JP5012622B2 - Reducer parking lock mechanism - Google Patents

Description

  The present invention relates to a parking lock mechanism for a speed reducer used in an electric vehicle.

  A rechargeable electric vehicle, for example, has a rechargeable battery mounted on the lower part of the vehicle, such as under the vehicle floor, has a traveling motor on the front or rear wheel side of the vehicle, and drives the traveling motor with the electric power stored in the rechargeable battery. Things that run are known. An example of an electric vehicle in which batteries are mounted under the floor is described in Japanese Patent Application Laid-Open No. 2004-71290.

  Also, in an electric vehicle, a reduction gear is provided between the electric motor for driving and the drive wheels, the left and right drive shafts are connected to the output shaft of a differential gear provided in the reduction gear, and the left and right drive wheels are connected via the drive shaft. Some are configured to be driven. Furthermore, there is a structure in which a parking lock mechanism is provided inside the speed reducer and the driving wheels are locked by the parking lock mechanism when the electric vehicle is stopped.

  Specifically, the parking lock mechanism includes a parking lock input shaft that rotates about an axis, and when the parking lock input shaft is rotated by an operation of an indoor shift control lever, the parking rod is moved in the axial direction, The parking plug is swung and the parking plug is engaged with the parking gear to lock the drive wheel.

  In addition, it is desired that an electric vehicle is equipped with a large number of rechargeable batteries and extends the travel distance. The rechargeable battery is usually configured as a battery unit, and when the battery unit is mounted under the vehicle floor, increasing the vertical width of the battery unit is limited in terms of securing the minimum ground clearance of the vehicle. Therefore, the battery unit is expanded in the lateral width direction of the vehicle and also in the front-rear direction to increase the battery capacity.

Therefore, in the rear wheel drive vehicle, the battery unit may be arranged until just before the traveling motor or the speed reducer. It is also conceivable that the battery unit is disposed above the electric motor for traveling or the speed reducer. Furthermore, an electric vehicle also requires a charger and an inverter, and these devices may be mounted above a speed reducer or the like.
JP 2004-71290 A

  The shift control cable that connects the shift control lever and the operating piece of the parking lock input shaft consists of an outer cylinder and an inner wire provided in the outer cylinder, and the parking lock input shaft is rotated about its axis by pulling the inner wire. The parking gear is locked with a parking plug. Therefore, it is necessary to install the support member that supports the outer cylinder at a position away from the operating piece of the parking lock input shaft.

  Therefore, if the parking lock input shaft protrudes above the speed reducer, the shift control cable is attached to the top of the speed reducer, and the installation space for installing the operating mechanism for operating the parking lock input shaft and the work for installing the operating mechanism Space is required, and it becomes difficult to place a charging device, a battery unit, etc. on the top of the speed reducer. In addition, when a battery unit or the like is placed on the top of the speed reducer, it is mounted on the top of the speed reducer when finely adjusting the length of the shift control cable or replacing the shift control cable. A device such as a battery unit needs to be removed from the vehicle.

  In addition, when the support member that supports the outer cylinder of the shift control cable is provided so as to protrude in the front-rear direction from the speed reducer, when the speed reducer is installed in the vehicle or removed from the vehicle, the size including the protruding support member is not enough. This is the size of the reduction gear, which corresponds to the substantial expansion of the reduction gear. In addition, when the battery unit or the like is disposed so as to overlap the portion through which the support member passes, it is necessary to remove the battery unit in the operation of assembling or moving the speed reducer. Therefore, the battery unit cannot be disposed in such a portion, so that the mounting space is reduced and the battery capacity is reduced.

  Note that it is not practical to provide a support member that supports the outer cylinder of the shift control cable so as to protrude downward from the speed reducer because it is difficult to ensure the minimum ground clearance.

  The present invention solves the above-mentioned problems, and a parking lock mechanism for a reduction gear for a vehicle that can mount a large number of rechargeable batteries and other devices without impairing the ease of attachment to a vehicle and maintainability. The purpose is to provide.

  In order to solve the above-described problems, the present invention is configured as follows in a parking lock mechanism of a vehicle speed reducer used in an electric vehicle.

1. A parking lock mechanism provided in a reduction gear fixed to a frame constituting an electric vehicle , which is connected to a shift control lever provided in a cabin of the electric vehicle by a shift control cable, A parking lock input shaft that is rotated around an axis by tension; a parking plug that is interlocked with the rotation of the parking lock input shaft; and a parking gear that is fitted by the parking plug.
Further, the parking lock input shaft is provided in parallel with the output shaft of the speed reducer, and is provided on the left or right side wall of the speed reducer behind and above the output shaft and below the frame. One end is taken out of the reduction gear through the mounting hole, and the end of the shift control cable is connected to the taken out end to constitute a parking lock mechanism for the reduction gear for a vehicle.

  In the parking lock mechanism of the vehicle speed reducer according to 2, 1, the parking lock mechanism is swung by a parking rod that is moved back and forth by rotation of the parking lock input shaft, and by a back and forth movement of the parking rod, A parking sprag fitted to the parking gear on the swing end side, and a support member for supporting the outer cylinder of the shift control cable attached to the intermediate portion in the front-rear direction of the side wall of the speed reducer.

  In the parking lock mechanism of the vehicle speed reducer described in 3 and 2, the speed reducer is mounted on a rear portion of the electric vehicle and connected to a rear wheel of the electric vehicle.

  In the parking lock mechanism of the vehicle speed reducer described in 4 or 3, the electric vehicle is an electric vehicle having a rechargeable battery mounted under the floor of the electric vehicle.

The vehicular speed reducer parking lock mechanism according to the present invention has the following effects.
Since the parking lock input shaft protrudes from the side surface of the speed reducer, the operating mechanism of the parking lock mechanism is not disposed on the upper surface of the speed reducer, and the speed reducer can be positioned above the vehicle. Also, a device such as a rechargeable battery (battery unit) can be mounted close to the vicinity of the upper part of the speed reducer.

  Adjustment of the parking lock mechanism and repair and replacement of the shift control cable can be performed from the side of the speed reducer, that is, from the side of the vehicle, improving maintainability. Since the parking lock input shaft is provided above the output shaft of the speed reducer, it is possible to prevent intrusion of muddy water or the like into the speed reducer. Since the parking lock input shaft is provided at the rear of the reducer and the support member of the shift control cable does not protrude in front of the reducer, the outer shape of the reducer can be prevented from being enlarged, and a space is provided forward and maintenance is performed. And the mounting process is simplified, and a rechargeable battery or the like can be arranged until just before the speed reducer.

  Furthermore, the side of the reducer is formed so that the parking lock mechanism can be adjusted and the shift control cable can be repaired and replaced from the side of the reducer, that is, from the side of the vehicle. The machining direction with respect to the same direction can be reduced, and the production cost of the speed reducer can be reduced.

An embodiment of a parking lock mechanism for a vehicle speed reducer according to the present invention will be described with reference to the drawings.
FIG. 1 shows a schematic configuration of a vehicle 12 on which a reduction gear 10 is mounted. Hereinafter, the traveling direction of the vehicle 12 is defined as the front (front side), the rear (rear side) and the left-right direction are defined based on this, the direction toward the center in the width direction of the vehicle 12 is the inside, and the center from the center of the vehicle 12 The spreading direction is the outside. The direction in which gravity acts is the lower side, and the opposite direction is the upper side.

  In the vehicle 12, a chassis frame 14 is provided in a lower portion along the front-rear direction, and a body 21 of the vehicle 12 is attached to the chassis frame 14. Two chassis frames 14 are provided substantially parallel to each other on the left and right in the width direction of the vehicle 12 and are appropriately connected by a connecting member (not shown) extending in the width direction.

  A flooring is attached to the upper surface of the chassis frame 14, and a floor sheet or the like is pasted on the flooring to form a floor in the vehicle interior. A handle 30, a front seat 32, a rear seat 33, a parking lever 34, a shift control lever 36, and the like are provided in the vehicle interior.

  A battery unit 16 as a rechargeable battery, a traveling motor 18, a speed reducer 10, and the like are attached to the lower part of the chassis frame 14. A charging device 20 and an inverter 22 are mounted on the rear portion of the vehicle 12.

  The battery unit 16 is configured by storing a plurality of rechargeable battery cells (none of which are shown) in a storage container. When mounted on the vehicle 12, the battery unit 16 is formed so that the front reaches the lower portion of the front seat 32, the rear reaches the front of the speed reducer 10, and the left and right reach a width substantially equal to the lateral width of the vehicle 12. ing.

  The traveling electric motor 18 is an electric motor used for traveling an electric vehicle, and an output shaft (not shown) projects in the width direction of the vehicle 12. The speed reducer 10 is connected to a traveling motor 18 as shown in FIG. The speed reducer 10 includes a casing including a right casing 13 and a left casing 15 on an outer peripheral portion, and various gear groups (not shown) for reduction and differential are assembled therein. FIG. 2 shows a state in which the speed reducer 10 and the traveling motor 18 are viewed from above.

  The right casing 13 and the left casing 15 are cast products made of aluminum (alloy) or the like, and are combined from the left and right of the vehicle 12. The up-down direction in FIG. 2 is the die-cutting direction when casting each casing. The right casing 13 and the left casing 15 are bolted together at a mating surface at the longitudinal center (in the figure, the lateral direction).

  The gear group decelerates the rotation input from the traveling motor 18 and transmits it to the differential gear to drive the differential gear. The differential gear includes output shafts (difference shafts) 80 on the left and right, and distributes the reduced rotation to the left and right output shafts (difference shafts) 80. A rear wheel drive shaft (not shown) is connected to the output shaft 80 to drive the rear wheels. The gear group provided inside the speed reducer 10 is supported by a rotation support shaft or a bearing having a central axis along the width direction of the vehicle 12 except for the differential gear. That is, each gear has a central axis along the die-cutting direction of the left and right casings 13 and 15.

  Further, as shown in FIG. 2, the speed reducer 10 and the like are attached to the left and right sides, that is, the rear portions of a pair of chassis frames 14 provided at the top and bottom of the drawing. The rear portion of the chassis frame 14 is substantially parallel, and a subframe 24 is attached to the inside thereof. The sub frame 24 is formed by bending a steel pipe or the like in a substantially U shape, and is fixed to the chassis frame 14 via a stay 19 or the like. In front of the sub-frame 24, a support member 25 extends in the left-right direction (up and down in the drawing). The reduction gear 10 and the traveling motor 18 are attached to the subframe 24 by a support member 25 and a stay 28 via a rubber bush 26 (see FIG. 3) and the like.

  Furthermore, the speed reducer 10 is provided with a parking lock mechanism 11. The parking lock mechanism 11 includes an operating unit 17 shown in FIG. 3 and an engaging unit 41 (see FIG. 4) incorporated in the speed reducer 10, and is connected to the shift control lever 36 described above.

  The operating unit 17 supports a manual plate shaft 40 as a parking lock input shaft, an operating piece 42 attached to the tip of the manual plate shaft 40, and an outer cylinder 46 of a shift control cable 44 extending from the shift control lever 36. It is comprised from the member 48 grade | etc.,.

  The manual plate shaft 40 is a rod-like member, and is assembled to an attachment hole (not shown) penetrating the left casing 15 in the width direction of the vehicle 12 so as to be rotatable about an axis. In other words, the manual plate shaft 40 is assembled in an attachment hole formed in the mold release direction of the left casing 15 or the like. A first shift position switch 50 is attached to the manual plate shaft 40.

  The first shift position switch 50 has an operation plate (not shown) inside, and when the manual plate shaft 40 rotates, the operation plate rotates together with the manual plate shaft 40. The operation plate is provided with a contact. When the operation plate rotates together with the manual plate shaft 40 and moves relative to the outer container (not shown) of the shift position switch 50, the contact between the outer container and the operation plate. The conduction point of changes. Thus, the first shift position switch 50 detects the rotation of the manual plate shaft 40, that is, the speed change operation by the shift control lever 36. The detected result is sent to an ECU (electronic control unit) or the like.

  The operating piece 42 is attached to the tip of the manual plate shaft 40 on the outer side of the left casing 15 in a state of being prevented from rotating. A link mechanism 52 is connected to the lower portion of the operating piece 42 and is connected to the second shift position switch 54 via the link mechanism 52.

  An inner wire 56 of the shift control cable 44 is connected to the upper portion of the operating piece 42. The shift control cable 44 includes an outer cylinder 46 and an inner wire 56 provided in the outer cylinder 46, and the inner wire 56 is connected to the upper portion of the operating piece 42 as described above, and the outer cylinder 46 is supported by the support member 48. Has been. The support member 48 is an L-shaped mounting bracket, and is fixed to the upper middle position of the left casing 15 with a bolt 53.

  When the inner wire 56 of the shift control cable 44 is pulled by the shift control lever 36, the operating piece 42 rotates counterclockwise, and the manual plate shaft 40 rotates about the axis. FIG. 6 shows the operating part 17 as viewed from above. The support member 48 is not limited to the upper middle position of the left casing 15, and may be attached to the end of the left casing 15 as long as it does not protrude greatly from the front-rear direction of the left casing 15. Also, the mounting position is not particularly limited in the vertical direction. The support member 48 may be attached to a position other than horizontal with respect to the manual plate shaft 40, and the shift control cable 44 may be provided obliquely.

  The engaging part 41 is shown in FIG. FIG. 4 shows the left casing 15 in a partial cross section. A manual plate 60 is integrally fixed inside the left casing 15 of the manual plate shaft 40. The manual plate 60 is a flat member, and has a detent portion 62, a stopper portion 64, and an operation lever 66.

  The detent portion 62 is formed in a fan shape from the center, and irregularities are formed on the fan-shaped outer peripheral end surface. Each unevenness is formed corresponding to the speed change operation of the shift control lever 36, and the engagement arm 68 is always fitted in any one of the recesses with an appropriate elastic force. The engaging arm 68 is fixed to the left casing 15 at the other end side, and when the detent portion 62 rotates, the distal end portion sequentially fits into the recess to give the detent portion 62 an appropriate click feeling. Yes.

  The operating lever 66 extends downward from the center, and a parking rod 70 is connected to the tip thereof. The parking rod 70 is provided so as to be movable (back and forth) along the axial direction of the parking rod 70. When the parking rod 70 is pushed in the axial direction by the operating lever 66, that is, when it moves in the left direction in the drawing, the parking rod 70 is provided at the front end. The part 72 pushes down the parking sprag 74 and engages the parking sprag 74 with the parking gear 76. Thereby, the rotation of the parking gear 76 is locked, and the rotation of the output shaft 80 (see FIG. 3) meshed with the parking gear 76 via the reduction gear is fixed. A return spring 75 is attached to the parking plug 74, and the parking plug 74 is always urged counterclockwise by the return spring 75.

  Next, the operation and effect of the speed reducer 10 including the parking lock mechanism 11 will be described.

  In the parking lock mechanism 11, as described above, the manual plate shaft 40 as the parking lock input shaft passes through the left casing 15 along the width direction of the vehicle 12 behind and above the output shaft 80, and rotates around the shaft. It is provided freely. In addition, the operating portion 17 that rotates the manual plate shaft 40 is provided on the left side of the speed reducer 10, and a support member 48 that supports the outer cylinder 46 of the shift control cable 44 is attached to the upper middle portion of the speed reducer 10. It has been.

  As a result, the support member 48 is not provided so as to protrude forward from the front end of the speed reducer 10, and it is possible to ensure a distance from a component disposed in front of the speed reducer 10, for example, the battery unit 16. Further, the entire outer shape of the speed reducer 10 including the support member 48 is not enlarged, and the space required when the speed reducer 10 is attached to or removed from the vehicle 12 is not enlarged. Furthermore, the space required in front of the speed reducer 10 can be narrowed, and the battery unit 16 and the like can be arranged close to the position immediately before the speed reducer 10.

  The manual plate shaft 40 does not protrude from the upper surface of the speed reducer 10. Therefore, the operating unit 17 of the parking lock mechanism 11 is not provided on the upper surface of the speed reducer 10, and the battery unit 16, the charging device 20, the inverter 22, or the like can be installed up to the upper part of the speed reducer 10.

  Similarly to the processing for attaching the gear group, the speed reducer 10 can form an attachment hole for attaching the manual plate shaft 40 by processing only from the side of the left casing 15 and can change the attachment direction of the workpiece during processing. This eliminates the need to change, simplifies processing, and reduces costs.

  Since the operating portion 17 of the parking lock mechanism 11 is provided on the side of the speed reducer 10, adjustment of the operating portion 17 and the shift position switch 50, repair and replacement of the shift control cable 44, etc. are performed on the side of the speed reducer 10, that is, the vehicle. This can be done from the side of the twelve, improving maintainability. Since the manual plate shaft 40 is provided above the output shaft 80 of the speed reducer 10, muddy water or the like can be prevented from entering the speed reducer 10 through the mounting hole of the manual plate shaft 40.

1 is a perspective view showing a vehicle including an embodiment of a parking lock mechanism for a vehicle speed reducer according to the present invention. It is a top view which shows the reduction gear of FIG. It is a side view which shows the reduction gear of FIG. It is sectional drawing which shows the engaging part of a parking lock mechanism. It is a side view which shows the attachment state of the reduction gear of FIG. It is a top view which shows the action | operation part of a parking lock mechanism.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Reducer 11 ... Parking lock mechanism 12 ... Vehicle 16 ... Battery unit 17 ... Actuator 18 ... Electric motor 20 ... Charging device 22 ... Inverter 36 ... Shift control lever 44 ... Shift control cable 48 ... Support member 56 ... Inner wire 76 ... Parking gear 80 ... Output shaft

Claims (4)

A parking lock mechanism provided in a reduction gear fixed to a frame constituting an electric vehicle;
A parking lock input shaft that is connected to a shift control lever provided in a vehicle interior of the electric vehicle by a shift control cable, and is rotated around an axis by pulling the shift control cable;
A parking plug connected to the rotation of the parking lock input shaft;
A parking gear fitted by the parking plug,
Further, the parking lock input shaft is provided in parallel with the output shaft of the speed reducer, and is provided on the left or right side wall of the speed reducer behind and above the output shaft and below the frame. A parking lock mechanism for a speed reducer for a vehicle, wherein one end of the shift control cable is connected to the outside of the speed reducer through the mounting hole and the end of the shift control cable is connected to the extracted end. The parking lock mechanism is
A parking rod that is moved back and forth by the rotation of the parking lock input shaft;
A parking sprag that is swung by a back-and-forth movement of the parking rod and that has a swivel end fitted to the parking gear;
The parking lock mechanism for a vehicle speed reducer according to claim 1, further comprising a support member that supports an outer cylinder of the shift control cable attached to a middle portion in the front-rear direction of the side wall of the speed reducer.   The parking lock mechanism for a vehicle speed reducer according to claim 2, wherein the speed reducer is a speed reducer mounted on a rear portion of the electric vehicle and connected to a rear wheel of the electric vehicle.   The parking lock mechanism for a vehicle speed reducer according to claim 3, wherein the electric vehicle is an electric vehicle having a rechargeable battery mounted under the floor of the electric vehicle.

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