WO2019176771A1

WO2019176771A1 - Parking lock device of vehicle drive device, and vehicle drive device

Info

Publication number: WO2019176771A1
Application number: PCT/JP2019/009334
Authority: WO
Inventors: 横山　健; 雪島　良
Original assignee: Ntn株式会社
Priority date: 2018-03-15
Filing date: 2019-03-08
Publication date: 2019-09-19

Abstract

Provided is a parking lock device of a vehicle drive device with which an increase in the size of members constituting a parking lock can be prevented, and with which engagement between a parking gear and a parking pawl can be reliably released even when parked on a sloping road having a steep gradient. This parking lock device is provided with a parking gear 51 which is provided on a rotating shaft 31 of a vehicle drive device and which is provided on an outer circumferential portion thereof with a plurality of recessed portions 51a for engagement, a parking pawl 52 which includes a protrusion 52a that engages with the recessed portions 51a of the parking gear 51 and which is capable of rocking about a support shaft between an engaged position and a non-engaged position, and first and second parking cams 54a, 54b capable of causing the protrusion 52a of the parking pawl 52 to rock between a position of engagement with the recessed portions 51a of the parking gear 51 and a standby position of non-engagement, wherein the first and second parking cams 54a, 54b are rotary eccentric cams, the first parking cam 54a abuts the parking pawl 52 on the opposite side to the parking gear 51 side thereof, and the second parking cam 54b abuts the parking pawl 52 on the parking gear 51 side thereof.

Description

Park lock device of vehicle drive device and vehicle drive device

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle parking lock device, and more particularly to a vehicle parking lock device and a vehicle drive device that fix a vehicle in a parked state by engaging a park pole with a park gear.

Examples of the vehicle using the electric motor include an electric vehicle and a hybrid vehicle using both an engine and an electric motor. Among these vehicles, vehicles using an in-wheel motor drive device in which an electric motor is incorporated in the left and right front wheels, the left and right rear wheels, or all four wheels have been developed.

In a vehicle such as a gasoline engine vehicle in which driving force is transmitted from a single driving source (engine) to each driving wheel via a transmission device, the transmission device is provided on the driving source side from means for distributing the driving force to each driving wheel. By locking with a park lock device, it is possible to lock all the drive wheels simultaneously. However, in a vehicle in which each drive wheel is provided with a drive source such as an in-wheel motor, it is necessary to individually lock each drive wheel with a park lock device.

An example of a parking lock device for an electric vehicle that employs an in-wheel motor drive device is disclosed in Patent Document 1. As shown in FIGS. 39 and 40, the device of Patent Document 1 includes a park gear 105 that is fixed to a drive shaft 102 that is connected to a rotation shaft of an in-wheel motor drive device 101 and that has a locking tooth 104 on an outer peripheral portion; An engagement piece (park pole) 106 that is supported by the support shaft 107 in a swingable manner and has an engagement protrusion 108 that engages with the park gear 105 at one end thereof, and is fixed to the engagement piece 106 to lock the engagement protrusion 108. A spring member 109 that is biased in a direction to release the engagement with the teeth 104, an abutting member 110 that is arranged so as to be movable along the engaging piece 106 in contact with the engaging piece 106, A guide member 112 that restricts the movement of the contact member 110 is provided corresponding to each drive wheel. And each contact member 110 is connected, respectively, and the single actuator 113 used as the power source of each contact member 110 is provided between each drive wheel (refer FIG. 39). By driving the actuator 113, the locked state and the unlocked state are switched. That is, as shown by the broken line in FIG. 40, the unlocking state when the vehicle travels is such that the contact member 110 is positioned closer to the actuator 113 than the support shaft 107 of the engagement piece 106 by driving the actuator 113. 109, the vicinity of the end of the engagement piece 106 opposite to the engagement protrusion 108 is pulled downward in the figure, so that the engagement between the engagement protrusion 108 and the locking tooth 104 is released. Is done.

In order to lock the vehicle in the parking state, each contact member 110 is pushed forward by the actuator 113 and moved to the engagement protrusion 108 side of the engagement piece 106 when the vehicle is locked. The engagement piece 106 is pressed by the contact member 110, and the engagement piece 106 rotates against the spring force of the spring member 109. As a result, the engagement protrusion 108 is engaged with the locking tooth 104 of the park gear 105, and the rotation of each drive wheel (in-wheel motor drive device 101) is locked.

By the way, when parking on a slope with a large gradient, the park gear receives a large reaction force due to the vehicle weight with respect to the gradient angle. For this reason, the frictional force at the contact portion between the park gear and the park pole increases, and it may be difficult to release the engagement between the park gear and the park pole.

In a vehicle that transmits a driving force from a single drive source to each drive wheel via a transmission device, there is a problem that the vehicle cannot be started unless the engagement between the park gear and the park pole of the parking lock device is released.

In a vehicle in which the in-wheel motor drive device is provided on the left and right wheels, when the parking lock device described above is used, even if the unlocking operation is started simultaneously on the left and right wheels, the wheel gear at the contact portion between the park gear and the park pole The frictional force due to the reaction force is different on the left and right, and the actual release timing may shift. There is also a possibility that only one wheel is released. When the timing of unlocking the left and right wheels shifts, the driver feels uncomfortable.

As shown in FIG. 40, the park lock device of Patent Document 1 is connected to a contact member 110 that contacts an engagement piece (park pole) 106 having an engagement protrusion 108 that engages with a park gear 105. The contact member 110 is driven by an actuator 113. The parking lock device disclosed in Patent Document 1 includes a spring member 109 that urges the engagement protrusion 108 in a direction to release the engagement with the locking tooth 104. In this case, a spring member that applies a large biasing force in the direction of releasing the engagement is required. In this case, the parking lock device needs to apply a load larger than the biasing force in the release direction of the spring member during the engagement operation. For this reason, the park lock device requires the actuator 113 having a large operating force so that the load for operating the contact member 110 is increased. An actuator having a large operating force has a problem that it is heavy and expensive.

The park lock device provided in the vehicle drive device prevents an increase in the size of members constituting the park lock device and reliably releases the engagement between the park gear and the park pole even when parked on a slope with a large gradient. It is hoped that.

Also, when the parking lock device is provided in the in-wheel motor drive device, it is necessary to securely release the engagement between the park gears of the left and right wheels and the park pole. Furthermore, since the in-wheel motor drive device directly transmits vibrations from the wheels, the park poles that make up the park lock device are moved by the vibrations so that they do not accidentally engage with the park gear. Must be securely held in the release position.

JP 2008-151308 A

The present invention has been made to solve the above-described conventional problems, and prevents an increase in the size of the members constituting the park lock, and even when parked on a slope with a large gradient, the park gear and the park pole It is an object of the present invention to provide a parking lock device for a vehicle drive device that can reliably release engagement.

The present invention has a park gear provided on a rotating shaft of a vehicle drive device and provided with a plurality of concave portions for engagement on an outer peripheral portion, and a projection that engages with the concave portion of the park gear. A park pole swingable via a support shaft, and first and second park cams that allow the protrusion of the park pole to swing to a position engaging with the recess of the park gear and a standby position. The first and second park cams are rotary eccentric cams, the first park cam abuts on a side opposite to the park gear side of the park pole, and the second park cam is a park gear of the park pole. It abuts on the side.

As described above, by sandwiching the park pole between the first and second park cams, the first park cam located on the opposite side of the park gear from the park gear operates to engage the park pole and the park gear. The second park cam on the park gear side with respect to the pole operates to release the engagement between the park pole and the park gear. Therefore, the engagement between the park gear and the park pole can be surely released without increasing the biasing force of the spring that separates the park pole from the park gear, and there is no need to use a large component. Furthermore, since the second park cam can hold the park pole at the standby position (unlocked state), the park pole can be reliably held at the release position.

Further, according to the present invention, the second park cam abuts on a park gear side between a projection of the park pole and a support shaft, the first park cam faces the second park cam, and the park gear side of the park pole It can comprise so that it may contact | abut on the opposite side.

By configuring as described above, the contact position between the first and second park cams and the park pole can be arranged on the support shaft side, and the park cam can be made smaller with respect to the swing angle of the park pole. Therefore, the park lock device can be downsized.

The park pole has a tip portion extending from the protrusion to a side away from the support shaft, the first park cam abuts on a side opposite to the park gear side of the tip portion, and the second park cam is It can comprise so that it may contact | abut to the park gear side of the said front-end | tip part.

By configuring as described above, the distance between the contact position of the first and second park cams that contact the park pole and the support shaft can be increased, so that the load for engaging or releasing the park pole can be increased. Can be small.

The park pole has a tip portion extending from the protrusion to a side away from the support shaft, and one of the first park cam and the second park cam is on the opposite side to the park gear side of the tip portion. The other park cam can be configured to abut on the park gear side between the protrusion and the support shaft.

より With the above configuration, load distribution adjustment and partial miniaturization can be performed according to the situation.

Further, each of the first and second park cams can be configured to be attached to a rotation shaft, and a drive unit for driving the cam is provided on each of the rotation shafts.

The first and second park cams are each attached to a rotating shaft, and each rotating shaft is connected by a connecting member, and either one of the rotating shafts is rotated by a drive unit, so that the connecting member is interposed therebetween. The first park cam and the second park cam can be configured to operate in conjunction with each other.

In addition, the vehicle drive device of the present invention is connected to an electric motor as a drive source, a speed reducer that decelerates and outputs rotation from the electric motor, and a drive wheel, and transmits output from the speed reducer to the drive wheel. A reduction gear casing that houses the reduction gear, wherein the reduction gear is connected to the output shaft of the electric motor and connected to the input gear shaft having a small-diameter gear as an input gear, and the wheel hub. And an output gear shaft having a large-diameter gear as an output gear, and at least one intermediate gear shaft that transmits power by meshing with the input gear shaft and the output gear shaft. The park gear is a parallel shaft gear reducer, comprising the park lock device according to any one of the above, comprising a park gear provided coaxially with the input gear shaft, a park pole, and first and second park cams. When, And Kuporu, first, second Pakukamu is characterized by being accommodated in the reduction gear casing.

According to another aspect of the present invention, there is provided a park gear provided on a rotating shaft of a vehicle drive device and provided with a plurality of recesses for engagement on an outer peripheral portion, an engagement pin engaged with the recess of the park gear, and the engagement pin. A park cam that is movable between a position that engages with a recess of the park gear and a standby position, and the engagement pin has a contact portion that contacts the park cam, and the contact state between the park cam and the contact portion The park cam moves in the radial direction of the park gear, and the park cam is a rotating cam having a convex portion that comes into contact with the contact portion of the engagement pin, and is on a line extending in a direction orthogonal to the center line of the engagement pin. A rotating shaft for rotating the park cam is provided.

According to the above configuration, the engagement pin can be held in the engagement state with the park gear by the rotation of the park cam, and the engagement pin can be erroneously engaged with the park gear due to vibration of the drive device or the like even in the disengagement state. Can be prevented. And even if it does not enlarge the urging | biasing force of the spring which makes an engagement pin separate from a park gear, engagement with a park gear and an engagement pin can be cancelled | released reliably, and it becomes unnecessary to use a large component. Further, in the unlocked state, the engagement pin disengaged state can be maintained by the park cam, so that it is possible to prevent the engagement pin from erroneously engaging the park gear due to vibration or the like.

The engaging pin may have an engaging portion on the tip side, and the engaging portion may be configured to engage with the concave portion of the park gear.

Further, the engagement pin may be supported by a support member so as to be movable.

Further, the engagement pin can be configured to be supported by the support member via an elastic member that applies a load in the direction of releasing the engagement.

The present invention provides a park gear provided on any one of the rotation shafts of a vehicle drive device and provided with a plurality of recesses for engagement on an outer peripheral portion, an engagement pin that engages with the recess of the park gear, and the engagement A park cam that allows the pin to move between a position that engages with the recess of the park gear and a standby position that does not engage, and the engagement pin has a contact portion that contacts the park cam. The park cam moves in the radial direction of the park gear according to the contact state of the contact portion, and the park cam is a rotation cam that contacts the contact portion of the engagement pin, and a rotation shaft that rotates the rotation center of the park gear and the park cam The engagement pin is provided on a line connecting the rotation center of the engagement pin.

According to the above configuration, since the engagement pin is disposed on a line connecting the rotation center of the park gear and the rotation center of the rotation shaft that rotates the park cam, the park gear, the engagement pin, and the park gear are aligned in a straight line. In a plane perpendicular to the axial direction with respect to the rotation axis of the park gear, the space required for the constituent members of the park lock device can be reduced.

In addition, the vehicle drive device according to the present invention is connected to an electric motor as a drive source, a speed reducer that decelerates and outputs rotation from the electric motor, and a drive wheel, and transmits an output from the speed reducer to the drive wheel. An in-wheel motor drive device comprising a wheel hub that performs a reduction and a reduction gear casing that houses the reduction gear, wherein the reduction gear is connected to an output shaft of the electric motor and has a small-diameter gear as an input gear. An output gear shaft connected to a gear shaft, a wheel hub, and having a large-diameter gear as an output gear, and an intermediate gear that transmits power by meshing between the input gear shaft and the output gear shaft. A parking lock device according to any one of the above, wherein the park lock device is a parallel shaft gear reducer in which at least one shaft is arranged, and includes a park gear, an engagement pin, and a park cam provided coaxially with the input gear shaft. And, wherein the park gear, and the engagement pin, Pakukamu may be configured to be accommodated in the reduction gear casing.

This invention provides a park lock device for a vehicle drive device that can prevent the increase in the size of members constituting the park lock and can reliably release the engagement of the park gear and the park pole even when parked on a slope with a large gradient.

FIG. 1 is a schematic plan view of an electric vehicle having an in-wheel motor drive device. FIG. 2 is a rear view of the electric vehicle of FIG. FIG. 3 is a laterally developed cross-sectional view showing a vehicle drive device provided with the park lock device of the first embodiment according to the present invention. FIG. 4 is a front view schematically showing the park lock device of the vehicle drive device according to the first embodiment of the present invention, and shows a locked state. FIG. 5 is an enlarged view of the parking lock device of the vehicle drive device according to the first embodiment of the present invention viewed from the support shaft direction. FIG. 6 is an enlarged explanatory view of the parking lock device of the vehicle drive device according to the first embodiment of the present invention, and shows a locked state. FIG. 7 is an enlarged explanatory view of the parking lock device of the vehicle drive device according to the first embodiment of the present invention, and shows the unlocked state. FIG. 8 is an enlarged explanatory view of the park lock device of the vehicle drive device according to the second embodiment of the present invention, and shows a locked state. FIG. 9 is an enlarged explanatory view of the parking lock device of the vehicle drive device according to the second embodiment of the present invention, and shows the unlocked state. FIG. 10 is an enlarged explanatory view of a park lock device of a vehicle drive device according to a third embodiment of the present invention, and shows a locked state. FIG. 11 is an enlarged explanatory view of the parking lock device of the vehicle drive device according to the third embodiment of the present invention, and shows the unlocked state. FIG. 12 is an enlarged explanatory view of a park lock device of a vehicle drive device according to a fourth embodiment of the present invention, and shows a locked state. FIG. 13 is an enlarged explanatory view of the parking lock device of the vehicle drive device according to the fourth embodiment of the present invention, and shows the unlocked state. FIG. 14 is a laterally developed cross-sectional view showing the park lock device of the vehicle drive device according to the embodiment of the present invention. 15 is a lateral development cut-away view showing a vehicle drive apparatus provided with the fifth embodiment of the present invention. FIG. 16 is a front view schematically showing a park lock device of a vehicle drive device according to a fifth embodiment of the present invention, and shows a locked state. FIG. 17 is a plan view with a cross-section of a gear portion showing a parking lock device of a vehicle drive device according to a fifth embodiment of the present invention, as viewed from an arrow A in FIG. FIG. 18 is a plan view of a gear portion showing a parking lock device of a vehicle drive device according to a fifth embodiment of the present invention, and is a view when seen from an arrow A in FIG. FIG. 19 is an enlarged view of a park lock device of a vehicle drive device according to a fifth embodiment of the present invention viewed from the park cam direction, and shows a locked state. FIG. 20 is an enlarged explanatory view of a park lock device of a vehicle drive device according to a fifth embodiment of the present invention, and shows a locked state. FIG. 21 is an enlarged view of the park lock device of the vehicle drive device according to the fifth embodiment of the present invention viewed from the park cam direction, and shows the unlocked state. FIG. 22 is an enlarged explanatory view of the parking lock device of the vehicle drive device according to the fifth embodiment of the present invention, and shows the unlocked state. FIG. 23A is an explanatory view illustrating a relationship between an engagement pin and a support member used in a parking lock device of a vehicle drive device according to a fifth embodiment of the present invention, and is a perspective view illustrating the engagement pin. FIG. 23B is an explanatory view illustrating the relationship between the engagement pin and the support member used in the parking lock device of the vehicle drive device according to the fifth embodiment of the present invention, and is a perspective view showing the support member. FIG. 23C is an explanatory view illustrating the relationship between the engagement pin and the support member used in the parking lock device of the vehicle drive device according to the fifth embodiment of the present invention, and shows a state in which the engagement pin is incorporated in the support member. It is a perspective view shown. FIG. 23D is an explanatory view illustrating the relationship between the engagement pin and the support member used in the parking lock device of the vehicle drive device according to the fifth embodiment of the present invention. It is a perspective view which shows the state assembled. FIG. 24A is a front view showing an engagement pin used in a park lock device of a vehicle drive device according to a fifth embodiment of the present invention. FIG. 24B is a side view showing an engagement pin used in the park lock device of the vehicle drive device according to the fifth embodiment of the present invention. FIG. 25A is a front view showing an engagement pin used in a park lock device of a vehicle drive device according to a fifth embodiment of the present invention. FIG. 25B is a side view showing an engagement pin used in the park lock device of the vehicle drive device according to the fifth embodiment of the present invention. FIG. 26A is a front view showing an engagement pin used in a park lock device of a vehicle drive device according to a fifth embodiment of the present invention. FIG. 26B is a side view showing an engagement pin used in the park lock device of the vehicle drive device according to the fifth embodiment of the present invention. FIG. 27A is a front view showing an engagement pin used in a park lock device of a vehicle drive device according to a fifth embodiment of the present invention. FIG. 27B is a side view showing an engagement pin used in the parking lock device of the vehicle drive device according to the fifth embodiment of the present invention. FIG. 28 is a laterally developed cross-sectional view showing a vehicle drive device provided with a park lock device according to a sixth embodiment of the present invention. FIG. 29 is a front view schematically showing a park lock device of a vehicle drive device according to a sixth embodiment of the present invention, and shows a locked state. FIG. 30 is a plan view of a gear portion showing a parking lock device of a vehicle drive device according to a sixth embodiment of the present invention, as viewed from an arrow A in FIG. FIG. 31 is a plan view of a gear portion showing a parking lock device of a vehicle drive device according to a sixth embodiment of the present invention, as viewed from an arrow A in FIG. FIG. 32 is an enlarged view of the parking lock device of the vehicle drive device according to the sixth embodiment of the present invention viewed from the park cam direction, and shows a locked state. FIG. 33 is an enlarged explanatory view of a park lock device of a vehicle drive device according to a sixth embodiment of the present invention, and shows a locked state. FIG. 34 is an enlarged view of the parking lock device of the vehicle drive device according to the sixth embodiment of the present invention viewed from the park cam direction, and shows the unlocked state. It is explanatory drawing which expanded the park lock device of the vehicle drive device of 6th Embodiment of this invention, and has shown the lock release state. FIG. 36A is an explanatory view illustrating the relationship between the engagement pin and the support member used in the parking lock device of the vehicle drive device according to the sixth embodiment of the present invention, and is a perspective view showing the engagement pin. FIG. 36B is an explanatory view illustrating the relationship between the engagement pin and the support member used in the parking lock device of the vehicle drive device according to the sixth embodiment of the present invention, and is a perspective view showing the support member. FIG. 36C is an explanatory view illustrating the relationship between the engagement pin and the support member used in the parking lock device of the vehicle drive device according to the sixth embodiment of the present invention, and shows a state in which the engagement pin is incorporated in the support member. It is a perspective view shown. FIG. 36D is an explanatory view illustrating the relationship between the engagement pin and the support member used in the parking lock device of the vehicle drive device according to the sixth embodiment of the present invention. It is a perspective view which shows the state assembled. FIG. 37 is a front view schematically showing the park lock device of the vehicle drive device showing the first reference example of the present invention, and shows a locked state. FIG. 38 is a front view schematically showing a park lock device of a vehicle drive device showing a second reference example of the present invention, and shows a locked state. FIG. 39 is a schematic plan view showing a conventional park lock device. 40 is a view taken in the direction of arrows AA in FIG.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
As shown in FIG. 1, an electric vehicle 1 having an in-wheel motor drive device as a vehicle drive device includes a chassis 2, front wheels 3 as steering wheels, drive wheels (rear wheels) 4, and left and right drive wheels 4. And an in-wheel motor drive device 10 for transmitting the driving force to each. As shown in FIG. 2, the drive wheel 4 is housed inside a wheel housing 2a of the chassis 2, and is fixed to the lower portion of the chassis 2 via a suspension device (suspension) 2b. As a mounting form of the in-wheel motor drive device 10, in addition to the rear wheel drive system shown in FIGS. 1 and 2, either the front wheel drive system or the four wheel drive system may be used.

The suspension device 2b supports the drive wheel 4 by a suspension arm that extends to the left and right, and suppresses vibration of the chassis 2 by absorbing vibration received by the drive wheel 4 from the ground by a strut including a coil spring and a shock absorber. Furthermore, a stabilizer that suppresses the inclination of the vehicle body when turning or the like is provided at a connecting portion of the left and right suspension arms. In addition, the suspension device 2b is an independent suspension type in which the left and right wheels can be moved up and down independently in order to improve the followability to the road surface unevenness and efficiently transmit the driving force of the driving wheels to the road surface. Is desirable.

In the electric vehicle 1, it is necessary to provide a motor, a drive shaft, a differential gear mechanism, and the like on the chassis 2 by providing the in-wheel motor drive device 10 that drives the left and right drive wheels 4 inside the wheel housing 2a. This eliminates the need to secure a wide cabin space and control the rotation of the left and right drive wheels.

As shown in FIG. 3, the in-wheel motor drive device 10 includes an electric motor A that generates a driving force, a speed reducer B that decelerates and outputs the rotation of the electric motor A, and an output from the speed reducer B as driving wheels. 4, the electric motor A and the speed reducer B are housed in a casing 25 and attached to the wheel housing 2 a of the electric vehicle 1 (see FIG. 2). The electric motor A and the speed reducer B are arranged offset from the axis O of the wheel hub C. The axis O extends in the vehicle width direction.

The electric motor A and the speed reducer B are accommodated in the casing 25. The casing 25 includes a motor casing 25a on the electric motor A side and a reduction gear casing 25b on the reduction gear B side. The electric motor A side and the reduction gear B side are partitioned by a partition wall 25c. A reduction gear casing 25b is provided so as to be connected to the partition wall 25c. A motor casing 25a is disposed on the inboard side of the reduction gear casing 25b. Here, the center of the vehicle is called the inboard side, and the outside of the vehicle is called the outboard side.

From the viewpoint of reducing the weight of the in-wheel motor drive device 10, the casing 25 is formed of a light metal such as an aluminum alloy or a magnesium alloy.

In this embodiment, the electric motor A is of a radial gap type in which a stator 24 is provided on the inner peripheral surface of the motor casing 25a, and a rotor 23 is provided at an interval on the inner periphery of the stator 24. The electric motor A is not limited to a radial gap type but may be an axial gap type.

The rotor 23 has a motor shaft 23a in the center, and the motor shaft 23a extends from the partition wall 25c on the electric motor A side into the reduction gear casing 25b, and the input gear shaft 31 of the reduction gear B in the reduction gear casing 25b. And are connected by spline fitting (see FIG. 3). The motor shaft 23a is rotatably supported with respect to the motor casing 25a by

bearings

27 and 28. An axis M serving as the rotation center of the motor shaft 23a and the rotor 23 extends in parallel with the wheel hub C axis. The electric motor A is disposed offset from the axis O of the wheel hub C.

The rotation speed of the motor shaft 23a detected by the rotation sensor 29 is input to a control device (not shown) and used for rotation control of the electric motor A.

The opening part of the motor casing 25a is attached with a side wall part 25f by a bolt (not shown), and a lid part 25g is attached by a bolt 25h so as to close the opening part of the side wall part 25f.

As described above, the casing 25 of the in-wheel motor drive device 10 is roughly divided into a motor casing 25a that houses the electric motor A and a speed reducer casing 25b that houses the speed reducer B. The reduction gear casing 25b may be divided into an inboard reduction gear casing and an outboard reduction gear casing.

The reduction gear B is connected to the motor shaft 23a of the electric motor A, and is connected to the input gear shaft 31 having a small-diameter gear as the input gear 32 and the wheel hub C, and the output gear having a large-diameter gear as the output gear 36. This is a parallel shaft gear reducer in which at least one intermediate gear shaft 35 that transmits power by meshing with a shaft 37, an input gear shaft 31, and an output gear shaft 37 is disposed.

The speed reducer B of this embodiment is a three-axis parallel shaft gear speed reducer, and includes an output gear 36 coupled to the inner ring 12 of the wheel hub C, an input gear 32 coupled to the motor shaft 23a of the electric motor A, and an input. A first intermediate gear 33 that is a plurality of intermediate gears that transmit rotation from the gear 32 to the output gear 36, and a second intermediate gear 34.

The input gear 32 is a small-diameter external gear, and is formed on the outer periphery on the inboard side in the direction of the axis M of the input gear shaft 31 that is spline-fitted to the motor shaft 23a. The input gear shaft 31 is rotatably supported on the inboard side of the reduction gear casing 25b via the rolling bearing 32n on the inboard side of the input gear 32, and on the outboard side of the reduction gear casing 25b via the rolling bearing 32m. It is supported rotatably.

On the outer periphery of the intermediate gear shaft 35, a first intermediate gear 33 constituted by a large-diameter external gear and a second intermediate gear 34 constituted by a small-diameter external gear are formed adjacent to each other. And the first intermediate gear 33 mesh, and the large-diameter output gear 36 and the second intermediate gear 34 mesh. The intermediate gear shaft 35 is rotatably supported on the inboard side of the reduction gear casing 25b via the rolling bearing 35n on the inboard side, and is rotatably supported on the outboard side of the reduction gear casing 25b via the rolling bearing 35m. ing.

The axis R passing through the center of the intermediate gear shaft 35 extends in parallel with the axis of the wheel hub C. Thereby, the reduction gear B is arranged offset from the wheel hub C. The positional relationship between the axes O, R, and M is as shown in FIG. The reduction gear B of this embodiment is a parallel triaxial gear reduction gear having axes O, R, and M extending in parallel with each other.

The output gear 36 is a large-diameter external gear provided coaxially with the output gear shaft 37. The output gear shaft 37 is supported on the reducer casing 25b on the inboard side via a rolling bearing 37n. The outboard side of the output gear shaft 37 is supported on the outboard side of the reduction gear casing 25b via a rolling bearing 37m. The outboard side of the output gear shaft 37 is connected to the inner ring 12 of the wheel hub C by spline fitting.

The wheel hub C is a rotating inner ring / fixed outer ring, and a plurality of rolling wheels arranged in an annular gap between the inner ring 12, a non-rotating outer ring 13, and the inner ring 12 and the outer ring 13. It has a moving body 14 and constitutes an axle. The inner ring 12 is formed longer than the outer ring 13, and is passed through the center hole of the outer ring 13 so that both ends of the inner ring 12 protrude from the outer ring 13.

A coupling portion 12f is formed at the end portion of the inner ring 12 on the outboard side in the axis O direction. The coupling portion 12f is a flange and constitutes a coupling portion for coupling coaxially with a drive wheel (not shown). The inner ring 12 is coupled to the driving wheel 4 at the coupling portion 12 f and rotates integrally with the driving wheel 4.

The inner race 12r is attached and fixed to the end on the inboard side of the inner race 12 in the axis O direction. The rolling elements 14 are arranged in a double row so as to be separated in the direction of the axis O. The outer peripheral surface of the central portion of the inner ring 12 in the direction of the axis O constitutes the inner raceway surface of the first row of rolling elements 14 and faces the inner peripheral surface of the outer ring 13 on the outboard side in the direction of the axis O. The outer peripheral surface of the inner raceway 12r constitutes the inner raceway surface of the rolling elements 14 in the second row and faces the inner peripheral surface on the inboard side of the outer ring 13 in the axis O direction.

Seal members

38c and 38d are provided on the inner peripheral surfaces of the outer ring 13 on the outboard side and the inboard side, and both end portions in the axial direction of the wheel hub C are sealed.

A connecting portion 13f is formed at the end of the outer ring 13 on the outboard side in the direction of the axis O. The coupling portion 13f is a flange, and is fixed to the reduction gear casing 25b via the bolt 15.

The speed reducer casing 25b of this embodiment covers the speed reducer B and the wheel hub C so as to surround the axes O, M, and R extending in parallel with each other, and covers both sides in the axial direction of the speed reducer B. The motor casing 25a projects toward the inboard side of the reduction gear casing 25b. The reduction gear casing 25b accommodates all the rotating elements (shafts and gears) of the reduction gear B.

As described above, the input gear shaft 31 is supported at both ends by rolling

bearings

32m and 32n, the intermediate gear shaft 35 is supported at both ends by rolling

bearings

35m and 35n, and the output gear shaft 37 is supported at both ends by rolling

bearings

37m and 37n. The rolling bearings are respectively fitted in bearing fitting holes provided in the reduction gear casing 25b, and are supported rotatably with respect to the reduction gear casing 25b.

The in-wheel motor drive device 10 according to the first embodiment incorporates a rotating cam type park lock device 50 as shown in FIGS. The park lock device 50 includes a park gear 51 having a plurality of recesses 51 a for engagement on the outer periphery, a park pole 52 having a protrusion 52 a that engages with the recess 51 a of the park gear 51, and a protrusion 52 a of the park pole 52. Is provided with a first park cam 54a and a second park cam 54b that can swing between a position engaging with the recessed portion 51a of the park gear 51 and a standby position where it is not engaged. In the first embodiment, the swing of the park pole 52 is controlled by the two

park cams

54a and 54b.

The first park cam 54a is disposed on the back side of the park pole 52, the second park cam 54b is disposed on the park gear 51 side of the park pole 52, and the park pole 52 is sandwiched between the first park cam 54a and the second park cam 54b. .

The park gear 51 can be provided coaxially with any one of the input gear shaft 31, the intermediate gear shaft 35, and the output gear shaft 37. In this first embodiment, the park gear 51 is provided coaxially with the input gear shaft 31. Yes. By providing coaxially with the input gear shaft 31, the space in the outer diameter direction of the second intermediate gear 34 having a small diameter of the intermediate gear shaft 35 can be used, so that the parking lock can be obtained without increasing the size of the in-wheel motor drive device 10. The device 50 can be housed inside the in-wheel motor drive device 10.

In the first embodiment, the park gear 51 is attached to the input gear shaft 31 of the in-wheel motor drive device 10 by spline fitting. The park gear 51 is attached to the outboard side of the input gear 32. The park pole 52 is swingably supported via a support shaft 53, and the first park cam 54 a and the first park cam 52 a are arranged at a lock release position (standby position) where the projection 52 a is not engaged with the lock position where the protrusion 52 a is engaged with the recess 51 a of the park gear 51. 2 Moves by rotation of the park cam 54b.

As shown in FIG. 3, the park gear 51, the park pole 52, the first park cam 54a, and the second park cam 54b are arranged so as to overlap in the axial direction, and the second intermediate gear 34, the output gear 36, and the axial direction. They are arranged so as to overlap. Since the park gear 51 can be arranged in the outer diameter side space of the second intermediate gear 34, the park lock device 50 is provided in the in-wheel motor drive device 10 without increasing the size of the in-wheel motor drive device 10. be able to. In addition, the park gear 51, the park pole 52, the first park cam 54a, and the second park cam 54b are arranged so as to overlap the second intermediate gear 34 and the output gear 36 in the axial direction, so that the speed reducer casing 25b is axial. It can also be suppressed from becoming longer in the direction.

A support shaft 53 is attached to the inboard side of the reduction gear casing 25b, and a park pole 52 is swingably attached to the support shaft 53. The park pole 52 is biased in a direction away from the park gear 51 by a separation spring 52b formed of a torsion coil spring.

As shown in FIG. 3, a communication hole 55c is provided on the inboard side of the speed reducer casing 25b, and the first rotation shaft 55a and the second rotation shaft 55b are rotated in the communication hole 55c via a rolling bearing (not shown). Can be attached freely. As shown in FIGS. 4 to 7, a first park cam 54a made of a rotary eccentric cam is fixed to the first rotary shaft 55a, and a first eccentric cam made of a rotary eccentric cam is fixed to the second rotary shaft 55b. Two park cams 54b are fixed.

The first park cam 54a and the second park cam 54b are constituted by rotary eccentric cams. The outer periphery of the first park cam 54a is moved by the rotation of the first rotation shaft 55a from the position closest to the first rotation shaft 55a to the position farthest away. Similarly, the outer periphery of the second park cam 54b is moved by the rotation of the second rotation shaft 55b from the position closest to the second rotation shaft 55b to the position farthest away.

The

rotary shafts

55a and 55b are respectively drawn out to the inboard side of the speed reducer casing 25b through the communication holes 55c, and step motors as drive units for selectively moving the

park cams

54a and 54b to the drawn

rotary shafts

55a and 55b. 56a and 56b are connected.

As shown in FIGS. 4 to 7, a biasing spring 58a made of a torsion coil spring is attached to the first rotating shaft 55a, and the first park cam 54a biases the back surface of the park pole 52 in contact. Yes. An urging spring 58b made of a torsion coil spring is attached to the second rotating shaft 55b, and the second park cam 54b urges the surface of the park pole 52 facing the park gear 51 in an abutting direction.

In this embodiment, the first park cam 54 a and the second park cam 54 b are disposed so as to abut on the park pole 52 at a substantially central position of the park pole 52, that is, at a position from the support shaft 53 by the protrusion 52 a. .

The above-mentioned first park cam 54 a is mainly used for moving the park pole 52 in a direction in which the protrusion 52 a of the park pole 52 engages with the recess 51 a of the park gear 51.

The second park cam 54b described above is mainly used to move the park pole 52 in a direction in which the protrusion 52a of the park pole 52 is separated from the recess 51a of the park gear 51.

The first park cam 54a and the second park cam 54b described above are rotated to desired angular positions by driving the

step motors

56a and 56b, respectively.

As shown in FIG. 6, the position where the outer periphery of the first park cam 54a is farthest from the first rotating shaft 55a faces the park gear 51 side, and the outer periphery of the second park cam 54b is farthest from the second rotating shaft 55b. When the position faces the park gear 51 side, the park pole 52 swings in the direction of the park gear 51 against the urging force of the separation spring 52b. The recess 51a of the park gear 51 and the protrusion 52a of the park pole 52 are engaged with each other, and a locked state is established.

As shown in FIG. 7, the position where the outer periphery of the first park cam 54a is farthest from the first rotation shaft 55a faces the opposite side of the park gear 51, and the outer periphery of the second park cam 54b is farthest from the second rotation shaft 55b. When the position is facing the opposite side of the park gear 51, the park pole 52 swings in the opposite direction of the park gear 51 by the biasing force of the separation spring 52b. When the protrusion 52a of the park pole 52 is removed from the recess 51a of the park gear 51, the locked state is released and the standby position is established.

When shifting from the locked state to the unlocked state, if the vehicle is parked on a slope with a large gradient, a large reaction force acts on the park gear 51 due to the vehicle weight with respect to the gradient angle. For this reason, the frictional force in the contact part between the recessed part 51a of the park gear 51 and the protrusion 52a of the park pole 52 becomes large. However, in the first embodiment, not only the biasing force of the separation spring 52b but also the force that pushes the park pole 52 in the separation direction is applied by the rotation of the second park cam 54b, so that the lock can be reliably released.

Further, in the unlocked state (standby position), the longitudinal direction of the second park cam 54b on the park gear 51 side faces the side opposite to the park gear 51, thereby serving as a stopper for the park pole 52. It is also possible to prevent the protrusion 52a from engaging with the recess 51a of the park gear 51.

Next, the lock operation of the park lock device 50 will be described. When the select lever is selected to the P range by the driver, a control device (not shown) outputs a command signal for locking the park lock device 50. Accordingly, the park gear 51 in the non-operating state shown in FIG. 7 and the projection 52a of the park pole 52 are separated from the state where the recess 51a of the park gear 51 and the projection 52a of the park pole 52 shown in FIG. In addition, the

step motors

56a and 56b operate.

That is, the step motor 56a rotates the rotary shaft 55a so that the farthest position on the outer periphery of the first park cam 54a pushes the back surface of the park pole 52. In synchronization with this operation, the step motor 56 b moves the park cam 54 b in a direction in which the second park cam 54 b is separated from the park pole 52. The first park cam 54 a pushes down the back surface of the park pole 52, and the park pole 52 rotates around the support shaft 53. And as shown in FIG. 6, since the protrusion 52a of the park pole 52 engages with the recessed part 51a, the park lock device 50 will be in a locked state.

As a result, the rotation of the input gear shaft 31 is prohibited, and accordingly, the rotation of the intermediate gear shaft 35 and the output gear shaft 37 is prohibited. That is, the rotation of the drive wheels 4 is restricted, and the vehicle is kept stopped.

Next, the unlocking operation of the park lock device 50 will be described. When the select lever is selected from the P range to another range by the driver, a control device (not shown) outputs a release command signal to the park lock device 50. Accordingly, the

step motors

56a and 56b move the first park cam 54a and the second park cam 54b from the locked state of the park lock device 50 shown in FIG. 6, and the projections 52a of the park pole 52 and the park gear 51 shown in FIG. The engagement of the recess 51a is released.

That is, the step motor 56 a rotates the rotating shaft 55 a so that the closest position of the outer periphery of the first park cam 54 a contacts the back surface of the park pole 52. In synchronization with this operation, the step motor 56 b moves the park cam 54 b in a direction in which the most distant position on the outer periphery of the second park cam 54 b approaches the park pole 52. The park pole 52 rotates around the support shaft 53 by the biasing force of the separation spring 52b and the pushing force of the second park cam 54b. Then, as shown in FIG. 7, the protrusion 52a of the park pole 52 is separated from the recess 51a, so that the park lock device 50 is unlocked. As a result, the drive wheels 4 are unlocked and the vehicle can move.

Next, a second embodiment of the present invention will be described with reference to FIGS. FIG. 8 is an enlarged explanatory view showing the locked state, and FIG. 9 is an enlarged explanatory view showing the unlocked state. In addition, the same code | symbol is attached | subjected to the same part as 1st Embodiment, and the description is omitted.

Parking lock device 50 ₂ of the second embodiment, the projection 52a to be engaged with the recess 51a of the park gear 51 at the center portion of the park pole 52 is provided. The first park cam 54a is disposed on the back side of the park pole 52 of the tip 52d extending in a direction away from the support shaft 53 from the protrusion 52a, and the second park cam 54b is disposed on the park gear 51 side of the park pole 52 on the tip of the park pole. Place.

In the second embodiment, the park pole 52 is sandwiched between the first park cam 54a and the second park cam 54b on the leading end side of the park pole 52.

As shown in FIG. 8, when the farthest positions of the outer circumferences of the first park cam 54a and the second park cam 54b face the park gear 51 side, the park pole 52 moves toward the park gear 51 against the urging force of the separation spring 52b. Rocks. And the recessed part 51a of the park gear 51 and the protrusion 52a of the park pole 52 engage, and it will be in a locked state.

As shown in FIG. 9, when the farthest positions of the outer circumferences of the first park cam 54a and the second park cam 54b are directed to the opposite side of the park gear 51, the park is caused by the biasing force of the separation spring 52b and the pushing force of the second park cam 54b. The pole 52 swings in the opposite direction of the park gear 51. When the protrusion 52a of the park pole 52 is removed from the recess 51a of the park gear 51, the locked state is released and the standby position is established.

Since the distance between the contact portion between the park pole 52 and the first and

second park cams

54a and 54b and the support shaft 53 can be secured long by the above-described configuration, the load for releasing the engagement of the park pole 52 can be reduced.

Next, a third embodiment of the present invention will be described with reference to FIGS. FIG. 10 is an enlarged explanatory view showing the locked state, and FIG. 11 is an enlarged explanatory view showing the unlocked state. In addition, the same code | symbol is attached | subjected to the same part as 1st Embodiment, and the description is omitted.

In the park lock device 503 of the _third embodiment, as in the first embodiment, the park pole 52 is provided with a protrusion 52a that engages with the recess 51a of the park gear 51 at the tip. A first park cam 54 a is disposed on the back side of the park pole 52 in the vicinity of the support shaft 53, and a second park cam 54 b is disposed on the park gear 51 side of the park pole 52 in the vicinity of the support shaft 53.

In the third embodiment, the park pole 52 is sandwiched between the first park cam 54a and the second park cam 54b in the vicinity of the support shaft 53 of the park pole 52.

As shown in FIG. 10, when the farthest positions of the outer circumferences of the first park cam 54a and the second park cam 54b face the park gear 51 side, the park pole 52 moves toward the park gear 51 against the biasing force of the separation spring 52b. Rocks. And the recessed part 51a of the park gear 51 and the protrusion 52a of the park pole 52 engage, and it will be in a locked state.

As shown in FIG. 11, when the farthest positions of the outer circumferences of the first park cam 54 a and the second park cam 54 b are directed to the opposite side of the park gear 51, the park pole 52 is opposed to the park gear 51 by the biasing force of the separation spring 52 b. Rocks. When the protrusion 52a of the park pole 52 is removed from the recess 51a of the park gear 51, the locked state is released and the standby position is established.

With the configuration described above, the first and

second park cams

54a and 54b are disposed in the vicinity of the support shaft 53 of the park pole 52, thereby reducing the first and

second park cams

54a and 54b with respect to the swing angle of the park pole 52. Therefore, the park lock device 50 can be downsized.

Next, a fourth embodiment of the present invention will be described with reference to FIGS. 12 is an enlarged explanatory view showing the locked state, and FIG. 13 is an enlarged explanatory view showing the unlocked state. In addition, the same code | symbol is attached | subjected to the same part as 1st Embodiment, and the description is omitted.

As in the second embodiment, the park lock device 504 of the _fourth embodiment is provided with a protrusion 52 a that engages with the recess 51 a of the park gear 51 at the center of the park pole 52. Then, the first park cam 54 a is disposed on the back side of the park pole 52 of the tip 52 d extending in the direction away from the support shaft 53 from the protrusion 52 a, and the second park cam 54 b is disposed in the vicinity of the support shaft 53 of the park pole 52.

In the fourth embodiment, the park pole 52 is sandwiched between the first park cam 54a disposed on the distal end side of the park pole 52 and the second park cam 54b disposed on the support shaft 53 side.

As shown in FIG. 12, when the farthest positions of the outer circumferences of the first park cam 54a and the second park cam 54b face the park gear 51 side, the park pole 52 moves toward the park gear 51 against the urging force of the separation spring 52b. Rocks. And the recessed part 51a of the park gear 51 and the protrusion 52a of the park pole 52 engage, and it will be in a locked state.

As shown in FIG. 13, when the farthest positions of the outer circumferences of the first park cam 54a and the second park cam 54b are directed to the opposite side of the park gear 51, the park force is generated by the biasing force of the separation spring 52b and the pushing force of the second park cam 54b. The pole 52 swings in the opposite direction of the park gear 51. When the projection 52a of the park pole 52 is removed from the recess 51a of the park gear 51, the locked state is released and the standby state is established.

In the fourth embodiment described above, the first park cam 54 a is disposed on the tip side of the park pole 52 and the second park cam 54 b is disposed on the support shaft 53 side. However, the first park cam 54 a is disposed on the support shaft 53 side of the park pole 52. The second park cam 54b may be disposed on the tip side.

With the above configuration, load distribution adjustment and partial miniaturization can be performed according to the situation.

In each embodiment described above, the first park cam 54a and the second park cam 54b are driven by the

step motors

56a and 56b, but actuators such as solenoids may be used instead of the step motors.

Further, in each of the above-described embodiments, the first park cam 54a and the second park cam 54b are directly connected to the drive member with the

step motors

56a and 56b, but are configured to be connected to the drive member using a wire or the like. May be.

In each of the above-described embodiments, the two

step cams

56a and 56b are driven to rotate the first park cam 54a and the second park cam 54b, but the two

park cams

54a and 54b are driven by one step motor or actuator. Can be configured to For example, as shown in FIG. 14, a first park cam 54a as an engagement cam disposed on the opposite side of the park gear 51 with respect to the park pole 52, and a second park cam as a release cam disposed on the park gear 51 side. 54b. The two

park cams

54a and 54b are configured to operate in conjunction with each other. Therefore, gears 55d and 55e are provided as connecting members on the

rotating shafts

55a and 55b, the gears 55d and 55e are engaged with each other, a step motor 56 is provided on the rotating shaft 55a, and two

park cams

54a and 54b are provided by one step motor 56. Drive in conjunction with.

By operating the two

park cams

54a and 54b in conjunction with a step motor 56 as a single drive member, the park pole 52 can be swung, and a time lag compared to operating with each drive member. It is hard to generate. Moreover, the installation space of a drive member can be made small by using one drive member.

As described above, in the park lock device 50 of the present invention, the two

park cams

54a and 54b are arranged so as to sandwich the park pole 52, and each abuts against the park pole 52, so that the separation spring 52b is omitted. Is also possible.

Also, the first and

second park cams

54a and 54b, the park pole 52, and the park gear 51 may be made of a material having high surface hardness (such as bare steel) as a countermeasure against slipping and wear. The

park cams

54a and 54b, the park pole 52, the park gear 51, and related parts are those having sufficient strength against the force applied by the vehicle weight.

Next, a fifth embodiment of the present invention will be described with reference to FIGS. FIG. 15 is a laterally developed cross-sectional view showing a vehicle drive device provided with a park lock device according to a fifth embodiment of the present invention. In addition, the same code | symbol is attached | subjected to the same part as 1st Embodiment, and the description is omitted.

As in the first embodiment shown in FIG. 3, the in-wheel motor drive device 10 includes an electric motor A that generates a driving force, a speed reducer B that decelerates and outputs the rotation of the electric motor A, and a speed reducer B The electric motor A and the speed reducer B are housed in a casing 25 and mounted in the wheel housing 2a of the electric vehicle 1 as shown in FIG. The electric motor A and the speed reducer B are arranged offset from the axis O of the wheel hub C. The axis O extends in the vehicle width direction.

In-wheel motor drive device 10 of the fifth embodiment, as shown in FIGS. 15 to 23, has a built-in parking lock device 50 ₅ of the rotary cam type. Parking lock device 50 _5, a park gear 51 plurality of recesses 51a for engaging the outer peripheral portion, and the engaging pin 520 having an engaging portion 520a which engages the recess 51a of the park gear 51, the engaging pin A park cam 540 is provided that enables the engagement portion 520a of 520 to move in the radial direction between a position where the engagement portion 520a engages with the recess 51a of the park gear 51 and a standby position. Here, the standby position is a position where the engaging portion 520 a of the engaging pin 520 does not engage with the concave portion 51 a of the park gear 51.

As shown in FIG. 16 and FIG. 19 to FIG. 22, the engaging pin 520 has an engaging portion 520a provided with an inclined portion at the end engaging with the concave portion 51a of the park gear 51 on the tip side of the pin main body 520f. The support gear 570 attached to the reduction gear casing 25b is supported so as to be movable in the radial direction of the park gear 51.

The inclined portion of the engaging portion 520a of the engaging pin 520 is formed so that smooth movement can be performed when the engaging pin 520 moves to the position where it engages with the concave portion 51a of the park gear 51 and the standby position. is there. Accordingly, the engaging portion 520a can reliably move to a position where the engaging portion 520a engages with the concave portion 51a of the park gear 51 and a standby position where the engaging portion 520a does not engage with the concave portion 51a of the park gear 51.

The engaging pin 520 and the park gear 51 are arranged in a straight line in the radial direction of the park gear 51. Since the engaging pin 520 moves in the radial direction, the engaging portion 520 a moves in the linear direction with respect to the park gear 51.

As shown in FIGS. 16, 20, and 22, the contact portion 520 b provided at the rear end portion of the engagement pin 520 has a front end side contact portion 521 b and a rear end side contact portion 522 b, A park cam 540 is disposed between the front end side contact portion 521b and the rear end side contact portion 522b.

A compression coil spring 530 is fitted between the support member 570 and the distal end side contact portion 521b of the contact portion 520b, and urges the engagement portion 520a of the engagement pin 520 in a direction away from the park gear 51. .

The park cam 540 is a rotating cam having a convex portion 540a that comes into contact with the front end side contact portion 521b and the rear end side contact portion 522b of the contact portion 520b. The rotation center of the park cam 540 is positioned on a line extending in a direction orthogonal to the center line of the engagement pin 520. Therefore, a rotation shaft 55 that rotates the park cam 540 is provided on a line that extends in a direction orthogonal to the center line of the engagement pin 520. A park cam 540 is fixed to the rotating shaft 55. An urging spring 58 is attached to the rotating shaft 55 and urges the park cam 540 in a direction in which the park cam 540 comes into contact with the distal end side contact portion 521 b of the engagement pin 520.

The park gear 51 can be provided coaxially with any one of the input gear shaft 31, the intermediate gear shaft 35, and the output gear shaft 37. In the fifth embodiment, the park gear 51 is provided coaxially with the input gear shaft 31. Yes. By providing coaxially with the input gear shaft 31, the space in the outer diameter direction of the second intermediate gear 34 having a small diameter of the intermediate gear shaft 35 can be used, so that the parking lock can be obtained without increasing the size of the in-wheel motor drive device 10. the device 50 ₅ may be accommodated in the in-wheel motor drive device 10.

In the fifth embodiment, the park gear 51 is attached to the input gear shaft 31 of the in-wheel motor drive device 10 by spline fitting. The park gear 51 is attached to the outboard side of the input gear 32.

As described above, the engagement pin 520 is supported by the support member 57 so as to be movable in the radial direction of the park gear 51, and is engaged with a lock position where the engagement portion 520 a is engaged with the recess 51 a of the park gear 51. The park cam 540 moves to a lock release position (standby position) that does not match.

As shown in FIG. 15, the park gear 51, the engagement pin 520, and the park cam 540 are disposed so as to overlap in the axial direction, and are disposed so as to overlap the second intermediate gear 34 and the output gear 36 in the axial direction. . Since the park gear 51 can be arranged in the outer diameter side space of the second intermediate gear 34, the park lock device 50 is provided in the in-wheel motor drive device 10 without increasing the size of the in-wheel motor drive device 10. be able to. Further, the park gear 51, the engagement pin 520, and the park cam 540 are arranged so as to overlap the second intermediate gear 34 and the output gear 36 in the axial direction, thereby suppressing the reduction gear casing 25b from becoming longer in the axial direction. it can.

As shown in FIG. 15, a communication hole 55c is provided on the inboard side of the reduction gear casing 25b, and the rotary shaft 55 is rotatably attached to the communication hole 55c via a rolling bearing (not shown). The rotation shaft 55 is provided on a line extending in a direction orthogonal to the center line of the engagement pin 520, as shown in FIGS. As shown in FIGS. 16 to 18, a rotary park cam 540 is fixed to the rotary shaft 55.

As shown in FIG. 15, the rotary shaft 55 is pulled out to the inboard side of the speed reducer casing 25b through the communication hole 55c, and a step motor as a drive unit for selectively moving the park cam 540 to the drawn rotary shaft 55. 56 are connected.

The above-described park cam 540 is rotated to a desired angular position by driving the step motor 56.

As shown in FIG. 17, in addition to directly connecting the rotary shaft 55 to the step motor 56, a connecting member 56d such as a wire is provided between the rotary shaft 55 and the step motor 56 as shown in FIG. The shaft 55 and the step motor 56 as a driving member may be arranged apart from each other.

As shown in FIGS. 16, 19, and 20, the convex portion 540 a of the park cam 540 abuts against the tip side abutting portion 521 b of the abutting portion 520 b and rotates, thereby resisting the urging force of the compression coil spring 530. Thus, the engagement pin 520 is moved in the radial direction of the park gear 51 in a direction approaching the park gear 51, and the engagement portion 520a and the recess 51a of the park gear 51 are engaged with each other to be in a locked state.

As shown in FIGS. 21 and 22, the convex portion 540 a of the park cam 540 comes into contact with the rear end side contact portion 522 b of the contact portion 520 b, and the engagement pin is pressed by the biasing force of the compression coil spring 530 and the pressing force of the park cam 540. 520 moves away from the park gear 51 in the radial direction. When the engaging portion 520a of the engaging pin 520 is removed from the recess 51a of the park gear 51, the locked state is released.

By providing the compression coil spring 530, the load for the park cam 540 to move the engagement portion 520a of the engagement pin 520 in the disengagement direction can be assisted, and the torque for rotating the park cam 540 can be reduced. Further, since the engagement between the recess 51a and the engaging portion 520a of the park gear 51 is performed by driving the park cam 540, the engagement can be reliably released as compared with the case where the engagement is released only by the compression coil spring 530. .

When shifting from the locked state to the unlocked state, if the vehicle is parked on a slope with a large gradient, a large reaction force acts on the park gear 51 due to the vehicle weight with respect to the gradient angle. For this reason, the frictional force in the contact part between the recessed part 51a of the park gear 51 and the engaging part 520a of the engaging pin 520 becomes large. However, in the fifth embodiment, not only the urging force of the compression coil spring 530 but also the force that pushes the engagement pin 520 in the separating direction is applied by the rotation of the park cam 540, so that the lock can be reliably released.

Further, in the unlocked state (standby position), the disengaged state of the engaging portion 520a of the engaging pin 520 can be maintained by the park cam 540, so that the engaging portion 520a of the engaging pin 520 is mistakenly caused by vibration or the like. Engagement with 51 can also be prevented.

Also, the compression coil spring 530 can reduce the swing of the engagement pin 520 due to vibration or the like during the release of engagement.

An example in which the engagement pin 520 is supported by the support member 570 will be described with reference to FIGS. 23A to 23D. 23A to 23D are explanatory views for explaining the relationship between the engagement pin 520 and the support member 570, FIGS. 23A to 23D are perspective views showing the engagement pin 520, and FIG. 23B shows the support member 57. 23C is a perspective view showing a state in which the engagement pin 520 is incorporated into the support member 57, and FIG. 23D is a perspective view showing a state in which the engagement pin 520, the support member 570, and the compression coil spring 530 are incorporated. FIG.

As shown in FIG. 23A, the engaging pin 520 has a square bar-like pin main body 520f, and an engaging portion 520a that engages with the concave portion 51a of the park gear 51 is provided on the tip side of the pin main body 520f. An inclined portion 523a having an inclination is provided on the distal end side of the engagement pin 520. A rear portion of the engagement pin 520 is provided with a contact portion 520b that contacts the park cam 540, and a front end side contact portion 521b and a rear end side contact portion 522b are provided at a predetermined interval.

An extension portion 520d is provided so as to be connected to the distal end side contact portion 521b, and a rectangular engagement portion 520e is provided to be inserted into the groove portion 570c of the support member 570 perpendicular to the extension portion 520d.

As shown in FIG. 23B, the support member 570 has a base portion 570f provided with a groove portion 570c into which the engaging portion 520e is inserted. A lower support plate 570a and an upper support plate 570b are provided on the base portion 570f at a predetermined interval. The lower support plate 570a is provided with a rectangular hole 570d into which the pin main body 520f of the engagement pin 520 is inserted, and the upper support plate 570b has a round hole 570e having a size into which the compression coil spring 530 is inserted. Is provided.

As shown in FIG. 23C, by inserting the engaging portion 520e of the engaging pin 520 into the groove portion 570c of the supporting member 570 and passing the pin main body 520f through the round hole 570e and the hole 570d, the supporting member 570 and the engaging pin 520 are inserted. Is assembled.

Before incorporating the engaging pin 520 into the support member 570, the compression coil spring 530 is inserted between the lower support plate 570a and the upper support plate 570b from the round hole 570e, and the round hole 570e, the hole 570d, and the compression coil spring 530 are inserted. By passing the pin main body 520f, as shown in FIG. 23D, the support member 570, the engagement pin 520, and the compression coil spring 530 are assembled.

The support member 570 is attached to the reduction gear casing 25b so that the engagement pin 520 is arranged in a straight line in the radial direction of the park gear 51 of the park gear 51.

Next, the lock operation of the park lock device 505 according to the _fifth embodiment will be described. When the select lever is selected to the P range by the driver, a control device (not shown) outputs a command signal for locking the park lock device 50. Accordingly, the recess 51a and the engagement pin 520 of the park gear 51 shown in FIGS. 19 and 20 from the state where the park gear 51 and the engagement portion 520a of the engagement pin 520 in the non-operating state shown in FIGS. The step motor 56 operates so as to be in a locked state in which the engaging portions 520a engage with each other.

That is, the step motor 56 rotates the rotating shaft 55 so that the convex portion 540a of the park cam 540 presses the distal end side contact portion 521b of the engagement pin 520. Then, as shown in FIGS. 19 and 20, against the biasing force of the compression coil spring 530, the engaging portion 520a of the engaging pin 520, so it engages the recess 51a, the parking lock device 50 ₅ is locked It becomes a state.

It will now be described unlocking operation of the park lock device 50 _5. When the select lever is a select operation from the P position to another position by the driver, a control device (not shown) outputs a command signal released parking lock device 50 _5. Thus, the step motor 56 moves the Pakukamu 540 so as to contact the protrusion 540a on the rear end side abutting portion 522b of Pakukamu 540 from the locked state of the parking lock device 50 ₅ shown in FIGS. 19 and 20, The engagement pin 520 is pushed up, and the engagement between the engagement portion 520a of the engagement pin 520 and the recess 51a of the park gear 51 shown in FIGS. 21 and 22 is released.

That is, the step motor 56 rotates the rotating shaft 55 so that the convex portion 540a of the park cam 540 contacts the rear end side contact portion 522b of the engagement pin 520. The engagement pin 520 moves in the radial direction of the park gear 51 in the direction away from the park gear 51 by the urging force of the compression coil spring 530 and the push-up force of the park cam 540. Then, as shown in FIGS. 21 and 22, the engaging portion 520a of the engaging pin 520, so separated from the recess 51a, the parking lock device 50 ₅ is unlocked. As a result, the drive wheels 4 are unlocked and the vehicle can move.

Next, a modified example of the engagement pin 520 will be described with reference to FIGS. 24A to 27B.
24A is a front view of the engaging pin 520, and FIG. 24B is a side view of the engaging pin 520. FIG. An engagement pin 520 shown in FIGS. 24A and 24B is obtained by providing an engagement portion 520a in which a tapered inclined portion is provided on the distal end side of a flat rod-like pin main body 520f.

25A is a front view of the engagement pin 520, and FIG. 25B is a side view of the engagement pin 520. The engagement pin 520 shown in FIGS. 25A and 25B has an engagement portion 520a formed of a curved surface formed by a single curve, a compound curve, or an involute curve on the tip side of a flat rod-shaped pin body 520f. Is provided.

26A is a front view of the engaging pin 520, and FIG. 26B is a bottom view of the engaging pin 520. The engagement pin 520 shown in FIGS. 26A and 26B is obtained by providing a conical engagement portion 520a on the tip side of a round rod-shaped pin body 520f.

27A is a front view of the engagement pin 520, and FIG. 27B is a bottom view of the engagement pin 520. The engagement pin 520 shown in FIGS. 27A and 27B is provided with a rectangular base portion and a conical engagement portion 520a larger than the pin body 520f at the tip of a round rod-shaped pin body 520f.

Further, in each of the above-described embodiments, the park cam 540 is driven by the step motor 56, but an actuator such as a solenoid may be used instead of the step motor.

Next, a sixth embodiment of the present invention will be described with reference to FIGS. FIG. 28 is a laterally developed cross-sectional view showing a vehicle drive device provided with a park lock device according to a sixth embodiment of the present invention. In addition, the same code | symbol is attached | subjected to the same part as 1st Embodiment, and the description is omitted.

The sixth embodiment of the in-wheel motor drive device 10, as shown in FIGS. 28 to 36, it has a built-in parking lock device 50 ₆ of the rotary cam type. Parking lock device 50 ₆ is provided with a park gear 51 plurality of recesses 51a for engaging the outer peripheral portion, and the engaging pin 652 having an engaging portion 652a which engages the recess 51a of the park gear 51, the engaging pin A park cam 654 is provided that allows the engagement portion 652a of 652 to move radially between a position where the engagement portion 652a is engaged with the recess 51a of the park gear 51 and a position where the engagement portion 652a is not engaged.

As shown in FIGS. 29 and 32 to 35, the engagement pin 652 has an engagement portion 652a provided with an inclined portion at an end portion engaged with the recess 51a of the park gear 51 on the distal end side of the pin main body 652f. The support gear 657 attached to the reduction gear casing 25b is supported so as to be movable in the radial direction of the park gear 51. As will be described later, the support member 657 slidably supports the engagement pin 652 so that the engagement pin 652 can move in the radial direction of the park gear 51. With this support member 657, the engagement pin 652 can reliably move in the radial direction of the park gear 51, and the engagement portion 652 a of the engagement pin 652 is not engaged with the position where the engagement portion 652 a is engaged with the recess 51 a of the park gear 51. Can be moved to a position.

The inclined portion of the engaging portion 652a of the engaging pin 652 is formed so that smooth movement can be performed when the engaging pin 652 moves to a position where it engages with the recess 51a of the park gear 51 and a position where it does not engage. Is. Accordingly, the engaging portion 652a can reliably move to a position where the engaging portion 652a engages with the recess 51a of the park gear 51 and a standby position where the engaging portion 652a does not engage with the recess 51a of the park gear 51.

The engaging pin 652 and the park gear 51 are arranged in a straight line in the radial direction of the park gear 51. That is, as shown in FIGS. 30 and 31, they are arranged in a straight line in a direction orthogonal to the axis M. Since the engagement pin 652 moves in the radial direction, the engagement portion 520a moves in the linear direction with respect to the park gear 51.

29 and FIGS. 32 to 35, a contact portion 652b that contacts the park cam 654 is provided at the rear end portion of the engagement pin 652.

A compression coil spring 653 is fitted between the park gear side support plate 657a of the support member 657 and the contact portion 652b, and biases the engagement portion 652a of the engagement pin 652 in a direction away from the park gear 51.

The park cam 654 is a rotating cam having a convex portion 654a that comes into contact with the contact portion 652b. As shown in FIGS. 33 and 35, the rotation center of the park cam 654 is positioned on the center line of the engagement pin 652. That is, the park gear 51, the engagement pin 652, and the rotation shaft are arranged such that the center line of the engagement pin 652 is positioned on the line connecting the rotation center M1 of the park gear 51 and the rotation center L1 of the rotation shaft 55 that rotates the park cam 654. 55 is arranged.

30 and 31, the axis L passing through the center of the rotating shaft 55 extends in parallel with the axis M. The park cam 654 is fixed to the rotating shaft 55. An urging spring 58 is attached to the rotating shaft 55 to urge the park cam 654 in a direction in which it abuts against the abutting portion 652 b of the engaging pin 652.

As described above, the park gear 651, the engagement pin 652, and the park cam 654 are arranged on the same line, and the engagement pin 652 is configured to move in the radial direction of the park gear 51. ₆ can be miniaturized.

The park gear 51 can be provided coaxially on any one of the input gear shaft 31, the intermediate gear shaft 35, the output gear shaft 37, that is, the rotation shaft of the vehicle drive device. In this embodiment, it is provided coaxially with the input gear shaft 31. By providing coaxially with the input gear shaft 31, the space in the outer diameter direction of the second intermediate gear 34 having a small diameter of the intermediate gear shaft 35 can be used, so that the parking lock can be obtained without increasing the size of the in-wheel motor drive device 10. the apparatus 50 ₆ may be accommodated in the in-wheel motor drive device 10.

In the sixth embodiment, the park gear 51 is attached to the input gear shaft 31 of the in-wheel motor drive device 10 by spline fitting. The park gear 51 is attached to the outboard side of the input gear 32.

As described above, the engagement pin 652 is supported by the support member 657 so as to be movable in the radial direction of the park gear 51, and the lock that does not engage the lock position where the engagement portion 652 a engages the recess 51 a of the park gear 51. The park cam 654 moves to the release position.

As shown in FIG. 28, the park gear 51, the engagement pin 652, and the park cam 654 are disposed so as to overlap with each other in the axial direction, and are disposed so as to overlap with the second intermediate gear 34 and the output gear 36 in the axial direction. . The park gear 51 can be disposed on the outer diameter side space of the second intermediate gear 34, the parking lock device 50 ₆ without increasing the size of the in-wheel motor drive device 10 in the in-wheel motor drive device 10 Can be provided. Further, the park gear 51, the engagement pin 652, and the park cam 654 are arranged so as to overlap the second intermediate gear 34 and the output gear 36 in the axial direction, thereby suppressing the reduction gear casing 25b from becoming longer in the axial direction. it can.

As shown in FIG. 28, a communication hole 55c is provided on the inboard side of the speed reducer casing 25b, and the rotary shaft 55 is rotatably attached to the communication hole 55c via a rolling bearing (not shown). As described above, the rotation shaft 55 is arranged such that the rotation center M1 of the park gear 51 and the rotation center 55 of the rotation shaft 55 that rotates the park cam 654 are in a straight line, as shown in FIGS. Then, the center line of the engagement pin 652 is positioned on the line connecting the rotation center M1 of the park gear 51 and the rotation center L1 of the rotation shaft 55 that rotates the park cam 654. As shown in FIGS. 30 to 35, a rotary park cam 654 is fixed to the rotary shaft 55.

As shown in FIG. 28, the rotary shaft 55 is pulled out to the inboard side of the speed reducer casing 25b through the communication hole 55c, and a step motor as a drive unit for selectively moving the park cam 654 to the drawn rotary shaft 55. 56 are connected.

The above-mentioned park cam 654 is rotated to a desired angular position by driving the step motor 56.

As shown in FIG. 30, in addition to directly connecting the rotary shaft 55 to the step motor 56, a connecting member 56d such as a wire is provided between the rotary shaft 55 and the step motor 56 as shown in FIG. The shaft 55 and the step motor 56 as a driving member may be arranged apart from each other.

As shown in FIGS. 29, 32, and 33, the projecting portion 654 a of the park cam 654 rotates while abutting against the abutting portion 652 b, so that the engaging pin 652 is moved against the urging force of the compression coil spring 653. It moves to the direction approaching the park gear 51 in the radial direction of the park gear 51, the engaging part 652a and the recessed part 51a of the park gear 51 are engaged and engaged, and it will be in a locked state.

As shown in FIGS. 34 and 35, when the convex portion 654a of the park cam 654 moves away from the contact portion 652b, the engagement pin 652 moves in the radial direction away from the park gear 51 by the urging force of the compression coil spring 653. . When the engagement portion 652a of the engagement pin 652 is disengaged from the recess 51a of the park gear 51, the locked state is released.

Further, the compression coil spring 653 can reduce the swing of the engagement pin 652 due to vibration or the like during the engagement release.

An example in which the engagement pin 652 is supported by the support member 657 will be described with reference to FIGS. 36A to 36D. 36A to 36D are explanatory views for explaining the relationship between the engagement pin 652 and the support member 657, FIG. 36A is a perspective view showing the engagement pin 652, and FIG. 36B is a perspective view showing the support member 657. 36C is a perspective view showing a state in which the engagement pin 652 is incorporated into the support member 657, and FIG. 36D is a perspective view showing a state in which the engagement pin 652, the support member 657, and the compression coil spring 653 are incorporated. .

36A, the engagement pin 652 has a square bar-shaped pin body 652f, and an engagement portion 652a that engages with the recess 51a of the park gear 51 is provided on the distal end side of the pin body 652f. An inclined portion having an inclination is provided on the distal end side of the engagement pin 652. A contact portion 652 b that contacts the park cam 654 is provided at the rear portion of the engagement pin 652.

An extension portion 652d is provided so as to be connected to the contact portion 652b, and a rectangular engagement portion 652e that is inserted into the groove portion 657c of the support member 657 is provided orthogonal to the extension portion 652d.

As shown in FIG. 36B, the support member 657 has a base portion 657g provided with a groove portion 657c into which the engaging portion 652e is inserted. A park gear side support plate 657a and a cam side support plate 657b are provided on the base portion 657g at a predetermined interval. The park gear side support plate 657a is provided with a rectangular hole 657e into which the pin main body 652f of the engagement pin 652 is inserted, and the cam side support plate 657b is a round hole having a size into which the compression coil spring 653 is inserted. 657f is provided.

As shown in FIG. 36C, by inserting the engaging portion 652e of the engaging pin 652 into the groove portion 657c of the supporting member 657 and passing the pin main body 652f through the round hole 657f and the hole 657e, the supporting member 657 and the engaging pin 652 are inserted. Is assembled.

Before incorporating the engagement pin 652 into the support member 657, the compression coil spring 653 is inserted between the park gear side support plate 657a and the cam side support plate 657b through the round hole 657f, and the round hole 657f, hole 657e, compression coil spring is inserted. By passing the pin main body 652f through 653, the support member 657, the engaging pin 652, and the compression coil spring 653 are assembled as shown in FIG. 36D.

The support member 657 is attached to the reduction gear casing 25b so that the engagement pin 652 is arranged in a straight line in the radial direction of the park gear 51 of the park gear 51.

Next, the lock operation of the park lock device 506 according to the _sixth embodiment will be described. When the select lever is select operation to the P range by the driver, a control device (not shown) outputs a command signal for locking the parking lock device 50 _6. Accordingly, the park gear 51 in the non-operating state shown in FIGS. 34 and 35 and the engaging portion 652a of the engaging pin 652 are separated from the recessed portion 51a and the engaging pin 652 of the park gear 51 shown in FIGS. The step motor 56 operates so as to be in a locked state in which the engaging portions 652a of the two are engaged.

That is, the step motor 56 rotates the rotating shaft 55 so that the convex portion 654a of the park cam 654 pushes the contact portion 652b of the engagement pin 652. Then, as shown in FIGS. 32 and 33, against the biasing force of the compression coil spring 653, the engaging portion 652a of the engaging pin 652, so it engages the recess 51a, the parking lock device 50 ₆ is locked It becomes a state.

As a result, the rotation of the input gear shaft 31 is prohibited, and accordingly, the rotation of the intermediate gear shaft 35 and the output gear shaft 37 is prohibited. That is, the rotation of the drive wheels 4 is restricted, and the vehicle stop state is maintained.

Next, the unlocking operation of the park lock device 506 according to the _sixth embodiment will be described. When the select lever is selected from the P range to another range by the driver, a control device (not shown) outputs a release command signal to the park lock device 50. Accordingly, the step motor 56 moves the park cam 654 so that the convex portion 654a of the park cam 654 moves away from the contact portion 652b from the locked state of the park lock device 50 shown in FIGS. The engagement pin 652 is pushed up by the urging force, and the engagement between the engagement portion 652a of the engagement pin 652 and the recess 51a of the park gear 51 shown in FIGS. 34 and 35 is released.

That is, the step motor 56 rotates the rotating shaft 55 so that the convex portion 654a of the park cam 654 is separated from the contact portion 652b of the engagement pin 652. Due to the biasing force of the compression coil spring 653, the engagement pin 652 moves in the radial direction of the park gear 51 in a direction away from the park gear 51. Then, as shown in FIGS. 34 and 35, the engaging portion 652a of the engaging pin 652, so separated from the recess 51a, the parking lock device 50 ₆ is unlocked. As a result, the drive wheels 4 are unlocked and the vehicle can move.

The engagement pin 652 described above can be configured in a shape similar to the shape of the engagement pin shown in FIGS. 24A to 27B exemplified in the fifth embodiment.

Next, a reference example of the present invention will be described with reference to FIGS. FIG. 37 shows a parking lock device using a park pole and a rotary cam, and FIG. 38 shows a parking lock device using a park pole and a slide cam. In addition, the same code | symbol is attached | subjected to the part same as embodiment, and description is omitted.

37, a first reference example using a park pole and a rotary cam as a park lock device will be described. The park lock device 50b includes a park gear 51 having a plurality of recesses 51a for engagement on the outer periphery, a park pole 152 having a protrusion 152a that engages with the recess 51a of the park gear 51, and a protrusion 152a of the park pole 152. Is provided with a park cam 654 as a moving member that can swing between a position engaging with the recess 51a of the park gear 51 and a position not engaging with the recess 51a.

The park pole 152 is swingably supported via the support shaft 153, and moves by the rotation of the park cam 54 to the lock release position where the protrusion 152a engages with the recess 51a of the park gear 51 and does not engage.

A support shaft 153 is attached to the reduction gear casing 25b, and a park pole 152 is attached to the support shaft 153 so as to be swingable. The park pole 152 is urged in a direction away from the park gear 51 by a separation spring 152b formed of a torsion coil spring.

The rotary park cam 54 is fixed to a rotary shaft 55, the rotary shaft 55 is rotated by a step motor, and the park cam 54 is selectively moved. An urging spring 58 made of a torsion coil spring is attached to the rotating shaft 55, and the park cam 54 is urged in a direction in which the back surface of the park pole 152 abuts.

When the protrusion 152a of the park pole 152 rides on the outer peripheral portion other than the recess 51a of the park gear 51 during the engagement operation, the biasing spring 58 biases the park cam 54 with a load in the engagement direction by the rotation of the rotating shaft 55. Thereafter, when the park gear 51 rotates to a position where it can be engaged, the park cam 54 is moved to the recessed portion 51a at the engagement position.

Next, the lock operation of the park lock device 50b will be described.
The step motor operates so that the park cam 54 is moved from the state in which the park gear 51 and the projection 152a of the park pole 152 are separated to the locked state in which the recess 51a of the park gear 51 and the projection 152a of the park pole 152 are engaged as shown in FIG. The back of the 152 is pushed down, and the park pole 152 rotates around the support shaft 153. Then, as shown in FIG. 37, the protrusion 152a of the park pole 152 is engaged with the recess 51a, and the park lock device 50b is locked. As a result, the rotation of the drive wheels 4 is restricted, and the stopped state of the vehicle is maintained.

Next, the release operation of the park lock device 50b will be described. The stepping motor releases the parking lock device 50b by rotating the park cam 54 from the locked state of the parking lock device 50b described in FIG. 37 and releasing the engagement between the protrusion 152a of the park pole 152 and the recess 51a of the park gear 51. Transition to the state. As a result, the drive wheels 4 are unlocked and the vehicle can move.

In the park lock device 50 b using the park pole 152 and the rotary park cam 54, the rotation center of the park pole 152 is located at a position perpendicular to the line connecting the rotation center of the park cam 54 and the rotation center of the park gear 51. A support shaft 153 is arranged. The park pole 152 swings around the support shaft 153. The park pole 152 requires a certain length to switch between the engaged state and the released state of the recess 51a of the park gear 51 and the protrusion 152a of the park pole 152 by the swing of the park pole 152.

Therefore, the length of the park pole 152 is longer than that of the engagement pin 652 that moves in the radial direction of the park gear 51 according to the sixth embodiment of the present invention, and the device becomes larger correspondingly. Further, in a plane perpendicular to the axial direction with respect to the rotation axis of the park gear 51, and a space for swinging the park pole 152 is required, the parking lock device 50 ₆ of the sixth embodiment of the present invention The device is larger than that.

Next, a park lock device 50c using a park pole and a slide cam will be described with reference to FIG. The second reference example shown in FIG. 38 uses a slide cam 159 instead of the park cam 54 of the first reference example. The slide cam 159 has a rod 159a, a spring member 159b, a swing member 159c, and a tip portion 159d. The slide cam 159 enables the protrusion 152a of the park pole 152 to move between a locked position where the recessed portion 51a of the park gear 51 is engaged and an unlocked position where it is not engaged.

The swing member 159c is fixed to the rotary shaft 155 connected to the step motor, and the swing member 159c swings around the rotary shaft 155 by the rotation of the step motor. The rear end of the rod 159a is rotatably attached to the rocking member 159c, and the rod 159a moves in the front-rear direction by the movement of the rocking member 159c rocked by the rotation of the rotating shaft 155, so that the slide cam 159 is moved. Move back and forth.

The front end 159d of the slide cam 159 is slidably supported by the support member 159e. The leading end 159d has a large diameter from the leading end to the rear end.

The slide cam 159 contacts the back side of the tip of the park pole 152 by the biasing force of the spring member 159b.

When the swing member 159c swings in the direction of the park pole 152 by driving the step motor, the slide cam 159 advances in the direction of the park pole 152. When the slide cam 159 advances, the large diameter portion of the tip 159d and the back surface of the park pole 152 come into contact with each other, thereby moving the park pole 152 to the park gear 51 against the urging force of the separation spring 152b.

Further, when the park pole 152 moves toward the park gear 51 and the projection 152a of the park pole 152 engages with the recess 51a of the park gear 51, the locked state shown in FIG.

In the unlocked state, the protrusion 152a of the park pole 152 is not engaged with the recess 51a of the park gear 51. In this state, the small diameter portion of the tip 159 d of the slide cam 159 contacts the park pole 152, and the park gear 51 and the park pole 152 are kept separated by the biasing force of the separation spring 152 b of the park pole 152.

This second reference example further requires a rocking member 159c for moving the slide cam 159 back and forth as compared with the first reference example, which increases the number of parts and the size of the apparatus. Furthermore, a space for moving the slide cam 159 is also required.

Thus, when the first reference example and the second reference example are compared with the present invention, it can be seen that the park lock device 506 of the _sixth embodiment of the present invention is reduced in size.

In each of the above-described embodiments, the park cam 54 is driven by the step motor 56, but an actuator such as a solenoid may be used instead of the step motor.

In addition, although the in-wheel motor drive device 10 of above-described embodiment is comprised so that the output decelerated by the reduction gear B from the electric motor A may be transmitted to the wheel hub C, an in-wheel motor drive device is not restricted to this. A direct type consisting of an electric motor and a wheel hub may be used.

In the above-described embodiment, the present invention is described as an in-wheel motor drive device using the vehicle drive device. However, the present invention is a vehicle drive for an internal combustion engine such as a 1-motor drive device, a 2-motor drive device, or a gasoline engine. The present invention can also be applied to an apparatus. Note that one motor is a motor with one motor instead of the engine of the engine vehicle, and two motors are two motors.

50: Park lock device 51: Park gear 51a: Recess 52: Park pole 52a: Protrusion 52b: Separation spring 53: Support shaft 54a: First park cam 54b:

Second park cams

55a, 55b: Rotating

shafts

56a, 56b: Step

motor

58a, 58b: separation spring

Claims

A park gear provided on the rotating shaft of the vehicle drive device and provided with a plurality of recesses for engagement on the outer periphery;
A park pole having a protrusion that engages with the concave portion of the park gear, and swingable via a support shaft between the engaging position and the standby position;
First and second park cams that allow the protrusion of the park pole to swing between a position engaging with the recess of the park gear and a standby position;
The first and second park cams are rotary eccentric cams,
The park lock device of the vehicle drive device according to claim 1, wherein the first park cam abuts on a side opposite to the park gear side of the park pole, and the second park cam abuts on the park gear side of the park pole.
The second park cam abuts on a park gear side between a projection of the park pole and a support shaft, and the first park cam faces the second park cam and abuts on a side opposite to the park gear side of the park pole. The parking lock device for a vehicle drive device according to claim 1, wherein the parking lock device is in contact.
The park pole has a tip portion extending from the protrusion to a side away from the support shaft, the first park cam abuts on the side opposite to the park gear side of the tip portion, and the second park cam is the tip tip. The parking lock device for a vehicle drive device according to claim 1, wherein the parking lock device is in contact with a park gear side of the portion.
The park pole has a tip portion extending from the protrusion to a side away from the support shaft, and one of the first park cam and the second park cam abuts on a side opposite to the park gear side of the tip portion, The park lock device for a vehicle drive device according to claim 1, wherein the other park cam abuts on a park gear side between the protrusion and the support shaft.
The first and second park cams are each attached to a rotation shaft, and a drive unit for driving the cam is provided on each of the rotation shafts. Park lock device of the vehicle drive apparatus.
Each of the first and second park cams is attached to a rotation shaft, each rotation shaft is connected by a connecting member, and one of the rotation shafts is rotated by a drive unit, whereby the first and second park cams are connected via the connection member. The parking lock device for a vehicle drive device according to any one of claims 1 to 4, wherein the first park cam and the second park cam operate in conjunction with each other.
An electric motor as a drive source, a speed reducer that decelerates and outputs rotation from the electric motor, a wheel hub that is connected to a drive wheel and transmits output from the speed reducer to the drive wheel, and the speed reducer is housed A reduction gear casing, and
The speed reducer is connected to the output shaft of the electric motor and has an input gear shaft having a small diameter gear as an input gear, an output gear shaft connected to a wheel hub and having a large diameter gear as an output gear, and the input A parallel shaft gear reducer in which at least one intermediate gear shaft that transmits power by meshing with a gear between the gear shaft and the output gear shaft is disposed;
The parking lock device according to any one of claims 1 to 6, comprising a park gear provided coaxially with the input gear shaft, a park pole, and first and second park cams. The vehicle drive apparatus, wherein the park pole and the first and second park cams are accommodated in the speed reducer casing.
A park gear provided on the rotating shaft of the vehicle drive device and provided with a plurality of recesses for engagement on the outer periphery;
An engagement pin that engages with the recess of the park gear;
A park cam that enables the engagement pin to move to a position where it engages with the recess of the park gear and a standby position;
The engagement pin has a contact portion that contacts the park cam, and moves in a radial direction of the park gear according to a contact state of the park cam and the contact portion.
The park cam is a rotary cam having a convex portion that comes into contact with the contact portion of the engagement pin, and a rotation shaft that rotates the park cam is provided on a line that extends in a direction orthogonal to the center line of the engagement pin. A parking lock device for a vehicle drive device.
The parking lock device according to claim 8, wherein the engagement pin has an engagement portion on a distal end side, and the engagement portion engages with a concave portion of the park gear.
10. The parking lock device for a vehicle drive device according to claim 8, wherein the engagement pin is supported by a support member so as to be movable.
The parking lock device for a vehicle drive device according to claim 10, wherein the engagement pin is supported by the support member via an elastic member that applies a load in a direction of releasing the engagement.
A park gear provided on any one rotating shaft of the vehicle drive device and provided with a plurality of recesses for engagement on the outer periphery;
An engagement pin that engages with the recess of the park gear;
A park cam that allows the engagement pin to move between a position that engages with the recess of the park gear and a standby position that does not engage,
The engagement pin has a contact portion that contacts the park cam, and moves in a radial direction of the park gear according to a contact state of the park cam and the contact portion, and the park cam is moved by the contact of the engagement pin. A rotating cam in contact with the part,
A parking lock device for a vehicle drive device, wherein the engagement pin is provided on a line connecting a rotation center of the park gear and a rotation center of a rotation shaft for rotating the park cam.
The parking lock device according to claim 12, wherein the engagement pin has an engagement portion on a distal end side, and the engagement portion engages with a concave portion of the park gear.
14. The parking lock device for a vehicle drive device according to claim 12 or 13, wherein the engagement pin is movably supported by a support member.
15. The parking lock device for a vehicle drive device according to claim 14, wherein the engagement pin is supported by the support member via an elastic member that applies a load in a direction of releasing engagement.
14. The vehicle drive device according to claim 9, wherein the engagement pin includes a square bar-shaped pin body, and an engagement portion having an inclined portion is provided at a tip of the pin body. Park lock device.
The engaging pin has a square bar-shaped pin body, and has an engaging portion made of a curved surface formed by a single curve, a compound curve or an involute curve at the tip of the pin body. The parking lock device for a vehicle drive device according to claim 9 or 13, characterized in that:
14. The parking lock device for a vehicle drive device according to claim 9 or 13, wherein the engagement pin has a round bar-shaped pin body, and has a conical engagement portion at a tip of the pin body.
The engagement pin has a round rod-like pin body, and a rectangular base portion and a conical engagement portion larger than the pin body are provided at the tip of the pin body. A parking lock device for a vehicle drive device according to the description.
An electric motor as a drive source, a speed reducer that decelerates and outputs rotation from the electric motor, a wheel hub that is connected to a drive wheel and transmits output from the speed reducer to the drive wheel, and the speed reducer is housed A reduction gear casing,
The speed reducer is connected to the output shaft of the electric motor and has an input gear shaft having a small diameter gear as an input gear, an output gear shaft connected to a wheel hub and having a large diameter gear as an output gear, and the input A parallel shaft gear reducer in which at least one intermediate gear shaft that transmits power by meshing with a gear between the gear shaft and the output gear shaft is disposed;
The parking lock device according to any one of claims 8 to 19, comprising a park gear provided coaxially with the input gear shaft, an engagement pin, and a park cam, wherein the park gear, the engagement pin, A vehicle drive device characterized in that the park cam is accommodated in the reduction gear casing.