JP6358183B2 - Manual release mechanism for vehicle parking lock device - Google Patents

Description

  The present invention relates to a parking lock device for a vehicle having a manual release mechanism that releases a parking lock of a shift-by-wire parking lock device by a manual operation. The present invention relates to a technology that suppresses a decrease in the level.

  In a vehicle having a shift-by-wire parking lock device having a parking lock mechanism capable of switching a transmission between a locked state and an unlocked state by an electric actuator, a lever member that is manually operated, the lever member, and the parking lock It is known to provide a manual release mechanism that includes a connecting member that connects to a mechanism and that can switch the parking lock mechanism to an unlocked state by an operating force input to the lever member. For example, the manual release mechanism of the parking lock device for vehicles of patent document 1 is it.

  The shift-by-wire vehicle parking lock device of Patent Document 1 includes a parking pole that meshes with a parking gear, a parking rod that has a cam that pushes the parking pole against the parking gear, and a base end of the parking rod from the center of rotation. A parking lock mechanism having a detent lever that is rotatably supported at a spaced position, a control shaft that supports the detent lever, and an electric actuator that drives the control shaft are provided. The manual release mechanism includes a manual lever at one end of a control shaft that supports the detent lever. The manual lever is connected to a manually operated lever member via a connecting member. As a result, the operating force input to the lever member is transmitted to the detent lever via the connecting member, the manual lever, and the control shaft, and the parking lock mechanism is manually switched from the locked state to the unlocked state.

JP2013-95251A

  By the way, in the manual release mechanism, in order to improve the ease of assembling work, the connecting member for connecting the lever member and the parking lock mechanism is used as the first connecting member on the parking lock mechanism side and the lever. It can be considered that workability at the time of assembling is improved by dividing the member into the second connecting member on the member side and connecting them using a connecting portion.

  However, the coupling portion that is disposed between the parking lock mechanism and the lever member and couples the first coupling member and the second coupling member is disadvantageous in terms of strength. When collision occurs, the durability of the joint may be reduced.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is for a shift-by-wire vehicle in which assembling to the vehicle is improved and a decrease in durability is suppressed. It is to provide a manual release mechanism of a parking lock device.

  According to a first aspect of the present invention, there is provided a parking lock device for a vehicle having a parking lock mechanism capable of switching a transmission between a locked state and an unlocked state by an electric actuator. A first coupling member coupled to the parking lock mechanism and a second coupling member coupled to the lever member, the coupling member coupling the lever member and the vehicle parking lock mechanism; A manual release mechanism capable of switching the vehicle parking lock mechanism from the locked state to the unlocked state by a manual operation force input to a lever member, wherein the coupling portion between the first connecting member and the second connecting member The coupling support member that supports the transmission is fixed to the upper surface of the transmission support member that supports the transmission.

  According to a second aspect of the present invention, in the first aspect of the present invention, the coupling portion support member supports the coupling portion on the vehicle front side.

  According to a third aspect of the present invention, in the second aspect of the present invention, the coupling support member is fixed to a vehicle rear side end of the transmission support member.

  According to a fourth invention, in any one of the first to third inventions, the first connecting member is inserted into the first outer cable and the first outer cable, and one end thereof is connected to the parking lock mechanism. The second connecting member includes a second outer cable and a second inner cable that is inserted through the second outer cable and has one end connected to the lever member. The coupling portion fixes the other end of the first outer cable and the other end of the second outer cable, and projects from the other end of the first outer cable to the other end of the first inner cable and the second outer cable. The other end of the second inner cable protruding from the other end of the second outer cable, and the other end of the second outer cable and the first inner cable There to having the other end and a second cover case for accommodating the other end of the inner cable.

  According to the first aspect of the present invention, the coupling portion support member that supports the coupling portion between the first coupling member and the second coupling member is fixed to the upper surface of the transmission support member of the vehicle. For this reason, the connecting portion of the connecting member is protected from a stepping stone from the lower part of the vehicle while the vehicle is running by the transmission support member positioned below the connecting portion. As a result, the assembly of the manual release mechanism to the vehicle is improved, and a decrease in durability of the coupling portion can be suppressed.

  According to the second invention, the coupling portion support member supports the coupling portion on the vehicle front side. For this reason, since there exists a coupling | bond part support member ahead of a vehicle from a coupling | bond part, the coupling | bond part of a connection member is protected by the coupling | bond part support member located in the vehicle forward side rather than it from the stepping stone from the vehicle front. This improves the ease of assembly of the manual release mechanism to the vehicle and suppresses a decrease in the durability of the coupling portion.

  According to the third aspect of the present invention, the coupling support member is fixed to the vehicle rear side end of the transmission support member. For this reason, the coupling portion is at a position where the hand can easily reach from below the vehicle, and the assembly of the manual release mechanism to the vehicle is further improved.

  According to a fourth aspect of the present invention, the first connecting member includes a first outer cable and a first inner cable that is inserted into the first outer cable and connected at one end to the parking lock mechanism. The second connecting member includes a second outer cable and a second inner cable that is inserted through the second outer cable and has one end connected to the lever member, and the coupling portion is formed of the first outer cable. The other end of the first inner cable protruding from the other end of the second outer cable and the other end of the first inner cable protruding from the other end of the second outer cable are fixed. And the other end of the second outer cable, the other end of the first inner cable, and the other end of the second inner cable. A cover case housing. For this reason, since the other end of the second outer cable, the other end of the first inner cable, and the other end of the second inner cable of the connecting portion are protected by the cover case, the durability of the connecting portion of the connecting member The decline in sex is suppressed.

It is a skeleton diagram explaining the example of composition of the drive device for hybrid vehicles provided in the hybrid vehicle to which a manual release mechanism is applied. It is a figure explaining the electronic control apparatus for parking locks which controls the action | operation of the parking lock apparatus for vehicles with which the drive device for hybrid vehicles of FIG. 1 is equipped. It is a perspective view of the parking lock apparatus for vehicles of FIG. It is a figure explaining the structure of the manual release mechanism which makes the control axis | shaft of the parking lock apparatus for vehicles of FIG. 2 change from a locked state position to an unlocked position. It is the front view which looked at the outer lever of the manual release mechanism of Drawing 4 in the direction of a rotation axis. It is a side view of the outer lever of the manual release mechanism of FIG. It is a figure which shows the state before attachment of the cover case of the coupling | bond part of the connection member of the manual release mechanism of FIG. 4 from the vehicle lower side. It is a perspective view explaining the connection state with the other end of the 1st inner cable of the connection member of the manual release mechanism of FIG. 4, and the other end of the 2nd inner cable. It is a figure which expands and shows the vicinity of the end of the 1st inner cable of FIG. It is a perspective view which shows the coupling | bond part periphery of the manual release mechanism of the state assembled | attached to the vehicle of FIG.

  Hereinafter, an example of a manual release mechanism of a parking lock device for a vehicle according to the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram illustrating the configuration of a hybrid vehicle drive device 12 provided in a hybrid vehicle 8 to which the manual release mechanism 108 of the present invention is preferably applied. As shown in FIG. 1, a hybrid vehicle drive device 12 (hereinafter referred to as “drive device 12”) according to the present embodiment includes a transmission case 14 (hereinafter referred to as “case 14”) as a non-rotating member attached to a vehicle body. And a differential portion 18 connected directly to the input shaft 16 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown). And an automatic transmission unit 22 connected in series via a transmission member (transmission shaft) 20 to a power transmission path between the differential unit 18 and a driving wheel (not shown), and connected to the automatic transmission unit 22. The output shaft 24 is provided in series.

  The drive device 12 of the present embodiment is suitably used for an FR (front engine / rear drive) type vehicle that is installed vertically in, for example, a hybrid vehicle 8 (hereinafter referred to as “vehicle 8”). A differential gear device (not shown) from the output shaft 24 and its differential gear are used to generate power generated by an engine 26 which is an internal combustion engine such as a gasoline engine or a diesel engine as a driving power source for traveling connected to the engine 16. This is transmitted to the drive wheels via an axle (not shown) between the device and the pair of drive wheels. In the driving device 12 of this embodiment, the engine 26 and the differential unit 18 are directly connected. This direct connection means that the connection is made without using a hydraulic power transmission device such as a torque converter or a fluid coupling. For example, the connection via the pulsation absorbing damper is included in this direct connection. Further, since the drive device 12 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG. The same applies to each of the following embodiments.

  The differential unit 18 is a mechanical mechanism that mechanically distributes the output of the engine 26 that is input to the input shaft 16 and the first electric motor MG1, and outputs the output of the engine 26 to the first electric motor MG1 and the transmission member. And a second electric motor MG2 operatively connected to rotate integrally with the transmission member 20. The first electric motor MG1 and the second electric motor MG2 provided in the driving device 12 of the present embodiment are configured by a three-phase AC synchronous motor including a stator around which a three-phase coil is wound and a rotor provided with a permanent magnet. Both function as a so-called motor generator that functions as an engine and a generator, and corresponds to the electric motor of the present invention. With such a configuration, the differential unit 18 controls the operation state via the first electric motor MG1 and the second electric motor MG2, so that the input rotational speed (the rotational speed of the input shaft 16) and the output rotational speed (the transmission member). It functions as an electric differential unit in which the differential state of 20 rotation speeds) is controlled.

  The power distribution device 28 is mainly composed of a single pinion type planetary gear device. This planetary gear device includes a sun gear S0, a planetary gear P0, a carrier CA0 that supports the planetary gear P0 so that it can rotate and revolve, and a ring gear R0 that meshes with the sun gear S0 via the planetary gear P0 as rotating elements. The carrier CA0 is connected to the input shaft 16, that is, the engine 26, the sun gear S0 is connected to the first electric motor MG1, and the ring gear R0 is connected to the transmission member 20. Further, the input shaft 16 to which the engine 26 is connected is selectively connected to the case 14 which is a non-rotating member via the brake B0. A mechanical hydraulic pump 30 that is driven to rotate by the engine 26 to discharge hydraulic oil and stops supplying hydraulic oil to the hydraulic control circuit when the engine 26 is stopped is connected to the input shaft 16.

  The automatic transmission unit 22 is mainly composed of a single pinion type planetary gear device 32 and a planetary gear device 34 in a power transmission path between the differential unit 18 and a driving wheel (not shown), and serves as a stepped automatic transmission. It is a functioning planetary gear type multi-stage transmission. The planetary gear devices 32 and 34 are sun gears S1 and S2, planetary gears P1 and P2, and carrier gears CA1 and CA2 that support the planetary gears P1 and P2 so that they can rotate and revolve, and planetary gears P1 and P2. Ring gears R1 and R2 meshing with S2 are provided.

  In the automatic transmission unit 22, the sun gear S1 is selectively connected to the case 14 via the brake B1. Further, the carrier CA1 and the ring gear R2 are integrally connected to be selectively connected to the case 14 via the second brake B2, and the carrier CA1 and the ring gear R2 are connected to the case 14 via the one-way clutch F1. Rotation in the direction is allowed, but rotation in the reverse direction is prevented. Further, the sun gear S2 is selectively connected to the transmission member 20 via the first clutch C1. The integrally connected carrier CA1 and ring gear R2 are selectively connected to the transmission member 20 via the second clutch C2. Further, the ring gear R1 and the carrier CA2 are integrally connected and connected to the output shaft 24. Although not shown in FIG. 1, a parking gear 38 of a parking lock mechanism 37 of a vehicle parking lock device 36 (hereinafter referred to as “parking lock device 36”) is fixedly connected to the output shaft 24. .

  In the automatic transmission unit 22, the first speed gear stage is established by the engagement of the first clutch C1 and the second brake B2, and the second speed gear stage is established by the engagement of the first clutch C1 and the first brake B1. The third gear is established by engaging the first clutch C1 and the second clutch C2, and the fourth gear is established by engaging the second clutch C2 and the first brake B1, A reverse gear stage (reverse gear stage) is established by engagement of the first clutch C1 and the second brake B2. Further, for example, the neutral "N" state is established by releasing all of the first clutch C1, the second clutch C2, the first brake B1, and the second brake B2, and the first motor MG1 and the second motor MG2 are engaged by the engagement of the brake B0. Both of them are in a state where a pair of drive wheels can be driven, that is, in both drive states.

  FIG. 2 is a diagram illustrating a parking lock electronic control device 40 (SBW-ECU 40) that controls the operation of the shift-by-wire parking lock device 36. As shown in FIG. The parking lock electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and uses a temporary storage function of the RAM to perform a signal according to a program stored in advance in the ROM. By performing the processing, the shift position of the transmission of the differential unit 18 and the automatic transmission unit 22 is switched, and the operation of the vehicle parking lock device 36 that locks the output shaft 24 is controlled. In the parking lock electronic control device 40, the shift lever position signal R / N / D according to the shift operation of the shift operation device via the HV-ECU 42, the automatic transmission unit 22 other than the parking range (P range) and the parking range. A P switch signal P representing a switch operation of the P switch 45 (P-SW 45) for switching between the non-parking range (non-P range) is supplied. Shift lever position signal R / N / D is detected by shift lever sensor 44. The electric actuator 46 includes an encoder 50 that measures the relative angular displacement of the electric motor 48, a shift sensor 52, and an electromagnetic clutch 88. The electromagnetic clutch 88 connects and disconnects power transmission between the worm wheel 96 driven by the electric motor 48 and the output gear 104 that outputs the power. The parking lock electronic control unit 40 obtains the rotation angle (motor angle) of the electric motor 48 from the encoder 50 according to the shift lever position signal R / N / D, and simultaneously drives the electric motor 48 to rotate. By connecting the electromagnetic clutch 88, the control shaft 64 is rotated to the rotation position of the corresponding non-parking position (NotP position), and the parking lock device 36 is switched. When the parking lock electronic control unit 40 detects the input of the P switch signal P, the parking lock electronic control unit 40 rotates the electric motor 48 and simultaneously connects the electromagnetic clutch 88 to the rotation position corresponding to the parking position (P position). By rotating the control shaft 64, the parking lock mechanism 37 is brought into a parking lock state. Further, the parking lock electronic control device 40 releases the connection of the electromagnetic clutch 88 when the shift position is selected and the electric motor 48 is stopped. The control shaft 64 is connected to a shift sensor 52 that measures the absolute angle of the control shaft 64, and detects whether the shift position is in the parking position or the non-parking position. A backup lever 110 (P release lever) for manually switching the parking lock mechanism 37 from the parking position to the non-parking position is connected via a connecting member 112. With the manual operation force of the backup lever 110, the control shaft 64 is rotated from the rotation position corresponding to the parking position to the rotation position corresponding to the non-parking position (NotP position). Thus, for example, even if the electric motor 48 fails, the parking lock mechanism 37 is manually switched from the parking position (P position) to the non-parking position (NotP position), so that the vehicle 8 can be moved.

  FIG. 3 is a diagram showing a configuration of a shift-by-wire vehicle parking lock device 36 provided in the vehicle 8. The vehicle parking lock device 36 switches the transmission between a locked state and an unlocked state by an electric actuator 46 that operates in accordance with a switch operation of a parking switch (P switch) 45. The gear stage of the automatic transmission unit 22 is switched by the electric actuator 46 that operates according to the shift operation. The parking lock device 36 includes a parking lock mechanism 37, a manual valve 68 for switching an oil path of a hydraulic circuit in a hydraulic control device that supplies hydraulic oil to a hydraulic actuator that supplies engagement pressure to the hydraulic friction engagement device, An electric actuator 46. The parking lock mechanism 37 is provided with a parking gear 38 fixed to the output shaft 24 operatively connected to a drive wheel (not shown), and is rotatably provided to a meshing position that meshes with the parking gear 38. 38, a parking lock pole 54 that locks the rotation of the shaft 38, a control rod 58 that is inserted into the taper cam portion 56 that contacts the parking lock pole 54 and supports the taper cam portion 56 at one end, and a taper cam portion provided on the control rod 58. 56 is supported by being fixed to the control shaft 64, and is rotatably connected to the other end portion of the control rod 58, and a parking position and a non-parking position by a moderation mechanism. Detent lever 62 positioned on the surface, and detent lever While providing moderation to the rotation of 2 is provided with a detent spring 66 which holds the detent lever 62 to any one of the shift positions of the parking position and a plurality of non-parking position. The detent lever 62 supported by the control shaft 64 is rotated around one rotation center line O by an electric motor 48 (SBW motor).

  FIG. 3 shows a case where the parking lock mechanism 37 is in the non-parking position. The parking lock pole 54 is adjusted by changing the contact position with the taper cam portion 56 provided at one end of the control rod 58. For example, when the taper cam portion 56 is moved in the direction of the arrow A and the parking lock pawl 54 comes into contact with the small diameter portion of the taper cam portion 56, the tip of the parking lock pawl 54 is moved vertically downward (arrow B direction). Thus, the engagement with the parking gear 38 is released, and the parking lock state of the parking lock mechanism 37 is released (FIG. 3). On the other hand, when the parking lock pawl 54 comes into contact with the large diameter portion of the taper cam portion 56, the parking gear 38 and the parking lock pawl 54 mesh with each other, whereby the parking lock mechanism 37 is brought into a parking lock state (not shown). When the parking lock mechanism 37 is in the parking lock state, the parking lock pawl 54 and the parking gear 38 are engaged with each other, whereby the rotation of the parking gear 38 is prevented and the rotation of the drive wheels is similarly prevented.

  Further, the movement of the control rod 58 in the axial direction is adjusted according to the rotational position of the control shaft 64, that is, the rotational position of the detent lever 62. The detent lever 62 is operatively connected to the output gear 104 of the electric actuator 46 via the control shaft 64, and is driven around the rotation axis O by the electric actuator 46 together with the control rod 58 to It functions as a shift positioning member for switching between a parking position that is a shift position and a non-parking position. The detent lever 62 is a plate-like member. A control shaft 64 is fixed to the lower end portion of the detent lever 62, and a non-parking such as a parking groove 72 corresponding to the parking position and a neutral groove 74 corresponding to the neutral position, for example. An engaging groove 76 including a plurality of non-parking grooves corresponding to the respective shift positions is provided. The detent spring 66 is a leaf spring, the base end portion of which is fixed to the valve body 67, and the engagement roller 78 rotatably supported at the distal end portion of the detent spring 66 is a groove of the engagement groove 76 of the detent lever 62. It is provided in a state of being biased to engage with the bottom. The manual valve 68 is engaged with the detent lever 62 via a pin 82 provided at the arm portion 80 of the detent lever 62 at one end thereof. The spool 84 of the manual valve 68 is provided so as to be movable in the axial direction in the valve body 67 by the rotation of the detent lever 62. Here, the rotation position of the control shaft 64 in which the engagement roller 78 of the detent spring 66 is engaged with the parking groove 72 in the shift position is the parking position, that is, the position where the parking gear 38 and the parking lock pole 54 are engaged. Correspond. On the other hand, the rotational position of the control shaft 64 in which the engagement roller 78 is engaged with the neutral concave groove 74 corresponding to, for example, the neutral position (N position) of the non-parking position is the non-parking position, that is, the parking gear 38 and the parking lock pole. 54 corresponds to a position where the meshing with 54 is released, and also corresponds to a neutral position among the shift positions determined by the axial position of the spool 84 of the manual valve 68. Similarly, in the non-parking position other than the neutral position, the rotational position of each control shaft 64 corresponds to the non-parking position and also corresponds to each shift position other than the neutral position determined by the manual valve 68.

  An engaging portion 86 having a rectangular cross section is formed at the left end in FIG. 3 which is one end of the control shaft 64. The engaging portion 86 is connected to the output gear 104 of the electric actuator 46. The electric actuator 46 includes an electric motor 48, an electromagnetic clutch 88, and a reduction gear mechanism 90. A worm gear 92 is formed on the output shaft of the electric motor 48. The worm gear 92 is engaged with a worm wheel 96 connected to an input shaft of an electromagnetic clutch 88 rotatably supported by the casing 94. A small-diameter gear 100 is formed on an output shaft 98 arranged concentrically on the inner peripheral side of the input shaft of the electromagnetic clutch 88. The small-diameter gear 100 is engaged with a large-diameter gear 102 formed on an intermediate shaft 101 that is rotatably supported by the casing 94. Further, a fan-shaped output gear 104 having meshing teeth formed on a partial arc is fitted to the small-diameter gear formed on the intermediate shaft 101. The output gear 104 is rotatably supported by the casing 94, and an engagement hole 106 having a rectangular cross section is formed at the center of rotation. A reduction gear mechanism 90 is constituted by a gear train such as the small diameter gear 100 of the output shaft 98 of the electromagnetic clutch 88, the large diameter gear 102 of the intermediate shaft 101, the small diameter gear of the intermediate shaft 101, and the output gear 104. The engagement portion 86 of the control shaft 64 is engaged with the engagement hole 106 of the output gear 104. The electromagnetic clutch 88 excites an excitation coil (not shown) to connect the worm wheel 96 and the small diameter gear 100. When the shift position switching signal is not supplied to the parking lock electronic control device 40, the electromagnetic clutch 88 is released. Therefore, when the control shaft 64 is rotated by a manual operation force described later, the output gear 104, the large-diameter gear 102 and the small-diameter gear of the intermediate shaft 101, the small-diameter gear 100 of the output shaft 98, and the like are also included in the control shaft 64. Although it is interlocked with the rotation, the electric motor 48 is not interlocked.

  In response to the P switch signal P, the parking lock electronic control unit 40 connects the electromagnetic clutch 88 and simultaneously rotates the control shaft 64 in the direction C in FIG. 3 so that the rotational position of the control shaft 64 becomes the parking position. Thus, the electric motor 48 is rotationally driven. Further, the parking lock electronic control device 40 is controlled by rotating the control shaft 64 in the C direction or the D direction in FIG. 3 at the same time as connecting the electromagnetic clutch 88 in accordance with the shift lever position signal R / N / D. The electric motor 48 is rotationally driven so that the rotational position of the shaft 64 becomes the corresponding shift position. The parking lock electronic control device 40 releases the electromagnetic clutch 88 and releases the connection between the electric motor 48 and the control shaft 64 when the electric motor 48 is in an inoperative state.

  The parking lock device 36 configured as described above is used to manually lock the parking lock mechanism 37 when the electric actuator 46 cannot switch the parking lock mechanism 37 between the locked state and the unlocked state due to a failure of the electric motor 48, for example. A manual release mechanism 108 that allows the mechanism 37 to be switched from the locked state to the unlocked state is provided.

  FIG. 4 is a perspective view illustrating the configuration of the manual release mechanism 108. Further, the right side in the figure is the front of the vehicle, and the left side in the figure is the rear of the vehicle. The manual release mechanism 108 includes a backup lever 110 that is manually operated, a connecting member 112 that connects the backup lever 110 and the parking lock mechanism 37, and an outer lever 114, and a manual operation force to the backup lever 110 is provided. It is transmitted to the outer lever 114 via the connecting member 112, and the locked state of the parking lock mechanism 37, that is, the parking lock state is switched to the unlocked state. The connecting member 112 is configured by connecting a first connecting member 116 connected to the outer lever 114 and a second connecting member 118 connected to the backup lever 110 by a connecting portion 120. The backup lever 110 corresponds to the lever member of the present invention.

  FIG. 5 is a front view of the outer lever 114 of the manual release mechanism 108 as viewed in the rotation axis direction, and FIG. 6 is a side view of the outer lever 114. The outer lever 114 includes an annular lever main body 122, a lever portion 124 formed to protrude radially outward from the lever main body 122, and a hole 126 formed at the distal end of the lever portion 124 in the protruding direction. The lever main body 122 is formed with a pair of protrusions 130 protruding from the inner peripheral surface of the engagement hole 128 so as to face each other with the rotation center therebetween. The control shaft 64 includes an engaging portion 132 having a rectangular cross section formed at a tip portion on the opposite side of the detent lever 62 with respect to the engaging portion 86 engaged with the engaging hole 106 of the output gear 104. Yes. As shown in FIG. 6, the engaging portion 132 is engaged with the engaging hole 128 by forming a circumferential gap so as not to interfere with the pair of protrusions 130 of the lever main body 122. . 5 is the rotational position of the control shaft 64 when the parking lock device 36 is in the parking position, and the broken engagement portion 132 in FIG. 5 is that the parking lock device 36 is in the neutral position. This is the rotational position of the control shaft 64 at a certain time. In FIG. 5, the outer lever 114 when the backup lever 110 of the manual release mechanism 108 is not operated in the release direction is indicated by a solid line. Between the engaging portion 132 of the control shaft 64 and the pair of protrusions 130 of the lever body 122, a backlash that is greater than the rotation operation angle of the control shaft 64 driven by the electric actuator 46 is provided, and the outer lever 114 is Since the electric actuator 46 is driven, the control shaft 64 is rotated in the direction of the arrow C or the arrow D in FIG. 5 within the range of the rotation operation angle from the parking position to the non-parking position. When moved, the pair of protrusions 130 do not interfere with the engaging portion 132. A nut 134 is provided at the tip of the engaging portion 132, and the control shaft 64 is connected to the lever body 122 so as to be relatively rotatable. An engagement protrusion 136 formed at one end of a first inner cable 144 of the first connecting member 116 described later is rotatably fitted in the hole 126 of the lever portion 124 and is prevented from coming off by a nut 138. As a result, the first connecting member 116 is connected to the parking lock mechanism 37 via the outer lever 114 and the control shaft 64.

  FIG. 7 is a view showing a state before the cover case 140 of the connecting portion 120 of the connecting member 112 is attached from the lower side of the vehicle 8. FIG. 8 is a view for explaining a connection state between the other end of the first inner cable 144 of the first connecting member 116 in the cover case 140 and the other end of the second inner cable 148 of the second connecting member 118. As shown in FIG. 7, the first connecting member 116 includes a first outer cable 142 and a first inner cable 144 inserted into the first outer cable 142, and the second connecting member 118 An outer cable 146 and a second inner cable 148 inserted into the second outer cable 146 are configured. The other end of the first outer cable 142 opposite to the end fitted to the outer lever 114 is fixed to one end of the attachment member 150. The mounting member 150 includes a mounting plate portion 154 that fixes the first connecting member 116 to a stay 152, which will be described later, and a locking protrusion that locks an opening portion of the cover case 140, which will be described later, on the other end side of the mounting plate portion 154. 156, and the other end is configured to be fitted into an opening of an inner case 158 described later. The first inner cable 144 that protrudes from the other end of the first outer cable 142 and penetrates the attachment member 150 from one end to the other end includes an engagement protrusion 160 at the other end. The second outer cable 146 is a bottomed cylindrical member whose other end is formed with an opening at one end, and the opening is formed at a position corresponding to above and below the vehicle 8 as shown in FIG. It is fixed to the other end of the inner case 158. The connecting portion 120 between the first connecting member 116 and the second connecting member 118 is configured such that the other end of the first outer cable 142 and the second outer cable are inserted by fitting the other end of the mounting member 150 into the opening of the inner case 158. 146 is connected to the other end of the first outer cable 142 and protrudes from the other end of the first outer cable 142 via the mounting member 150. The other end of the second inner cable 148 projecting into the inner case 158 from the other end is engaged with the engagement hole 162 provided at the other end as shown in FIG. The end and the other end of the second inner cable 148 are connected. The cover case 140 is a tubular member made of steel, for example, and has a plurality of locking holes 164 that are locked to the locking protrusions 156 of the mounting member 150 in the circumferential direction at the opening. The cover case 140 is attached to the attachment member 150 by the engagement protrusion 156 of the attachment member 150 being engaged with the engagement hole 164. As a result, the coupling portion 120 accommodates the other end of the second outer cable 146, the other end of the first inner cable 144, and the other end of the second inner cable 148 in the cover case 140 to protect them. Further, the cover case 140 is slidable with respect to the outer peripheral surface of the second outer cable 146.

  In FIG. 4, the stay 152 includes a first plate portion 166 and a second plate portion 168 erected so as to be substantially orthogonal to the first plate portion 166. The mounting plate 150 is configured such that one end of the mounting member 150 to which the other end of the first outer cable 142 is fixed is directed to a surface opposite to the contact surface of the second plate 168 with the mounting plate 154. It is being fixed to the 2nd board part 168 with the volt | bolt so that it may protrude from the center part of 168. FIG. The 1st board part 166 is being fixed to the mount 170 mentioned later with the volt | bolt. The coupling portion 120 is supported by a stay 152 that functions as a coupling portion support member via a mounting plate portion 154. FIG. 9 is an enlarged view in the vicinity of one end of the first inner cable 144 of the first connecting member 116 in FIG. 4. The first connecting member 116 is rotatably connected to a lever portion 124 disposed below the vehicle body 8 relative to the lever main body 122, and is engaged with the hole 126 of the lever portion 124 of the first connecting member 116. The engagement protrusion 136 is disposed below the vehicle 8 with respect to the lever body 122. Therefore, the first connecting member 116 is supported by the reaction force bracket 172 so that the first inner cable 144 can be displaced linearly on the vehicle lower side of the case 14 housing the transmission. The reaction force bracket 172 is separate from the case 14 and is fixed to the case 14 with bolts. The first inner cable 144 and the first inner cable 144 are provided between the lever portion 124 of the outer lever 114 and one end of the first inner cable 144 opposite to the second inner cable 148 and the reaction force bracket 172. An elastic member 174 that is a coiled spring that urges the lever portion 124 fitted with the aforementioned engagement protrusion 136 in the direction of arrow C in FIG. 5, that is, in the counterclockwise direction in FIG. 9, is connected to the first inner cable 144. It is arranged coaxially. The reaction force bracket 172 receives a reaction force from the elastic member 174. The urging direction of the outer lever 114 of the elastic member 174 is opposite to the displacement direction of the connecting member 112 due to the manual operation force of the backup lever 110 in the direction of arrow E in FIG. The outer lever 114 is prevented from rotating in the direction of arrow D in FIG. 5 when an external force other than the manual operation force applied to the backup lever 110 is applied to the outer lever 114. Thereby, interference with the engaging part 132 of the pair of protrusions 130 of the outer lever 114 is suppressed, and wear due to interference between the outer lever 114 and the control shaft 64 is suppressed. A stopper 176 that contacts the lever main body 122 of the outer lever 114 and restricts the counterclockwise rotation of the lever portion 124 of the outer lever 114 by the biasing force of the elastic member 174 is fixed to the case 14. Yes. The outer lever 114 is positioned to the rotation position (initial position) around the lever shaft indicated by the solid line in FIG. 5 by the urging force of the elastic member 174 and the stopper 176 that restricts the rotation by the urging force. Accuracy is improved. For this reason, interference of the outer lever 114 with respect to rotation of the control shaft 64 driven by the electric actuator 46 is prevented. The stopper 176 contacts the lever main body 122 of the outer lever 114 to which one end of the second inner cable 148 connected to the backup lever 110 and one end of the first inner cable 144 farthest from the connecting member 112 are connected. Is provided. Since one end of the first inner cable 144 at the end of the connecting member 112 on the outer lever 114 side is urged by the elastic member 174, the connecting member 112 from one end of the first inner cable 144 to one end of the second inner cable 148. There is no play over the entire length of the.

  The backup lever 110 that functions as a lever member is rotatably supported in the vicinity of the driver's seat in the passenger compartment via a lever support member 180. One end of the second outer cable 146 opposite to the other end fixed to the inner case 158 is fixed to the lever support member 180 via the clip 182, and the second inner cable 148 protrudes from one end of the second outer cable 146. Is connected to the backup lever 110. Further, the backup lever 110 is provided with a connecting portion to which a tool for applying an operating force for rotating the backup lever 110 in the direction of arrow E in FIG. The second connecting member 118 is inserted between the lever support member 180 and the stay 152 through the grommet 186 provided in the retainer 184 and is supported by the mounting clamp 188 and the mounting bracket 190.

  In the manual release mechanism 108 configured as described above, the second inner cable 148 having one end connected to the backup lever 110 and the second connection at the coupling portion 120 by the manual operation of the backup lever 110 in the direction of arrow E in FIG. The outer lever 114 connected to one end of the first inner cable 144 via the first inner cable 144 connected to the other end of the inner cable 148 is attached to the elastic member 174 from the position shown by the solid line in FIG. It rotates to the position indicated by the broken line in the direction of arrow D against the force. By the rotation of the outer lever 114 in the direction of arrow D, the protrusion 130 comes into contact with the engaging portion 132 of the control shaft 64, and the control shaft 64 is mechanically rotated corresponding to the parking position indicated by the solid line. To the rotation position corresponding to the neutral position indicated by the broken line. Thereby, when the parking lock mechanism 37 is at the parking position, even if the electric actuator 46 cannot be switched due to, for example, a failure of the electric motor 48, the manual release mechanism 108 causes the parking lock mechanism 37 to move from the parking position. The non-parking position can be switched to the neutral position. Note that the rotation of the control shaft 64 in the arrow D direction by the manual release mechanism 108 causes the output gear 104, the small-diameter gear of the intermediate shaft 101, the large-diameter gear 102, the small-diameter gear 100 of the output shaft 98, and the like to be interlocked. Since the electromagnetic clutch 88 is released except during the shift operation, the operation of the backup lever 110 is not hindered.

  Next, the assembly process of the manual release mechanism 108 will be described. First, a mount 170 as a transmission support member of the present invention is provided on the vehicle lower side of a transmission case 14 (shown in FIG. 10) that accommodates the transmissions of the automatic transmission unit 22 and the differential unit 18 before being attached to the vehicle 8. (Shown in FIG. 10). The stay 152 is fixed to the upper surface of the mount 170 with a bolt. A rubber bush (not shown) is disposed between the transmission case 14 and the mount 170. Next, the mounting plate portion 154 of the mounting member 150 is fixed to the stay 152 with a bolt, and the other end of the first inner cable 144 protrudes from the other end of the mounting member 150. Next, a transmission is attached to the vehicle 8. Next, the cover case 140 that covers the inner case 158 that houses the other end of the second inner cable 148 of the second connecting member 118 that has already been attached to the vehicle 8 and has the lever support member 180 or the like hanging from the upper portion of the vehicle. By sliding to the backup lever 110 side, the opening provided in the peripheral surface of the inner case 158 is exposed. The other end of the first inner cable 144 and the second inner cable connected by engaging the engagement protrusion 160 at the other end of the first inner cable 144 and the engagement hole 162 at the other end of the second inner cable 148. The other end of 148 is accommodated in the inner case 158, and the other end of the attachment member 150 is fitted into the opening of the inner case 158. Then, the cover case 140 is slid to the other end side of the second inner cable 148 and the cover case 140 is attached to the attachment member 150. In the assembly process of the manual release mechanism 108 described above, in the process before the connecting member 112 is finally connected by the connecting portion 120 of the first connecting member 116 and the second connecting member 118, the first connecting member 116 and the first connecting member The first connecting member 116 is assembled to the transmission, and the second connecting unit 118 is assembled to the vehicle 8 separately. For this reason, when the vehicle is assembled, the second connecting member 118 is less hung from the backup lever 110 than when the connecting member 112 is not divided. Therefore, the manual release mechanism 108 is less likely to interfere with vehicle assembly. This is advantageous for assembly to the vehicle 8. In addition, since the first connecting member 116 attached to the transmission before being coupled to the second connecting member 118 has a small sag, there is an advantage that the transmission is not easily disturbed.

  FIG. 10 is a perspective view showing the periphery of the coupling portion 120 of the manual release mechanism 108 assembled to the vehicle 8. The vehicle front is the right side in FIG. 10, and the vehicle rear is the left side in FIG. The stay 152 that supports the coupling portion 120 between the first coupling member 116 and the second coupling member 118 is provided on the upper surface of the mount 170 whose first plate portion 166 functions as a transmission support member that supports the transmission of the vehicle 8. It is fixed with bolts. For this reason, the coupling part 120 supported by the stay 152 is positioned above the vehicle 8 relative to the mount 170. The stay 152 is connected to the coupling portion 120 so that one end of the mounting member 150 to which the other end of the first outer cable 142 protruding from the center portion of the second plate portion 168 is fixed is the front side of the vehicle 8. On the other hand, it is supported on the front side of the vehicle. That is, the stay 152 supports the vehicle front side end portion of the coupling portion 120. For this reason, the portion accommodated and protected by the cover case 140 on the backup lever 110 side relative to the attachment plate portion 154 of the coupling portion 120 is positioned on the vehicle rear side relative to the second plate portion 168. Further, the first plate portion 166 of the stay 152 is fixed to the vehicle rear side end of the mount 170, and the coupling portion 120 is located at a position that can be reached from the lower side of the vehicle 8.

  As described above, according to the vehicle parking lock device 36 having the manual release mechanism 108 of the present embodiment, the stay 152 that supports the coupling portion 120 between the first coupling member 116 and the second coupling member 118 is provided on the vehicle 8. The upper surface of the mount 170 is fixed. For this reason, since the connecting portion 120 supported by the stay 152 is positioned above the vehicle 8 relative to the mount 170, the connecting portion 120 of the connecting member 112 is a stepping stone from the lower part of the vehicle while the vehicle is running by the mount 170. Protected from. In addition, the first connecting member 116 and the second connecting member 118 of the connecting member 112 are coupled to the transmission, and the second connecting member 118 is assembled to the vehicle 8, respectively. For this reason, the second connecting member 118 hangs down when assembled to the vehicle 8, and the first connecting member 116 hangs down when the transmission is transported. Thereby, the assembling property of the manual release mechanism 108 to the vehicle 8 is improved, and the deterioration of the durability of the coupling portion 120 can be suppressed.

  Further, according to the vehicle parking lock device 36 having the manual release mechanism 108 of the present embodiment, the coupling portion 120 is positioned above the vehicle 8 with respect to the mount 170 and the outer lever 114 with respect to the second plate portion 168. The first connecting member 116 on the side is positioned above the vehicle 8 relative to the mount 170. For this reason, the mount 170 having a relative displacement by the rubber bush interposed between the mount 170 and the transmission and the first connecting member 116 fixed to each of the transmission are prevented from contacting the mount 170. . Thereby, even if the coupling | bond part 120 is fixed to the vehicle rear side end of the mount 170, the damage by the friction with the mount 170 of the 1st connection member 116 is suppressed.

  Further, according to the vehicle parking lock device 36 having the manual release mechanism 108 of the present embodiment, the coupling portion 120 is positioned above the vehicle 8 with respect to the mount 170, and the vehicle lower side while the vehicle is traveling by the mount 170. Protected from flying stones. For this reason, since the coupling | bond part 120 is fully protected by the cover case 140, the enlargement of the coupling | bond part 120 by the addition of the member for ensuring the intensity | strength of the coupling | bond part 120 etc. can be suppressed.

  Further, according to the vehicle parking lock device 36 having the manual release mechanism 108 of the present embodiment, the stay 152 is supported on the vehicle front side with respect to the coupling portion 120. For this reason, since the portion accommodated and protected by the cover case 140 on the backup lever 114 side of the attachment plate portion 154 of the coupling portion 120 is positioned on the vehicle rear side of the second plate portion 168, from the front of the vehicle. The connecting portion 120 of the connecting member 112 is protected from a stepping stone. As a result, the ease of assembly of the manual release mechanism 108 to the vehicle is improved, and a decrease in durability of the coupling portion 120 is suppressed.

  Further, according to the vehicle parking lock device 36 having the manual release mechanism 108 of the present embodiment, the stay 152 is fixed to the vehicle rear side end of the mount 170. For this reason, the coupling | bond part 120 is located in the position where a hand can reach easily from the downward direction of the vehicle 8. FIG. Thereby, the assembly | attachment property to the vehicle 8 of the manual release mechanism 108 is improved further.

  Further, according to the vehicle parking lock device 36 having the manual release mechanism 108 of the present embodiment, the other end of the second outer cable 146, the other end of the first inner cable 144, and the second inner cable 148 of the coupling portion 120. The other end is protected by the cover case 140.

  Further, according to the parking lock device 36 for a vehicle having the manual release mechanism 108 of the present embodiment, it is arranged coaxially with the first inner cable 144 between the reaction force bracket 172 and the outer lever 114, and The displacement due to the biasing of the elastic member 174 of the lever portion 124 in the direction opposite to the displacement direction of the first inner cable 144 by manual operation is limited by a stopper 176 provided on the case 14. For this reason, the positioning accuracy at the position where the pair of protrusions 130 of the outer lever 114 does not interfere with the engaging portion 132 in the rotation operation angle range of the control shaft 64 driven by the electric actuator 46 is improved. Even if the elastic member 174 is a spring having a small spring constant, the holding load of the outer lever 114 is increased because the elastic member 174 is contracted by the stopper 176 and the set load is increased.

  As mentioned above, although this invention was demonstrated in detail with reference to the table | surface and drawing, this invention can be implemented in another aspect, and can be variously changed in the range which does not deviate from the main point.

8: Hybrid vehicle 18: Differential section (transmission)
22: Automatic transmission (transmission)
36: Vehicle parking lock device 37: Vehicle parking lock mechanism 46: Electric actuator 108: Manual release mechanism 110: Backup lever (lever member)
112: connecting member 116: first connecting member 118: second connecting member 120: coupling portion 140: cover case 142: first outer cable 144: first inner cable 146: second outer cable 148: second inner cable 152: Stay (joint support member)
170: Mount (transmission support member)

Claims (4)

  In a vehicle parking lock device having a parking lock mechanism capable of switching a transmission between a locked state and an unlocked state by an electric actuator, a manually operated lever member and a first connection connected to the vehicle parking lock mechanism A second connecting member connected to the lever member, and a connecting member that connects the lever member and the parking lock mechanism for the vehicle, and a manual operation force input to the lever member. A manual release mechanism capable of switching the parking lock mechanism for a vehicle from the locked state to the unlocked state, wherein a coupling portion supporting member that supports a coupling portion between the first coupling member and the second coupling member is A manual release mechanism for a parking lock device for a vehicle, wherein the manual release mechanism is fixed to an upper surface of a transmission support member that supports the transmission.   The manual release mechanism of the parking lock device for a vehicle according to claim 1, wherein the coupling portion support member supports the coupling portion on the vehicle front side.   3. The manual release mechanism for a vehicle parking lock device according to claim 2, wherein the coupling portion support member is fixed to a vehicle rear side end of the transmission support member. The first connecting member includes a first outer cable and a first inner cable that is inserted into the first outer cable and has one end connected to the vehicle parking lock mechanism.
The second connecting member includes a second outer cable and a second inner cable that is inserted through the second outer cable and has one end connected to the lever member.
The coupling portion fixes the other end of the first outer cable and the other end of the second outer cable, and connects the other end of the first inner cable and the second outer cable protruding from the other end of the first outer cable. Connect the other end of the second inner cable protruding from the other end,
The vehicular parking according to any one of claims 1 to 3, further comprising a cover case that accommodates the other end of the second outer cable, the other end of the first inner cable, and the other end of the second inner cable. Manual release mechanism for locking device.

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