JP2528900B2 - Parking lock mechanism for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Field of Industrial Application The present invention relates to a parking lock for an automatic transmission mounted on an automobile, particularly a four-wheel drive vehicle based on FF (front engine / front wheel drive). The present invention relates to a mechanism, and more particularly, to a retaining structure for a support shaft that pivotally supports a parking lock lever.

(B) Conventional technology Generally, a so-called automatic vehicle equipped with an automatic transmission is equipped with a selector lever that shifts to each shift position such as a parking range, a reverse range, a neutral range, a low range, and a drive range.
By shifting the selector lever between the low range and the drive range, the operating range of the automatic shifting function is set. Further, the parking range is used as a double parking brake when parking, and locks the wheels by mechanically locking a gear that is interlocked with the output shaft of the automatic transmission.

In the parking lock mechanism, as shown in FIG. 4A, a parking lock lever 56 is swingably supported in the vicinity of a parking lock gear 55 that is integrally linked to an output gear 53 of the automatic transmission. The parking lock lever 56 is rotated upward in conjunction with the operation of the selector lever to the parking range, and the lock claw 56a is mechanically locked by the engagement of the lock gear 55. It is configured to lock.

Conventionally, the parking lock lever 70 is shown in FIG. 4 (b).
As shown in, the slit formed on the lever support 66 '
The pivot pin 60 is rotatably supported by inserting the pivot pin 60 from the lateral direction into the pin hole 66a 'formed in the lever support portion 66' in the state of being inserted into the 67 '.
A notch portion 60a is formed at one end projecting outward, and a snap portion formed at one end of the clamp 61 is fitted in the notch portion 60a, and a bolt hole is formed at a bolt hole formed at the other end of the clamp 61. The pivot pin 60 is regulated so as not to come off in the lateral direction by inserting the 62 and screwing it into the side portion of the lever supporting portion 66 '.

(C) Problems to be Solved by the Invention However, the bolt 62 fastening the clamp 61 to the lever support portion 66 'projects laterally, that is, toward the input ring gear 1'of the front differential device 3'. Therefore, for example, when the differential device 3'is extended and its position is changed by the design of the power transmission device for a four-wheel drive vehicle, and the position of the input gear 1'is changed, the input gear 1'is changed. 'Becomes close to the bolt 62, and the ring gear 1'is attached to the gear mount case 6'.
There is a possibility that the bolt 12 'fixing the bolt may interfere with the bolt 62 during rotation.

Therefore, an object of the present invention is to provide a parking lock mechanism that eliminates the bolts that fix the pivot pin to the lever support portion by changing the structure for preventing the pivot pin from coming off, thereby eliminating the above-mentioned problems. It is what

(D) Means for Solving the Problems The present invention has been made in view of the above circumstances, and is, for example, FIG. 1 (a), (b), (c) and FIG. 2 (a),
Referring to (b), the gear (55) interlocking with the output gear (53) is engaged with the lock claw (70b) of the parking lock lever (70) interlocking with the selector lever to lock the wheel. In the parking lock mechanism of the automatic transmission configured as described above, the slit portion (67) is formed in the lever support portion (66).
And the parking lock lever (70) is inserted into the slit portion (67) to be rotatably supported by the support shaft (69), and further, the slit portion (67) of the support shaft (69). The engaging portion (69a) is formed at a portion corresponding to
It is characterized in that a clamp (71) is fitted in a).

(E) Operation Based on the above configuration, when the driver parks the vehicle and the driver shifts the selector lever to the parking range,
In conjunction with this, the parking lock lever (70) rotates and its locking pawl (70b) meshes with the gear (55) that interlocks with the output gear (53) to lock the gear (55) to lock the wheels. Lock. Then, the support shaft (69) that rotatably supports the parking lock lever (70) on the lever support portion (66) is clamped (71) to the locking portion (69a) at a position corresponding to the slit portion (67). ) Is fitted, it will not come out of the lever support (66).

(F) Example Hereinafter, an example of the present invention will be described with reference to the drawings.

As shown in FIG. 3, a power transmission device 5 for a full-time front engine front four-wheel drive vehicle of a horizontal type has an input gear 1 to which power is transmitted from an engine (not shown) via a torque converter and an automatic transmission. The input gear 1 is fixed to the gear mount case 6. The mount case 6 is formed of a divided case piece, is fastened together with the input gear 1 by a bolt 12, is supported by a support case 9 by tapered roller bearings 7a, 7b, and has therein the front differential device 3 and The differential control device 10 is housed. Further, the front differential device 3 has a front differential case 3c rotatably supported by two needle bearings 11a and 11b described later in the mount case 6, and
The differential case 3c extends longitudinally and rotatably supports a pinion shaft 3d that supports the pinion 3p to form a carrier, and left and right side gears 3a and 3b extend horizontally and are rotatably supported. Left and right front axles 8l, 8r are respectively connected to the side gears 3a, 3b so as to transmit power.

Also, the right side of the input gear mount case 6, that is,
A transfer case 13 that can be split into two parts, left and right, is installed behind the engine.
Inside, a transfer unit 15 is mounted coaxially with the input gear mount case 6 and the front differential device 3. The transfer unit 15 has a ring gear mount case 16 and the ring gear mount case 16
Can be divided into two parts on the left and right, and integrally supports a ring gear 17 for driving a rear wheel composed of a hypoid gear, and is rotatably supported by a transfer case 13 via a pair of tapered roller bearings 19, 19. I have.
A gear 21, which is a hypoid gear formed on a driven pinion shaft 20, is constantly meshed with the gear 17, and the driven pinion shaft 20 is a left and right rear axle shaft via a known propeller shaft and a rear differential device (not shown). Is connected to the power transmission. The center differential device 2 is disposed in the ring gear mount case 16,
The center differential device 2 includes a differential carrier 2c having an open end. Further, the differential carrier 2c is connected to a sleeve portion 6b extending from the input gear mount case 6 and has a connecting boss portion 2c '.
Is open at the opposite side, and is rotatably supported by the ring gear mount case 16 with needle bearings 23, 23 interposed between the open end portion and the connection boss 2c '. A pinion shaft 2d supporting the pinion 2p is attached to the differential carrier 2c, the right side gear 2b is directly spline-coupled to the ring gear mount case 16, and the left side gear 2a is connected to the differential carrier. linked to the differential case 3c of the front differential 3 through a boss portion 2c 'fitted within and sleeve portion 3c which is fitted on the right front axle shafts 8r _1'.

Further, the differential control device 10 is arranged in the input gear mount case 6 provided so as to cover the front differential device 3 and coaxially with the device 3, and the wet multi-plate clutch 26 and its hydraulic actuator 27 are arranged. Consists of. The clutch plate has its separator plate connected to the mount case 6 and its friction plate connected to the differential case 3c. The separator plate and the friction plate are pressed and controlled by a hydraulic actuator 27. Also,
The hydraulic actuator 27 includes a first piston 28 and a second piston 29 which are housed in a cylinder formed in the mount case 6 in an oil-tight manner, and a reaction force located between the two pistons and arranged in an oil-tight manner. These pistons constitute a double piston with the first piston 28 abutting on the outer peripheral flange of the second piston 29 and the reaction force plate 30 abutting on the cylinder end face. Further, a valve unit 31 for the differential control device 10 is installed in the transfer case 13, and the control hydraulic pressure from the unit 31 passes through a pipe 32 and oil passages 33, 35 to a first oil chamber of a hydraulic actuator 27. 27a and the second oil chamber 27b.

Further, in the automatic transmission adjacent to the input gear mount case 6, FIG. 1 (c) and FIGS. 2 (a), (b) are provided.
As shown in FIG. 2, a lever support portion 66 is installed in the vicinity of the input gear 1, slit portions 67 are formed at a predetermined interval in the lever support portion 66, and the pin holes 66a are oriented in the lateral direction. Are formed. Further, the pivot pin 69 is fitted into the pin hole 66a, and the pivot pin 69 has a cutout portion 69a formed at a position corresponding to the slit portion 67. As shown in FIGS. 1 (a) and 2 (b), the parking lock lever 70 has a fitting hole 70a formed at one end for fitting the pivot pin 69, and an upper portion at the center thereof. The locking claw 70b is formed toward the front side, and the periphery of the fitting hole 70a on one side is formed in a step shape and narrower than the other portion, and a slight gap is formed when the slit is inserted into the slit portion 67. Is configured. Further, when the parking lock lever 70 is inserted into the slit portion 67 and the pivot pin 69 is inserted from the lateral direction, the clamp 71 is clamped in the notch portion 69a exposed to the side of the lock lever 70 in the slit portion 67.
Is fitted.

As shown in FIGS. 1 (a), 1 (b) and 2 (b), the clamp 71 is composed of a leaf spring, and has a snap portion 71a fitted at one end thereof into a cutout portion 69a of the pivot pin 69.
Is formed, and at the other end, a bent portion 71b to be fitted below the lock lever 70 is formed. Then, insert one end of the parking lock lever 70 into the slit portion 67,
Fit the pivot pin 69 from the lateral direction together with the pin hole 66a and the fitting hole 70a
The lock lever 70 and the lever support 66.
The clamp portion 71a of the clamp 71 is fitted into the notch portion 69a exposed between the lock lever 70 and the lever support portion 66 in this state, and the bent portion 71b of the clamp 71 is further attached to the lock lever 70. The lock lever 70 is stably supported and the pivot pin 69 is prevented from slipping off by fitting the lock lever 70 downward. As a result, the parking lock lever 70
Rotates upward about the pivot pin 69 in conjunction with shifting a selector lever (not shown) to the parking range, and its lock pawl 70b is integrally interlocked with the output gear 53 of the automatic transmission. It is constructed so that it can be engaged with a gear 55 for parking lock (see FIG. 4) to lock the wheels.

 Next, the operation based on the above structure will be described.

The rotation of the engine is appropriately shifted by the automatic transmission and transmitted to the input gear mount case 6 via the input gear 1. During normal traveling, that is, when the driver puts the shift lever in the D range and selects the automatic mode, the solenoid valve of the valve unit 31 is in the ON state, and the clutch pressure is reduced in proportion to the line pressure. The pressure is supplied to both oil chambers 27a and 27b of the hydraulic actuator 27 via the pipe 32 and the oil passages 33 and 35, and the wet multi-plate clutch 26 is in a connected state with a predetermined crimping force. Therefore, the center differential device 2 is provided with the differential carrier 2c and the right side gear.
2a is coupled with a predetermined coupling force, and the differential is limited by the predetermined regulation force. As a result, when the frictional force between the road surface and the tire is smaller than the regulation force, for example, on a road surface having a small friction coefficient such as a snow road or a dirt road, the center differential device 18 is substantially based on the pressure bonding force of the friction multi-plate clutch 26. In the direct connection state, the rotation of the input gear mount case 6 is transmitted to the differential case 3c of the front differential device 3 via the friction clutch 26 and the center differential device 2 that rotates integrally,
Further, the left and right side gears 3a and 3b are torque-distributed through the pinion 3p to drive the left and right front wheels, and are transmitted to the driven pinion shaft 20 through the ring gear 17 and the gear 21 fixed to the center differential device 2, and further rear Torque is distributed by the differential device to drive the left and right rear wheels. Further, when the frictional force between the road surface and the tire is substantially balanced with the regulation force by the clutch 26, for example, when traveling at relatively high speed on a paved road, tire slip occurs due to the friction coefficient of the road surface. The clutch 26 is crimped while slipping so that it does not occur. That is, the center differential device 2 distributes the torque to the front and rear wheels while absorbing the rotation difference between the front and rear wheels in a state in which the torque distribution to the front and rear wheels approaches 50:50.

In addition, when the steering angle is turned to a large extent at a low speed, such as when entering a garage, there is a difference in rotation between the front wheels and the rear wheels. The pressing force by the actuator 27 is also weak, and the engaging force of the friction clutch 26 of the differential control device 10 is also weak. Therefore, the left and right side gears 2a, 2b of the center differential device 2 based on the rotation difference between the front wheels and the rear wheels.
In order to allow the relative rotation of the friction clutch 26, the friction clutch 26 controls the differential of the center differential device 2 while sliding to prevent the occurrence of the tight corner braking phenomenon.
Transmits torque to the front and rear wheels.

On the other hand, when the driver shifts the selector lever to the parking range to park the vehicle, the parking lock lever 70 interlocks with this and pivots upward about the pivot pin 69. Therefore, the lock lever 70 mechanically locks the gear 55 by engaging the lock claw 70b with the gear 55 that is integrally interlocked with the output gear 53 of the automatic transmission, whereby the vehicle locks the wheels. To be done. At this time, the pivot pin 69, which rotatably supports the parking lock lever 70, is prevented from moving by the clamp 71 in which the snap portion 71a is fitted in the notch portion 69a being brought into contact with the side surface of the lock lever 70. , It does not come out of the pin 66a.

(G) Effect of the Invention As described above, according to the present invention, the parking lock lever (70) is inserted into the slit portion (67) of the lever support portion (66) and is pivotally supported by the support shaft (69). In addition, since the clamp (71) is fitted in the locking portion (69a) formed in the portion of the support shaft (69) corresponding to the slit portion (67), the structure is simple. It is possible to reliably prevent the support shaft (69) from coming off, so that the support shaft (69) does not have to be supported by a bolt on the side of the lever support portion (66) so that the support shaft (69) does not come off. It is possible to eliminate problems such as interference with a member that is close to.

Furthermore, the output gear (53) is a wet multi-plate clutch (26),
When it is engaged with a ring gear (1) fixed to a four-wheel drive gear mount case (6) that houses a hydraulic actuator (27) and a front differential device (3), a wet multi-plate clutch (four-wheel drive) is used. The mount case (6) is increased in size by housing a device such as 26) in the gear mount case (6), which causes the ring gear (1) or the gear (1) to be mounted in the gear mount case (6). Even if the bolt (12) fixed to the lock lever (70) comes close to the parking lock lever (70), it is not necessary to use a bolt for preventing the spindle (69) from coming off the lock lever (70). Since the ring gear (1) and the bolt (12) do not project laterally, it is possible to reliably prevent the problem that the ring gear (1) and the bolt (12) interfere with the retaining bolt.

[Brief description of drawings]

FIG. 1 shows the installation structure of a parking lock lever according to the present invention, (a) is a side view thereof, and (b) is FIG. 1 (a).
Sectional drawing by the bb line, (c) is the figure which looked at the parking lock lever from back. Further, FIG. 2 shows the pivot pin and the lever support portion, and (a) shows before the assembly,
FIG. 3B is a diagram showing the assembled structure, and FIG. 3 is a sectional view showing the power transmission device for a four-wheel drive vehicle according to the present invention. FIG. 4 (a) is a sectional view showing an integrated structure of a conventional automatic transmission and a front differential device, and FIG. 4 (b) is a conventional retaining structure of a pivot pin for pivotally supporting a parking lock lever. FIG. 1 ... Ring gear (input gear), 53 ... Output gear, 55 ...
… Gear (gear for parking lock), 66 …… Lever support part, 66a …… Pin hole, 67 …… Slit part, 69 …… Spindle (pivot pin), 69a …… Locking part (notch part), 70 ......
Parking lock lever, 70a ... fitting hole, 70b ... Lock claw, 71 ..., Clamp, 71a ... Snap part.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Fumitomo Yokoyama 10 Takane, Fujii-cho, Anjo-shi, Aichi Aisin Warner Co., Ltd. (72) Masaharu Tanaka 1-cho, Toyota-cho, Aichi Prefecture Toyota Motor Corporation In-company (72) Inventor Kojiro Kuramochi 1 Toyota-cho, Toyota-shi, Aichi Toyota Motor Co., Ltd. (56) Bibliographic reference Sho 60-113259 (JP, U) JP-B 49-17163 (JP, B1) )

Claims (2)

(57) [Claims] Claim: What is claimed is: 1. A parking lock mechanism for an automatic transmission, wherein a gear interlocked with an output gear is engaged with a locking pawl of a parking lock lever interlocked with a selector lever to lock a wheel. Forming a portion, and inserting the parking lock lever into the slit portion to rotatably support the spindle, and further forming a locking portion at a portion of the spindle corresponding to the slit portion, A parking lock mechanism characterized in that a clamp is fitted in the stopper. 2. The first gear according to claim 1, wherein the output gear is meshed with a ring gear fixed to a gear mount case for a four-wheel drive containing a wet multi-plate clutch, a hydraulic actuator and a front differential device. Parking lock mechanism.