JP4821804B2 - Parking pole, parking device, and hybrid vehicle - Google Patents

Description

  The present invention relates to a parking pole, a parking device, and a hybrid vehicle, and in particular, a parking pole that engages with a parking gear to restrict rotation of the parking gear, and includes an engagement portion that engages with the parking gear and the parking gear. A parking pawl that is rotatably supported at positions facing each other and driven by a driving means, and an engaging portion engages with a parking gear, a parking device including the parking pawl, and the parking device The present invention relates to a hybrid vehicle provided.

  As a parking pole of a parking device used in a vehicle or the like, an engaging portion that engages with a parking gear and an outer peripheral portion of the parking gear are rotatably supported at positions facing each other, and are engaged by being driven by a driving means. A parking pole whose part engages with a parking gear is known. For example, Patent Document 1 discloses a parking mechanism including such a parking pole.

  In the parking mechanism of Patent Document 1, as shown in FIG. 10, a parking gear 102 having teeth 102 a is fixedly provided on the outer periphery of the rotation main shaft 101 of the automatic transmission. A parking pole 110 having a claw (engagement portion) 111 facing the parking gear 102 is rotatably disposed.

  The parking pole 110 is urged to rotate toward the parking gear 102 when the select lever is operated to the parking range by a cam (driving means) 106 that operates corresponding to a select lever (not shown) operated by the driver. The pawl 111 engages with the teeth 102 a of the parking gear 102. When in the range other than the parking range, the parking pole 110 is biased by the spring 107 in the direction in which the pawl 111 is separated from the parking gear 102.

  In FIG. 10, reference sign θ indicates that the claw 111 is engaged with the teeth 102 a of the parking gear 102 (refer to reference numeral 110 b during parking operation) and the claw 111 is engaged with the teeth 102 a of the parking gear 102. The rotation angle of the parking pole 110 during the absence state (when the parking is not activated, see the reference numeral 110a) is shown. A symbol L indicates a cam lift amount that is a lift amount of the cam 106 with respect to the parking pole 110 when operated to the parking range.

Japanese Utility Model Publication No. 6-49849

  Here, in order to improve the shift feeling when operating the shift lever (select lever), it is effective to make the rotation angle of the parking pole small. When the rotation angle of the parking pole is small, the distance from the pole shaft that supports the parking pole in a rotatable manner to the cam can be increased even with the same cam lift amount.

  Therefore, if the rotation angle of the parking pole can be reduced, the load (shift load) for moving the cam forward and backward can be reduced. As a result, the shift feeling is good in the shift cable car. Further, in the shift-by-wire vehicle, the actuator torque required for driving the cam can be reduced, so that the motor can be reduced in size.

  The parking pole between the state in which the parking pole is driven and the engaging portion is engaged with the parking gear (when the parking operation is performed) and the state where the engaging portion is not engaged with the parking gear (when the parking operation is not performed) It is desirable to be able to reduce the rotation angle.

  It is an object of the present invention to rotatably support an engaging portion that engages with a parking gear and an outer peripheral portion of the parking gear so that the engaging portion engages with the parking gear by being driven by driving means. Provided is a parking pole capable of reducing the rotation angle of the parking pole between a state where the engaging portion is engaged with the parking gear and a state where the engaging portion is not engaged with the parking gear. That is.

The parking pawl according to the present invention is a parking pawl that engages with a parking gear to restrict rotation of the parking gear, and an engaging portion that engages with the parking gear and an outer peripheral portion of the parking gear face each other. The engaging part is engaged with the parking gear by being rotatably supported at a position and driven by a driving means, and a facing part that is a part facing the outer peripheral part of the parking gear in the engaging part is: The engaging portion has a concave shape that is recessed outward in the radial direction of the parking gear, and is formed in an arc shape corresponding to an outermost locus of the parking gear when the parking gear rotates. In the non-operating state where the parking gear does not engage with the parking gear, both ends in the circumferential direction of the parking gear at the facing portion rotate the parking gear. Located on a virtual circle around the heart, and the circumferential direction of the central portion of the opposing portion than said imaginary circle located in the radially outward rotation arc of the facing portion of the parking gear It is characterized by being substantially concentric with the center .

  The parking apparatus according to the present invention includes the parking pole, the parking gear, and the driving means.

  In the parking device of the present invention, the parking gear has a convex shape that protrudes outward in the radial direction, and has a convex portion that engages with the engaging portion. The circumferential side portion, which is a portion that engages with the radial direction, is formed in a tapered shape in which the outer side in the radial direction protrudes in the circumferential direction as compared with the inner side in the radial direction. To do.

  The hybrid vehicle of the present invention includes the parking device and a plurality of drive sources that drive the vehicle, and the parking device is provided in a power transmission device that transmits the power of the plurality of drive sources to the drive shaft of the vehicle. It is characterized by.

  In the hybrid vehicle of the present invention, the stator fixed to the case of the power transmission device, and the rotating shaft that is disposed inside the stator and rotatably supported by the case is integrally rotated with the rotating shaft. A rotating electrical machine that functions as the drive source, and a transmission mechanism that decelerates the rotation of the rotation shaft and transmits the rotation to the drive shaft, and the parking gear is coupled to the rotation shaft. It is characterized by being.

According to the present invention, the engaging portion that engages with the parking gear and the outer peripheral portion of the parking gear are rotatably supported at positions facing each other, and the engaging portion is engaged with the parking gear by being driven by the driving means. In the parking pole to be combined, the facing portion, which is the portion facing the outer peripheral portion of the parking gear in the engaging portion, has a concave shape that is recessed outward in the radial direction of the parking gear , and when the parking gear rotates. It is formed in an arc shape corresponding to the outermost locus of the parking gear, and in the non-operating state where the engaging portion is not engaged with the parking gear, both ends in the circumferential direction of the parking gear at the facing portion are rotated by the parking gear. located on a virtual circle around the center, and the central portion of the circumferential direction of the opposing portion is positioned radially outward of the imaginary circle, the arc of the facing portion parking As the rotational axis and substantially concentric Ya. As a result, from the state where the engaging portion is engaged with the parking gear, the parking pawl rotates only by a small rotation angle, and a necessary gap is secured between the outer peripheral portion of the parking gear and the opposing portion of the parking pole. It is possible to make the parking pole and the parking gear not engaged (released state).

  Hereinafter, embodiments of a parking pole, a parking device, and a hybrid vehicle of the present invention will be described in detail with reference to the drawings.

(Embodiment)
The embodiment will be described with reference to FIGS. 1 to 9. The present embodiment is a parking pole that engages with a parking gear and restricts the rotation of the parking gear, and the engaging portion that engages with the parking gear and the outer peripheral portion of the parking gear can rotate to positions facing each other. The present invention relates to a parking pole that is supported and driven by a driving means so that an engaging portion engages with a parking gear, a parking device that includes the parking pole, and a hybrid vehicle that includes the parking device.

  FIG. 1 is a skeleton diagram showing a FF (front engine front drive; front wheel drive in front of engine) type hybrid vehicle to which an embodiment of a parking pole and a parking apparatus of the present invention is applied. In FIG. 1, reference numeral 1 denotes an engine (drive source). As the engine 1, an internal combustion engine, specifically, a gasoline engine, a diesel engine, an LPG engine, a methanol engine, a hydrogen engine, or the like can be used.

  In this embodiment, the case where a gasoline engine is used as the engine 1 will be described for convenience. The engine 1 is a device that outputs power from the crankshaft 2 by combustion of fuel, and is a known device that includes an intake device, an exhaust device, a fuel injection device, an ignition device, a cooling device, and the like. The crankshaft 2 is disposed horizontally in the vehicle width direction, and a flywheel 3 is formed at the rear end of the crankshaft 2.

  A hollow transaxle case 4 is attached to the outer wall of the engine 1. The transaxle case 4 has an engine side housing 70, an extension housing 71, and an end cover 72. The engine-side housing 70, the extension housing 71, and the end cover 72 are formed by molding a metal material such as aluminum. Further, the engine 1 and the engine side housing 70 are fixed to each other in a state where the one opening end 73 of the engine side housing 70 and the engine 1 are in contact with each other.

  An extension housing 71 is disposed between the engine side housing 70 and the end cover 72. Further, the engine-side housing 70 and the extension housing 71 are fixed to each other in a state where the other opening end 74 of the engine-side housing 70 and one opening end 75 of the extension housing 71 are in contact with each other. Furthermore, an end cover 72 is attached so as to close the other open end 76 of the extension housing 71, and the end cover 72 and the extension housing 71 are fixed to each other.

  An input shaft 5, a first motor generator 6, a power synthesizing mechanism 7, a transmission mechanism 8, and a second motor generator (rotating electric machine) 9 are provided in the interior G 1 of the transaxle case 4. The input shaft 5 is disposed concentrically with the crankshaft 2. A clutch hub 10 is spline-fitted to an end of the input shaft 5 on the crankshaft 2 side.

  In the transaxle case 4, a clutch 11 that controls the power transmission state between the flywheel 3 and the input shaft 5 is provided. Further, a damper mechanism 12 that suppresses and absorbs torque fluctuation between the flywheel 3 and the input shaft 5 is provided. The first motor generator 6 is disposed outside the input shaft 5, and the second motor generator 9 is disposed at a position farther from the engine 1 than the first motor generator 6.

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

  The arrangement position of the first motor generator 6 and the configuration of the first motor generator 6 will be specifically described. A partition wall 77 extending toward the engine 1 side and then extending toward the input shaft 5 side is formed on the inner surface of the engine side housing 70. Further, a case cover 78 is fixed to the partition wall 77. The case cover 78 has a shape that extends in a direction away from the engine 1 and then extends toward the input shaft 5 side. The first motor generator 6 is arranged in a space G <b> 2 surrounded by the partition wall 77 and the case cover 78. The first motor generator 6 has a stator 13 fixed to the transaxle case 4 side and a rotatable rotor 14. The stator 13 has an iron core 15 fixed to the partition wall 77 and a coil 16 wound around the iron core 15.

  The stator 13 and the rotor 14 are configured by laminating a plurality of electromagnetic steel sheets having a predetermined thickness in the thickness direction. The plurality of electromagnetic steel plates are stacked in the axial direction of the input shaft 5. A region between the both ends of the coil 16 of the first motor generator 6 in the axial direction of the input shaft 5 is an arrangement region L1 of the first motor generator 6 in the axial direction of the input shaft 5. On the other hand, a hollow shaft 17 is attached to the outer periphery of the input shaft 5. And the input shaft 5 and the hollow shaft 17 are comprised so that relative rotation is possible. The rotor 14 is connected to the outer peripheral side of the hollow shaft 17.

  A power combining mechanism (in other words, a power distribution mechanism) 7 is provided between the first motor generator 6 and the second motor generator 9. The power combining mechanism 7 includes a so-called single pinion type planetary gear mechanism 7A. That is, the planetary gear mechanism 7 </ b> A includes a sun gear 18, a ring gear 19 disposed concentrically with the sun gear 18, and a carrier 21 holding a pinion gear 20 that engages with the sun gear 18 and the ring gear 19. The sun gear 18 and the hollow shaft 17 are connected, and the carrier 21 and the input shaft 5 are connected. The ring gear 19 is formed on the inner peripheral side of an annular member (in other words, a cylindrical member) 22 arranged concentrically with the input shaft 5, and the counter drive gear 23 is formed on the outer peripheral side of the annular member 22. Has been.

  The second motor generator 9 is provided at a position farther from the engine 1 than the counter drive gear 23. The rotor 26 of the second motor generator 9 is connected to the outer periphery of an MG shaft (rotating shaft) 45, and the MG shaft 45 is disposed substantially horizontally in the vehicle width direction. The MG shaft 45, the input shaft 5 and the hollow shaft 17 are arranged non-concentrically. In other words, the position of the central axis of the MG shaft 45 is different from the position of the central axis of the input shaft 5. In other words, the MG shaft 45, the input shaft 5, and the hollow shaft 17 are offset in the radial direction.

  The arrangement position of the second motor generator 9 and the configuration of the second motor generator 9 will be specifically described. A partition wall 79 extending toward the MG shaft 45 side is formed on the inner surface of the extension housing 71. The second motor generator 9 is disposed in a space G3 surrounded by the extension housing 71, the partition wall 79, and the end cover 72.

  The second motor generator 9 has a stator 25 fixed to the transaxle case 4 and a rotatable rotor 26. The stator 25 has an iron core 27 and a coil 28 wound around the iron core 27. The stator 25 and the rotor 26 are configured by laminating a plurality of electromagnetic steel plates having a predetermined thickness in the thickness direction. The plurality of electromagnetic steel sheets are stacked in the axial direction of the MG shaft 45. A distance between both ends of the coil 28 of the second motor generator 9 in the axial direction of the MG shaft 45 corresponds to an arrangement region L2 of the second motor generator 9 in the axial direction of the MG shaft 45.

  As described above, the first motor generator 6 and the second motor generator 9 are arranged at different positions in the axial direction of the MG shaft 45, the input shaft 5, and the hollow shaft 17. More specifically, the arrangement positions of the motor generators are set so that the arrangement area L1 of the first motor generator 6 and the arrangement area L2 of the second motor generator 9 do not overlap in the axial direction. Yes. Further, the rotation center (center axis) of the first motor generator 6 and the rotation center (center axis) of the second motor generator 9 are displaced in the radial direction of each shaft.

  A gear 46 is formed (connected) at the end of the MG shaft 45 on the power combining mechanism 7 side. The gear 46 meshes with the counter drive gear 23. The counter drive gear 23 and the gear 46 are configured such that the gear ratio when power is transmitted from the gear 46 to the counter drive gear 23 is greater than “1”. The gear 46 and the counter drive gear 23 constitute the speed change mechanism 8. When the power of the second motor generator 9 is transmitted to the gear 46 via the MG shaft 45, the rotational speed of the gear 46 is reduced and transmitted to the annular member 22. That is, the torque of the second motor generator 9 is amplified and transmitted to the power combining mechanism 7.

  On the other hand, a countershaft 34 parallel to the input shaft 5 is provided in the transaxle case 4. A counter driven gear 35 and a final drive pinion gear 36 are formed on the counter shaft 34. The counter drive gear 23 and the counter driven gear 35 are engaged. Further, a differential 37 is provided inside the transaxle case 4, and the differential 37 is attached to the differential case 38 via a pinion shaft 40 and a final ring gear 39 formed on the outer peripheral side of the differential case 38. A plurality of pinion gears 41 connected, a side gear 42 engaged with the plurality of pinion gears 41, and two front drive shafts (drive shafts) 43 connected to the side gears 42 are provided. A front wheel 44 is connected to each front drive shaft 43. In this way, a so-called transaxle is formed in which the transmission mechanism 8 and the differential 37 are collectively incorporated in the transaxle case 4.

  Here, with reference to FIG. 2, the arrangement | positioning of each axis | shaft in the transaxle case 4 is demonstrated. FIG. 2 is a diagram showing a shaft arrangement of the power transmission device 100.

  The arrangement of the axes 5, 34, 43, 45 is as follows. With the input shaft 5 as a reference, the MG shaft 45 is disposed obliquely above and the counter shaft 34 is disposed obliquely below. Compared with the central axis C5 of the front drive shaft 43, the central axis C6 of the counter shaft 34 is located slightly below. A central axis C6 of the countershaft 34 is located below an imaginary line L4 connecting the central axis C3 of the input shaft 5 and the central axis C5 of the front drive shaft 43. By arranging the MG shaft 45 in the upper part in the transaxle case 4 and the counter shaft 34 in the lower part, the respective axes 5, 34, 43, 45 can be arranged compactly as a whole. Thereby, the big merit, such as the cost reduction which is a big subject of HV, the improvement of vehicle mounting property, and the fuel consumption improvement by mass reduction, is acquired.

  The rotation directions of the axes 5, 45, 43, and 34 are directions indicated by arrows A3 to A6 in FIG. That is, the front drive shaft 43 rotates in the right direction in FIG. 2 below the center axis C5, and the counter shaft 34 rotates in the left direction in FIG. 2 below the center axis C6. In other words, the rotation direction of the front drive shaft 43 and the rotation direction of the counter shaft 34 are directions away from each other in a region below the respective central axis. In addition, the rotation direction of illustration is a thing at the time of a vehicle advance. Further, the vertical direction in the description of the present embodiment means the vertical direction (vertical direction) when mounted on a vehicle unless otherwise specified.

  In the power transmission device 100 according to the present embodiment, the lubricating oil collected in the lower part in the transaxle case 4 is lifted up by the final ring gear 39 (see arrow Y2), and the oil catch provided in the upper part in the transaxle case 4 It is sent to the tank 32. Lubricating oil is dripped from the oil catch tank 32 at an appropriate flow rate toward a lubrication point (lubricated part) or a cooling point in the transaxle case 4.

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

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

  Further, the second motor generator 9 can be driven as an electric motor, and the power can be transmitted to the power combining mechanism 7 (function as a drive source). When the power of the second motor generator 9 is transmitted to the gear 46 via the MG shaft 45, the rotational speed of the gear 46 is reduced and transmitted to the annular member 22. That is, the torque of the second motor generator 9 is amplified and transmitted to the power combining mechanism 7. In this way, the power of the engine 1 and the power of the second motor generator 9 are input to the power combining mechanism 7 and combined, and the combined power is transmitted to the front wheels 44. That is, the power combining mechanism 7 transmits at least one of the power of the engine 1 or the power of the second motor generator 9 to the front wheels 44.

  Next, the parking apparatus of this embodiment will be described. As shown in FIG. 1, the parking gear 51 of the parking device 50 of the present embodiment is provided on the MG shaft 45. FIG. 3 is a diagram showing a schematic configuration in the vicinity of the MG shaft 45.

  As shown in FIG. 3, the MG shaft 45 has a large diameter portion 45a and a small diameter portion 45b. The small diameter portion 45b is provided closer to the engine 1 in the axial direction of the MG shaft 45 than the large diameter portion 45a. The large diameter portion 45a and the small diameter portion 45b are integrally formed. The MG shaft 45 is rotatably supported by bearings 31 at both ends in the axial direction.

  A gear 46 is connected to the outer peripheral portion of the small diameter portion 45b. The gear 46 is formed integrally with the small diameter portion 45b. Specifically, the gear 46 is formed integrally with the small diameter portion 45b by gear cutting. The large-diameter portion 45a is provided with the rotor 26 of the second motor generator 9. The rotor 26 is connected to the outer peripheral portion of the large diameter portion 45a and rotates integrally with the MG shaft 45. End plates 29 and 30 are provided at both ends of the rotor 26 in the axial direction. The end plates 29 and 30 are disk-shaped members, and press the laminated electromagnetic steel plates from both sides in the axial direction.

  Parking gear 51 is connected to a portion on the opposite side of second motor generator 9 from gear 46 in the axial direction of MG shaft 45, in other words, a portion closer to engine 1 than gear 46. The parking gear 51 is provided adjacent to the bearing 31 at a position closer to the engine 1 than the gear 46 in the small diameter portion 45 b of the MG shaft 45.

  FIG. 4 is a cross-sectional view orthogonal to the central axis of the MG shaft 45.

  On the outer periphery of the parking gear 51, convex portions 51a and concave portions 51b are alternately formed along the circumferential direction. A parking pole 52 that engages with the parking gear 51 is provided in the transaxle case 4. The parking pole 52 is rotatably supported by a pole shaft (pivot pin) 52a around the pole shaft 52a. An engaging portion 52 b having a shape corresponding to the concave portion 51 b of the parking gear 51 is formed at one end portion of the parking pole 52. The parking pole 52 is provided at a position where the engaging portion 52b and the outer peripheral portion of the parking gear 51 face each other. When the parking pole 52 rotates about the pole shaft 52a, the engaging portion 52b approaches or separates from the outer peripheral portion of the parking gear 51. A contact portion 52c is formed at the end (other end) of the parking pole 52 opposite to the side where the engaging portion 52b is provided.

  The parking pole 52 is biased by a torsion coil spring (not shown) in a direction in which the engaging portion 52b is separated from the parking gear 51 (see arrow Y1). The parking pole 52 is driven by a cam member (driving means) 53 to engage with the parking gear 51. FIG. 5 is a cross-sectional view in the axial direction of the pole shaft 52 a showing the vicinity of the cam member 53.

  As shown in FIG. 5, the cam member 53 is formed with a large-diameter portion 53a, a tapered portion 53b, and a small-diameter portion 53c in order from the proximal end portion to the distal end portion. The large diameter portion 53a is formed with a larger diameter than the small diameter portion 53c. The tapered portion 53b is located between the large diameter portion 53a and the small diameter portion 53c in the axial direction, and is formed in a tapered shape in which the diameter gradually decreases from the large diameter portion 53a toward the small diameter portion 53c. The cam member 53 is disposed in a guide hole 54a formed in the lock sleeve 54 along the axial direction of the pole shaft 52a. The cam member 53 is supported by the guide hole 54a so as to advance and retreat in the axial direction of the pole shaft 52a.

  The cam member 53 is driven in the axial direction corresponding to the shift operation. In the present embodiment, the cam member 53 is mechanically driven in response to a shift operation by a cable connected to a shift lever (not shown). When the shift position is a position other than the P (parking) position (for example, R (reverse) position, N (neutral) position, D (drive) position, B (brake) position)), a solid line in FIG. As shown, the small diameter portion 53 c is in contact with the contact portion 52 c of the parking pole 52.

  When the shift position is switched from a position other than the P position to the P position, the cam member 53 is driven in the distal direction (see arrow Y3). Thereby, the taper part 53b of the cam member 53 contacts the contact part 52c and presses the contact part 52c upward. For this reason, the parking pole 52 rotates in the direction in which the engaging portion 52b approaches the parking gear 51 (see arrow Y4 in FIG. 4) against the biasing force of the torsion coil spring (arrow Y1 in FIG. 4). In this case, if the engaging portion 52b and the recessed portion 51b are in the same phase in the circumferential direction of the parking gear 51, the engaging portion 52b enters the recessed portion 51b, and the parking pole 52 and the parking gear 51 are engaged. It becomes the state. Corresponding to the engagement portion 52b entering the recess 51b, the large-diameter portion 53a of the cam member 53 is formed between the contact portion 52c of the parking pole 52 and the guide hole 54a of the lock sleeve 54 as shown by a broken line in FIG. It is held in a state of entering between the inner wall portion. In this state, the parking pole 52 engages with the parking gear 51 to restrict the rotation of the parking gear 51.

  FIG. 6 is a diagram showing a state where the parking pole 52 is engaged with the parking gear 51 and a state where it is not engaged.

  In FIG. 6, reference numeral 521 indicates a state where the shift position is a position other than the P position and the parking pole 52 is not engaged with the parking gear 51. Reference numeral 522 represents a state in which the shift position is set to the P position and the parking pole 52 is engaged with the parking gear 51 by being driven by the cam member 53.

  Symbol L indicates a cam lift amount that is a lift amount (cam movement amount) with respect to the parking pole 52 by the cam member 53 when operated from a position other than the P position to the P position. Further, reference sign θ indicates a state where the engaging portion 52b of the parking pole 52 is not engaged with the parking gear 51 (reference number 521), and a state where the engaging portion 52b of the parking pole 52 is engaged with the parking gear 51 (reference number). 522) shows the rotation angle of the parking pole 52. In other words, the rotation angle θ is an angle at which the parking pole 52 rotates around the pole shaft 52a when the cam member 53 drives the parking pole 52 in a direction in which the engaging portion 52b approaches the parking gear 51. is there.

  As will be described below, the parking pole 52 of the present embodiment is formed in a shape that allows the rotation angle θ to be a small angle.

  As shown in FIG. 4, in the engaging portion 52 b of the parking pole 52 of the present embodiment, the facing portion 52 d that faces the outer peripheral portion of the parking gear 51 is a concave shape that is recessed outward in the radial direction of the parking gear 51. Is formed. The opposing portion 52d is a trajectory of the outer peripheral portion of the parking gear 51 when the parking gear 51 rotates, more specifically, a trajectory T of a portion (outermost outer periphery) located on the outermost side in the radial direction of the convex portion 51a. It is formed in a corresponding arc shape. Accordingly, the rotation angle θ when the parking pole 52 is engaged with the parking gear 51 from the engaged state can be reduced.

  FIG. 7 is an enlarged view of the parking pole 52 and the parking gear 51 in a state where the parking pole 52 is engaged with the parking gear 51. FIG. 8 is an enlarged view of the parking pole 52 and the parking gear 51 in a state where the parking pole 52 is not engaged with the parking gear 51.

  As shown in FIG. 7, in a state where the parking pole 52 is engaged with the parking gear 51, the circumferential side surface 52e of the engaging portion 52b and the circumferential side surface 51e of the convex portion 51a come into contact with each other. The rotation of the gear 51 is restricted. When the shift position is set to a position other than the P position, it is necessary to retract (rotate) the parking pole 52 to a position where the parking gear 51 and the parking pole 52 do not contact each other. More specifically, the circumferential side surface 52e of the engaging portion 52b and the circumferential side surface 51e of the convex portion 51a do not contact (contact), and the opposing portion 52d of the engaging portion 52 is a convex portion. It is necessary to rotate the parking pole 52 to a position where it does not come into contact with 51a (with the engaging portion 52b retracted radially outward).

  In the parking pole 52 of the present embodiment, the facing portion 52d is formed in a concave shape that is recessed outward in the radial direction of the parking gear 51. Therefore, when the shift position is other than the P position, the rotation angle θ is small. A gap between the facing portion 52d and the convex portion 51a can be secured. In other words, in a shift position other than the P position, the parking pole 52 is engaged with a small rotation angle θ when the P position is set from a state where a necessary amount of clearance between the facing portion 52d and the convex portion 51a is secured. The part 52 b can be engaged with the convex part 51 a of the parking gear 51.

  Further, as shown in FIG. 8, at the shift positions other than the P position, the relative position between the parking pole 52 and the parking gear 51 is such that the arc of the facing portion 52d is substantially concentric with the rotation center C0 of the parking gear 51. Is set. Thereby, in a shift position other than the P position (a state in which the parking pole 52 and the parking gear 51 are not engaged), while ensuring a necessary gap between the outer peripheral portion of the parking gear 51 and the facing portion 52d, The rotation angle θ can be made as small as possible.

  When the required rotation angle θ is small, the distance between the central axis of the pole shaft 52a and the cam member 53 (see reference sign D in FIG. 6) can be increased for the same cam lift amount L. Thereby, the shift load, especially the shift load when operating from the P position to a shift position other than the P position can be reduced. As a result, in a shift cable vehicle in which the shift lever and the transaxle (automatic transmission) are connected by a cable, the shift feeling is good. Alternatively, in a shift-by-wire vehicle equipped with a system (shift-by-wire: SBW) in which the automatic transmission forward / backward and the parking range can be electrically switched, the actuator torque for driving the cam member 53 can be reduced, and the motor can be downsized. Can be realized.

  In general, the smaller the parking gear 51 is, the larger the required rotation angle θ of the parking pole 52 tends to be. Therefore, the shift load is increased, the shift feeling is lowered, and the motor is difficult to downsize. It is easy to become. Therefore, the parking pole 52 of this embodiment is effective particularly in the parking device 50 in which the parking gear 51 has a small diameter.

  Further, according to the present embodiment, as will be described below with reference to FIG. 9, the parking gear 51 and the parking pole 52 when the convex portion 51 a of the parking gear 51 collides with the facing portion 52 d of the parking pole 52 collide. Abrasion can be suppressed. Even when the driver misshifts to the P position during high-speed driving or the like, the parking pole 52 and the parking gear 51 collide and repel (ratcheting), so that the tire lock due to the parking lock is avoided. ing. At this time, depending on the collision angle between the parking gear 51 and the parking pole 52, the parking gear 51 and the parking pole 52 may be worn. For example, if the angle formed by the facing portion 52d and the outermost locus T of the parking gear 51 (see FIG. 4) is large, wear tends to occur during a collision.

  FIG. 9 is an enlarged view showing a state where the parking pole 52 and the parking gear 51 collide. In the parking pole 52 of the present embodiment, the facing portion 52 d has a concave shape that is recessed outward in the radial direction of the parking gear 51. Further, in the shift positions other than the P position, the arc of the facing portion 52d is substantially concentric with the rotation center C0 of the parking gear 51. Therefore, in a state where the facing portion 52d and the convex portion 51a of the parking gear 51 are in contact with each other, the slower the phase is in the rotation direction of the parking gear 51 (the rotational direction A4 of the MG shaft 45), the convex portion 51a and the facing portion 52d And the change in the gap is slight in the circumferential direction. In other words, the angle δ between the rotation direction of the parking gear 51 (arrow Y5) and the tangential direction of the facing portion 52d of the parking pole 52 becomes small. Therefore, it is possible to sufficiently suppress the occurrence of wear when the parking pole 52 and the parking gear 51 collide.

  In addition, in the shift positions other than the P position, the facing portion 52d and the convex portion 51a of the parking gear 51 are in contact with each other, not limited to the arrangement in which the arc of the facing portion 52d is substantially concentric with the rotation center C0 of the parking gear 51. In this case, the positional relationship between the parking pole 52 and the parking gear 51 may be set so that the angle δ between the rotation direction of the parking gear 51 (arrow Y5) and the tangential direction of the facing portion 52d becomes small.

  The higher the parking gear 51 is, the greater the collision energy during ratcheting and the higher the possibility of wear. For this reason, in particular, in the power transmission device in which the second motor generator 9 is set to high rotation, the arrangement of the parking pole 52 and the parking gear 51 that makes the angle δ at the time of collision small is effective. In general, a motor generator can be reduced in size, reduced in loss, and reduced in cost by high rotation and low torque. Therefore, in the power transmission device 100 of the present embodiment, the second motor generator 9 is rotated at a high speed, and the speed change mechanism 8 (see FIG. 1) is reduced at a high speed (of the second motor generator 9). The rotational speed is greatly reduced and transmitted to the annular member 22). In this case, since the torque input from the power combining mechanism 7 to the MG shaft 45 is reduced, the parking gear 51 and the parking device 50 as a whole can be reduced in size. On the other hand, the parking gear 51 connected to the MG shaft 45 rotates at a high speed, and the collision energy at the time of ratcheting tends to be large. The arrangement of the parking pole 52 and the parking gear 51 so as to reduce the angle δ at the time of the collision is particularly effective in the power transmission device in which the parking gear 51 rotates at a high speed.

  Moreover, the convex part (tooth) 51a of the parking gear 51 of this embodiment is formed in the taper shape where the width | variety of the circumferential direction is wide compared with the inner side in the radial direction outer side. Accordingly, as described below, it is possible to set an appropriate contact direction while avoiding interference between the parking gear 51 and the parking pole 52.

  In FIG. 6, an arrow Y <b> 6 indicates a contact direction between the parking gear 51 and the parking pawl 52 during forward travel (a direction in which a load acts on the parking pawl 52, hereinafter simply referred to as “forward travel load direction”). An arrow Y7 indicates a contact direction between the parking gear 51 and the parking pawl 52 during reverse travel (a direction in which a load acts on the parking pawl 52, hereinafter simply referred to as “reverse travel load direction”).

  The forward load direction Y6 and the reverse load direction Y7 when the parking gear 51 and the parking pole 52 are engaged are engaged around the pole shaft 52a in consideration of the frictional force between the parking gear 51 and the parking pole 52. A moment in the direction of releasing the state (see arrow Y8) is set so as to act on parking pole 52. However, when the diameter of the parking gear 51 is small, depending on the shape of the convex portion 51a, interference between the parking gear 51 and the parking pole 52 becomes a problem. For example, when the convex portion 51a is parallel teeth, if the parking gear 51 and the parking pole 52 are brought into contact with each other so that a moment in the direction of releasing the engaged state is applied to the parking pole 52, the parking gear 51 and There is a problem that the parking pole 52 interferes.

  On the other hand, in this embodiment, as will be described with reference to FIG. 7, it is possible to set an appropriate contact direction while avoiding interference between the parking gear 51 and the parking pole 52. As shown by the arrow Y9, the convex portion 51a is formed in a tapered shape having a wider width in the circumferential direction toward the outer side in the radial direction. In other words, the side surface 51e in the circumferential direction of the convex portion 51a is formed in a tapered shape in which the outer side in the radial direction protrudes in the circumferential direction as compared with the inner side in the radial direction.

  As a result, the circumferential side surface 52e of the engaging portion 52b of the parking pole 52 and the circumferential side surface 51e of the convex portion 51a are properly meshed to restrict the rotation of the parking gear 51. For example, the circumferential side surface 52e of the engaging portion 52b and the circumferential side surface 51e of the convex portion 51a are appropriately meshed with each other while avoiding interference between the parking gear 51 and the parking pole 52, for example. Can do. Further, as shown in FIG. 6, while avoiding the interference between the parking gear 51 and the parking pole 52, the forward load direction Y6 and the reverse movement are applied so that a moment in the direction of releasing the engagement is applied to the parking pole 52. The load direction Y7 can be set respectively.

  In addition, instead of the method of setting the shape of the convex portion 51a as described above, a method of adjusting the angle of the side surface 52e in the circumferential direction of the engaging portion 52b can be considered, but in this case, the direction of releasing the engaged state It is difficult to establish each of the forward load direction Y6 and the reverse load direction Y7 so that the moment is applied to the parking pole 52. On the other hand, according to the method of forming the taper shape that widens the radially outer side width of the convex portion 51a, the moment in the direction of releasing the engaged state is applied to the parking pole 52 during forward travel. And it is possible to easily achieve both at the time of reverse traveling.

  In the present embodiment, the facing portion 52d is formed in an arc shape corresponding to the outermost locus T of the parking gear 51, but the shape of the facing portion 52d is not limited to this. In a non-operating state (see FIG. 8) in which the facing portion 52d has a concave shape that is recessed outward in the radial direction of the parking gear 51, and the engaging portion 52b does not engage with the parking gear 51, refer to FIG. Both end portions 521d are on a virtual circle K centered on the rotation center C0 of the parking gear 51, and the center portion 522d in the circumferential direction of the facing portion 52d is located radially outward from the virtual circle K. It only has to be. In other words, the center portion 522d in the circumferential direction of the facing portion 52d does not have to be positioned inward in the radial direction compared to the both end portions 521d. If the facing portion 52d has such a shape, the parking pawl 52 is merely rotated from the state where the parking pawl 52 is engaged with the parking gear 51 to the position where the circumferential end portions 521d are not in contact with the parking gear 51. Thus, the other portion (center portion 522d) of the facing portion 52d is not in contact with the parking gear 51. That is, the rotation angle θ can be made small.

It is a skeleton figure showing a power transmission device to which an embodiment of a parking pole and a parking device of the present invention is applied. It is a figure which shows the axial arrangement | positioning of the power transmission device with which embodiment of the parking pole and parking apparatus of this invention was applied. It is a schematic block diagram of MG shaft vicinity of the power transmission device with which embodiment of the parking pole and parking apparatus of this invention was applied. It is sectional drawing orthogonal to the central axis line of the MG shaft in embodiment of the parking pole of this invention, and a parking apparatus. It is sectional drawing which shows the cam member vicinity in embodiment of the parking pole and parking apparatus of this invention. It is a figure which shows each of the state which the parking pole engaged with the parking gear, and the state which is not engaged in embodiment of the parking pole and parking apparatus of this invention. It is an enlarged view which shows the state which the parking pole engaged with the parking gear in embodiment of the parking pole and parking apparatus of this invention. It is an enlarged view showing a state where the parking pole is not engaged with the parking gear in the embodiment of the parking pole and parking device of the present invention. It is an enlarged view which shows the state which the parking pole and the parking gear collided in embodiment of the parking pole and parking apparatus of this invention. It is a figure which shows an example of the conventional parking mechanism.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Crankshaft 3 Flywheel 4 Transaxle case 5 Input shaft 6 1st motor generator 7 Power synthetic | combination mechanism 7A Planetary gear mechanism 8 Transmission mechanism 9 2nd motor generator 13 Stator 14 Rotor 15 Iron core 16 Coil 18 Sun gear 19 Ring gear 20 pinion gear 21 carrier 22 annular member 23 counter drive gear 25 stator 26 rotor 27 iron core 28 coil 29, 30 end plate 31 bearing 32 oil catch tank 34 counter shaft 35 counter driven gear 39 final ring gear 43 front drive shaft 44 front wheel 45 MG shaft 45a large Diameter portion 45b Small diameter portion 46 Gear 50 Parking device 51 Parking gear 51a Convex portion 51b Concave portion 52 parking pole 52a pole shaft 52b engaging portion 52c contact portion 52d facing portion 53 cam member 54 lock sleeve 70 engine side housing 71 extension housing 72 end cover 100 power transmission device 101 rotating main shaft 102 parking gear 106 cam 107 spring 110 parking pole 111 Claw Y6 Forward load direction Y7 Reverse load direction θ Rotation angle

Claims (5)

A parking pole that engages with a parking gear to regulate rotation of the parking gear,
An engaging portion that engages with the parking gear and an outer peripheral portion of the parking gear are rotatably supported at positions facing each other, and are driven by driving means so that the engaging portion engages with the parking gear. ,
The facing portion, which is a portion facing the outer peripheral portion of the parking gear in the engaging portion, has a concave shape that is recessed outward in the radial direction of the parking gear , and the parking when the parking gear rotates. It is formed in an arc shape corresponding to the outermost locus of the gear,
In a non-operating state where the engaging portion does not engage with the parking gear, both ends in the circumferential direction of the parking gear at the facing portion are on a virtual circle centered on the rotation center of the parking gear, and A parking pole, wherein a central portion in the circumferential direction of the facing portion is located radially outward from the virtual circle, and an arc of the facing portion is substantially concentric with a rotation center of the parking gear. . A parking apparatus comprising the parking pole according to claim 1, the parking gear, and the driving means . The parking apparatus according to claim 2, wherein
The parking gear has a convex shape that protrudes outward in the radial direction, and has a convex portion that engages with the engaging portion,
In the convex portion, the side portion in the circumferential direction, which is a portion engaged with the engaging portion, has a tapered shape in which the outer side in the radial direction protrudes in the circumferential direction compared to the inner side in the radial direction. Formed in
The parking apparatus characterized by the above-mentioned . The parking device according to claim 2 or 3,
A plurality of drive sources for driving the vehicle,
A hybrid vehicle , wherein the parking device is provided in a power transmission device that transmits power of the plurality of drive sources to a drive shaft of the vehicle . The hybrid vehicle according to claim 4,
A stator that is fixed to the case of the power transmission device, and a rotor that is disposed inside the stator and that is connected to a rotation shaft that is rotatably supported by the case and rotates integrally with the rotation shaft; A rotating electrical machine that functions as the drive source;
A transmission mechanism that decelerates the rotation of the rotation shaft and transmits the rotation to the drive shaft,
The hybrid vehicle , wherein the parking gear is coupled to the rotating shaft .

Images