JP2020003041A - Park lock device of vehicle drive unit and in-wheel motor drive unit using the same - Google Patents

Abstract

To prevent the enlargement of a park lock device.SOLUTION: A park lock device comprises: a park gear 51 arranged at one of rotating shafts of a vehicle drive unit, and has a plurality of engagement recesses 51a at an external peripheral part; an engagement pin 52 engaged with the recess 51a of the park gear 51; and a park cam 54 for making the engagement pin 51 movable to a position engaged with the recess 51a of the park gear 51, and a standby position not engaged with the recess. The engagement pin 52 has an abutment part 52b abutting on the park cam 54, and moves to the park gear 51 in a radial direction depending on an abutment state of the park cam 54 and the abutment part 52b. The park cam 54 is a rotating cam abutting on the abutment part 52b of the engagement pin 52, and the engagement pin 52 is arranged on a line for connecting a rotation center of the park gear 54 and a rotation center of a rotating shaft 55 for rotating the park cam 54.SELECTED DRAWING: Figure 8

Description

  The present invention relates to a parking lock device for a vehicle drive device and an in-wheel motor drive device using the same, and more particularly to a park lock device for a vehicle drive device that fixes a vehicle in a parked state by engaging an engagement member with a park gear. About.

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

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

  As a parking lock device of an electric vehicle employing an in-wheel motor drive device, for example, there is one disclosed in Patent Document 1. As shown in FIGS. 18 and 19, the device disclosed in Patent Document 1 includes a park gear 105 fixed to a drive shaft 102 connected to a rotation shaft of an in-wheel motor drive device 101 and having a locking tooth 104 on an outer peripheral portion; An engagement piece (park pole) 106 which is swingably supported by a support shaft 107 and has an engagement projection 108 at one end thereof which engages with the park gear 105, and is fixed to the engagement piece 106 to lock the engagement projection 108. A spring member 109 for urging in a direction to release the engagement with the teeth 104, a contact member 110 movably arranged along the engagement piece 106 while being in contact with the engagement piece 106, A guide member 112 for regulating movement of the contact member 110 is provided for each drive wheel. Then, a single actuator 113 connected to each contact member 110 and serving as a power source of each contact member 110 is provided between each drive wheel (see FIG. 18). The driving of the actuator 113 switches between the locked state and the unlocked state. That is, as shown by the broken line in FIG. 19, when the vehicle is running, 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, as indicated by the broken line in FIG. The vicinity of the end of the engagement piece 106 opposite to the engagement protrusion 108 is pulled downward by the handle 109 to maintain the state in which 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, when locking, by pushing each contact member 110 forward by the actuator 113 and moving each contact member 110 to the engagement protrusion 108 side of the engagement piece 106. 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 (the in-wheel motor drive device 101) is locked.

  The park lock device of Patent Document 1 described above moves each contact member 110 in the longitudinal direction of the engagement piece 106 and swings the engagement piece 106 in the axial direction with respect to the drive shaft 102 of the park gear 105. In a vertical plane, a space in which the engagement piece 106 swings and a space in which the contact member 110 moves are required, and there is a problem that the size of the park lock device is increased.

  Further, as shown in FIG. 18, in the park lock device of Patent Document 1, a drive shaft 102 connected to a rotation shaft of an in-wheel motor drive device 101 is connected to a substantially central portion between drive wheels via a universal joint 103. And a park gear 105 is provided at the end thereof. For this reason, a parking lock device is provided separately from the in-wheel motor drive device 101, and a step of assembling the park lock device on the vehicle body separately from assembling the in-wheel motor drive device 101 occurs, thereby increasing the number of assembling steps. There is a problem.

  In addition, since the parking lock device is provided outside the in-wheel motor driving device 101, the size of the device is increased. Further, a space for the parking lock device is required on the vehicle body side.

  When the parking lock device is provided in the vehicle drive device, it is desired to prevent the members forming the park lock device from being enlarged.

  By the way, the in-wheel motor drive device has an advantage that the room space on the vehicle body side can be widened because it is provided on the drive wheel. For this reason, it is desirable that the parking lock device is not provided in the space on the vehicle body side but is housed inside the in-wheel drive device.

  Since the in-wheel motor drive device is attached to the drive wheels, the in-wheel motor drive device needs to be downsized in order to reduce the unsprung weight. Therefore, miniaturization of the park lock device built in the in-wheel motor drive device is also desired.

JP 2008-151308 A

  SUMMARY OF THE INVENTION The present invention has been made to solve the above-described conventional problems, and has an object to reduce a space required for members constituting a parking lock device and prevent an increase in the size of the parking lock device. Is what you do.

  The present invention provides a park gear provided on any one of the rotating shafts of a vehicle drive device and having a plurality of concave portions for engagement on an outer peripheral portion, an engaging pin engaging with a concave portion of the park gear, and A park cam that enables the pin to move to a position where the pin engages with the concave portion of the park gear and a standby position where the pin does not engage, wherein the engagement pin has a contact portion that contacts the park cam, and The park cam moves in the radial direction of the park gear depending on the contact state of the contact portion, and the park cam is a rotary 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 first and second rotations.

  According to the above configuration, since the engagement pin is arranged 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 arranged in a straight line, The space required for the constituent members of the park lock device can be reduced on a plane perpendicular to the axial direction with respect to the rotation axis of the park gear.

  Further, the engagement pin may have an engagement portion on a tip end side, and the engagement portion may be configured to engage with a concave portion of the park gear.

  Further, the engagement pin may be movably supported by a support member.

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

  Further, an in-wheel motor drive device according to the present invention includes an electric motor as a drive source, a speed reducer that reduces the speed of the rotation from the electric motor and outputs the same, and connects to the drive wheel to output the output from the speed reducer to the drive wheel. And a reduction gear casing that houses the reduction gear. The reduction gear is connected to an output shaft of the electric motor, and has an input gear shaft having a small diameter gear as an input gear; and a wheel hub. And an output gear shaft having a large diameter gear as an output gear, and at least one or more intermediate gear shafts that transmit power by meshing with gears between the input gear shaft and the output gear shaft. A parallel shaft gear reducer to be disposed, and may be configured to house the parking lock device for a vehicle drive device according to any one of the above in the casing.

  In this invention, the rotation center of the park gear, the rotation center of the rotation shaft for rotating the park cam, and the engagement pin are arranged in a straight line, and the engagement pin moves in the radial direction of the park gear. Therefore, the size of the park lock device can be reduced.

FIG. 1 is a schematic plan view of an electric vehicle having an in-wheel motor drive device. It is the figure which looked at the electric vehicle of FIG. 1 from the back. It is a horizontal development sectional view showing a park lock device of a vehicle drive unit of an embodiment of the present invention. FIG. 1 is a front view schematically showing a parking lock device of a vehicle drive device according to an embodiment of the present invention, showing a locked state. FIG. 5 is a plan view showing the parking lock device of the vehicle drive device according to the embodiment of the present invention, as viewed from an arrow IV in FIG. 4. FIG. 5 is a plan view showing the parking lock device of the vehicle drive device according to the embodiment of the present invention, as viewed from an arrow IV in FIG. 4. FIG. 2 is an enlarged view of the parking lock device of the vehicle drive device according to the embodiment of the present invention as viewed from a park cam direction, and shows a locked state. FIG. 2 is an enlarged explanatory view of the parking lock device of the vehicle drive device according to the embodiment of the present invention, showing a locked state. FIG. 2 is an enlarged view of the parking lock device of the vehicle drive device according to the embodiment of the present invention as viewed from a park cam direction, and shows an unlocked state. FIG. 2 is an enlarged explanatory view of a parking lock device of the vehicle drive device according to the embodiment of the present invention, showing an unlocked state. It is explanatory drawing explaining the relationship between the engagement pin and the support member used for the parking lock device of the vehicle drive device of embodiment of this invention, (a) is a perspective view which shows an engagement pin, (b) is FIG. 3C is a perspective view showing the support member, FIG. 4C is a perspective view showing a state in which an engagement pin is incorporated in the support member, and FIG. 4D is a perspective view showing a state in which the engagement pin, the support member, and the compression coil spring are incorporated. It is. 2A and 2B show an engagement pin used in a parking lock device of a vehicle drive device according to an embodiment of the present invention, wherein FIG. 1A is a front view and FIG. 1B is a side view. 2A and 2B show an engagement pin used in a parking lock device of a vehicle drive device according to an embodiment of the present invention, wherein FIG. 1A is a front view and FIG. 1B is a side view. 2A and 2B show an engagement pin used in a parking lock device of a vehicle drive device according to an embodiment of the present invention, wherein FIG. 1A is a front view and FIG. 1B is a bottom view. 2A and 2B show an engagement pin used in a parking lock device of a vehicle drive device according to an embodiment of the present invention, wherein FIG. 1A is a front view and FIG. 1B is a bottom view. 1 is a front view schematically showing a parking lock device of a vehicle drive device according to a first embodiment of the present invention, showing a locked state. FIG. 5 is a front view schematically showing a parking lock device of a vehicle drive device according to a second embodiment of the present invention, showing a locked state. It is a schematic plan view which shows the conventional park lock device. FIG. 19 is a view taken along the line AA in FIG. 18.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
As shown in FIG. 1, the electric vehicle 1 including the in-wheel motor driving device has a chassis 2, front wheels 3 as steering wheels, driving wheels (rear wheels) 4, and driving forces on left and right driving wheels 4. And an in-wheel motor drive device 10 for transmitting the As shown in FIG. 2, the drive wheel 4 is housed inside a wheel housing 2a of the chassis 2, and is fixed to a lower portion of the chassis 2 via a suspension 2b. The mounting form of the in-wheel motor drive device 10 may be any of a front wheel drive method and a four-wheel drive method in addition to the rear wheel drive method shown in FIGS.

  The suspension device 2b supports the drive wheels 4 by suspension arms extending to the left and right, and suppresses vibration of the chassis 2 by absorbing vibrations received by the drive wheels 4 from the ground by struts including a coil spring and a shock absorber. Further, a stabilizer for suppressing the inclination of the vehicle body at the time of turning or the like is provided at a connection portion between the left and right suspension arms. The suspension device 2b is of an independent suspension type in which the left and right wheels can be moved up and down independently in order to improve the ability to follow the road surface unevenness and efficiently transmit the driving force of the drive wheels to the road surface. Is desirable.

  The electric vehicle 1 needs to provide a motor, a drive shaft, a differential gear mechanism, and the like on the chassis 2 by providing an in-wheel motor drive device 10 for driving the left and right drive wheels 4 inside the wheel housing 2a. This eliminates the need for a large cabin space, and provides the advantages of controlling 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 for generating a driving force, a speed reducer B for reducing the rotation of the electric motor A and outputting the output, and an output from the speed reducer B for driving wheels. 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.

  The electric motor A and the speed reducer B are housed in a 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 speed reducer B side are separated by a partition wall 25c. A reduction gear casing 25b is provided so as to be connected to the partition wall 25c. The motor casing 25a is arranged on the inboard side of the reduction gear casing 25b. Here, the center of the vehicle is referred to as an inboard side, and the outside of the vehicle is referred to as an 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 uses a radial gap type in which a stator 24 is provided on an inner peripheral surface of a motor casing 25a, and a rotor 23 is provided on the inner periphery of the stator 24 at intervals. The electric motor A is not limited to the radial gap type, but may be an axial gap type.

  The rotor 23 has a motor shaft 23a at 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 spline fitting (see FIG. 3). The motor shaft 23a is rotatably supported by the bearings 27 and 28 with respect to the motor casing 25a. The axis M, which is the center of rotation of the motor shaft 23a and the rotor 23, extends parallel to the axis O of the wheel hub C. The electric motor A is arranged 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 of the motor casing 25a is attached to a side wall 25f by a bolt (not shown), and a lid 25g is attached to the opening of the side wall 25f by a bolt 25h so as to close the opening.

  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 reduction gear casing 25b that houses the reduction gear 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 23 a of the electric motor A, has an input gear shaft 31 having a small diameter gear as an input gear 32, and is connected to a wheel hub C and has an output gear having a large diameter gear as an output gear 36. This is a parallel shaft gear reducer in which at least one or more intermediate gear shafts 35 that transmit power by meshing with gears between the shaft 37, the input gear shaft 31 and the output gear shaft 37 are arranged.

  The speed reducer B of this embodiment is a three-axis parallel shaft gear reducer, and includes an output gear 36 connected to the inner ring 12 of the wheel hub C, an input gear 32 connected to the motor shaft 23a of the electric motor A, and an input gear. It has a first intermediate gear 33, which is a plurality of intermediate gears for transmitting 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 input gear 32 via a rolling bearing 32n on the inboard side of the reduction gear casing 25b, and on the outboard side of the reduction gear casing 25b via a rolling bearing 32m. It is rotatably supported.

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

  An axis R passing through the center of the intermediate gear shaft 35 extends parallel to the axis O of the wheel hub C. As a result, the speed reducer 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 speed reducer B of this embodiment is a parallel three-axis gear reducer having axes O, R, and M extending parallel to 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 inboard side by the reduction gear casing 25b 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 wheel / fixed outer wheel, and includes an inner wheel 12 as a wheel hub connected to a wheel wheel (not shown), a non-rotating outer wheel 13, and a plurality of wheels arranged in an annular gap between the inner wheel 12 and the outer wheel 13. And a rolling element 14 to form an axle. The inner ring 12 is formed to be 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 of the inner race 12 on the outboard side in the direction of the axis O. The coupling portion 12f is a flange, and forms a coupling portion for coaxial coupling with a drive wheel (not shown). The inner wheel 12 is connected to the driving wheel 4 at a connecting portion 12f, and rotates integrally with the driving wheel 4.

  An inner race 12r is attached and fixed to the inboard end of the inner race 12 in the direction of the axis O. The rolling elements 14 are arranged in multiple rows separated from each other 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 forms the inner raceway surface of the rolling elements 14 in the first row, 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 race 12r constitutes the inner race of the second row of rolling elements 14 and faces the inner peripheral surface of the outer race 13 on the inboard side in the direction of the axis O.

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 seal both axial ends of the wheel hub C.

  A coupling portion 13f is formed at an end of the outer race 13 on the outboard side in the direction of the axis O. The connecting 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 parallel to each other, and also covers both axial sides of the speed reducer B. The motor casing 25a protrudes inboard of the reduction gear casing 25b. The reduction gear casing 25b houses 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 fitted into bearing fitting holes provided in the reduction gear casing 25b, and are rotatably supported by the reduction gear casing 25b.

  As shown in FIGS. 3 to 11, the in-wheel motor drive device 10 of this embodiment incorporates a rotating cam type parking lock device 50. The park lock device 50 includes a park gear 51 having a plurality of recesses 51a for engagement on an outer peripheral portion, an engagement pin 52 having an engagement portion 52a that engages with the recess 51a of the park gear 51, and an engagement pin 52. A park cam 54 is provided which allows the engaging portion 52a of the first and second engaging portions 52a to move radially between a position where the engaging portion 52a is engaged with the concave portion 51a of the park gear 51 and a position where the engaging portion 52a is not engaged.

  As shown in FIGS. 4 and 7 to 10, the engaging pin 52 has an engaging portion 52 a having an inclined portion at an end portion of the pin body 52 f that engages with the concave portion 51 a of the park gear 51. The park gear 51 is supported movably in the radial direction by a support member 57 attached to the reduction gear casing 25b. The support member 57 slidably supports the engagement pin 52 so that the engagement pin 52 can move in the radial direction of the park gear 51, as described later. The support member 57 allows the engagement pin 52 to move reliably in the radial direction of the park gear 51, and does not engage the engagement portion 52 a of the engagement pin 52 with the position engaging the recess 51 a of the park gear 51. Position and can be moved.

  The inclined portion of the engaging portion 52a of the engaging pin 52 is formed so that when the engaging pin 52 moves to a position engaging with the concave portion 51a of the park gear 51 and a position not engaging with the concave portion 51a, smooth movement can be performed. Things. Thereby, it is possible to reliably move to a position where the engaging portion 52a is engaged with the concave portion 51a of the park gear 51 and a standby position where the engaging portion 52a is not engaged with the concave portion 51a of the park gear 51.

  The engagement pin 52 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. 5 and 6, they are arranged linearly in a direction orthogonal to the axis M. Then, since the engaging pin 52 moves in the radial direction, the engaging portion 52a moves in a linear direction with respect to the park gear 51.

  As shown in FIGS. 4 and 7 to 10, a contact portion 52 b that contacts the park cam 54 is provided at the rear end of the engagement pin 52.

  A compression coil spring 53 is fitted between the park gear-side support plate 57a of the support member 57 and the contact portion 52b, and urges the engagement portion 52a of the engagement pin 52 in a direction away from the park gear 51.

  The park cam 54 is a rotary cam having a convex portion 54a that comes into contact with the contact portion 52b. Then, as shown in FIGS. 8 and 10, the rotation center of the park cam 54 is located on the center line of the engagement pin 52. That is, the park gear 51, the engagement pin 52, and the rotation shaft are arranged such that the center line of the engagement pin 52 is located on a 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 54. 55 are arranged.

  As shown in FIGS. 5 and 6, the axis L passing through the center of the rotation shaft 55 extends parallel to the axis M. The park cam 54 is fixed to a rotating shaft 55. A biasing spring 58 is attached to the rotation shaft 55, and biases the park cam 54 in a direction in which the park cam 54 contacts the contact portion 52b of the engagement pin 52.

  As described above, the park gear 51, the engagement pin 52, and the park cam 54 are arranged on the same line, and the engagement pin 52 is configured to move in the radial direction of the park gear 51. Can be reduced in size.

  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, that is, the rotating shaft of the vehicle drive device. In this embodiment, it is provided coaxially with the input gear shaft 31. By being provided coaxially with the input gear shaft 31, the space in the outer diameter direction of the small-diameter second intermediate gear 34 of the intermediate gear shaft 35 can be used, so that the parking lock can be achieved 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 this 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 52 is supported movably in the radial direction of the park gear 51 via the support member 57, and the engagement portion 52 a does not engage with the lock position where the engagement portion 52 a engages with the concave portion 51 a of the park gear 51. It moves to the release position by the rotation of the park cam 54.

  As shown in FIG. 3, the park gear 51, the engagement pin 52, and the park cam 54 are arranged to overlap in the axial direction, and are arranged 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 space on the outer diameter side 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, by disposing the park gear 51, the engagement pin 52, and the park cam 54 so as to overlap the second intermediate gear 34 and the output gear 36 in the axial direction, the reduction gear casing 25b is also prevented from being elongated in the axial direction. it can.

  As shown in FIG. 3, a communication hole 55c is provided on the inboard side of the reduction gear casing 25b, and the rotating shaft 55 is rotatably mounted 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 of the rotation shaft 55 for rotating the park cam 54 are on a straight line, as shown in FIGS. The center line of the engaging pin 52 is located at a line connecting the rotation center M1 of the park gear 51 and the rotation center L1 of the rotation shaft 55 for rotating the park cam 54. Then, as shown in FIGS. 4 to 10, the rotary park cam 54 is fixed to the rotary shaft 55.

  As shown in FIG. 3, the rotating shaft 55 is drawn out to the inboard side of the reduction gear casing 25b through the communication hole 55c, and a step motor as a drive unit for selectively moving the park cam 54 to the drawn out rotating shaft 55. 56 are connected.

  The above-described park cam 54 is rotated to a desired angular position by driving a step motor 56.

  As shown in FIG. 5, in addition to directly connecting the rotary shaft 55 to the step motor 56, a connecting member 56a 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 separately.

  As shown in FIGS. 4, 7, and 8, when the projection 54 a of the park cam 54 rotates while contacting the contact portion 52 b, the engagement pin 52 is pressed against the urging force of the compression coil spring 53. The park gear 51 is moved in a direction approaching the park gear 51 in a radial direction, and the engaging portion 52a and the concave portion 51a of the park gear 51 are meshed and engaged, and a locked state is established.

  As shown in FIGS. 9 and 10, when the projection 54 a of the park cam 54 separates from the contact portion 52 b, the engaging pin 52 moves in a radial direction away from the park gear 51 by the urging force of the compression coil spring 53. . Then, when the engaging portion 52a of the engaging pin 52 is disengaged from the concave portion 51a of the park gear 51, the locked state is released.

  The compression coil spring 53 can also reduce the swing of the engagement pin 52 due to vibration or the like during the disengagement.

  An example in which the engaging pin 52 is supported by the support member 57 will be described with reference to FIG. 11A and 11B are explanatory diagrams illustrating the relationship between the engagement pin 52 and the support member 57, wherein FIG. 11A is a perspective view illustrating the engagement pin 52, FIG. 11B is a perspective view illustrating the support member 57, (C) is a perspective view showing a state in which the engagement pin 52 is incorporated in the support member 57, and (d) is a perspective view showing a state in which the engagement pin 52, the support member 57, and the compression coil spring 53 are incorporated. is there.

  As shown in FIG. 11A, the engaging pin 52 has a square rod-shaped pin main body 52f, and an engaging portion 52a that engages with the concave portion 51a of the park gear 51 is provided at the tip end of the pin main body 52f. ing. An inclined portion having an inclination is provided on the tip side of the engagement pin 52. At the rear of the engagement pin 52, a contact portion 52b that contacts the park cam 54 is provided.

  An extended portion 52d is provided so as to be connected to the contact portion 52b, and a rectangular engaging portion 52e is provided orthogonal to the extended portion 52d and inserted into the groove 57c of the support member 57.

  As shown in FIG. 11B, the support member 57 has a base portion 57d provided with a groove portion 57c into which the engaging portion 52e is inserted. A park gear side support plate 57a and a cam side support plate 57b are provided on the base portion 57d at a predetermined interval. The park gear side support plate 57a is provided with a rectangular hole 57e into which the pin body 52f of the engaging pin 52 is inserted, and the cam side support plate 57b is a round hole having a size into which the compression coil spring 53 is inserted. 57f are provided.

  As shown in FIG. 11C, the engaging portion 52e of the engaging pin 52 is inserted into the groove 57c of the supporting member 57, and the pin main body 52f is passed through the round hole 57f and the hole 57e. The engagement pin 52 is assembled.

  Before assembling the engaging pin 52 into the support member 57, the compression coil spring 53 is inserted from the round hole 57f between the park gear side support plate 57a and the cam side support plate 57b, and the round hole 57f, the hole 57e, the compression coil spring By passing the pin body 52f through 53, the support member 57, the engaging pin 52, and the compression coil spring 53 are assembled as shown in FIG.

  The support member 57 is attached to the reduction gear casing 25b such that the engagement pins 52 are arranged in a straight line in the radial direction of the park gear 51 of the park gear 51.

  Next, the locking operation of the parking lock device 50 will be described. When the driver operates the select lever to the P range, a control device (not shown) outputs a command signal for locking the parking lock device 50. Thereby, the recess 51a of the park gear 51 shown in FIGS. 7 and 8 and the engagement pin 52 are moved from the state in which the park gear 51 in the non-operation state shown in FIGS. The stepping motor 56 is operated so that the engaging portions 52a of the first motor and the second motor are locked.

  That is, the step motor 56 rotates the rotating shaft 55 so that the convex portion 54a of the park cam 54 presses the contact portion 52b of the engagement pin 52. As shown in FIGS. 7 and 8, the engaging portion 52a of the engaging pin 52 engages with the concave portion 51a against the urging force of the compression coil spring 53, so that the park lock device 50 is locked. It becomes.

  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 stopped state of the vehicle is maintained.

  Next, the unlocking operation of the parking lock device 50 will be described. When the driver operates the select lever from the P range to another range, a control device (not shown) outputs a release command signal to the parking lock device 50. Accordingly, the step motor 56 moves the park cam 54 from the locked state of the park lock device 50 shown in FIGS. 7 and 8 so that the convex portion 54a of the park cam 54 is separated from the contact portion 52b. The urging force pushes up the engagement pin 52 to release the engagement between the engagement portion 52a of the engagement pin 52 and the recess 51a of the park gear 51 shown in FIGS.

  That is, the step motor 56 rotates the rotating shaft 55 so that the convex portion 54a of the park cam 54 is separated from the contact portion 52b of the engaging pin 52. The urging force of the compression coil spring 53 causes the engagement pin 52 to move in a radial direction of the park gear 51 in a direction away from the park gear 51. Then, as shown in FIGS. 9 and 10, the engaging portion 52a of the engaging pin 52 is separated from the concave portion 51a, so that the park lock device 50 is in the unlocked state. As a result, the lock of the drive wheels 4 is released, and the vehicle can move.

Next, a modified example of the engagement pin 52 will be described with reference to FIGS.
12A is a front view of the engagement pin 52, and FIG. 12B is a side view of the engagement pin. The engagement pin 52 shown in FIG. 12 has a flat rod-shaped pin body 52f provided with an engagement portion 52a having a tapered inclined portion on the distal end side.

  13A is a front view of the engagement pin 52, and FIG. 13B is a side view of the engagement pin. The engaging pin 52 shown in FIG. 13 is provided with an engaging portion 52a having a curved surface formed by a curve selected from a single curve, a compound curve, or an involute curve on the distal end side of a rectangular rod-shaped pin main body 52f. Things.

  14A is a front view of the engagement pin 52, and FIG. 14B is a bottom view of the engagement pin. The engagement pin 52 shown in FIG. 14 is provided with an engagement portion 52a formed in a conical shape on the distal end side of a round rod-shaped pin main body 52f.

  15A is a front view of the engagement pin 52, and FIG. 15B is a bottom view of the engagement pin. The engagement pin 52 shown in FIG. 15 is provided with a rectangular base larger than the pin body 52f and a conical engagement portion 52a at the tip of a round rod-shaped pin body 52f.

  Next, a reference example of the present invention will be described with reference to FIGS. FIG. 16 shows a parking lock device using a park pole and a rotary cam, and FIG. 17 shows a parking lock device using a park pole and a slide cam. The same parts as those of the embodiment are denoted by the same reference numerals, and description thereof will be omitted.

  Referring to FIG. 16, a first reference example using a park pole and a rotary cam as a parking lock device will be described. The park lock device 50b includes a park gear 51 having a plurality of recesses 51a for engagement on an outer peripheral portion, a park pole 152 having a projection 152a engaged with the recess 51a of the park gear 51, and a projection 152a of the park pole 152. And a park cam 54 as a moving member that can swing between a position engaging with the concave portion 51a of the park gear 51 and a position not engaging with the concave portion 51a.

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

  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, and the rotary shaft 55 is rotated by a step motor, so that the park cam 54 is selectively moved. An urging spring 58 formed of a torsion coil spring is attached to the rotating shaft 55, and the park cam 54 urges the back surface of the park pole 152 in a direction in which it comes into contact.

  When the projection 152a of the park pole 152 rides on the outer peripheral portion other than the concave portion 51a of the park gear 51 during the engagement operation, the biasing spring 58 urges the park cam 54 with the load in the engagement direction by the rotation of the rotary shaft 55. After that, when the park gear 51 rotates to a position where it can be engaged, the park cam 54 is moved to the concave portion 51a at the engagement position.

Next, the locking operation of the parking lock device 50b will be described.
The stepping motor is operated to move the park cam 54 so that the parked gear 51 and the projection 152a of the park pole 152 are separated from each other so that a lock state is established in which the recess 51a of the park gear 51 and the projection 152a of the park pole 152 are engaged with each other as shown in FIG. By pushing down the back of 152, the park pole 152 rotates about the support shaft 153. Then, as shown in FIG. 16, the projection 152a of the park pole 152 is engaged with the concave portion 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 parking lock device 50b will be described. The step 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. 16 to release the engagement between the projection 152a of the park pole 152 and the concave portion 51a of the park gear 51. Transition to the state. As a result, the lock of the drive wheels 4 is released, 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 orthogonally separated from the line connecting the rotation center of the park cam 54 and the rotation center of the park gear 51. Support shaft 153 is disposed. Then, the park pole 152 swings around the support shaft 153. Since the swing of the park pole 152 switches between the engaged state and the released state of the recess 51a of the park gear 51 and the projection 152a of the park pole 152, a certain length of the park pole 152 is required.

  For this reason, the length of the park pole 152 is longer than that of the engaging pin 52 that moves in the radial direction of the park gear 51 of the present invention, and the size of the device is correspondingly larger. Further, a space for swinging the park pole 152 is required on a plane perpendicular to the rotation axis of the park gear 51 in the axial direction, and the size of the device is larger than that of the park lock device 50 of the present invention.

  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. 17 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 159d. The slide cam 159 allows the protrusion 152a of the park pole 152 to move between a locked position where the park gear 51 is engaged with the concave portion 51a and an unlocked position where it is not engaged.

  A swing member 159c is fixed to the rotation shaft 155 connected to the step motor, and the swing member 159c swings about the rotation shaft 155 by the rotation of the step motor. The rear end of the rod 159a is rotatably attached to the swing member 159c, and the movement of the swing member 159c that swings by the rotation of the rotation shaft 155 causes the rod 159a to move in the front-rear direction, thereby causing the slide cam 159 to move. Move forward and backward.

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

  The slide cam 159 comes into contact with the rear surface of the tip of the park pole 152 by the urging 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 moves forward in the direction of the park pole 152. When the slide cam 159 moves forward, the large-diameter portion of the tip portion 159d abuts against the back surface of the park pole 152, 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 concave portion 51a of the park gear 51, the locked state shown in FIG.

  In the unlocked state, the projection 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 distal end 159d of the slide cam 159 contacts the park pawl 152, and the separated state between the park gear 51 and the park pawl 152 is maintained by the urging force of the separation spring 152b of the park pawl 152.

  The second reference example further requires a swing member 159c for moving the slide cam 159 back and forth as compared with the first reference example, which increases the number of components and the size of the device. Further, a space for moving the slide cam 159 is required.

  As described above, when the first reference example and the second reference example are compared with the present invention, it is understood that the park lock device 50 of the present invention is reduced in size.

  In each of the above 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.

  The in-wheel motor drive device 10 of the above-described embodiment is configured to transmit the output decelerated by the speed reducer B from the electric motor A to the wheel hub C. However, the in-wheel motor drive device is not limited to this. Alternatively, a direct type comprising an electric motor and a wheel hub may be used.

  In the above-described embodiment, the present invention is described with respect to an in-wheel motor drive as a vehicle drive. However, the present invention relates to a one-motor drive, a two-motor drive, and a vehicle drive for an internal combustion engine such as a gasoline engine. It is also possible to apply to a device. Note that one motor has one motor mounted in place of the internal combustion engine of the vehicle, and two motors have two motors mounted.

50: park lock device 51: park gear 51a: concave portion 52: engaging pin 52a: engaging portion 52b: contact portion 53: compression coil spring 54: park cam 54a: convex portion 55: rotating shaft 56: step motor 57: support member

Claims (9)

A park gear provided on any one of the rotation shafts of the vehicle drive device and having a plurality of concave portions for engagement on an outer peripheral portion;
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 the engagement pin engages with the recess of the park gear and a standby position where the engagement pin 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 depending on a contact state of the park cam and the contact portion, and the park cam contacts the engagement pin with the engagement pin. Rotating cam that contacts the
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.   2. The parking lock device according to claim 1, 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. 3.   The parking lock device for a vehicle drive device according to claim 1, wherein the engagement pin is movably supported by a support member.   The parking lock device of a vehicle drive device according to claim 3, wherein the engagement pin is supported by the support member via an elastic member that applies a load in a direction in which the engagement is released.   The parking lock according to claim 2, wherein the engaging pin has a square rod-shaped pin main body, and an engaging portion having an inclined portion is provided at a tip of the pin main body. apparatus.   The engaging pin has a square rod-shaped pin main body, and has at the tip of the pin main body an engaging portion having a curved surface formed by a curve selected from a single curve, a compound curve, or an involute curve. The parking lock device for a vehicle drive device according to claim 2, wherein:   The parking lock device for a vehicle drive device according to claim 2, wherein the engaging pin has a round bar-shaped pin main body, and has a conical engaging portion at a tip end of the pin main body.   The said engaging pin has a round-bar-shaped pin main body, and the front-end | tip of this pin main body was provided with the rectangular base larger than a pin main body, and the conical engaging part, The claim 2 characterized by the above-mentioned. Park lock device for vehicle drive unit. An electric motor as a drive source, a speed reducer that reduces the speed of rotation from the electric motor and outputs the same, a wheel hub that is connected to the drive wheels and transmits output from the speed reducer to the drive wheels, and houses the speed reducer. With a reduction gear casing,
The speed reducer is connected to an 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; Between a gear shaft and the output gear shaft, a parallel shaft gear reducer in which at least one or more intermediate gear shafts that transmit power by meshing with gears are arranged,
An in-wheel motor drive device, wherein the parking lock device of the vehicle drive device according to any one of claims 1 to 8 is accommodated in the reduction gear casing.

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