JP6727726B2 - Power transmission unit - Google Patents

Description

The present invention relates to a power transmission unit mounted on a vehicle.

Conventionally, a hybrid vehicle (HV: Hybrid Vehicle) equipped with an engine and a motor as a driving source for traveling is known. In a hybrid vehicle, for example, the driving force of the engine and the driving force of the motor are input to the transmission to change gears, the changed driving force is transmitted to the differential gears, and the differential gears transmit left and right via left and right drive shafts. Is transmitted to the drive wheels.

As a transaxle that constitutes a hybrid vehicle, there is a unit in which two motors are housed in a case together with a planetary gear mechanism and a differential gear. In this unit, a control shaft is provided so as to extend in the front-rear direction of the vehicle, and one end of the control shaft is pulled out from the case to the front side of the vehicle. An operation force for rotating the control shaft is input to one end of the control shaft arranged outside the case. Rotation of the control shaft switches between fixing and releasing the parking gear.

JP, 2007-313972, A

However, a transaxle with such a configuration requires a member for inputting operating force to the control shaft on the front side of the case, and is not suitable for vehicles such as light vehicles and small vehicles that have a restriction on the front and rear length of the engine compartment. is there. Therefore, in order to mount a transaxle with a built-in motor in light vehicles and small cars, the transaxle must be redesigned, and considerable arrangement is required for the arrangement of the control shaft that penetrates the case inside and outside. is necessary. Even in a transaxle that does not have a built-in motor, it is desirable to reduce the front-rear length by devising the arrangement of the control shaft.

An object of the present invention is to provide a power transmission unit that can reduce the front-rear length.

In order to achieve the above object, a power transmission unit according to the present invention includes a unit case, a parking gear housed in the unit case and rotatably provided, and a vertical direction orthogonal to a rotation axis direction of the parking gear. The control shaft, which extends and has its upper end protruding upward from the unit case, is arranged below the parking gear, and the lock position for engaging the parking gear to prevent rotation of the parking gear and the engagement of the parking gear A parking pole that can be displaced to the unlocked position that is released, an inner lever that is supported by the control shaft, and an inner lever that is connected to the inner lever and is provided so as to be displaced below the control shaft as the inner lever rotates. A parking rod for displacing the parking pole from the unlocked position to the locked position.

According to this configuration, the control shaft extends in the vertical direction, and the upper end portion of the control shaft projects upward from the unit case. As a result, the outer lever, the neutral start switch, the actuator for shift-by-wire, etc. can be arranged on the upper side of the unit case. Therefore, it is not necessary to arrange those members before and after the power transmission unit. As a result, the front-rear length of the power transmission unit can be shortened.

Further, the parking rod is provided so as to be displaced below the control shaft. Therefore, it is not necessary to provide a space around the control shaft for displacing the parking rod.

Further, since it is not necessary to consider the interference between the parking rod and the control shaft, the degree of freedom in designing the parking rod is improved, and the labor required for the design is saved, so that the development cost can be reduced.

Further, in a power transmission unit in which a motor is housed in a unit case, since the front-rear length is long when the control shaft extends in the front-rear direction of the vehicle, it is particularly useful to arrange the control shaft so as to extend in the up-down direction. Is.

According to the present invention, the front-rear length of the power transmission unit can be shortened. As a result, the front-rear length of the engine compartment can be shortened, and a wide space in the vehicle compartment can be secured.

It is a perspective view of the power transmission unit concerning one embodiment of the present invention. FIG. 2 is a sectional view of the power transmission unit taken along the section line AA shown in FIG. 1.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

<Structure of power transmission unit>
FIG. 1 is a perspective view of a power transmission unit 1 according to an embodiment of the present invention. FIG. 2 is a cross-sectional view of the power transmission unit 1 taken along the section line AA shown in FIG. In FIG. 2, a part of the configuration is schematically shown.

The power transmission unit 1 is mounted on a vehicle together with an engine to form a so-called hybrid system. The power transmission unit 1 includes two motors 12 and 13, a differential gear 14 and a gear mechanism 15 in a unit case 11 that forms an outer shell thereof, as shown in FIG.

As shown in FIG. 1, the unit case 11 has a damper accommodating portion 21 that accommodates a damper that damps vibrations from the engine, and a motor accommodating portion 22 that accommodates the two motors 12 and 13. ing. The damper housing portion 21 is formed at the engine-side end portion of the unit case 11, and the motor housing portion 22 is formed at the engine-side end portion of the unit case 11. The motor accommodating portion 22 has a larger vertical dimension than the damper accommodating portion 21, and its upper end portion bulges above the upper end of the damper accommodating portion 21. Therefore, a step is formed between the upper end of the damper housing portion 21 and the upper end of the motor housing portion 22, and the gear mechanism 15 is arranged inside the step portion 23.

The gear mechanism 15 includes a planetary gear mechanism including a sun gear to which the driving force of the motor 12 is input and a carrier to which the driving force of the engine is input. The ring gear 24 of the planetary gear mechanism has a ring gear 24 as shown in FIG. The parking gear 25 is integrally formed. Further, the gear mechanism 15 integrally includes a ring gear 24 and a large-diameter gear 26 that meshes with a motor gear that is non-rotatably attached to the rotation shaft of the motor 13, and a small-diameter gear 27 that meshes with the differential gear 14. 28 are included.

Although the parking gear 25 is formed integrally with the ring gear 24 of the planetary gear mechanism in the present embodiment, it is provided so as to exert its function on any of the rotating shaft and the gear included in the gear mechanism 15. Just do it.

A control shaft 31 is vertically inserted into the unit case 11 at the step portion 23. An upper end portion of the control shaft 31 projects above the unit case 11, and an outer lever 32 to which an operation force for rotating the control shaft 31 is input is attached to the upper end portion. An operation force may be input to the outer lever 32 from a control cable, or an operation force may be input from a shift-by-wire actuator.

A lower end portion of the control shaft 31 is rotatably supported by a support portion 33 fixedly provided on the unit case 11. At the position above the support portion 33, the base end portion of the inner lever 34 (detent plate) is attached to the control shaft 31 so as not to rotate relative to it.

The inner lever 34 extends from the control shaft 31 in the radial direction of rotation. One end of a parking rod 35 is rotatably inserted through the tip of the inner lever 34. The parking rod 35 extends downward from the inner lever 34 and is bent and extends toward the lower position of the control shaft 31.

A parking pole 36 is provided below the parking gear 25. The parking pole 36 is swingably supported by a swing shaft 37 extending parallel to the rotation axis of the parking gear 25, and an engaging claw 38 formed at a tip end thereof engages with a tooth 39 of the parking gear 25. It is configured to be displaceable between a position and an unlock position where the engagement is released. The parking pole 36 is biased toward the unlock position by the elastic force of the torsion coil spring 41.

An arm 42 extending toward the lower side of the control shaft 31 is formed on the parking pole 36. The tip of the arm 42 is in contact with the parking rod 35 from above at a position below the control shaft 31.

When the inner lever 34 is rotated by the rotation of the control shaft 31, the parking rod 35 is displaced. On the parking rod 35, a cam portion 43 is formed in a portion extending below the control shaft 31. When the parking rod 35 is further displaced after the cam portion 43 comes into contact with the arm 42 of the parking pole 36 due to the displacement of the parking rod 35, the arm portion 42 is lifted by the cam portion 43. As a result, the parking pawl 36 is displaced from the unlocked position to the locked position, and the engaging pawl 38 of the parking pawl 36 engages with the teeth 39 of the parking gear 25, whereby the rotation of the parking gear 25 is restricted (parking lock). To be done. When the control shaft 31 rotates in the opposite direction, the engagement claw 38 of the parking pole 36 and the tooth 39 of the parking gear 25 are disengaged by the movement opposite to that at the time of engagement, and the parking gear 25 is rotated. Permissible.

<Effect>
As described above, the control shaft 31 extends between the motor housing portion 22 and the damper housing portion 21 in the vertical direction orthogonal to the rotation axis direction of the motors 12 and 13, and the upper end portion thereof projects upward from the unit case 11. ing. As a result, the outer lever, the neutral start switch, the actuator for shift-by-wire, and the like can be arranged on the upper side of the unit case. Therefore, it is not necessary to arrange those members before and after the power transmission unit 1. As a result, the front-rear length of the power transmission unit 1 can be shortened.

Moreover, the motor housing portion 22 is larger in vertical dimension than the damper housing portion 21, and the upper end portion thereof bulges above the upper end of the damper housing portion 21. Therefore, a step portion 23 is formed between the upper end of the damper housing portion 21 and the upper end of the motor housing portion 22. Since the upper end of the control shaft 31 projects upward from the unit case 11 at the step portion 23, the space generated in the step portion 23 is effectively used, and the outer lever, the neutral start switch, the shift-by An actuator for a wire or the like can be arranged.

The parking rod 35 is provided so as to be displaced below the control shaft 31. Therefore, it is not necessary to provide a space around the control shaft 31 for displacing the parking rod 35.

Further, since it is not necessary to consider the interference between the parking rod 35 and the control shaft 31, it is possible to improve the degree of freedom in designing the parking rod 35 and reduce the design cost by reducing the designing labor. ..

<Modification>
Although one embodiment of the present invention has been described above, the present invention can be implemented in other forms.

For example, although the power transmission unit 1 is provided with the two motors 12 and 13 in the above-described embodiment, the present invention is also applicable to the power transmission unit including one motor.

The present invention can be applied to a stepped automatic transmission and a continuously variable transmission.

Further, the present invention can also be applied to a power transmission unit that does not include the differential gear 14.

In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

1: Power transmission unit 11: Unit case 12, 13: Motor 25: Parking gear 31: Control shaft 34: Inner lever 35: Parking rod 36: Parking pole

Claims (1)

Unit case,
A parking gear housed in the unit case and rotatably provided,
A control shaft extending in a vertical direction orthogonal to the direction of the rotation axis of the parking gear and having an upper end protruding upward from the unit case;
Parking that is disposed below the parking gear and is displaceable between a locked position that engages the parking gear to prevent rotation of the parking gear and an unlocked position that disengages the parking gear. With Paul,
An inner lever supported by the control shaft,
It has a cam portion which is connected to the inner lever and is arranged at a lower position of the lower end portion of the control shaft, and is provided so that the cam portion is displaced below the control shaft as the inner lever rotates. And a parking rod that displaces the parking pole from the unlocked position to the locked position by its displacement.

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