JP2023149169A - shift actuator - Google Patents

Abstract

To provide a shift actuator that can detect the rotation angle of an output shaft even if the rotation angle exceeds 360°.SOLUTION: A shift actuator 100 comprises a first speed reduction mechanism 31 and a second speed reduction mechanism 32 for reducing the speed of the rotation of a rotating shaft 1a to output it, and an angle detection mechanism 4 for detecting the rotation angle of an output shaft 2. The first speed reduction mechanism 31 comprises: a worm gear 31a fixed to the rotating shaft 1a; and a worm wheel 31b engaged with the worm gear 31a, and supported by a shaft 5. The angle detection mechanism 4 comprises: a spur gear 41 to be rotated integrally with the output shaft 2; a spur gear 42 engaged with the spur gear 41, and supported by the shaft 5; a magnet 43 to be rotated integrally with the spur gear 42; and an angle sensor 44 provided so as to be opposed to the magnet 43.SELECTED DRAWING: Figure 3

Description

The present invention relates to a shift actuator.

Patent Document 1 describes a motor that drives a shift rail, a gear mechanism that transmits the rotation of the motor to the shift rail, a magnet that rotates together with the shift rail, and a magnetic sensor element that provides an output according to the rotation angle of the magnet. A shift actuator for switching the driving state of an automobile is disclosed.

JP2011-57221A

In the shift actuator described in Patent Document 1, if the rotation angle of the output shaft exceeds 360 degrees, there is a possibility that the magnetic sensor element will not be able to detect the rotation angle.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a shift actuator that can detect the rotation angle of an output shaft even if the rotation angle exceeds 360 degrees.

The present invention is a shift actuator for switching the drive state of a vehicle between two-wheel drive and four-wheel drive, and includes a motor having a rotating shaft, a first speed reduction mechanism that decelerates and outputs rotation of the rotating shaft, and The first speed reduction mechanism includes a second speed reduction mechanism that decelerates the output of the first speed reduction mechanism and outputs it to the output shaft, and an angle detection mechanism that detects the rotation angle of the output shaft. The second reduction mechanism includes a gear and a second gear that meshes with the first gear and is supported by the shaft, and the second reduction mechanism meshes with the third gear and a third gear that rotates integrally with the second gear. a fourth gear fixed to the output shaft; the angle detection mechanism includes a fifth gear that rotates together with the output shaft; a sixth gear that meshes with the fifth gear and is supported by the shaft; It is characterized by having a magnet that rotates together with the six gears, and an angle detector provided to face the magnet.

In this invention, even if the variation range of the rotation angle of the output shaft exceeds 360° (one rotation), the rotation angle of the magnet can be varied by adjusting the gear ratio of the fifth gear and the sixth gear. The range can be within 360°. This eliminates the need to count the number of rotations of the output shaft, so for example, in the event of a temporary loss of power, the number of rotations of the output shaft that has been counted will become unknown and the rotation angle of output shaft 2 will become unknown. It is possible to avoid a situation where the data cannot be detected.

Further, the present invention is characterized in that the sixth gear covers one end of the shaft and is supported so as to be rotatable relative to the shaft.

In this invention, the structure is simpler than a structure in which the sixth gear is supported at an intermediate position in the axial direction of the shaft. Thereby, assembly efficiency can be improved.

Further, the present invention is characterized in that the magnet is fixed to the sixth gear.

In this invention, the rotation angle transmitted to the sixth gear can be directly transmitted to the angle detector.

Moreover, the present invention is characterized in that it further includes a housing that accommodates the first deceleration mechanism, the second deceleration mechanism, and the angle detection mechanism, and the other end of the shaft is fixed to the housing.

In this invention, since the shaft is fixed to the housing, there is no need for a bearing to rotatably support the shaft. This makes it possible to suppress increases in costs.

Further, the present invention further includes a plate that partitions a space in which the first reduction mechanism and the second reduction mechanism are provided and a space in which the angle detector is provided in the housing, and the sixth gear is configured to move in the radial direction. is regulated by a plate.

In this invention, since the radial movement of the sixth gear is restricted by the plate, it is possible to suppress radial wobbling of the magnet that rotates integrally with the sixth gear. Thereby, it is possible to prevent a decrease in rotation angle detection accuracy.

Further, the present invention further includes a plate that partitions a space in which the first reduction mechanism and the second reduction mechanism are provided and a space in which the angle detector is provided in the housing, and the sixth gear is arranged in the axial direction of the shaft. The movement of the plate is regulated by a plate.

In this invention, since the movement of the shaft of the sixth gear in the axial direction is restricted by the plate, it is possible to suppress the vibration in the axial direction of the magnet that rotates integrally with the sixth gear. Thereby, it is possible to prevent a decrease in rotation angle detection accuracy.

According to the present invention, in the shift actuator, even if the rotation angle of the output shaft exceeds 360 degrees, the rotation angle can be detected.

FIG. 1 is a schematic diagram of a vehicle equipped with a shift actuator according to an embodiment of the present invention. FIG. 2 is an external view of a shift actuator according to an embodiment of the present invention. FIG. 3 is a perspective view of the shift actuator according to the embodiment of the present invention with the housing removed. FIG. 4 is a sectional view taken along the line IV-IV in FIG. 2 of the drive section of the shift actuator according to the embodiment of the present invention. FIG. 5 is a sectional view taken along line VV in FIG. 2 of the main parts of the shift actuator according to the embodiment of the present invention.

Hereinafter, a shift actuator 100 according to an embodiment of the present invention will be described with reference to the drawings.

First, the outline of the vehicle V in which the shift actuator 100 is mounted will be described with reference to FIG. Note that FIG. 1 is a schematic diagram of a vehicle V in which the shift actuator 100 is mounted.

The vehicle V of this embodiment is a rear-wheel drive vehicle that is normally driven only by the rear wheels RT. Torque output from engine E is transmitted to rear wheels RT through automatic transmission TM.

Shift actuator 100 is used to change the drive state of vehicle V between two-wheel drive and four-wheel drive. By controlling shift actuator 100, vehicle V is configured to be able to switch between two-wheel drive driven only by rear wheels RT and four-wheel drive driven by front wheels FT and rear wheels RT.

The vehicle V includes an engine E as a driving source, an automatic transmission TM that changes the speed of the engine E and outputs it, and a transfer TF that distributes the output torque of the automatic transmission TM to front wheels FT and rear wheels RT. Be prepared. Note that the drive source of the vehicle V is not limited to the engine E, but may be a motor, or the engine E and the motor.

The transfer TF includes a clutch CL that connects and disconnects power between the automatic transmission TM and the front wheels FT in a power transmission path from the engine E, and a shift actuator 100 that controls the operation of the clutch CL.

The clutch CL is configured by, for example, a multi-plate wet clutch. When the clutch CL is engaged, the torque output from the engine E is transmitted not only to the rear wheels RT but also to the front wheels FT via the clutch CL. On the other hand, when the clutch CL is released, the torque output from the engine E is not transmitted to the front wheels FT but only to the rear wheels RT.

Switching between rear-wheel drive and four-wheel drive is performed by switching a switch SW provided inside the vehicle interior. Note that the present invention is not limited to this, and the controller C may automatically switch between rear-wheel drive and four-wheel drive according to the driving state of the vehicle V.

Next, a specific configuration of the shift actuator 100 will be described with reference to FIGS. 2 to 5. FIG. 2 is an external view of the shift actuator 100. FIG. 3 is a perspective view of the shift actuator 100 with the housing 10 removed. FIG. 4 is a cross-sectional view of the drive section of the shift actuator 100. FIG. 5 is a cross-sectional view of the main parts of the shift actuator 100.

As shown in FIGS. 2 to 5, the shift actuator 100 includes a motor 1 as a drive unit, a deceleration mechanism 3 that decelerates the rotation of the rotating shaft 1a of the motor 1 and transmits the rotation to the output shaft 2, and a It includes an angle detection mechanism 4 that detects a rotation angle, and a housing 10 that accommodates the deceleration mechanism 3 and the angle detection mechanism 4.

The housing 10 includes a main body 10a in which a recess 10c for accommodating the deceleration mechanism 3 and the angle detection mechanism 4 is formed, and a cover 10b that covers the recess 10c.

The motor 1 is controlled by a controller C that controls the vehicle V using a battery (not shown) mounted on the vehicle V as a power source. As shown in FIGS. 2 to 4, the motor 1 includes a rotating shaft 1a, a coil portion 1b that generates rotational power to rotate the rotating shaft 1a by receiving power from a battery, and a coil portion 1b that generates rotational power to rotate the rotating shaft 1a. An electromagnetic brake 1c for regulation is provided.

As shown in FIG. 4, the rotating shaft 1a of the motor 1 is rotatably supported with respect to the housing 10 by a bearing 1d and a sleeve 1e. In this embodiment, as shown in FIG. 5 and the like, the rotating shaft 1a is arranged substantially perpendicular to the output shaft 2.

The rotating shaft 1a is connected to a rotor (not shown) of the coil portion 1b. The coil portion 1b is fixed to the outer surface of the housing 10 with bolts 70 (see FIG. 4, etc.).

The electromagnetic brake 1c is, for example, a non-excitation type electromagnetic brake. In the electromagnetic brake 1c, when a current is applied to the electromagnetic brake 1c, the brake is released and rotation of the rotating shaft 1a is allowed. On the other hand, when the application of current to the electromagnetic brake 1c is cut off, the brake is activated and the rotation of the rotating shaft 1a is restricted.

As shown in FIG. 4 and the like, the rotating shaft 1a of the motor 1 is provided with a worm gear 31a as a first gear. The worm gear 31a is provided in a region between the bearing 1d and the sleeve 1e.

As shown in FIG. 5 and the like, the deceleration mechanism 3 includes a first deceleration mechanism 31 that decelerates the rotation of the rotating shaft 1a of the motor 1, and a second deceleration mechanism 32 that further decelerates the output rotation of the first deceleration mechanism 31. has.

The first speed reduction mechanism 31 includes a worm gear 31a and a worm wheel 31b serving as a second gear that meshes with the worm gear 31a. The worm wheel 31b is rotatably supported by a shaft 5 whose end portion 5a is fixed to the housing 10.

The second reduction mechanism 32 includes a spur gear 32a as a third gear that rotates integrally with the worm wheel 31b, and a spur gear 32b as a fourth gear that meshes with the spur gear 32a and is fixed to the output shaft 2. have

The spur gear 32a is rotatably supported by the shaft 5 and rotates together with the worm wheel 31b. Specifically, the spur gear 32a and the worm wheel 31b are each manufactured separately, and they are coupled by adhesive or key coupling, so that they rotate as a unit. The spur gear 32a and the worm wheel 31b are held between the retaining ring 7 that is engaged with the shaft 5 and the bottom surface 10d of the recess 10c of the housing 10.

The spur gear 32b is fixed to the output shaft 2 and rotates together with the output shaft 2. The number of teeth of the spur gear 32b is greater than the number of teeth of the spur gear 32a.

By the first speed reduction mechanism 31 and second speed reduction mechanism 32 configured in this way, the rotation of the rotating shaft 1a of the motor 1 is slowed down at a predetermined speed ratio and transmitted to the output shaft 2.

As shown in FIG. 5, the shift actuator 100 further includes a plate 8 fixed within the housing 10 by bolts.

One end (end 2a) of the output shaft 2 is rotatably supported by a bearing 2b attached to the main body 10a of the housing 10. The other end (end 2d) of the output shaft 2 is rotatably supported by the plate 8 via a sleeve 2c serving as a bearing. An end portion 2a of the output shaft 2 passes through the main body portion 10a of the housing 10 and is connected to a power transmission mechanism (not shown) for controlling the operation of the clutch CL described above. Further, the output shaft 2 can be inserted between the main body 10a of the housing 10 and the plate 8 by inserting the end 2d into the through hole 8a formed in the plate 8 and fixing the plate 8 to the main body 10a of the housing 10. The shaft is held in place, and movement in the axial direction is restricted.

As shown in FIG. 5, the angle detection mechanism 4 meshes with a spur gear 41 as a fifth gear fixed to the output shaft 2 and rotates integrally with the output shaft 2, and is rotatably attached to the shaft 5. A spur gear 42 as a supported sixth gear, a magnet 43 attached to the spur gear 42 and rotating integrally with the spur gear 42, and an angle sensor 44 as an angle detector provided to face the magnet 43. and has.

In this embodiment, the spur gear 41 and the spur gear 42 constitute a speed reduction mechanism 40. The speed reduction mechanism 40 reduces the rotation angle of the output shaft 2 at a predetermined ratio and outputs the rotation angle of the spur gear 42 .

As shown in FIG. 5, the spur gear 42 includes a cap portion 42a that covers the end portion 5b of the shaft 5, and a gear portion 42b that meshes with the spur gear 41. The spur gear 42 is supported so as to be rotatable relative to the shaft 5 so as to cover the end 5b of the shaft 5.

The cap portion 42a includes a main body portion 42c to which the gear portion 42b is fixed on the outer periphery, a hole 42d formed in the main body portion 42c into which the end portion 5b of the shaft 5 is inserted, and a small diameter portion having an outer diameter smaller than that of the main body portion 42c. 42e, a stepped portion 42f constituted by the main body portion 42c and the small diameter portion 42e, and a projection portion 42g that is formed to protrude from the end surface of the small diameter portion 42e and to which the magnet 43 is fixed.

The outer diameter of the main body 42c of the spur gear 42 is larger than the inner diameter of the through hole 8b formed in the plate 8. The spur gear 42 is configured such that the shaft 5 is inserted into the hole 42d of the spur gear 42, and the small diameter portion 42e is inserted into the through hole 8b formed in the plate 8, and the plate 8 is inserted into the main body 10a of the housing 10. By fixing, it is held between the end 5b of the shaft 5 and the plate 8. At this time, the stepped portion 42f comes into slidable contact with the plate 8, thereby restricting movement of the spur gear 42 in the axial direction of the shaft 5.

The outer diameter of the small diameter portion 42e of the spur gear 42 is slightly smaller than the inner diameter of the through hole 8b formed in the plate 8. As a result, when the small diameter portion 42e is inserted into the through hole 8b formed in the plate 8, the spur gear 42 is restricted from moving in the radial direction by the plate 8.

In addition, when forming the spur gear 42, the cap part 42a and the gear part 42b may be formed separately and then formed by integrating them, or the cap part 42a and the gear part 42b may be formed from one member. A gear portion 42b may also be formed.

Angle sensor 44 is attached to substrate 45. The board 45 is attached to the cover 10b of the housing 10 with screws or the like. The rotation angle of the spur gear 42 detected by the angle sensor 44 is transmitted to the controller C (see FIG. 1). Note that the rotation angle of the spur gear 42 corresponds to the rotation angle obtained by reducing the rotation angle of the output shaft 2 by a predetermined ratio (reduction ratio) by the reduction gear mechanism 40.

The plate 8 partitions the space within the recess 10c of the housing 10 into a space S1 where the speed reduction mechanism 3 is provided and a space S2 where the angle sensor 44 and the substrate 45 to which the angle sensor 44 is attached are provided. The plate 8 is provided between the speed reduction mechanism 3 and the substrate 45, in other words, so as to cover the speed reduction mechanism 3. The plate 8 not only has the function of partitioning the inside of the recess 10c into a space S1 and a space S2, but also has the function of separating the inside of the recess 10c into a space S1 and a space S2. It has a function of preventing the particles from adhering to the substrate 45.

The plate 8 preferably completely partitions the recess 10c of the housing 10 into a space S1 and a space S2, that is, it is preferable to cover the entire space S1 where the deceleration mechanism 3 is provided. It is sufficient if it is provided between. Among the speed reduction mechanisms 3, the rotational speed of the worm gear 31a of the first speed reduction mechanism 31 is the fastest. Therefore, the lubricant applied near the worm gear 31a is likely to scatter. Further, as is clear from FIG. 5 and the like, there is a high possibility that the lubricant scattered by the rotation of the worm gear 31a will scatter toward the angle sensor 44 and the substrate 45 from the rotation direction of the worm gear 31a. Therefore, if fewer plates 8 can be provided between the first deceleration mechanism 31 and the substrate 45, it is possible to prevent the lubricant from adhering to the angle sensor 44 and the substrate 45. This can prevent the lubricant from adhering to the angle sensor 44 or the substrate 45, which would lower the detection accuracy of the angle sensor 44 or cause an electrical short circuit to occur in the substrate 45.

An example of control of the shift actuator 100 configured in this way will be explained.

When the switch SW (see FIG. 1) is operated to the position for switching to four-wheel drive, the controller C applies a current to the electromagnetic brake 1c to release the rotation restriction on the rotation shaft 1a of the motor 1, and then the motor A current is applied to the coil portion 1b of No. 1. As a result, the rotating shaft 1a of the motor 1 rotates. The rotation of the rotating shaft 1 a is reduced in speed by the first reduction mechanism 31 and the second reduction mechanism 32 and transmitted to the output shaft 2 . The rotation of the output shaft 2 is transmitted to the power transmission mechanism of the transfer TF (see FIG. 1), and is converted into a fastening force that fastens the clutch CL. When the clutch CL is engaged in this way, the torque output from the engine E is transmitted to the rear wheels RT, and is also transmitted to the front wheels FT via the clutch CL. Then, when the controller C determines that the rotation angle of the output shaft 2 has rotated to a rotation angle at which it can be determined that the clutch CL is engaged, based on the detected value of the angle sensor 44, the controller C controls the coil portion 1b of the motor 1. At the same time, the application of current to the electromagnetic brake 1c is stopped. This restricts the rotation of the rotating shaft 1a of the motor 1. At this time, since the output shaft 2 is mechanically connected to the rotating shaft 1a of the motor 1, the rotation of the output shaft 2 is also restricted. Thereby, clutch CL is maintained in the engaged state.

On the contrary, when the switch SW (see FIG. 1) is operated to the position for switching to two-wheel drive, the controller C applies a current to the electromagnetic brake 1c to release the restriction on the rotation of the rotation shaft 1a of the motor 1, and then , a current is applied to the coil portion 1b of the motor 1 to rotate the rotating shaft 1a of the motor 1 in the opposite direction. As a result, the rotating shaft 1a of the motor 1 rotates in the opposite direction. The rotation of the rotating shaft 1 a is reduced in speed by the first reduction mechanism 31 and the second reduction mechanism 32 and transmitted to the output shaft 2 . The rotation of the output shaft 2 is transmitted to the power transmission mechanism of the transfer TF (see FIG. 1) and converted into a force that reduces the engagement force of the clutch CL. In this way, when the clutch CL is released, the torque output from the engine E is not transmitted to the front wheels FT, but only to the rear wheels RT. Then, when the controller C determines that the rotation angle of the output shaft 2 has rotated to a rotation angle at which it can be determined that the clutch CL is released, based on the detected value of the angle sensor 44, the controller C controls the coil portion 1b of the motor 1. At the same time, the application of current to the electromagnetic brake 1c is stopped. This restricts the rotation of the rotating shaft 1a of the motor 1. At this time, since the output shaft 2 is mechanically connected to the rotating shaft 1a of the motor 1, the rotation of the output shaft 2 is also restricted. Thereby, clutch CL is maintained in a released state.

In addition, in this example, the case where the clutch CL is completely engaged or disengaged is explained, but by controlling the engaged state (torque capacity) of the clutch CL, the amount of driving force distributed between the front wheels FT and the rear wheels RT can be changed. It is also possible to control

Since the shift actuator 100 of this embodiment includes the angle detection mechanism 4 having the deceleration mechanism 40 configured by the spur gear 41 and the spur gear 42, the variation range of the rotation angle of the output shaft 2 is 360 degrees (1 Even in the case where the rotation angle exceeds 360°, the range of variation in the rotation angle of the magnet 43 can be kept within 360° by adjusting the speed ratio of the spur gear 41 and the spur gear 42. This eliminates the need to count the number of rotations of the output shaft 2, so in the event of a temporary loss of power, for example, the counted number of rotations of the output shaft 2 will become unknown and the number of rotations of the output shaft 2 will be lost. It is possible to avoid a situation where the rotation angle cannot be detected.

Furthermore, in the shift actuator 100 of this embodiment, the spur gear 42 to which the magnet 43 is attached is supported by the shaft 5 that supports the worm wheel 31b. Thereby, there is no need to separately provide a shaft for supporting the spur gear 42, so the device can be miniaturized.

The shift actuator 100 of this embodiment includes an electromagnetic brake 1c that restricts rotation of the rotating shaft 1a of the motor 1. The electromagnetic brake 1c controls the rotation of the rotating shaft 1a of the motor 1 when the spring reaction force of the clutch CL acts on the output shaft 2 as a reverse torque, thereby reducing the output mechanically connected to the rotating shaft 1a. Regulates rotation of shaft 2. As described above, since the shift actuator 100 includes the electromagnetic brake 1c, when a reverse torque is applied to the output shaft 2 due to the spring reaction force of the clutch CL, the output shaft 2 rotates and the clutch CL is prevented from being inadvertently activated. It is possible to prevent the drive force from being released or fastened, or from changing the amount of driving force distributed.

In the shift actuator 100 of this embodiment, the first deceleration mechanism 31 includes a worm gear 31a and a worm wheel 31b. The power transmission efficiency when power is transmitted from the worm wheel 31b to the worm gear 31a is lower than the power transmission efficiency when power is transmitted from the worm gear 31a to the worm wheel 31b. Therefore, when the above-mentioned reverse torque acts on the first speed reduction mechanism 31 from the output shaft 2, a part of this reverse torque can be absorbed by the first speed reduction mechanism 31. Thereby, the torque in the opposite direction transmitted to the rotating shaft 1a of the motor 1 can be reduced, so that the electromagnetic brake 1c can be downsized.

Furthermore, in the shift actuator 100 of this embodiment, the rotating shaft 1a and the output shaft 2 are arranged to be substantially perpendicular to each other. In a configuration in which the rotating shaft 1a and the output shaft 2 are arranged in parallel, when the shift actuator 100 is attached to the transfer TF, the coil portion 1b of the motor 1 is located in the axial direction of the output shaft 2, and the output It is necessary to secure a corresponding space in the axial direction of the shaft 2. On the other hand, in the shift actuator 100 of this embodiment, the rotating shaft 1a and the output shaft 2 are arranged to be substantially perpendicular to each other, so there is a space for providing the coil portion 1b of the motor 1 in the axial direction of the output shaft 2. Since this eliminates the need for the shift actuator 100, the space required to install the shift actuator 100 can be reduced.

In the above embodiment, the case where the deceleration mechanism 3 includes the first deceleration mechanism 31 and the second deceleration mechanism 32 has been described as an example, but the present invention is not limited to this. It may be.

In the above embodiment, the angle sensor 44 is provided to detect the rotation angle of the output shaft 2 of the shift actuator 100, but in addition to this, in order to directly detect the rotation angle of the output shaft 2, for example, the output shaft An angle sensor may be provided at a position facing the end portion 2d of 2. Alternatively, in addition to the value detected by the angle sensor 44, the rotation angle of the output shaft 2 is calculated from the rotation angle of the rotation shaft 1a of the motor 1 detected by a sensor that detects the rotation angle of the rotation shaft 1a of the motor 1. , may be used to control the motor 1.

Further, in the above embodiment, the shaft 5 is fixed to the main body 10a of the housing 10, but the invention is not limited to this. For example, a bearing may be provided between the shaft 5 and the housing 10, and the shaft 5 The shaft 5 and the worm wheel 31b may rotate together, or the shaft 5 and the spur gear 42 may rotate together.

In the embodiment described above, the spur gear 41 and the spur gear 42 constitute the speed reduction mechanism 40, but the spur gear 41 and the spur gear 42 may constitute the speed increase mechanism. In this case, the speed increasing mechanism increases the rotation angle of the output shaft 2 at a predetermined ratio and outputs it as rotation of the spur gear 42. When such a speed increasing mechanism is used, the resolution when detecting the rotation angle of the output shaft 2 can be improved.

The configuration, operation, and effects of the embodiment of the present invention configured as described above will be collectively described.

The shift actuator 100 includes a motor 1 having a rotating shaft 1a, a first reducing mechanism 31 that decelerates and outputs the rotation of the rotating shaft 1a, and a first reducing mechanism 31 that decelerates the output of the first reducing mechanism 31 and outputs it to the output shaft 2. The first reduction mechanism 31 includes a worm gear 31a (first gear) fixed to the rotation shaft 1a, and a worm gear 31a (first gear) fixed to the rotation shaft 1a. The second reduction mechanism 32 has a worm wheel 31b (second gear) that meshes with the worm wheel 31b (second gear) and is supported by the shaft 5, and the second reduction mechanism 32 is a spur gear that rotates integrally with the worm wheel 31b (second gear). 32a (third gear), and a spur gear 32b (fourth gear) that meshes with the spur gear 32a (third gear) and is fixed to the output shaft 2. a spur gear 41 (fifth gear) that rotates integrally with the shaft 5; a spur gear 42 (sixth gear) that meshes with the spur gear 41 (fifth gear) and is supported by the shaft 5; ), and an angle sensor 44 (angle detector) provided to face the magnet 43.

With this configuration, even if the variation range of the rotation angle of the output shaft 2 exceeds 360° (one rotation), the gear ratio of the spur gear 41 (fifth gear) and spur gear 42 (sixth gear) By adjusting the angle of rotation of the magnet 43, the variation range of the rotation angle of the magnet 43 can be made within 360 degrees. This eliminates the need to count the number of rotations of the output shaft 2, so in the event of a temporary loss of power, for example, the counted number of rotations of the output shaft 2 will become unknown and the number of rotations of the output shaft 2 will be lost. It is possible to avoid a situation where the rotation angle cannot be detected.

Further, in this configuration, the spur gear 42 (sixth gear) is supported by the shaft 5 that supports the worm wheel 31b (second gear). Thereby, there is no need to separately provide a shaft that supports the spur gear 42 (sixth gear), so the device can be downsized.

In the shift actuator 100, the spur gear 42 (sixth gear) is supported so as to be rotatable relative to the shaft 5 so as to cover the end 5b (one end) of the shaft 5.

This configuration has a simpler structure than a configuration in which the spur gear 42 (sixth gear) is supported at an intermediate position in the axial direction of the shaft 5. Thereby, assembly efficiency can be improved.

In the shift actuator 100, the magnet 43 is fixed to the spur gear 42 (sixth gear).

With this configuration, the rotation angle transmitted to the spur gear 42 (sixth gear) can be transmitted as is to the angle sensor 44 (angle detector).

The shift actuator 100 further includes a housing 10 that accommodates the first deceleration mechanism 31, the second deceleration mechanism 32, and the angle detection mechanism 4, and the end 5a (other end) of the shaft 5 is fixed to the housing 10.

In this configuration, since the shaft 5 is fixed to the housing 10, a bearing for rotatably supporting the shaft 5 is not required. This makes it possible to suppress increases in costs.

The shift actuator 100 further includes a plate 8 that partitions a space S1 in which the first deceleration mechanism 31 and the second deceleration mechanism 32 are provided and a space S2 in which an angle sensor 44 (angle detector) is provided in the housing 10. , the radial movement of the spur gear 42 (sixth gear) is restricted by the plate 8.

In this configuration, since the radial movement of the spur gear 42 (sixth gear) is restricted by the plate 8, the radial vibration of the magnet 43 that rotates together with the spur gear 42 (sixth gear) can be suppressed. I can do it. Thereby, it is possible to prevent a decrease in rotation angle detection accuracy.

The shift actuator 100 further includes a plate 8 that partitions a space S1 in which the first deceleration mechanism 31 and the second deceleration mechanism 32 are provided and a space S2 in which an angle sensor 44 (angle detector) is provided in the housing 10. , the movement of the spur gear 42 (sixth gear) in the axial direction of the shaft 5 is restricted by the plate 8.

In this configuration, since the movement of the spur gear 42 (sixth gear) in the axial direction of the shaft 5 is restricted by the plate 8, the axial movement of the magnet 43 that rotates together with the spur gear 42 (sixth gear) is prevented. Can be suppressed. Thereby, it is possible to prevent a decrease in rotation angle detection accuracy.

Although the embodiments of the present invention have been described above, the above embodiments merely show a part of the application examples of the present invention, and are not intended to limit the technical scope of the present invention to the specific configurations of the above embodiments. do not have.

In the above embodiment, the first deceleration mechanism 31 is configured with the worm gear 31a and the worm wheel 31b, but it is not limited to this, and any combination of bevel gears, spur gears, etc. There may be.

100... Shift actuator, 1... Motor, 1a... Rotating shaft, 1c... Electromagnetic brake, 2... Output shaft, 3... Reduction mechanism, 4... Angle detection mechanism, 5 Shaft, 5a End, 5b End, 8 Plate, 10 Housing, 31 First reduction mechanism, 31a Worm gear (first gear) , 31b... Worm wheel (second gear), 32... Second reduction mechanism, 32a... Spur gear (third gear), 32b... Spur gear (fourth gear), 40... Reduction mechanism, 41... Spur gear (fifth gear), 42... Spur gear (sixth gear), 43... Magnet, 44... Angle sensor (angle detector), 45... Board , S1...space, S2...space

Claims (6)

A shift actuator for switching the drive state of a vehicle between two-wheel drive and four-wheel drive,
a motor having a rotating shaft;
a first deceleration mechanism that decelerates and outputs the rotation of the rotating shaft;
a second deceleration mechanism that decelerates the output of the first deceleration mechanism and outputs it to an output shaft;
An angle detection mechanism that detects the rotation angle of the output shaft,
The first speed reduction mechanism is
a first gear fixed to the rotating shaft;
a second gear meshing with the first gear and supported by a shaft;
The second speed reduction mechanism is
a third gear that rotates together with the second gear;
a fourth gear meshing with the third gear and fixed to the output shaft;
The angle detection mechanism is
a fifth gear that rotates together with the output shaft;
a sixth gear meshing with the fifth gear and supported by the shaft;
a magnet that rotates together with the sixth gear;
A shift actuator comprising: an angle detector provided to face the magnet. The shift actuator according to claim 1,
The shift actuator is characterized in that the sixth gear is supported so as to be rotatable relative to the shaft so as to cover one end of the shaft. The shift actuator according to claim 1 or 2,
The shift actuator, wherein the magnet is fixed to the sixth gear. The shift actuator according to any one of claims 1 to 3,
Further comprising a housing that accommodates the first speed reduction mechanism, the second speed reduction mechanism, and the angle detection mechanism,
A shift actuator, wherein the other end of the shaft is fixed to the housing. The shift actuator according to claim 4,
In the housing, further comprising a plate that partitions a space where the first speed reduction mechanism and the second speed reduction mechanism are provided and a space where the angle detector is provided,
A shift actuator, wherein the sixth gear has a radial movement regulated by the plate. The shift actuator according to claim 4 or 5,
In the housing, further comprising a plate that partitions a space where the first speed reduction mechanism and the second speed reduction mechanism are provided and a space where the angle detector is provided,
The shift actuator is characterized in that the movement of the sixth gear in the axial direction of the shaft is regulated by the plate.

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