is passed through the radial inside of the second one-way clutch 82. It can be configured by one member of the shaft member 83, and the number of parts can be reduced.

The second rotation axis member 83 extends along the central axis A5 parallel to the central axis A4 of the first rotation axis member 912. Further, the second rotary shaft member 83 is offset in the radial direction with respect to the first rotary shaft member 912.

The second rotary shaft member 83 is supported by the case 80 on both sides (X1 side and X2 side) of the second one-way clutch 82. Specifically, the second rotary shaft member 83 extends so as to penetrate the inner ring side of the second one-way clutch 82 in the axial direction, and both ends thereof are rotatably supported by the case 80 via bearings 926 and 924. Will be done. As a result, the rotational stability of the second rotary shaft member 83 can be improved as compared with the case where the second rotary shaft member 83 is supported via bearings other than at both ends.

The second rotating shaft member 83 is provided with an uneven portion 861 of the detent mechanism 86, which will be described later. The uneven portion 861 includes an engaging groove 8611 to which the engaging member 862 of the detent mechanism 86 can be engaged, as will be described later. Further details of the uneven portion 861 will be described later in relation to the detent mechanism 86.

Further, the second rotation shaft member 83 is provided with a detected portion 41 of the rotation sensor 40. The rotation sensor 40 may be, for example, a rotary encoder using a sensor element 42 such as a Hall element or a magnetoresistive element. In this embodiment, the detected portion 41 is provided adjacent to the enlarged diameter portion 831 of the second rotating shaft member 83 from the X1 side in the axial direction. This facilitates axial positioning of the detected portion 41. When the sensor element 42 of the rotation sensor 40 is a Hall element, the detected portion 41 may be realized by a permanent magnet provided on the outer peripheral portion of the second rotation shaft member 83. In this case, the permanent magnet is arranged so that the magnetic poles on the outer peripheral portion of the second rotating shaft member 83 change periodically along the circumferential direction, and the sensor element 42 faces the detected portion 41 in the radial direction. Then, three may be arranged around the central axis A5 at equal intervals (every 120 degrees). The detected portion 41 may have a ring shape attached to the second rotating shaft member 83.

The second rotary shaft member 83 preferably has a detected portion 41 on the X2 side of the motor 9 in the axial direction. In this case, as shown in FIG. 5, the sensor element 42 can be accommodated in the fifth case 805 (the case accommodating the electronic control unit 48). For example, the sensor element 42 may be mounted on a substrate 481 on which various electronic components (for example, a microcomputer or the like) forming the electronic control unit 48 are mounted. In this case, the sensor element 42 may be arranged so as to face the detected portion 41 in the radial direction (diametrical direction related to the central axis A5) via the opening portion 8051 (or window portion) of the fifth case 805. .. As a result, the sensor element 42 can be protected by the fifth case 805, and the wiring length from the sensor element 42 to the electronic control unit 48 can be minimized. In the modified example, the sensor element 42 may be supported by the fifth case 805 itself. Also in this case, the wiring length from the sensor element 42 to the electronic control unit 48 can be minimized.

Further, a cam 51 is attached to the second rotary shaft member 83. That is, the second rotary shaft member 83 forms the cam rotary shaft 50a described above. In this embodiment, the cam 51 is provided adjacent to the enlarged diameter portion 831 of the second rotary shaft member 83 from the X2 side in the axial direction. That is, the cam 51 is provided on the side opposite to the detected portion 41 with the enlarged diameter portion 831 interposed therebetween in the axial direction. This facilitates axial positioning of the cam 51. By attaching the cam 51 to the second rotary shaft member 83 in this way, the cam 51 can be arranged in the case 80. In this case, the case 80 (for example, the sixth case 806) may be formed with a hole 8061 through which the driven member 53 of the cam mechanism 50 is inserted. In this case, the driven member 53 can move in the case 80 through the hole 8061 along its axial direction (see axis I1 in FIG. 6).

The cam 51 preferably faces the recess 8052 in the fifth case 805 in the radial direction. The concave portion 8052 is in a form of being recessed in a direction away from the central axis A5. This makes it possible to increase the diameter of the cam large diameter portion 512 of the cam 51, and efficiently increase the difference between the outer diameter of the cam small diameter portion 511 of the cam 51 and the outer diameter of the cam large diameter portion 512 of the cam 51. can do. For example, the difference between the outer diameter of the cam small diameter portion 511 of the cam 51 and the outer diameter of the cam large diameter portion 512 of the cam 51 can be efficiently increased as compared with the case where the concave portion 8052 is not formed. As a result, the amount of operation of the parking lock mechanism 30 (for example, the amount of rotation of the detent lever 38, the amount of stroke of the parking rod 33, etc.) can be efficiently increased, and the stability and reliability of the operation of the parking lock mechanism 30 can be improved. can.

In the example shown in FIG. 5, from the same viewpoint, the outer diameter of the portion to which the cam 51 is attached is smaller than the outer diameter of the portion to which the ring-shaped member 834 described later is attached. In this case, the cam small diameter portion 511 of the cam 51 has substantially the same radial distance from the engagement groove 8611 of the detent mechanism 86, which will be described later, from the central axis A5. As a result, the difference between the outer diameter of the cam small diameter portion 511 of the cam 51 and the outer diameter of the cam large diameter portion 512 of the cam 51 can be increased.

In this embodiment, the cam 51 is attached to the second rotary shaft member 83 on the X2 side of the speed reduction mechanism 85 in the axial direction. That is, the cam 51 is arranged on the opposite side of the oil pump 10 with the deceleration mechanism 85 interposed therebetween in the axial direction. As a result, the mountability of the parking lock mechanism 30 is improved. This effect will be described later with reference to FIG.

The deceleration mechanism 85 is provided between the first rotary shaft member 912 and the second rotary shaft member 83 on the second power transmission path. In this embodiment, the reduction mechanism 85 is provided between the first rotary shaft member 912 and the second one-way clutch 82 on the second power transmission path.

The speed reduction mechanism 85 is arranged between the motor 9 and the first one-way clutch 81 in the axial direction together with the second one-way clutch 82. In this embodiment, the reduction mechanism 85 and the second one-way clutch 82 are arranged axially between the first one-way clutch 81 and the bearing 921.

The reduction mechanism 85 may have any configuration such as a counter gear mechanism or a planetary gear mechanism. In this embodiment, the reduction mechanism 85 includes a first gear 851 around the first rotary shaft member 912, an idler gear 852, and a second gear 853 around the second rotary shaft member 83.

The first gear 851 rotates with the central axis A4 as the center of rotation. The first gear 851 is connected to the first rotary shaft member 912 so as to rotate integrally with the first rotary shaft member 912.

The idler gear 852 is provided between the first gear 851 and the second gear 853. The idler gear 852 is rotatably supported by the case 80 (in FIG. 5, the second case 802 and the third case 803) about the rotation shaft A6. The teeth 852a on the outer peripheral portion of the idler gear 852 mesh with the teeth of the first gear 851 and the teeth 853a of the second gear 853 on both sides in the radial direction.

The second gear 853 is connected to the second rotary shaft member 83 via the second one-way clutch 82 in such a manner that it can rotate around the central shaft A5. The second gear 853 is connected to the second one-way clutch 82 so as to rotate integrally with the outer ring of the second one-way clutch 82.

According to such a reduction mechanism 85, the rotation of the motor 9 can be decelerated and transmitted to the second rotation shaft member 83, and the rotation torque of the cam 51 attached to the second rotation shaft member 83 (cam rotation shaft 50a) can be reduced. Can be efficiently increased.

By the way, for example, when the vehicle is stopped on a relatively steep road, the parking lock state is switched to the parking lock release state (that is, the parking lock mechanism 30 is switched from the operating state to the non-operating state), etc. The rotational torque of the cam 51 required for the switching tends to be relatively large. This is because a relatively large load is generated between the parking gear 31 and the parking pole 32.

In this respect, for example, in a comparative example in which the rotation of the motor 9 is directly transmitted to the parking lock mechanism 30 without decelerating (not shown, for example, the configuration described in Patent Document 1), the parking lock state is changed to the parking lock release state. In order to generate the relatively high rotational torque required for switching, it becomes necessary to impart an excessive capacity (for example, a capacity significantly exceeding the minimum capacity capable of appropriately driving the oil pump 10) to the motor 9.

On the other hand, according to the present embodiment, as described above, the rotation of the motor 9 can be decelerated and transmitted to the parking lock mechanism 30, so that the inconvenience caused by the comparative example can be prevented. That is, according to this embodiment, it is possible to generate a relatively high rotational torque required for switching from the parking lock state to the parking lock release state without imparting an excessive capacity to the motor 9.

The detent mechanism 86 functions with respect to the rotation of the cam 51. Specifically, the detent mechanism 86 sets the rotation position of the cam 51 corresponding to the operating position of the parking lock mechanism 30 as the operating rotation position, and deactivates the rotation position of the cam 51 corresponding to the non-operating position of the parking lock mechanism 30. When the rotation position is set, the cam 51 has a function of easily realizing and easily holding the operating rotation position and the non-operating rotation position.

In this embodiment, the detent mechanism 86 includes an uneven portion 861, an engaging member 862, and a spring 863.

The uneven portion 861 is provided on the second rotary shaft member 83 as shown in FIGS. 7A and 7B. As a result, the detent mechanism 86 can be provided in the case 80, and an efficient configuration can be realized.

Specifically, the uneven portion 861 is formed on the outer peripheral surface of the ring-shaped member 834 that is integrally attached to the second rotary shaft member 83. The uneven portion 861 includes an engaging groove (detent groove) 8611. The engaging groove 8611 is set to a phase shifted by 180 degrees around the central axis A5, corresponding to the relationship between the cam small diameter portion 511 and the cam large diameter portion 512 of the cam 51. That is, the engaging grooves 8611 are provided at a total of two locations around the central axis A5 at every 180 degrees.

The engaging member 862 is provided on the outer peripheral surface of the ring-shaped member 834 so as to face each other in the radial direction. The engaging member 862 is movable in the radial direction related to the central axis A5 according to the uneven portion 861 on the outer peripheral surface of the ring-shaped member 834 facing in the radial direction. The tip portion 8621 (diametrically inner end) of the engaging member 862 is shaped to fit into the engaging groove 8611.

The spring 863 urges the engaging member 862 radially inward toward the outer peripheral surface of the ring-shaped member 834. The spring 863 is, for example, in the form of a coil spring, and its central axis I2 is arranged so as to coincide with the radial direction of the central axis A5. The radially outer end of the spring 863 is supported by the case 80 (6th case 806 in FIG. 5), and the radially inner end is radially related to the central axis A5 with respect to the engaging member 862. Contact with.

The urging force of the spring 863 is the engaging member in the engaged state in which the engaging member 862 shown in FIG. 7A is fitted in the engaging groove 8611 (hereinafter, simply referred to as "engaged state of the engaging member 862"). It functions to maintain the engaged state of 862. Further, the urging force of the spring 863 functions to pull the engaging member 862 into the engaging groove 8611. That is, the spring 863 promotes an easy transition from the non-engaged state of the engaged member 862 to the engaged state (and the corresponding easy rotation of the second rotating shaft member 83), while the spring 863 is from the engaged state. It has a function of inhibiting the easy transition to the non-engaged state (and the corresponding easy rotation of the second rotating shaft member 83). Note that FIG. 7B shows the non-engaged state of the engaging member 862 when the second rotating shaft member 83 is rotated by 90 degrees from the engaged state of the engaging member 862 shown in FIG. 7A. Further, FIG. 5 shows the engaged state and the non-engaged state of the engaging member 862 separately on both sides of the line BB.

Such a detent mechanism 86 operates in response to the rotation of the second rotary shaft member 83 together with the cam 51 of the cam mechanism 50. That is, when the second rotating shaft member 83 rotates, the operating rotation position and the non-operating rotation position of the cam 51 alternately occur every 180 degrees, and the engaging state of the engaging member 862 occurs every 180 degrees. .. At this time, the detent mechanism 86 and the cam 51 are associated with each other so that the engaged state of the engaging member 862 is realized according to each of the operating rotation position and the non-operating rotation position of the cam 51. That is, the engaging groove 8611 is provided around the central axis A5 at a rotation position corresponding to the operating rotation position of the cam 51 and a rotation position corresponding to the non-operating rotation position of the cam 51, respectively. This makes it possible to improve the positional stability of the cam 51 at each of the operating rotation position and the non-operating rotation position. Further, in relation to the urging force of the spring 863 described above, easy rotation toward each of the operating rotation position and the non-operating rotation position (and the corresponding easy rotation of the second rotating shaft member 83) is promoted, and at the same time. , The easy rotation away from each of the working rotation position and the non-operating rotation position (and the corresponding easy rotation of the second rotation shaft member 83) is hindered.

In the example shown in FIG. 5, the detent mechanism 86 is arranged so as to overlap the motor 9 when viewed in the radial direction related to the central axis A5. However, the detent mechanism 86 may be arranged at an arbitrary position along the axial direction related to the central axis A5.

Next, with reference to FIG. 8, a part of the effect of this embodiment (improvement of mountability of the parking lock mechanism 30) will be described.

FIG. 8 is a diagram schematically showing the positional relationship (arrangement) of each element of the vehicle drive system 100.

In this embodiment, as described above, the cam 51 is arranged on the X2 side of the deceleration mechanism 85 in the axial direction, that is, on the opposite side of the oil pump 10 with the deceleration mechanism 85 interposed therebetween. In this case, in the layout of the vehicle drive system 100 as shown in FIG. 8, the mountability of the parking lock mechanism 30 can be effectively enhanced.

Specifically, in the example shown in FIG. 8, the parking gear 31 and the rotary electric machine MG are arranged on both sides separated from each other in the X direction. That is, the parking gear 31 is provided adjacent to the X2 side of the first counter gear 4b of the counter gear mechanism 4. In this case, when the cam 51 is arranged on the X1 side (that is, the same side as the oil pump 10) of the reduction mechanism 85, a significant offset in the X direction occurs between the cam 51 and the parking gear 31, and parking occurs. It becomes difficult to establish the lock mechanism 30.

On the other hand, according to the present embodiment, since the cam 51 is arranged on the X2 side (that is, the side opposite to the oil pump 10) of the reduction mechanism 85, the cam 51 is located between the cam 51 and the parking gear 31. Significant offset in the X direction can be eliminated. As a result, the parking lock mechanism 30 can be easily established. That is, the mountability of the parking lock mechanism 30 is improved.

Next, the operation of the vehicle drive device 8 described above will be outlined.

FIG. 9 is a schematic flowchart showing an operation example of the vehicle drive device 8. The vehicle drive device 8 is controlled by the electronic control unit 48 as described above.

In step S900, the electronic control unit 48 determines whether or not the switching condition between the operating state and the non-operating state of the parking lock mechanism 30 is satisfied. The switching condition is arbitrary, but may be satisfied, for example, in response to a switching operation by a user (for example, a driver). If the determination result is "YES", the process proceeds to step S902, and if not, the process proceeds to step S904.

In step S902, the electronic control unit 48 realizes switching between the operating state and the non-operating state of the parking lock mechanism 30 by rotating the motor 9 in the reverse direction. In this case, when the electronic control unit 48 detects the switching between the operating state and the non-operating state of the parking lock mechanism 30 based on the sensor signal from the sensor element 42 of the rotation sensor 40, the driving of the motor 9 is stopped. You may let me.

In step S904, the electronic control unit 48 determines whether or not the operating conditions of the oil pump 10 are satisfied. The operating conditions of the oil pump 10 are arbitrary, but may be set based on, for example, the operating state of the rotary electric machine MG. If the determination result is "YES", the process proceeds to step S906, and in other cases, the process ends as it is.

In step S906, the electronic control unit 48 drives the oil pump 10 by rotating the motor 9 in the forward direction.

In this way, according to the operation example shown in FIG. 9, the parking lock mechanism 30 and the oil pump 10 can be selectively operated by using the motor 9 as a common drive source. As a result, an efficient configuration can be realized as compared with the case where different drive sources are used.

Although each embodiment has been described in detail above, the present invention is not limited to a specific embodiment, and various modifications and changes can be made within the scope of the claims. It is also possible to combine all or a plurality of the components of the above-described embodiment. Further, among the effects of each embodiment, the effect related to the dependent term is an additional effect distinct from the superordinate concept (independent term).

For example, in the above-described embodiment, the second one-way clutch 82 is arranged so as to overlap the deceleration mechanism 85 when viewed in the radial direction related to the central axis A5, but the present invention is not limited to this. For example, as shown in the vehicle drive device 8A according to another embodiment shown in FIG. 10, the second one-way clutch 82 may be arranged on the X2 side of the speed reduction mechanism 85A. In the example shown in FIG. 10, the deceleration mechanism 85A is formed by a counter gear mechanism.

Further, in the above-described embodiment, the second one-way clutch 82 is provided on the second rotary shaft member 83, but the present invention is not limited to this. For example, as shown in the vehicle drive device 8B according to another embodiment shown in FIG. 11, the second one-way clutch 82 may be provided on the first rotary shaft member 912. That is, the second one-way clutch 82 may be provided on the first rotary shaft member 912 in parallel with the first one-way clutch 81. In this case, the second one-way clutch 82 may be connected to the second rotary shaft member 83 via the reduction mechanism 85B so that the second rotary shaft member 83 rotates in response to the reverse rotation of the motor 9. In the example shown in FIG. 11, the deceleration mechanism 85B is formed by a counter gear mechanism.
In the example shown in FIG. 11, the second one-way clutch 82 is provided on the first rotary shaft member 912 offset with respect to the second rotary shaft member 83 in such a manner that it overlaps the reduction mechanism 85B when viewed in the radial direction. As a result, since the reduction mechanism 85B can be connected to the radial outside of the second one-way clutch 82, the member rotating about the central axis A5 can be composed of one member of the second rotating shaft member 83, and the number of parts can be increased. Can be reduced.

8 ... Vehicle drive device, 9 ... Motor, 10 ... Oil pump, 30 ... Parking lock mechanism, 40 ... Rotation sensor, 41 ... Detected part, 42 ... Sensor Element, 48 ... Electronic control unit (control device), 51 ... Cam (mechanical drive member), 80 ... Case (housing), 81 ... 1st one-way clutch, 82 ... 2nd One-way clutch, 83 ... 2nd rotary shaft member, 85 ... deceleration mechanism, 86 ... detent mechanism, 861 ... uneven portion, 912 ... 1st rotary shaft member, 924, 926 ... Bearing

Claims (5)

With the motor
A first rotary shaft member that extends along the axial direction of the motor and outputs the rotation of the motor.
The first one-way clutch connected to the first rotary shaft member,
An oil pump connected to the first rotary shaft member via the first one-way clutch so as to operate in response to rotation of the motor in the first rotation direction.
The second rotary shaft member offset in the radial direction with respect to the first rotary shaft member,
A deceleration mechanism provided between the first rotary shaft member and the second rotary shaft member to decelerate the rotation of the motor and transmit it to the second rotary shaft member.
A second one-way clutch connected to the second rotation shaft member so that the second rotation shaft member rotates in response to rotation in the second rotation direction opposite to the first rotation direction of the motor.
A mechanism driving member provided on the second rotating shaft member so as to rotate integrally with the second rotating shaft member and for driving the parking lock mechanism is included.
The mechanism driving member is a vehicle driving device arranged on the opposite side of the oil pump with the deceleration mechanism interposed therebetween in the axial direction of the motor. A rotation sensor that detects the rotation angle of the mechanism driving member, and
Further including a control device for controlling the motor based on a sensor signal from the sensor element of the rotation sensor.
The control device is arranged on the opposite side of the oil pump across the motor in the axial direction of the motor.
The vehicle drive device according to claim 1, wherein the sensor element is housed in or supported by the housing of the control device. The vehicle drive device according to claim 1 or 2, wherein the second rotary shaft member is supported on both sides of the second one-way clutch by bearings at both ends. The method according to any one of claims 1 to 3, wherein the deceleration mechanism is arranged so as to overlap the second one-way clutch when viewed in a direction orthogonal to the axial direction of the second rotary shaft member. Vehicle drive. The first aspect of the present invention further includes a detent mechanism provided on the second rotating shaft member, having an uneven portion related to an operating position and a non-operating position of the parking lock mechanism, and functioning with respect to the rotation of the mechanism driving member. The vehicle drive device according to any one of 4 to 4.

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