WO2023026399A1 - Parking mechanism - Google Patents

Parking mechanism Download PDF

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Publication number
WO2023026399A1
WO2023026399A1 PCT/JP2021/031167 JP2021031167W WO2023026399A1 WO 2023026399 A1 WO2023026399 A1 WO 2023026399A1 JP 2021031167 W JP2021031167 W JP 2021031167W WO 2023026399 A1 WO2023026399 A1 WO 2023026399A1
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WO
WIPO (PCT)
Prior art keywords
tooth
sleeve
gear
idle gear
teeth
Prior art date
Application number
PCT/JP2021/031167
Other languages
French (fr)
Japanese (ja)
Inventor
忠彦 加藤
義弘 山内
泰雅 中條
Original Assignee
株式会社ユニバンス
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by 株式会社ユニバンス filed Critical 株式会社ユニバンス
Priority to PCT/JP2021/031167 priority Critical patent/WO2023026399A1/en
Priority to JP2023507511A priority patent/JP7470861B2/en
Publication of WO2023026399A1 publication Critical patent/WO2023026399A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels

Definitions

  • the present invention relates to a vehicle parking mechanism.
  • Document 1 discloses a prior art in which a shift cam is provided with a parking position that simultaneously establishes a plurality of gear trains.
  • the present invention was made to solve this problem, and an object thereof is to provide a parking mechanism that can be released with a small force.
  • the present invention provides shafts arranged parallel to each other, and first and second idler gears each having a first tooth and arranged rotatably relative to the shaft and immovable in the axial direction. , first and second fixed gears arranged on the shaft so as not to rotate relative to each other and meshing with the first and second idle gears, respectively; first and second sleeves each having a second tooth, first and second forks respectively disposed on the first and second sleeves, and first with first and second forks respectively disposed and a second rod, and first and second cams axially moving the first and second rods, the first and second cams puts the second tooth of the first sleeve in mesh with the first tooth of the first idle gear and the second tooth of the second sleeve in mesh with the first tooth of the second idle gear.
  • the first tooth has a first surface facing one of the circumferential directions and a second surface facing the other circumferential direction
  • the second tooth has a third surface facing the first surface in the locked position; a fourth surface facing the second surface.
  • the first and third surfaces transmit torque in the direction of pressing the first and third surfaces
  • the second and fourth surfaces transmit torque in the direction of pressing the second and fourth surfaces. , produces a thrust that axially separates the first tooth and the second tooth.
  • the second tooth of the first sleeve meshes with the first tooth of the first idle gear, and the second tooth of the second sleeve engages the second idle gear. It meshes with the first tooth of the gear.
  • the second tooth has a third surface facing the first surface of the first tooth and a fourth surface facing the second surface of the first tooth in the locked position.
  • the first surface and the third surface transmit torque in a direction that presses the first surface and the third surface.
  • a thrust is generated to separate the first tooth and the second tooth in the axial direction according to the torque in the direction of pressing the second surface and the fourth surface. Therefore, the engagement between the second tooth and the first tooth is released with a small force. Therefore, the operation of the parking mechanism can be released with a small force.
  • the angle ⁇ 2 between the plane containing the axis and the second and fourth surfaces is the angle between the plane containing the axis and the first and third surfaces. larger than ⁇ 1.
  • the unlocked position is a first position that disengages the second tooth of the first sleeve from the first tooth of the first idler gear. , a second position disengaging the second tooth of the second sleeve and the first tooth of the second idler gear. Since the first position and the second position are located on both sides of the lock position in the displacement direction of the first and second cams, the first and second cams are displaced from the unlock position to the first position. When it cannot be released, it can be released by displacing the first and second cams to the second position. Similarly, when it cannot be released at the second position, it can be released at the first position. Therefore, the mechanism can be simplified.
  • a first spring is interposed between the first rod and the first fork, and a spring is interposed between the second rod and the second fork.
  • a second spring is interposed at .
  • the first or second spring releases the elastic energy accumulated in the locked position with the displacement from the locked position to the unlocked position, and the second tooth of the first sleeve and the first tooth of the first idle gear.
  • the restoring force of the spring can release the mechanism.
  • FIG. 1 is a skeleton diagram of a transmission in one embodiment; FIG. It is a schematic diagram of a cam in the first embodiment.
  • FIG. 4 is a schematic diagram of a parking mechanism; (a) is a schematic diagram of the parking mechanism in operation, (b) is a schematic diagram of the parking mechanism during deactivation, and (c) is a schematic diagram of the released parking mechanism. (a) is a schematic diagram of the parking mechanism in operation, (b) is a schematic diagram of the parking mechanism during deactivation, and (c) is a schematic diagram of the released parking mechanism. (a) is a schematic diagram of the parking mechanism in operation, (b) is a schematic diagram of the parking mechanism during deactivation, and (c) is a schematic diagram of the released parking mechanism.
  • (a) is a schematic diagram of the parking mechanism in operation
  • (b) is a schematic diagram of the parking mechanism during deactivation
  • (c) is a schematic diagram of the released parking mechanism. It is a schematic diagram of the cam in 2nd Embodiment.
  • FIG. 1 is a skeleton diagram of a transmission 1 according to one embodiment.
  • a transmission 1 includes an input shaft 2 to which power from an engine or a motor is input, and an output shaft 3 arranged parallel to the input shaft 2.
  • An output gear 4 is arranged on the output shaft 3.
  • the output shaft 3 outputs torque to wheels 115 of a vehicle 114 (see FIG. 4) such as an automobile through the output gear 4 .
  • the intermediate shaft 5 is arranged parallel to the input shaft 2 .
  • the input shaft 2 and the output shaft 3 support a 1st gear 10, a 2nd gear 20, a 3rd gear 30, a 4th gear 40 and a 5th gear 50, which constitute a plurality of gear stages.
  • the input shaft 2, the intermediate shaft 5 and the output shaft 3 support a reverse gear 60 that constitutes a reverse gear.
  • the first speed gear 10 includes a fixed gear 11 fixed to the input shaft 2 so as not to rotate relative to it, and an idle gear 12 fixed to the output shaft 3 so as to rotate relative to the fixed gear 11 while always meshing with the fixed gear 11 .
  • the second speed gear 20 includes an idle gear 21 fixed to the input shaft 2 so as to be relatively rotatable, and a fixed gear 22 which is fixed to the output shaft 3 so as not to rotate relatively while constantly meshing with the idle gear 21 .
  • the third speed gear 30 includes a fixed gear 31 fixed to the input shaft 2 so as not to rotate relative to it, and an idle gear 32 fixed to the output shaft 3 so as to rotate relative to the fixed gear 31 while constantly meshing with the fixed gear 31 .
  • the 4th speed gear 40 includes an idle gear 41 fixed to the input shaft 2 so as to be relatively rotatable, and a fixed gear 42 which is fixed to the output shaft 3 so as not to be relatively rotatable while constantly meshing with the idle gear 41 .
  • the fifth speed gear 50 includes an idle gear 51 fixed to the input shaft 2 so as to be relatively rotatable, and a fixed gear 52 fixed to the output shaft 3 so as not to rotate relative to the idle gear 51 while constantly meshing with the idle gear 51 .
  • the reverse gear 60 includes an idle gear 61 fixed to the input shaft 2 so as to be relatively rotatable; and a fixed gear 63 fixed to the output shaft 3 so as not to relatively rotate while always meshing.
  • the transmission 1 further includes a shift device 70 that selectively couples gears to the input shaft 2 and the output shaft 3 .
  • the shift device 70 includes a sleeve 71 that rotates integrally with the output shaft 3, sleeves 72 and 73 that rotate integrally with the input shaft 2, forks 74, 75 and 76 respectively arranged on the sleeves 71, 72 and 73, a fork 74, 75, 76 are provided with rods 77, 78, 79, respectively, and cams 80, 81, 82 for axial movement of rods 77, 78, 79, respectively.
  • the sleeve 71 is an annular member arranged between the idle gears 12 and 32 .
  • First teeth 13 and 33 are provided on the axial end faces of the free-rotating gears 12 and 32 so as to be spaced from each other in the circumferential direction.
  • Second teeth (described later) that mesh with the first teeth 13 and 33 are provided on the axial end face of the sleeve 71 .
  • the sleeve 72 is an annular member arranged between the idle gears 21 and 51 .
  • First teeth 23 , 53 are provided on axial end surfaces of the idler gears 21 , 51 , respectively, spaced apart from each other in the circumferential direction.
  • Second teeth (described later) that mesh with the first teeth 23 and 53 are provided on the axial end face of the sleeve 72 .
  • the sleeve 73 is an annular member arranged between the idle gears 41 and 61 .
  • First teeth 43 and 64 are provided on the axial end faces of the idler gears 41 and 61, respectively, spaced apart from each other in the circumferential direction.
  • Second teeth (described later) that mesh with the first teeth 43 and 64 are provided on the axial end face of the sleeve 73 .
  • Forks 74, 75, 76 are arranged on the outer peripheries of the sleeves 71, 72, 73, respectively.
  • Rods 77 , 78 , 79 on which forks 74 , 75 , 76 are arranged are arranged parallel to input shaft 2 .
  • Protrusions 83, 84, 85 provided on rods 77, 78, 79 respectively contact cams 80, 81, 82, respectively.
  • cams 80 , 81 , 82 are provided on the outer periphery of shift drum 86 .
  • the shift drum 86 is rotated around a central axis 87 parallel to the input shaft 2 by a motor (not shown).
  • the shift drum 86 rotates based on an operation signal of a shift lever (not shown) or based on an accelerator opening and a vehicle speed signal by operating an accelerator pedal (not shown). Rotation of shift drum 86 causes axial movement of forks 74, 75, 76 via rods 77, 78, 79 contacting cams 80, 81, 82 with projections 83, 84, 85, respectively. As the forks 74, 75, 76 move, the sleeves 71, 72, 73 move axially.
  • the idle gears 12, 21, 32, 41, 51, 61 is selectively coupled to the input shaft 2 or the output shaft 3.
  • FIG. 2 is a schematic diagram of the cams 80, 81, 82 in the first embodiment.
  • FIG. 2 is a part of a developed view in which the outer circumference of the shift drum 86 is cut open along a straight line parallel to the central axis 87 (see FIG. 1).
  • a parking position P, a reverse position R, a neutral position N, a first speed position (1st), and a second speed position (2nd) are set on the shift drum 86 .
  • illustration of the positions of the 3rd speed and above is omitted.
  • the idle gear 21 (see FIG. 1) is coupled to the input shaft 2 by the sleeve 72 .
  • the idle gear 12 (see FIG. 1) is coupled to the output shaft 3 by the sleeve 71 .
  • the idle gears 12, 21, 32, 41, 51, 61 idle the shafts.
  • the idle gear 61 (see FIG. 1) is coupled to the input shaft 2 by the sleeve 73 .
  • the sleeve 71 couples the idle gear 12 (see FIG. 1) to the output shaft 3 and the sleeve 72 couples the idle gear 21 (see FIG. 1) to the input shaft 2 .
  • the cams 80 and 81 have a locked position L (the same as the parking position P) where the idle gears 12 and 21 are both coupled to the shaft, and an unlocked position U where the idle gears 12 and 21 idle the shaft. , 81 in the displacement direction.
  • FIG. 3 is a schematic diagram of the parking mechanism 90.
  • the end face of the sleeve 71 is provided with second teeth 91 and 94 protruding in the axial direction.
  • the second tooth 91 meshes with the first tooth 13 of the idle gear 12
  • the second tooth 94 meshes with the first tooth 33 of the idle gear 32 .
  • the first tooth 13 has a first surface 95 facing in one circumferential direction and a second surface 96 facing in the other circumferential direction.
  • the second tooth 91 has a third surface 92 facing the other circumferential direction and a fourth surface 93 facing the one circumferential direction.
  • the first surface 95 at least partially faces the third surface 92 and the second surface 96 at least partially faces the fourth surface 93 .
  • the end face of the sleeve 72 is provided with second teeth 97 and 100 protruding in the axial direction.
  • the second tooth 97 meshes with the first tooth 23 of the idle gear 21
  • the second tooth 100 meshes with the first tooth 53 of the idle gear 51 .
  • the first tooth 23 has a first surface 101 facing one circumferential direction and a second surface 102 facing the other circumferential direction.
  • the second tooth 97 has a third surface 98 facing the other circumferential direction and a fourth surface 99 facing the one circumferential direction.
  • the first surface 95 and the third surface 92 are substantially parallel to the plane containing the central axis of the sleeve 71 .
  • the second surface 96 and the fourth surface 93 are inclined with respect to the plane containing the central axis of the sleeve 71 .
  • the second surface 96 is inclined so as to approach the first surface 95 toward the tip of the tooth.
  • the fourth surface 93 is inclined so as to approach the third surface 92 toward the tip of the tooth.
  • the angle ⁇ 2 between the plane containing the central axis of the sleeve 71 and the second surface 96 and the fourth surface 93 is the angle ⁇ 1 between the plane containing the central axis of the sleeve 71 and the first surface 95 and the third surface 92.
  • angles .theta.1 and .theta.2 refer to the angles between the portion of each surface that contacts when the first tooth 13 and the second tooth 91 are engaged with each other and the plane containing the central axis.
  • the second surface 96 and the fourth surface 93 generate thrust to separate the idle gear 12 and the sleeve 71 in the axial direction according to the torque in the direction of pressing the second surface 96 and the fourth surface 93 .
  • the first surface 95 and the third surface 92 do not generate thrust to separate the idle gear 12 and the sleeve 71 in the axial direction when the first surface 95 and the third surface 92 are pressed against each other to transmit torque.
  • the first surface 95 and the third surface 92 transmit torque in the direction of pressing the first surface 95 and the third surface 92 .
  • first surface 101 and the third surface 98 are substantially parallel to the plane containing the central axis of the sleeve 72 .
  • the second surface 102 and the fourth surface 99 are inclined with respect to the plane containing the central axis of the sleeve 72 .
  • the second surface 102 is inclined so as to approach the first surface 101 toward the tooth tip.
  • the fourth surface 99 is inclined so as to approach the third surface 98 toward the tip of the tooth.
  • the angle ⁇ 2 formed between the plane including the central axis of the sleeve 72 and the second surface 102 and the fourth surface 99 is the angle ⁇ 1 formed between the plane including the central axis of the sleeve 72 and the first surface 101 and the third surface 98 (not shown as it is nearly 0° in the embodiment).
  • the angles .theta.1 and .theta.2 refer to the angles between the portion of each surface that contacts when the first tooth 23 and the second tooth 97 mesh with the plane containing the central axis.
  • the second surface 102 and the fourth surface 99 generate thrust to separate the idle gear 21 and the sleeve 72 in the axial direction according to the torque in the direction of pressing the second surface 102 and the fourth surface 99 .
  • the first surface 101 and the third surface 98 do not generate thrust to separate the idle gear 21 and the sleeve 72 in the axial direction when the first surface 101 and the third surface 98 are pressed against each other to transmit torque.
  • the first surface 101 and the third surface 98 transmit torque in the direction of pressing the first surface 101 and the third surface 98 .
  • a spring 112 is arranged between the fork 74 and the rod 77 to move the fork 74 away from the idle gear 12 by elastic force.
  • a spring 113 is arranged between the fork 75 and the rod 78 to move the fork 75 away from the idle gear 21 by elastic force. Since the structure for arranging the spring 113 between the fork 75 and the rod 78 is the same as the structure for arranging the spring 112 between the fork 74 and the rod 77, the same reference numerals are given and the explanation is omitted.
  • a tube 103 surrounding the rod 77 is arranged on the rod 77 .
  • a long hole 104 extending in the axial direction of the cylinder 103 penetrates the cylinder 103 in the thickness direction.
  • a gap is provided between the outer circumference of the rod 77 and the inner circumference of the tube 103 .
  • One end of the tube 103 is provided with a protrusion 105 (stopper) protruding radially inward.
  • a pin 106 projecting radially outwardly of the rod 77 is arranged on the rod 77 .
  • a pin 106 is in the slot 104 .
  • the thickness of the pin 106 is smaller than the axial length of the slot 104 .
  • the rod 77 is provided with two grooves spaced apart in the axial direction, and retaining rings 107 and 108 are fixed to the grooves. Washers 109 and 110 having outer diameters larger than the outer diameters of the retaining rings 107 and 108 are arranged on the rod 77 inside the retaining rings 107 and 108 in the axial direction, respectively. Washers 109 and 110 are axially spaced inside barrel 103 . The washer 109 is located inside the projection 105 in the axial direction. A cylindrical spacer 111 is interposed between the washer 110 and the pin 106 .
  • a spring 112 is arranged between the washer 109 and the washer 110 .
  • spring 112 is a compression coil spring. Since the distance between washer 109 and washer 110 is less than the free length of spring 112, spring 112 is preloaded. The restoring force of the preloaded spring 112 presses the washers 109 and 110 against the snap rings 107 and 108, respectively. At the neutral position of the shift drum 86 , the spring 112 presses the pin 106 against one axial edge 104 a of the elongated hole 104 and presses the washer 109 against the projection 105 by restoring force.
  • the sleeve 71 When starting the vehicle 114 , the sleeve 71 is brought closer to the idle gear 12 from the neutral position, and the first teeth 13 of the idle gear 12 are meshed with the second teeth 91 of the sleeve 71 . This establishes 1st gear.
  • the torque (drive torque) from the idle gear 12 in the direction of pressing the first surface 95 and the third surface 92 against the sleeve 71 is generated. is transmitted and the output shaft 3 rotates.
  • the sleeve 72 When shifting up from 1st speed to 2nd speed, the sleeve 72 is brought closer to the idle gear 21 from the neutral position, and the second teeth 97 of the sleeve 72 are meshed with the first teeth 23 of the idle gear 21 .
  • the idle gear 21 rotates faster than the idle gear 12, so the first gear 10 is in the coasting state and the second gear 20 is in the driving state. becomes.
  • the first surface 101 and the third surface 98 are pressed together to transmit drive torque.
  • the second surface 96 and the fourth surface 93 are pressed against each other, and a thrust force is generated in which the idle gear 12 and the sleeve 71 are separated from each other in the axial direction according to the coasting torque.
  • the first tooth 13 of the idler gear 12 and the second tooth 91 of the sleeve 71 are disengaged, the second speed is established.
  • the transmission 1 can realize a so-called seamless shift, in which interruptions in the torque of the output shaft 3 during upshifting are reduced.
  • FIGS. 4 and 5 are schematic diagrams of the parking mechanism 90 during operation
  • FIGS. 4(b) and 5(b) are schematic diagrams of the parking mechanism 90 during deactivation
  • 4(c) and 5(c) are schematic diagrams of the parking mechanism 90 when the operation is released.
  • the cams 80, 81 are rotated to set the projections 83, 84 to the lock position L.
  • the second tooth 91 of the sleeve 71 meshes with the first tooth 13 of the idle gear 12 as shown in FIG. It meshes with the first tooth 23 of the gear 21 .
  • third surface 98 of second tooth 97 presses against first surface 101 of first tooth 23 and fourth surface 93 of second tooth 91 presses against first surface 13 of first tooth 13 .
  • the second surface 96 is pressed.
  • the cams 80 and 81 are rotated to move the projections 83 and 84 from the lock position L to the unlock position U as shown in FIG. 4(b).
  • the thrust that separates the idler gear 12 from the sleeve 71 in the axial direction which is generated by pressing the fourth surface 93 and the second surface 96 , assists the displacement of the projection 83 and the fork 74 accompanying the rotation of the cam 80 .
  • the sleeve 71 moves in a direction in which the engagement between the first tooth 13 and the second tooth 91 of the idle gear 12 is disengaged as the rod 77 is displaced.
  • the third surface 98 of the second tooth 97 of the sleeve 72 and the first surface 101 of the first tooth 23 of the idle gear 21 are pressed against each other.
  • the frictional force acting on the first surface 101 is large, and even if the cam 81 rotates, the sleeve 72 cannot move. Since the elastic force of the spring 113 interposed between the fork 75 and the rod 78 is smaller than the frictional force acting on the third surface 98 and the first surface 101, the spring 113 is displaced as the rod 78 is displaced by the rotation of the cam 81. compresses and stores elastic energy.
  • FIGS. 6(a) and 7(a) are schematic diagrams of the parking mechanism 90 during operation
  • FIGS. 6(b) and 7(b) are schematic diagrams of the parking mechanism 90 during deactivation
  • 6(c) and 7(c) are schematic diagrams of the parking mechanism 90 in which the operation is released.
  • the cams 80 and 81 are rotated to move the projections 83 and 84 from the lock position L to the unlock position U as shown in FIG. 6(b).
  • the thrust that separates the idle gear 21 from the sleeve 72 in the axial direction which is generated by pressing the fourth surface 99 and the second surface 102 , assists the displacement of the projection 84 and the fork 75 accompanying the rotation of the cam 81 . Accordingly, the sleeve 72 moves in a direction in which the first tooth 23 and the second tooth 97 of the idle gear 21 are disengaged as the rod 78 is displaced.
  • the third surface 92 of the second tooth 91 of the sleeve 71 and the first surface 95 of the first tooth 13 of the idle gear 12 are pressed against each other.
  • the frictional force acting on the first surface 95 is large, and even if the cam 80 rotates, the sleeve 71 cannot move. Since the elastic force of the spring 112 interposed between the fork 74 and the rod 77 is smaller than the frictional force acting on the third surface 92 and the first surface 95, the spring 112 is displaced as the rod 77 is displaced by the rotation of the cam 80. compresses and stores elastic energy.
  • the parking mechanism 90 has second surfaces 96, 102 and fourth surfaces 93, 99 that generate a thrust to separate the idle gears 12, 21 and the sleeves 71, 72 in the axial direction. Even when the vehicle 114 is parked, the operation of the parking mechanism 90 can be released with a small force. Therefore, a motor (not shown) that rotates the cams 80 and 81 can be miniaturized. Also, the energy consumed by the motor when the cams 80 and 81 are rotated to release the parking mechanism 90 can be reduced.
  • the second surfaces 96, 102 are kept engaged by the frictional force acting on the first surfaces 95, 101 and the third surfaces 92, 98. and the fourth surfaces 93, 99 can be disengaged first. Therefore, the force applied by the cams 80, 81 to the forks 74, 75 when releasing the parking mechanism 90 can be prevented from dispersing. When one tooth disengages, the other tooth against which the first surfaces 95, 101 and the third surfaces 92, 98 are pressed is easily disengaged. Therefore, regardless of the state of the vehicle 114 (uphill or downhill), the parking mechanism 90 can be released smoothly.
  • cams 80 and 81 are provided on the shift drum 86, the number of parts can be reduced and the size of the transmission 1 can be reduced compared to the case where a cam for the parking mechanism 90 is provided separately from the shift drum 86.
  • the parking mechanism 90 Since springs 112 and 113 are interposed between the rods 77 and 78 and the forks 74 and 75, the parking mechanism 90 is displaced from the locked position L to the unlocked position U by rotating the cams 80 and 81 in one direction. At the locked position L, the stored elastic energy can be released to disengage the two teeth.
  • the operation for releasing the parking mechanism 90 can be simplified.
  • springs 112 and 113 are interposed between the rods 77 and 78 and the forks 74 and 75, and elastic deformation of the springs 112 and 113 causes the rods 77 and 78 and the forks 74 and 75 to axially move relative to each other.
  • the springs 112 and 113 are absent and the forks 74 and 75 are connected to the rods 77 and 78, respectively.
  • the axial displacement of the rods 77,78 is directly linked to the axial displacement of the forks 74,75.
  • the same parts as those described in the first embodiment are given the same reference numerals, and the following description is omitted.
  • FIG. 8 is a schematic diagram of cams 120, 121, and 122 in the second embodiment.
  • Cams 120 , 121 , 122 are provided on the outer periphery of shift drum 123 .
  • the shift drum 123 is arranged in place of the shift drum 86 of the parking mechanism 90 in the first embodiment.
  • the shift drum 123 is rotated around a central axis 87 parallel to the input shaft 2 (see FIG. 1) by a motor (not shown).
  • FIG. 8 is a part of a developed view in which the outer circumference of the shift drum 123 is cut open along a straight line parallel to the central axis 87.
  • a current sensor (not shown) that detects current flowing through the circuit is arranged in the circuit of the motor that rotates the shift drum 123 .
  • the cams 120 and 121 are arranged in a lock position L (same as the parking position P) where the idle gears 12 and 21 (see FIG. 3) are both coupled to the shaft, and a second tooth 91 of the sleeve 71 and the first tooth 91 of the idle gear 12.
  • the lock position L and the second position U2 where the second tooth 97 of the sleeve 72 and the first tooth 23 of the idle gear 21 are disengaged are adjacent to each other. and are adjacent.
  • the first position U1 and the second position U2 are positioned on both sides of the lock position L in the displacement direction of the cams 120 and 121 .
  • the cam curves near the lock position L of the cams 120 and 121 are deviated from each other in the displacement direction of the cams 120 and 121 .
  • the parking mechanism 90 displaces the cams 120, 121 so that the projections 83, 84 move from the lock position L to the first position U1 when the operation is released. If the engagement between the second tooth 91 of the sleeve 71 and the first tooth 13 of the idler gear 12 is not disengaged, the cams 120 and 121 are rotated in the opposite direction so that the projections 83 and 84 move through the lock position L to the second position U2. is displaced to Conversely, after displacing the cams 120, 121 so that the projections 83, 84 move through the locking position L to the second position U2, the cams 83, 84 move from the locking position L to the first position U1. 120 and 121 may be displaced.
  • the sleeve 71 is also displaced, and the engagement between the first tooth 13 and the second tooth 91 of the idle gear 12 is released.
  • the cams 120 and 121 are further displaced in the same direction, the engagement between the first tooth 23 and the second tooth 97 of the idle gear 21 is also disengaged.
  • the parking mechanism 90 operates the cams 120, 121 so that the protrusions 83, 84 move through the lock position L to the second position U2 when the current value detected by the current sensor arranged in the circuit of the motor exceeds a predetermined value. Displace in the opposite direction. Then, the rod 78 is displaced to try to disengage the second tooth 97 of the sleeve 72 and the first tooth 23 of the idle gear 21 . Since the second surface 102 of the first tooth 23 and the fourth surface 99 of the second tooth 97 are pressed against each other, a thrust force acts to separate the idle gear 21 and the sleeve 72 in the axial direction, and the cam 121 rotates. It assists the displacement of the projection 84 and the fork 75 .
  • the sleeve 72 is also displaced, and the engagement between the first tooth 23 and the second tooth 97 of the idle gear 21 is released.
  • the cams 120 and 121 are further displaced in the same direction, the engagement between the first tooth 13 and the second tooth 91 of the idle gear 12 is also disengaged.
  • the motors that displace the cams 120 and 121 can be miniaturized, as in the first embodiment. Furthermore, since the springs 112, 113 interposed between the rods 77, 78 and the forks 74, 75 for releasing the parking mechanism 90 are not required, the mechanism can be simplified.
  • the present invention has been described above based on the embodiments, the present invention is by no means limited to these embodiments, and it is easily understood that various improvements and modifications are possible without departing from the gist of the present invention. It can be inferred.
  • the number and arrangement of gear stages of the transmission 1, the shafts on which idle gears and fixed gears are arranged, the shapes of the cams 80, 81, 120, 121, etc. can be appropriately set.
  • the transmission 1 described in the embodiment is an example.
  • a so-called dual clutch transmission is provided with first and second clutches arranged coaxially with the input shaft, the first clutch being for odd stages and the second clutch being for even stages. are exemplified.
  • the case where the 1st gear 10 and the 2nd gear 20 are established at the parking position P at the same time has been described, but it is not limited to this. It is of course possible to set the parking position P to a position where any two gear trains having different gear ratios are established, such as the 1st gear 10 and the 4th gear 40, or the 2nd gear 20 and the 3rd gear 30. . This is because the wheels 115 cannot rotate due to double meshing, as in the embodiment.
  • the first surfaces 95, 101 of the first teeth 13, 23 and the third surfaces 92, 98 of the second teeth 91, 97 are surfaces parallel to the plane containing the central axes of the sleeves 71, 72. has been described, but it is not necessarily limited to this.
  • an axial component of force due to the torque and the axial component of the frictional force acting on the first surfaces 95, 101 and the third surfaces 92, 98 acts in the direction of separating the sleeves 71, 72 from the idle gears 12, 21.
  • the first surfaces 95 and 101 and the third surfaces 92 and 98 may be inclined with respect to the plane containing the central axes of the sleeves 71 and 72 .
  • cams 80, 81, 120, 121 are provided on the shift drums 86, 123 .
  • Cams 80 , 81 , 120 , 121 for the parking mechanism 90 may be provided separately from the shift drums 86 , 123 .
  • cams 80, 81, 120, 121 are displaced by the motor has been described, but it is not necessarily limited to this.
  • the springs 112 and 113 are compression coil springs in the first embodiment, they are not necessarily limited to this. Of course, it is possible to use elastic bodies other than coil springs for the springs 112 and 113 .
  • the cylinder 103 is provided with the elongated hole 104 and the rods 77 and 78 are provided with the pin 106, but this is not necessarily the case. On the contrary, it is of course possible to provide the rods 77 and 78 with slots and the tube 103 with pins.
  • a current sensor is arranged to detect the current flowing in the circuit of the motor that operates the cams 120 and 121, and based on the detection result of the current sensor, the second tooth 91 of the sleeve 71 and the idle gear 12 are detected.
  • the present invention is not necessarily limited to this. It is of course possible to determine whether or not the second tooth 91 of the sleeve 71 and the first tooth 13 of the idle gear 12 are disengaged based on the detection results of other sensors.
  • Other sensors are exemplified by a rotation sensor for the cams 120 and 121 and a position sensor for detecting the axial position of the sleeve 71 .
  • the acceleration sensor mounted on the vehicle determines whether the vehicle is parked on a downward slope or an upward slope, and the following (1) or (2) is selected in order to release the parking mechanism 90 quickly.

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Abstract

Provided is a parking mechanism (90) that can be released with a small force. The parking mechanism comprises cams (80, 81) having a lock position (L), in which second teeth (91) of a sleeve (71) mesh with first teeth (13) of an idle gear (12) and second teeth (97) of a sleeve (72) mesh with first teeth (23) of an idle gear (21), and an unlock position (U), in which the second teeth and the first teeth are separated. First surfaces (95, 101) of the first teeth and third surfaces (92, 98) of the second teeth transmit torque in a direction of pressing on first and third surfaces, and second surfaces (96, 102) of the first teeth and fourth surfaces (93, 99) of the second teeth generate thrust for separating the first teeth and the second teeth in an axial direction in accordance with torque in a direction of pressing on the second and fourth surfaces.

Description

パーキング機構parking mechanism
　本発明は車両のパーキング機構に関する。 The present invention relates to a vehicle parking mechanism.
　入力軸と出力軸との間に設けられる複数変速段のギヤ列と、シフトカムの変位に伴いギヤ列の選択的な確立を切替えるシフトフォークと、を有する変速機を備える車両のパーキング機構において、特許文献１には、複数のギヤ列を同時に確立するパーキングポジションをシフトカムに設ける先行技術が開示されている。 A parking mechanism for a vehicle equipped with a transmission having a gear train with a plurality of speeds provided between an input shaft and an output shaft and a shift fork that selectively establishes the gear train according to the displacement of the shift cam. Document 1 discloses a prior art in which a shift cam is provided with a parking position that simultaneously establishes a plurality of gear trains.
特開２０１１－１９６５２１号公報JP 2011-196521 A
　先行技術において上り坂や下り坂に駐車したときにパーキング機構を作動すると、車両に働く重力によって車輪が回転し、その力がギヤ列に加わるので、ギヤ列間の循環トルクが大きくなり、シフトカムがシフトフォークに過大な力を加えないとパーキング機構の作動を解除できないという問題点がある。 In the prior art, when the parking mechanism is operated when the vehicle is parked on an uphill or downhill, the wheels rotate due to the force of gravity acting on the vehicle, and this force is applied to the gear train. There is a problem that the operation of the parking mechanism cannot be released unless an excessive force is applied to the shift fork.
　本発明はこの問題点を解決するためになされたものであり、小さな力で解除できるパーキング機構を提供することを目的とする。 The present invention was made to solve this problem, and an object thereof is to provide a parking mechanism that can be released with a small force.
　この目的を達成するために本発明は、互いに平行に配置された軸と、軸に相対回転可能かつ軸方向に移動不能に配置され第１歯をそれぞれ有する第１及び第２の遊転ギヤと、軸に相対回転不能に配置され第１及び第２の遊転ギヤにそれぞれかみあう第１及び第２の固定ギヤと、軸に相対回転不能かつ軸方向に移動可能に配置され第１歯にかみあう第２歯をそれぞれ有する第１及び第２のスリーブと、第１及び第２のスリーブにそれぞれ配置された第１及び第２のフォークと、第１及び第２のフォークがそれぞれ配置された第１及び第２のロッドと、第１及び第２のロッドを軸方向に運動する第１及び第２のカムと、を有する変速機を備える車両のパーキング機構であって、第１及び第２のカムは、第１のスリーブの第２歯が第１の遊転ギヤの第１歯にかみあい、且つ、第２のスリーブの第２歯が第２の遊転ギヤの第１歯にかみあう状態にするロック位置と、第１のスリーブの第２歯と第１の遊転ギヤの第１歯とのかみあい、及び、第２のスリーブの第２歯と第２の遊転ギヤの第１歯とのかみあいの少なくとも一方を外すアンロック位置と、を備える。第１歯は、周方向の一方を向く第１面と、周方向の他方を向く第２面と、を備え、第２歯は、ロック位置において、第１面に対面する第３面と、第２面に対面する第４面と、を備える。第１面および第３面は、第１面と第３面とを押し付ける方向のトルクを伝え、第２面および第４面は、第２面と第４面とを押し付ける方向のトルクに応じて、第１歯と第２歯とを軸方向に離す推力を発生する。 To achieve this object, the present invention provides shafts arranged parallel to each other, and first and second idler gears each having a first tooth and arranged rotatably relative to the shaft and immovable in the axial direction. , first and second fixed gears arranged on the shaft so as not to rotate relative to each other and meshing with the first and second idle gears, respectively; first and second sleeves each having a second tooth, first and second forks respectively disposed on the first and second sleeves, and first with first and second forks respectively disposed and a second rod, and first and second cams axially moving the first and second rods, the first and second cams puts the second tooth of the first sleeve in mesh with the first tooth of the first idle gear and the second tooth of the second sleeve in mesh with the first tooth of the second idle gear. between the locking position, the engagement between the second tooth of the first sleeve and the first tooth of the first idle gear, and the engagement between the second tooth of the second sleeve and the first tooth of the second idle gear; an unlocked position in which at least one of the meshes is disengaged. The first tooth has a first surface facing one of the circumferential directions and a second surface facing the other circumferential direction, and the second tooth has a third surface facing the first surface in the locked position; a fourth surface facing the second surface. The first and third surfaces transmit torque in the direction of pressing the first and third surfaces, and the second and fourth surfaces transmit torque in the direction of pressing the second and fourth surfaces. , produces a thrust that axially separates the first tooth and the second tooth.
　第１の態様によれば、ロック位置において、第１のスリーブの第２歯が第１の遊転ギヤの第１歯にかみあい、且つ、第２のスリーブの第２歯が第２の遊転ギヤの第１歯にかみあう。第２歯は、ロック位置において、第１歯の第１面に対面する第３面と、第１歯の第２面に対面する第４面と、を備える。第１面および第３面は、第１面と第３面とを押し付ける方向のトルクを伝える。アンロック位置において第２面と第４面とが押し付けられると、第２面と第４面とを押し付ける方向のトルクに応じて第１歯と第２歯とを軸方向に離す推力を発生するので、第２歯と第１歯とのかみあいが小さい力で外れる。従って小さな力でパーキング機構の作動を解除できる。 According to the first aspect, in the locked position, the second tooth of the first sleeve meshes with the first tooth of the first idle gear, and the second tooth of the second sleeve engages the second idle gear. It meshes with the first tooth of the gear. The second tooth has a third surface facing the first surface of the first tooth and a fourth surface facing the second surface of the first tooth in the locked position. The first surface and the third surface transmit torque in a direction that presses the first surface and the third surface. When the second surface and the fourth surface are pressed together at the unlocked position, a thrust is generated to separate the first tooth and the second tooth in the axial direction according to the torque in the direction of pressing the second surface and the fourth surface. Therefore, the engagement between the second tooth and the first tooth is released with a small force. Therefore, the operation of the parking mechanism can be released with a small force.
　第２の態様によれば、第１の態様に加え、軸を含む平面と第２面および第４面とのなす角θ２は、軸を含む平面と第１面および第３面とのなす角θ１よりも大きい。これにより第２面と第４面とが押し付けられている歯のかみあいを、第１面と第３面とが押し付けられている歯のかみあいよりも先に外すことができる。よって車両の状態（登坂や降坂）に関わらずパーキング機構をスムーズに解除できる。 According to the second aspect, in addition to the first aspect, the angle θ2 between the plane containing the axis and the second and fourth surfaces is the angle between the plane containing the axis and the first and third surfaces. larger than θ1. As a result, the meshing of the teeth against which the second and fourth surfaces are pressed can be released prior to the meshing of the teeth against which the first and third surfaces are pressed. Therefore, the parking mechanism can be released smoothly regardless of the state of the vehicle (uphill or downhill).
　第３の態様によれば、第１又は第２の態様において、アンロック位置は、第１のスリーブの第２歯と第１の遊転ギヤの第１歯とのかみあいを外す第１位置と、第２のスリーブの第２歯と第２の遊転ギヤの第１歯とのかみあいを外す第２位置と、を含む。第１位置および第２位置は、ロック位置に対して第１及び第２のカムの変位方向の両側に位置するので、第１及び第２のカムをアンロック位置から第１位置に変位して解除できないときは、第１及び第２のカムを第２位置に変位して解除できる。同様に、第２位置で解除できないときは第１位置で解除できる。よって機構を簡易にできる。 According to a third aspect, in the first or second aspect, the unlocked position is a first position that disengages the second tooth of the first sleeve from the first tooth of the first idler gear. , a second position disengaging the second tooth of the second sleeve and the first tooth of the second idler gear. Since the first position and the second position are located on both sides of the lock position in the displacement direction of the first and second cams, the first and second cams are displaced from the unlock position to the first position. When it cannot be released, it can be released by displacing the first and second cams to the second position. Similarly, when it cannot be released at the second position, it can be released at the first position. Therefore, the mechanism can be simplified.
　第４の態様によれば、第１又は第２の態様において、第１のロッドと第１のフォークとの間に第１のばねが介在し、第２のロッドと第２のフォークとの間に第２のばねが介在する。第１又は第２のばねは、ロック位置からアンロック位置への変位に伴い、ロック位置において蓄積した弾性エネルギーを解放し、第１のスリーブの第２歯と第１の遊転ギヤの第１歯とのかみあいを外す、又は、第２のスリーブの第２歯と第２の遊転ギヤの第１歯とのかみあいを外すので、ばねの復元力によって機構を解除できる。 According to a fourth aspect, in the first or second aspect, a first spring is interposed between the first rod and the first fork, and a spring is interposed between the second rod and the second fork. A second spring is interposed at . The first or second spring releases the elastic energy accumulated in the locked position with the displacement from the locked position to the unlocked position, and the second tooth of the first sleeve and the first tooth of the first idle gear. By disengaging the teeth or disengaging the second teeth of the second sleeve and the first teeth of the second idler gear, the restoring force of the spring can release the mechanism.
一実施の形態における変速機のスケルトン図である。1 is a skeleton diagram of a transmission in one embodiment; FIG. 第１実施の形態におけるカムの模式図である。It is a schematic diagram of a cam in the first embodiment. パーキング機構の模式図である。FIG. 4 is a schematic diagram of a parking mechanism; （ａ）は作動中のパーキング機構の模式図であり、（ｂ）は作動を解除する間のパーキング機構の模式図であり、（ｃ）は解除されたパーキング機構の模式図である。(a) is a schematic diagram of the parking mechanism in operation, (b) is a schematic diagram of the parking mechanism during deactivation, and (c) is a schematic diagram of the released parking mechanism. （ａ）は作動中のパーキング機構の模式図であり、（ｂ）は作動を解除する間のパーキング機構の模式図であり、（ｃ）は解除されたパーキング機構の模式図である。(a) is a schematic diagram of the parking mechanism in operation, (b) is a schematic diagram of the parking mechanism during deactivation, and (c) is a schematic diagram of the released parking mechanism. （ａ）は作動中のパーキング機構の模式図であり、（ｂ）は作動を解除する間のパーキング機構の模式図であり、（ｃ）は解除されたパーキング機構の模式図である。(a) is a schematic diagram of the parking mechanism in operation, (b) is a schematic diagram of the parking mechanism during deactivation, and (c) is a schematic diagram of the released parking mechanism. （ａ）は作動中のパーキング機構の模式図であり、（ｂ）は作動を解除する間のパーキング機構の模式図であり、（ｃ）は解除されたパーキング機構の模式図である。(a) is a schematic diagram of the parking mechanism in operation, (b) is a schematic diagram of the parking mechanism during deactivation, and (c) is a schematic diagram of the released parking mechanism. 第２実施の形態におけるカムの模式図である。It is a schematic diagram of the cam in 2nd Embodiment.
　以下、本発明の好ましい実施の形態について添付図面を参照して説明する。まず図１を参照して変速機１を説明する。図１は一実施の形態における変速機１のスケルトン図である。変速機１は、エンジンやモータの動力が入力される入力軸２と、入力軸２と平行に配置された出力軸３と、を備え、出力軸３に出力ギヤ４が配置されている。出力軸３は出力ギヤ４を介して自動車などの車両１１４（図４参照）の車輪１１５にトルクを出力する。中間軸５は入力軸２と平行に配置されている。入力軸２及び出力軸３は、複数の変速段を構成する１速ギヤ１０、２速ギヤ２０、３速ギヤ３０、４速ギヤ４０及び５速ギヤ５０を支持する。入力軸２、中間軸５及び出力軸３は、後進段を構成する後進ギヤ６０を支持する。 Preferred embodiments of the present invention will be described below with reference to the accompanying drawings. First, the transmission 1 will be described with reference to FIG. FIG. 1 is a skeleton diagram of a transmission 1 according to one embodiment. A transmission 1 includes an input shaft 2 to which power from an engine or a motor is input, and an output shaft 3 arranged parallel to the input shaft 2. An output gear 4 is arranged on the output shaft 3. The output shaft 3 outputs torque to wheels 115 of a vehicle 114 (see FIG. 4) such as an automobile through the output gear 4 . The intermediate shaft 5 is arranged parallel to the input shaft 2 . The input shaft 2 and the output shaft 3 support a 1st gear 10, a 2nd gear 20, a 3rd gear 30, a 4th gear 40 and a 5th gear 50, which constitute a plurality of gear stages. The input shaft 2, the intermediate shaft 5 and the output shaft 3 support a reverse gear 60 that constitutes a reverse gear.
　１速ギヤ１０は、入力軸２に相対回転不能に固定された固定ギヤ１１と、固定ギヤ１１と常にかみあいつつ出力軸３に相対回転可能に固定された遊転ギヤ１２と、を備える。２速ギヤ２０は、入力軸２に相対回転可能に固定された遊転ギヤ２１と、遊転ギヤ２１と常にかみあいつつ出力軸３に相対回転不能に固定された固定ギヤ２２と、を備える。３速ギヤ３０は、入力軸２に相対回転不能に固定された固定ギヤ３１と、固定ギヤ３１と常にかみあいつつ出力軸３に相対回転可能に固定された遊転ギヤ３２と、を備える。 The first speed gear 10 includes a fixed gear 11 fixed to the input shaft 2 so as not to rotate relative to it, and an idle gear 12 fixed to the output shaft 3 so as to rotate relative to the fixed gear 11 while always meshing with the fixed gear 11 . The second speed gear 20 includes an idle gear 21 fixed to the input shaft 2 so as to be relatively rotatable, and a fixed gear 22 which is fixed to the output shaft 3 so as not to rotate relatively while constantly meshing with the idle gear 21 . The third speed gear 30 includes a fixed gear 31 fixed to the input shaft 2 so as not to rotate relative to it, and an idle gear 32 fixed to the output shaft 3 so as to rotate relative to the fixed gear 31 while constantly meshing with the fixed gear 31 .
　４速ギヤ４０は、入力軸２に相対回転可能に固定された遊転ギヤ４１と、遊転ギヤ４１と常にかみあいつつ出力軸３に相対回転不能に固定された固定ギヤ４２と、を備える。５速ギヤ５０は、入力軸２に相対回転可能に固定された遊転ギヤ５１と、遊転ギヤ５１と常にかみあいつつ出力軸３に相対回転不能に固定された固定ギヤ５２と、を備える。後進ギヤ６０は、入力軸２に相対回転可能に固定された遊転ギヤ６１と、遊転ギヤ６１と常にかみあいつつ中間軸５に相対回転不能に固定された固定ギヤ６２と、固定ギヤ６２と常にかみあいつつ出力軸３に相対回転不能に固定された固定ギヤ６３と、を備える。 The 4th speed gear 40 includes an idle gear 41 fixed to the input shaft 2 so as to be relatively rotatable, and a fixed gear 42 which is fixed to the output shaft 3 so as not to be relatively rotatable while constantly meshing with the idle gear 41 . The fifth speed gear 50 includes an idle gear 51 fixed to the input shaft 2 so as to be relatively rotatable, and a fixed gear 52 fixed to the output shaft 3 so as not to rotate relative to the idle gear 51 while constantly meshing with the idle gear 51 . The reverse gear 60 includes an idle gear 61 fixed to the input shaft 2 so as to be relatively rotatable; and a fixed gear 63 fixed to the output shaft 3 so as not to relatively rotate while always meshing.
　変速機１は、入力軸２や出力軸３にギヤを選択的に結合するシフト装置７０をさらに備えている。シフト装置７０は、出力軸３と一体に回転するスリーブ７１、入力軸２と一体に回転するスリーブ７２，７３、スリーブ７１，７２，７３にそれぞれ配置されたフォーク７４，７５，７６、フォーク７４，７５，７６がそれぞれ配置されたロッド７７，７８，７９、ロッド７７，７８，７９をそれぞれ軸方向に運動するカム８０，８１，８２を備えている。 The transmission 1 further includes a shift device 70 that selectively couples gears to the input shaft 2 and the output shaft 3 . The shift device 70 includes a sleeve 71 that rotates integrally with the output shaft 3, sleeves 72 and 73 that rotate integrally with the input shaft 2, forks 74, 75 and 76 respectively arranged on the sleeves 71, 72 and 73, a fork 74, 75, 76 are provided with rods 77, 78, 79, respectively, and cams 80, 81, 82 for axial movement of rods 77, 78, 79, respectively.
　スリーブ７１は、遊転ギヤ１２，３２の間に配置された円環状の部材である。遊転ギヤ１２，３２の軸方向の端面には、それぞれ周方向に互いに間隔をあけて第１歯１３，３３が設けられている。スリーブ７１の軸方向の端面には、第１歯１３，３３にそれぞれかみあう第２歯（後述する）が設けられている。 The sleeve 71 is an annular member arranged between the idle gears 12 and 32 . First teeth 13 and 33 are provided on the axial end faces of the free-rotating gears 12 and 32 so as to be spaced from each other in the circumferential direction. Second teeth (described later) that mesh with the first teeth 13 and 33 are provided on the axial end face of the sleeve 71 .
　スリーブ７２は、遊転ギヤ２１，５１の間に配置された円環状の部材である。遊転ギヤ２１，５１の軸方向の端面には、それぞれ周方向に互いに間隔をあけて第１歯２３，５３が設けられている。スリーブ７２の軸方向の端面には、第１歯２３，５３にそれぞれかみあう第２歯（後述する）が設けられている。 The sleeve 72 is an annular member arranged between the idle gears 21 and 51 . First teeth 23 , 53 are provided on axial end surfaces of the idler gears 21 , 51 , respectively, spaced apart from each other in the circumferential direction. Second teeth (described later) that mesh with the first teeth 23 and 53 are provided on the axial end face of the sleeve 72 .
　スリーブ７３は、遊転ギヤ４１，６１の間に配置された円環状の部材である。遊転ギヤ４１，６１の軸方向の端面には、それぞれ周方向に互いに間隔をあけて第１歯４３，６４が設けられている。スリーブ７３の軸方向の端面には、第１歯４３，６４にそれぞれかみあう第２歯（後述する）が設けられている。 The sleeve 73 is an annular member arranged between the idle gears 41 and 61 . First teeth 43 and 64 are provided on the axial end faces of the idler gears 41 and 61, respectively, spaced apart from each other in the circumferential direction. Second teeth (described later) that mesh with the first teeth 43 and 64 are provided on the axial end face of the sleeve 73 .
　スリーブ７１，７２，７３の外周にフォーク７４，７５，７６がそれぞれ配置されている。フォーク７４，７５，７６が配置されたロッド７７，７８，７９は、入力軸２と平行に配置されている。ロッド７７，７８，７９にそれぞれ設けられた突起８３，８４，８５は、カム８０，８１，８２にそれぞれ接している。本実施形態では、カム８０，８１，８２はシフトドラム８６の外周に設けられている。シフトドラム８６は、モータ（図示せず）により入力軸２と平行な中心軸８７の周りを回転する。 Forks 74, 75, 76 are arranged on the outer peripheries of the sleeves 71, 72, 73, respectively. Rods 77 , 78 , 79 on which forks 74 , 75 , 76 are arranged are arranged parallel to input shaft 2 . Protrusions 83, 84, 85 provided on rods 77, 78, 79 respectively contact cams 80, 81, 82, respectively. In this embodiment, cams 80 , 81 , 82 are provided on the outer periphery of shift drum 86 . The shift drum 86 is rotated around a central axis 87 parallel to the input shaft 2 by a motor (not shown).
　シフトドラム８６は、シフトレバー（図示せず）の操作信号に基づき、或いはアクセルペダル（図示せず）の操作によるアクセル開度および車速信号等に基づき回転する。シフトドラム８６が回転すると、カム８０，８１，８２にそれぞれ突起８３，８４，８５が接するロッド７７，７８，７９を介して、フォーク７４，７５，７６が軸方向に移動する。フォーク７４，７５，７６の移動に伴い、スリーブ７１，７２，７３は軸方向に移動する。スリーブ７１，７２，７３の第２歯（後述する）が第１歯１３，２３，３３，４３，５３，６４のいずれかにかみあうと、遊転ギヤ１２，２１，３２，４１，５１，６１は選択的に入力軸２又は出力軸３に結合する。 The shift drum 86 rotates based on an operation signal of a shift lever (not shown) or based on an accelerator opening and a vehicle speed signal by operating an accelerator pedal (not shown). Rotation of shift drum 86 causes axial movement of forks 74, 75, 76 via rods 77, 78, 79 contacting cams 80, 81, 82 with projections 83, 84, 85, respectively. As the forks 74, 75, 76 move, the sleeves 71, 72, 73 move axially. When the second teeth (described later) of the sleeves 71, 72, 73 mesh with any of the first teeth 13, 23, 33, 43, 53, 64, the idle gears 12, 21, 32, 41, 51, 61 is selectively coupled to the input shaft 2 or the output shaft 3.
　図２は第１実施の形態におけるカム８０，８１，８２の模式図である。図２は中心軸８７（図１参照）と平行な直線でシフトドラム８６の外周を切り開いた展開図の一部である。シフトドラム８６には駐車位置Ｐ、後進位置Ｒ、中立位置Ｎ、１速位置（１ｓｔ）、２速位置（２ｎｄ）が設定されている。図２では３速以上の位置の図示は省略されている。 FIG. 2 is a schematic diagram of the cams 80, 81, 82 in the first embodiment. FIG. 2 is a part of a developed view in which the outer circumference of the shift drum 86 is cut open along a straight line parallel to the central axis 87 (see FIG. 1). A parking position P, a reverse position R, a neutral position N, a first speed position (1st), and a second speed position (2nd) are set on the shift drum 86 . In FIG. 2, illustration of the positions of the 3rd speed and above is omitted.
　２速位置では遊転ギヤ２１（図１参照）をスリーブ７２が入力軸２に結合する。１速位置では遊転ギヤ１２（図１参照）をスリーブ７１が出力軸３に結合する。中立位置Ｎでは遊転ギヤ１２，２１，３２，４１，５１，６１は軸を空転する。後進位置Ｒでは遊転ギヤ６１（図１参照）をスリーブ７３が入力軸２に結合する。駐車位置Ｐでは遊転ギヤ１２（図１参照）をスリーブ７１が出力軸３に結合し、且つ、遊転ギヤ２１（図１参照）をスリーブ７２が入力軸２に結合する。カム８０，８１は、遊転ギヤ１２，２１が共に軸に結合するロック位置Ｌ（駐車位置Ｐと同じ）、及び、遊転ギヤ１２，２１が軸を空転するアンロック位置Ｕが、カム８０，８１の変位方向に隣接している。 At the 2nd speed position, the idle gear 21 (see FIG. 1) is coupled to the input shaft 2 by the sleeve 72 . At the first speed position, the idle gear 12 (see FIG. 1) is coupled to the output shaft 3 by the sleeve 71 . At the neutral position N, the idle gears 12, 21, 32, 41, 51, 61 idle the shafts. At the reverse position R, the idle gear 61 (see FIG. 1) is coupled to the input shaft 2 by the sleeve 73 . At the parking position P, the sleeve 71 couples the idle gear 12 (see FIG. 1) to the output shaft 3 and the sleeve 72 couples the idle gear 21 (see FIG. 1) to the input shaft 2 . The cams 80 and 81 have a locked position L (the same as the parking position P) where the idle gears 12 and 21 are both coupled to the shaft, and an unlocked position U where the idle gears 12 and 21 idle the shaft. , 81 in the displacement direction.
　図３はパーキング機構９０の模式図である。スリーブ７１の端面には軸方向に突出する第２歯９１，９４が設けられている。第２歯９１は遊転ギヤ１２の第１歯１３とかみあい、第２歯９４は遊転ギヤ３２の第１歯３３とかみあう。第１歯１３は、周方向の一方を向く第１面９５と、周方向の他方を向く第２面９６と、を備えている。第２歯９１は、周方向の他方を向く第３面９２と、周方向の一方を向く第４面９３と、を備えている。第１歯１３と第２歯９１とがかみあうと、第１面９５は少なくとも一部が第３面９２と対面し、第２面９６は少なくとも一部が第４面９３と対面する。 FIG. 3 is a schematic diagram of the parking mechanism 90. FIG. The end face of the sleeve 71 is provided with second teeth 91 and 94 protruding in the axial direction. The second tooth 91 meshes with the first tooth 13 of the idle gear 12 , and the second tooth 94 meshes with the first tooth 33 of the idle gear 32 . The first tooth 13 has a first surface 95 facing in one circumferential direction and a second surface 96 facing in the other circumferential direction. The second tooth 91 has a third surface 92 facing the other circumferential direction and a fourth surface 93 facing the one circumferential direction. When the first tooth 13 and the second tooth 91 mesh, the first surface 95 at least partially faces the third surface 92 and the second surface 96 at least partially faces the fourth surface 93 .
　スリーブ７２の端面には軸方向に突出する第２歯９７，１００が設けられている。第２歯９７は遊転ギヤ２１の第１歯２３とかみあい、第２歯１００は遊転ギヤ５１の第１歯５３とかみあう。第１歯２３は、周方向の一方を向く第１面１０１と、周方向の他方を向く第２面１０２と、を備えている。第２歯９７は、周方向の他方を向く第３面９８と、周方向の一方を向く第４面９９と、を備えている。第１歯２３と第２歯９７とがかみあうと、第１面１０１は少なくとも一部が第３面９８と対面し、第２面１０２は少なくとも一部が第４面９９と対面する。 The end face of the sleeve 72 is provided with second teeth 97 and 100 protruding in the axial direction. The second tooth 97 meshes with the first tooth 23 of the idle gear 21 , and the second tooth 100 meshes with the first tooth 53 of the idle gear 51 . The first tooth 23 has a first surface 101 facing one circumferential direction and a second surface 102 facing the other circumferential direction. The second tooth 97 has a third surface 98 facing the other circumferential direction and a fourth surface 99 facing the one circumferential direction. When the first tooth 23 and the second tooth 97 mesh, the first surface 101 at least partially faces the third surface 98 and the second surface 102 at least partially faces the fourth surface 99 .
　第１面９５及び第３面９２は、スリーブ７１の中心軸を含む平面とほぼ平行である。第２面９６及び第４面９３は、スリーブ７１の中心軸を含む平面に対して傾斜している。第２面９６は、歯先へ向かうにつれて第１面９５へ近づくように傾斜している。第４面９３は、歯先へ向かうにつれて第３面９２へ近づくように傾斜している。スリーブ７１の中心軸を含む平面と第２面９６及び第４面９３とのなす角θ２は、スリーブ７１の中心軸を含む平面と第１面９５及び第３面９２とのなす角θ１（本実施形態ではほぼ０°）よりも大きい。角θ１，θ２は、各面のうち第１歯１３と第２歯９１とがかみあうときに接する部分と中心軸を含む平面との角度をいう。 The first surface 95 and the third surface 92 are substantially parallel to the plane containing the central axis of the sleeve 71 . The second surface 96 and the fourth surface 93 are inclined with respect to the plane containing the central axis of the sleeve 71 . The second surface 96 is inclined so as to approach the first surface 95 toward the tip of the tooth. The fourth surface 93 is inclined so as to approach the third surface 92 toward the tip of the tooth. The angle θ2 between the plane containing the central axis of the sleeve 71 and the second surface 96 and the fourth surface 93 is the angle θ1 between the plane containing the central axis of the sleeve 71 and the first surface 95 and the third surface 92. approximately 0° in embodiments). The angles .theta.1 and .theta.2 refer to the angles between the portion of each surface that contacts when the first tooth 13 and the second tooth 91 are engaged with each other and the plane containing the central axis.
　第２面９６及び第４面９３は、第２面９６と第４面９３とを押し付ける方向のトルクに応じて遊転ギヤ１２とスリーブ７１とを軸方向に離す推力を発生する。第１面９５及び第３面９２は、第１面９５と第３面９２とを押し付けてトルクを伝達するときに、遊転ギヤ１２とスリーブ７１とを軸方向に離す推力を発生しない。第１面９５及び第３面９２は、第１面９５と第３面９２とを押し付ける方向のトルクを伝達する。 The second surface 96 and the fourth surface 93 generate thrust to separate the idle gear 12 and the sleeve 71 in the axial direction according to the torque in the direction of pressing the second surface 96 and the fourth surface 93 . The first surface 95 and the third surface 92 do not generate thrust to separate the idle gear 12 and the sleeve 71 in the axial direction when the first surface 95 and the third surface 92 are pressed against each other to transmit torque. The first surface 95 and the third surface 92 transmit torque in the direction of pressing the first surface 95 and the third surface 92 .
　同様に第１面１０１及び第３面９８は、スリーブ７２の中心軸を含む平面とほぼ平行である。第２面１０２及び第４面９９は、スリーブ７２の中心軸を含む平面に対して傾斜している。第２面１０２は、歯先へ向かうにつれて第１面１０１へ近づくように傾斜している。第４面９９は、歯先へ向かうにつれて第３面９８へ近づくように傾斜している。スリーブ７２の中心軸を含む平面と第２面１０２及び第４面９９とのなす角θ２は、スリーブ７２の中心軸を含む平面と第１面１０１及び第３面９８とのなす角θ１（本実施形態ではほぼ０°のため図示せず）よりも大きい。角θ１，θ２は、各面のうち第１歯２３と第２歯９７とがかみあうときに接する部分と中心軸を含む平面との角度をいう。 Similarly, the first surface 101 and the third surface 98 are substantially parallel to the plane containing the central axis of the sleeve 72 . The second surface 102 and the fourth surface 99 are inclined with respect to the plane containing the central axis of the sleeve 72 . The second surface 102 is inclined so as to approach the first surface 101 toward the tooth tip. The fourth surface 99 is inclined so as to approach the third surface 98 toward the tip of the tooth. The angle θ2 formed between the plane including the central axis of the sleeve 72 and the second surface 102 and the fourth surface 99 is the angle θ1 formed between the plane including the central axis of the sleeve 72 and the first surface 101 and the third surface 98 (not shown as it is nearly 0° in the embodiment). The angles .theta.1 and .theta.2 refer to the angles between the portion of each surface that contacts when the first tooth 23 and the second tooth 97 mesh with the plane containing the central axis.
　第２面１０２及び第４面９９は、第２面１０２と第４面９９とを押し付ける方向のトルクに応じて遊転ギヤ２１とスリーブ７２とを軸方向に離す推力を発生する。第１面１０１及び第３面９８は、第１面１０１と第３面９８とを押し付けてトルクを伝達するときに、遊転ギヤ２１とスリーブ７２とを軸方向に離す推力を発生しない。第１面１０１及び第３面９８は、第１面１０１と第３面９８とを押し付ける方向のトルクを伝達する。 The second surface 102 and the fourth surface 99 generate thrust to separate the idle gear 21 and the sleeve 72 in the axial direction according to the torque in the direction of pressing the second surface 102 and the fourth surface 99 . The first surface 101 and the third surface 98 do not generate thrust to separate the idle gear 21 and the sleeve 72 in the axial direction when the first surface 101 and the third surface 98 are pressed against each other to transmit torque. The first surface 101 and the third surface 98 transmit torque in the direction of pressing the first surface 101 and the third surface 98 .
　フォーク７４とロッド７７との間には、遊転ギヤ１２から離れる方向へ弾性力によってフォーク７４を運動するばね１１２が配置されている。同様に、フォーク７５とロッド７８との間にも、遊転ギヤ２１から離れる方向へ弾性力によってフォーク７５を運動するばね１１３が配置されている。フォーク７５とロッド７８との間にばね１１３を配置する構造は、フォーク７４とロッド７７との間にばね１１２を配置する構造と同様なので、同じ符号を付して説明を省略する。 A spring 112 is arranged between the fork 74 and the rod 77 to move the fork 74 away from the idle gear 12 by elastic force. Similarly, a spring 113 is arranged between the fork 75 and the rod 78 to move the fork 75 away from the idle gear 21 by elastic force. Since the structure for arranging the spring 113 between the fork 75 and the rod 78 is the same as the structure for arranging the spring 112 between the fork 74 and the rod 77, the same reference numerals are given and the explanation is omitted.
　ロッド７７には、ロッド７７を囲む筒１０３が配置されている。筒１０３の軸方向に延びる長穴１０４が、筒１０３を厚さ方向に貫通している。ロッド７７の外周と筒１０３の内周との間には隙間が設けられている。筒１０３の片方の端部には、径方向の内側へ向かって突出する凸部１０５（ストッパ）が設けられている。ロッド７７の径方向の外側へ突出するピン１０６が、ロッド７７に配置されている。ピン１０６は長穴１０４の中に入っている。ピン１０６の太さは、長穴１０４の軸方向の長さよりも小さい。 A tube 103 surrounding the rod 77 is arranged on the rod 77 . A long hole 104 extending in the axial direction of the cylinder 103 penetrates the cylinder 103 in the thickness direction. A gap is provided between the outer circumference of the rod 77 and the inner circumference of the tube 103 . One end of the tube 103 is provided with a protrusion 105 (stopper) protruding radially inward. A pin 106 projecting radially outwardly of the rod 77 is arranged on the rod 77 . A pin 106 is in the slot 104 . The thickness of the pin 106 is smaller than the axial length of the slot 104 .
　ロッド７７には軸方向に間隔をあけて２つの溝が設けられており、その溝に止め輪１０７，１０８がそれぞれ固定されている。ロッド７７には、止め輪１０７，１０８の軸方向の内側に、止め輪１０７，１０８の外径よりも外径が大きなワッシャ１０９，１１０がそれぞれ配置されている。ワッシャ１０９，１１０は軸方向に間隔をあけて筒１０３の内側に配置されている。ワッシャ１０９は凸部１０５の軸方向の内側に位置する。ワッシャ１１０とピン１０６との間に筒状のスペーサ１１１が介在する。 The rod 77 is provided with two grooves spaced apart in the axial direction, and retaining rings 107 and 108 are fixed to the grooves. Washers 109 and 110 having outer diameters larger than the outer diameters of the retaining rings 107 and 108 are arranged on the rod 77 inside the retaining rings 107 and 108 in the axial direction, respectively. Washers 109 and 110 are axially spaced inside barrel 103 . The washer 109 is located inside the projection 105 in the axial direction. A cylindrical spacer 111 is interposed between the washer 110 and the pin 106 .
　ワッシャ１０９とワッシャ１１０との間にばね１１２が配置されている。本実施形態ではばね１１２は圧縮コイルばねである。ワッシャ１０９とワッシャ１１０との間の距離は、ばね１１２の自由長の長さよりも短いので、ばね１１２に予荷重が加えられている。予荷重が加えられたばね１１２の復元力により、ワッシャ１０９，１１０は止め輪１０７，１０８にそれぞれ押し付けられている。シフトドラム８６の中立位置において、ばね１１２は、復元力によって、長穴１０４の軸方向の片側の縁１０４ａにピン１０６を押し付け、凸部１０５にワッシャ１０９を押し付けている。中立位置から、遊転ギヤ１２にスリーブ７１が近づく軸方向へロッド７７が変位すると、ロッド７７に取り付けられたピン１０６が長穴１０４の縁１０４ａを押すので、筒１０３に取り付けられたフォーク７４を介してスリーブ７１が軸方向に変位する。 A spring 112 is arranged between the washer 109 and the washer 110 . In this embodiment, spring 112 is a compression coil spring. Since the distance between washer 109 and washer 110 is less than the free length of spring 112, spring 112 is preloaded. The restoring force of the preloaded spring 112 presses the washers 109 and 110 against the snap rings 107 and 108, respectively. At the neutral position of the shift drum 86 , the spring 112 presses the pin 106 against one axial edge 104 a of the elongated hole 104 and presses the washer 109 against the projection 105 by restoring force. When the rod 77 is displaced from the neutral position in the axial direction so that the sleeve 71 approaches the idle gear 12, the pin 106 attached to the rod 77 pushes the edge 104a of the elongated hole 104. The sleeve 71 is displaced in the axial direction.
　車両１１４を発進するときは、スリーブ７１を中立位置から遊転ギヤ１２に近づけ、遊転ギヤ１２の第１歯１３にスリーブ７１の第２歯９１をかみあわせる。これにより１速が確立する。入力軸２に動力を入力して第１面９５と第３面９２とを押し付けると、遊転ギヤ１２からスリーブ７１へ第１面９５と第３面９２とを押し付ける方向のトルク（ドライブトルク）が伝達され、出力軸３が回転する。 When starting the vehicle 114 , the sleeve 71 is brought closer to the idle gear 12 from the neutral position, and the first teeth 13 of the idle gear 12 are meshed with the second teeth 91 of the sleeve 71 . This establishes 1st gear. When power is input to the input shaft 2 to press the first surface 95 and the third surface 92, the torque (drive torque) from the idle gear 12 in the direction of pressing the first surface 95 and the third surface 92 against the sleeve 71 is generated. is transmitted and the output shaft 3 rotates.
　１速から２速へのシフトアップのときは、スリーブ７２を中立位置から遊転ギヤ２１に近づけ、遊転ギヤ２１の第１歯２３にスリーブ７２の第２歯９７をかみあわせる。スリーブ７２の回転により第１面１０１と第３面９８とが押し付けられると、遊転ギヤ２１は遊転ギヤ１２より速く回転するので、１速ギヤ１０はコースト状態、２速ギヤ２０はドライブ状態となる。 When shifting up from 1st speed to 2nd speed, the sleeve 72 is brought closer to the idle gear 21 from the neutral position, and the second teeth 97 of the sleeve 72 are meshed with the first teeth 23 of the idle gear 21 . When the first surface 101 and the third surface 98 are pressed by the rotation of the sleeve 72, the idle gear 21 rotates faster than the idle gear 12, so the first gear 10 is in the coasting state and the second gear 20 is in the driving state. becomes.
　２速ギヤ２０では第１面１０１と第３面９８とが押し付けられ、ドライブトルクを伝達する。１速ギヤ１０では第２面９６と第４面９３とが押し付けられ、コースティングトルクに応じて遊転ギヤ１２とスリーブ７１とが軸方向に離れる推力が生じる。遊転ギヤ１２の第１歯１３とスリーブ７１の第２歯９１とのかみあいが外れると２速が確立する。変速機１は、シフトアップのときの出力軸３のトルクの途切れを低減した、いわゆるシームレスシフトを実現できる。 In the second speed gear 20, the first surface 101 and the third surface 98 are pressed together to transmit drive torque. In the first speed gear 10, the second surface 96 and the fourth surface 93 are pressed against each other, and a thrust force is generated in which the idle gear 12 and the sleeve 71 are separated from each other in the axial direction according to the coasting torque. When the first tooth 13 of the idler gear 12 and the second tooth 91 of the sleeve 71 are disengaged, the second speed is established. The transmission 1 can realize a so-called seamless shift, in which interruptions in the torque of the output shaft 3 during upshifting are reduced.
　次にパーキング機構９０の動作を説明する。まず図４及び図５を参照して、下り坂に車両１１４を駐車したときのパーキング機構９０を説明する。図４（ａ）及び図５（ａ）は作動中のパーキング機構９０の模式図であり、図４（ｂ）及び図５（ｂ）は作動を解除する間のパーキング機構９０の模式図であり、図４（ｃ）及び図５（ｃ）は作動が解除されたパーキング機構９０の模式図である。 Next, the operation of the parking mechanism 90 will be explained. First, referring to FIGS. 4 and 5, the parking mechanism 90 when the vehicle 114 is parked on a downward slope will be described. 4(a) and 5(a) are schematic diagrams of the parking mechanism 90 during operation, and FIGS. 4(b) and 5(b) are schematic diagrams of the parking mechanism 90 during deactivation. 4(c) and 5(c) are schematic diagrams of the parking mechanism 90 when the operation is released.
　パーキング機構９０を作動するときは、カム８０，８１を回転し突起８３，８４をロック位置Ｌに設定する。これにより図４（ａ）に示すようにスリーブ７１の第２歯９１は遊転ギヤ１２の第１歯１３にかみあい、図５（ａ）に示すようにスリーブ７２の第２歯９７は遊転ギヤ２１の第１歯２３にかみあう。車両１１４に働く重力によって車輪１１５が回転すると、第２歯９７の第３面９８は第１歯２３の第１面１０１を押し付け、第２歯９１の第４面９３は第１歯１３の第２面９６を押し付ける。 When operating the parking mechanism 90, the cams 80, 81 are rotated to set the projections 83, 84 to the lock position L. As a result, the second tooth 91 of the sleeve 71 meshes with the first tooth 13 of the idle gear 12 as shown in FIG. It meshes with the first tooth 23 of the gear 21 . When wheel 115 rotates due to gravity acting on vehicle 114 , third surface 98 of second tooth 97 presses against first surface 101 of first tooth 23 and fourth surface 93 of second tooth 91 presses against first surface 13 of first tooth 13 . The second surface 96 is pressed.
　第４面９３と第２面９６とが押し付けられると、遊転ギヤ１２とスリーブ７１とを軸方向に離す推力が発生するが、スリーブ７１に配置されたフォーク７４は筒１０３に取り付けられており、筒１０３の長穴１０４の縁１０４ａがロッド７７のピン１０６に当たるので、ロッド７７が動かない限り、スリーブ７１は遊転ギヤ１２から離れられない。従って１速ギヤ１０と２速ギヤ２０との二重かみあいにより車輪１１５は回転できない。 When the fourth surface 93 and the second surface 96 are pressed against each other, a thrust force is generated to separate the idler gear 12 and the sleeve 71 in the axial direction. Since the edge 104a of the elongated hole 104 of the cylinder 103 abuts against the pin 106 of the rod 77, the sleeve 71 cannot be separated from the idle gear 12 unless the rod 77 moves. Therefore, the wheels 115 cannot rotate due to the double meshing of the first gear 10 and the second gear 20. FIG.
　パーキング機構９０の作動を解除するときは、図４（ｂ）に示すように、カム８０，８１を回転し突起８３，８４をロック位置Ｌからアンロック位置Ｕへ移す。第４面９３と第２面９６とが押し付けられて生じる、遊転ギヤ１２とスリーブ７１とを軸方向に離す推力は、カム８０の回転に伴う突起８３及びフォーク７４の変位を補助する。よってスリーブ７１は、ロッド７７の変位に伴い、遊転ギヤ１２の第１歯１３と第２歯９１とのかみあいが外れる方向に移動する。 When releasing the operation of the parking mechanism 90, the cams 80 and 81 are rotated to move the projections 83 and 84 from the lock position L to the unlock position U as shown in FIG. 4(b). The thrust that separates the idler gear 12 from the sleeve 71 in the axial direction, which is generated by pressing the fourth surface 93 and the second surface 96 , assists the displacement of the projection 83 and the fork 74 accompanying the rotation of the cam 80 . Accordingly, the sleeve 71 moves in a direction in which the engagement between the first tooth 13 and the second tooth 91 of the idle gear 12 is disengaged as the rod 77 is displaced.
　図５（ｂ）に示すように、スリーブ７２の第２歯９７の第３面９８と遊転ギヤ２１の第１歯２３の第１面１０１とは押し付けられているので、第３面９８と第１面１０１とに働く摩擦力が大きく、カム８１が回転してもスリーブ７２は移動できない。フォーク７５とロッド７８との間に介在するばね１１３の弾性力は、第３面９８と第１面１０１とに働く摩擦力より小さいので、カム８１の回転によるロッド７８の変位に伴い、ばね１１３は圧縮し弾性エネルギーを蓄積する。 As shown in FIG. 5(b), the third surface 98 of the second tooth 97 of the sleeve 72 and the first surface 101 of the first tooth 23 of the idle gear 21 are pressed against each other. The frictional force acting on the first surface 101 is large, and even if the cam 81 rotates, the sleeve 72 cannot move. Since the elastic force of the spring 113 interposed between the fork 75 and the rod 78 is smaller than the frictional force acting on the third surface 98 and the first surface 101, the spring 113 is displaced as the rod 78 is displaced by the rotation of the cam 81. compresses and stores elastic energy.
　図４（ｃ）に示すように、カム８０，８１を回転し突起８３，８４がアンロック位置Ｕへ近づくと、スリーブ７１の移動に伴い遊転ギヤ１２の第１歯１３と第２歯９１とのかみあいが外れる。出力軸３を遊転ギヤ１２が空転するので、遊転ギヤ１２にかみあう固定ギヤ１１に拘束されていた入力軸２が自由になる。そうするとスリーブ７２の第２歯９７の第３面９８と遊転ギヤ２１の第１歯２３の第１面１０１とに働く摩擦力は小さくなる。このときの摩擦力は、ばね１１３が蓄積した弾性エネルギーが解放するときの復元力より小さいので、ばね１１３の復元力によってスリーブ７２は移動し、遊転ギヤ２１の第１歯２３と第２歯９７とのかみあいが外れる（図５（ｃ）参照）。これによりパーキング機構９０は解除される。長穴１０４の縁１０４ａにピン２０６が当たり、ばね１１３の伸びは止まる。 As shown in FIG. 4(c), when the cams 80 and 81 are rotated and the projections 83 and 84 approach the unlock position U, the first tooth 13 and the second tooth 91 of the idler gear 12 move as the sleeve 71 moves. out of engagement with Since the idle gear 12 idles on the output shaft 3, the input shaft 2 restrained by the fixed gear 11 meshing with the idle gear 12 is released. Then, the frictional force acting on the third surface 98 of the second tooth 97 of the sleeve 72 and the first surface 101 of the first tooth 23 of the idle gear 21 is reduced. Since the frictional force at this time is smaller than the restoring force when the elastic energy accumulated by the spring 113 is released, the sleeve 72 is moved by the restoring force of the spring 113, and the first tooth 23 and the second tooth of the idle gear 21 are moved. 97 is disengaged (see FIG. 5(c)). The parking mechanism 90 is thereby released. The pin 206 hits the edge 104a of the elongated hole 104, and the spring 113 stops expanding.
　図６及び図７を参照して、上り坂に車両１１４を駐車したときのパーキング機構９０を説明する。図６（ａ）及び図７（ａ）は作動中のパーキング機構９０の模式図であり、図６（ｂ）及び図７（ｂ）は作動を解除する間のパーキング機構９０の模式図であり、図６（ｃ）及び図７（ｃ）は作動が解除されたパーキング機構９０の模式図である。 The parking mechanism 90 when the vehicle 114 is parked on an uphill will be described with reference to FIGS. 6(a) and 7(a) are schematic diagrams of the parking mechanism 90 during operation, and FIGS. 6(b) and 7(b) are schematic diagrams of the parking mechanism 90 during deactivation. 6(c) and 7(c) are schematic diagrams of the parking mechanism 90 in which the operation is released.
　パーキング機構９０を作動するときは、カム８０，８１を回転し突起８３，８４をロック位置Ｌに設定する。これにより図６（ａ）に示すようにスリーブ７２の第２歯９７は遊転ギヤ２１の第１歯２３にかみあい、図７（ａ）に示すようにスリーブ７１の第２歯９１は遊転ギヤ１２の第１歯１３にかみあう。車両１１４に働く重力によって車輪１１５が回転すると、第２歯９１の第３面９２は第１歯１３の第１面９５を押し付け、第２歯９７の第４面９９は第１歯２３の第２面１０２を押し付ける。 When operating the parking mechanism 90, the cams 80, 81 are rotated to set the projections 83, 84 to the lock position L. As a result, the second teeth 97 of the sleeve 72 mesh with the first teeth 23 of the idle gear 21 as shown in FIG. 6(a), and the second teeth 91 of the sleeve 71 idle as shown in FIG. It meshes with the first tooth 13 of the gear 12 . When wheel 115 rotates due to gravity acting on vehicle 114 , third surface 92 of second tooth 91 presses against first surface 95 of first tooth 13 and fourth surface 99 of second tooth 97 presses against first surface 95 of first tooth 23 . The second surface 102 is pressed.
　第４面９９と第２面１０２とが押し付けられると、遊転ギヤ２１とスリーブ７２とを軸方向に離す推力が発生するが、スリーブ７２に配置されたフォーク７５は筒１０３に取り付けられており、筒１０３の長穴１０４の縁１０４ａがロッド７８のピン１０６に当たるので、ロッド７８が動かない限り、スリーブ７２は遊転ギヤ２１から離れられない。従って１速ギヤ１０と２速ギヤ２０との二重かみあいにより車輪１１５は回転できない。 When the fourth surface 99 and the second surface 102 are pressed against each other, a thrust force is generated to separate the idler gear 21 and the sleeve 72 in the axial direction. Since the edge 104a of the elongated hole 104 of the cylinder 103 abuts the pin 106 of the rod 78, the sleeve 72 cannot be separated from the idle gear 21 unless the rod 78 moves. Therefore, the wheels 115 cannot rotate due to the double meshing of the first gear 10 and the second gear 20. FIG.
　パーキング機構９０の作動を解除するときは、図６（ｂ）に示すように、カム８０，８１を回転し突起８３，８４をロック位置Ｌからアンロック位置Ｕへ移す。第４面９９と第２面１０２とが押し付けられて生じる、遊転ギヤ２１とスリーブ７２とを軸方向に離す推力は、カム８１の回転に伴う突起８４及びフォーク７５の変位を補助する。よってスリーブ７２は、ロッド７８の変位に伴い、遊転ギヤ２１の第１歯２３と第２歯９７とのかみあいが外れる方向に移動する。 When releasing the operation of the parking mechanism 90, the cams 80 and 81 are rotated to move the projections 83 and 84 from the lock position L to the unlock position U as shown in FIG. 6(b). The thrust that separates the idle gear 21 from the sleeve 72 in the axial direction, which is generated by pressing the fourth surface 99 and the second surface 102 , assists the displacement of the projection 84 and the fork 75 accompanying the rotation of the cam 81 . Accordingly, the sleeve 72 moves in a direction in which the first tooth 23 and the second tooth 97 of the idle gear 21 are disengaged as the rod 78 is displaced.
　図７（ｂ）に示すように、スリーブ７１の第２歯９１の第３面９２と遊転ギヤ１２の第１歯１３の第１面９５とは押し付けられているので、第３面９２と第１面９５とに働く摩擦力が大きく、カム８０が回転してもスリーブ７１は移動できない。フォーク７４とロッド７７との間に介在するばね１１２の弾性力は、第３面９２と第１面９５とに働く摩擦力より小さいので、カム８０の回転によるロッド７７の変位に伴い、ばね１１２は圧縮し弾性エネルギーを蓄積する。 As shown in FIG. 7B, the third surface 92 of the second tooth 91 of the sleeve 71 and the first surface 95 of the first tooth 13 of the idle gear 12 are pressed against each other. The frictional force acting on the first surface 95 is large, and even if the cam 80 rotates, the sleeve 71 cannot move. Since the elastic force of the spring 112 interposed between the fork 74 and the rod 77 is smaller than the frictional force acting on the third surface 92 and the first surface 95, the spring 112 is displaced as the rod 77 is displaced by the rotation of the cam 80. compresses and stores elastic energy.
　図６（ｃ）に示すように、カム８０，８１を回転し突起８３，８４がアンロック位置Ｕへ近づくと、スリーブ７２の移動に伴い遊転ギヤ２１の第１歯２３と第２歯９７とのかみあいが外れる。入力軸２を遊転ギヤ２１が空転するので、遊転ギヤ２１にかみあう固定ギヤ２２に拘束されていた出力軸３が自由になる。そうするとスリーブ７１の第２歯９１の第３面９２と遊転ギヤ１２の第１歯１３の第１面９５とに働く摩擦力は小さくなる。このときの摩擦力は、ばね１１２が蓄積した弾性エネルギーが解放するときの復元力より小さいので、ばね１１２の復元力によってスリーブ７１は移動し、遊転ギヤ１２の第１歯１３と第２歯９１とのかみあいが外れる（図７（ｃ）参照）。これによりパーキング機構９０は解除される。 As shown in FIG. 6(c), when the cams 80 and 81 are rotated and the projections 83 and 84 approach the unlock position U, the first tooth 23 and the second tooth 97 of the idler gear 21 move as the sleeve 72 moves. out of engagement with Since the idle gear 21 idles on the input shaft 2, the output shaft 3 restrained by the fixed gear 22 meshing with the idle gear 21 becomes free. Then, the frictional force acting on the third surface 92 of the second tooth 91 of the sleeve 71 and the first surface 95 of the first tooth 13 of the idle gear 12 is reduced. Since the frictional force at this time is smaller than the restoring force when the elastic energy accumulated by the spring 112 is released, the sleeve 71 is moved by the restoring force of the spring 112, and the first tooth 13 and the second tooth of the idle gear 12 are moved. 91 is disengaged (see FIG. 7(c)). The parking mechanism 90 is thereby released.
　パーキング機構９０は、遊転ギヤ１２，２１とスリーブ７１，７２とを軸方向に離す推力を発生する第２面９６，１０２及び第４面９３，９９があるので、上り坂や下り坂に車両１１４を駐車したときも、パーキング機構９０の作動を小さな力で解除できる。従ってカム８０，８１を回転するモータ（図示せず）を小型化できる。また、カム８０，８１を回転してパーキング機構９０を解除するときにモータが消費するエネルギーを低減できる。 The parking mechanism 90 has second surfaces 96, 102 and fourth surfaces 93, 99 that generate a thrust to separate the idle gears 12, 21 and the sleeves 71, 72 in the axial direction. Even when the vehicle 114 is parked, the operation of the parking mechanism 90 can be released with a small force. Therefore, a motor (not shown) that rotates the cams 80 and 81 can be miniaturized. Also, the energy consumed by the motor when the cams 80 and 81 are rotated to release the parking mechanism 90 can be reduced.
　角θ１よりも角θ２が大きいので、パーキング機構９０を解除するときに、第１面９５，１０１と第３面９２，９８とに働く摩擦力によってかみあいを維持しながら、第２面９６，１０２と第４面９３，９９とが押し付けられている２つの歯のかみあいを先に外すことができる。よってパーキング機構９０を解除するときにカム８０，８１がフォーク７４，７５に加える力が分散しないようにできる。片方の歯のかみあいが外れると、第１面９５，１０１と第３面９２，９８とが押し付けられているもう片方の歯のかみあいは簡単に外れる。よって車両１１４の状態（登坂や降坂）に関わらずパーキング機構９０をスムーズに解除できる。 Since the angle .theta.2 is larger than the angle .theta.1, when the parking mechanism 90 is released, the second surfaces 96, 102 are kept engaged by the frictional force acting on the first surfaces 95, 101 and the third surfaces 92, 98. and the fourth surfaces 93, 99 can be disengaged first. Therefore, the force applied by the cams 80, 81 to the forks 74, 75 when releasing the parking mechanism 90 can be prevented from dispersing. When one tooth disengages, the other tooth against which the first surfaces 95, 101 and the third surfaces 92, 98 are pressed is easily disengaged. Therefore, regardless of the state of the vehicle 114 (uphill or downhill), the parking mechanism 90 can be released smoothly.
　カム８０，８１はシフトドラム８６に設けられているので、シフトドラム８６とは別にパーキング機構９０のためのカムを設ける場合に比べ、部品点数を低減し、変速機１を小型化できる。 Since the cams 80 and 81 are provided on the shift drum 86, the number of parts can be reduced and the size of the transmission 1 can be reduced compared to the case where a cam for the parking mechanism 90 is provided separately from the shift drum 86.
　パーキング機構９０は、ロッド７７，７８とフォーク７４，７５との間にばね１１２，１１３が介在するので、カム８０，８１の一方向の回転によるロック位置Ｌからアンロック位置Ｕへの変位によって、ロック位置Ｌにおいて蓄積した弾性エネルギーを解放し２つの歯のかみあいを外すことができる。パーキング機構９０を解除するときの操作を簡易にできる。 Since springs 112 and 113 are interposed between the rods 77 and 78 and the forks 74 and 75, the parking mechanism 90 is displaced from the locked position L to the unlocked position U by rotating the cams 80 and 81 in one direction. At the locked position L, the stored elastic energy can be released to disengage the two teeth. The operation for releasing the parking mechanism 90 can be simplified.
　図８を参照して第２実施の形態について説明する。第１実施形態では、ロッド７７，７８とフォーク７４，７５との間にばね１１２，１１３が介在し、ばね１１２，１１３の弾性変形によってロッド７７，７８とフォーク７４，７５とが軸方向に相対変位する場合について説明した。これに対し第２実施形態では、ばね１１２，１１３が無く、ロッド７７，７８にフォーク７４，７５がそれぞれ結合されている場合について説明する。第２実施形態では、ロッド７７，７８の軸方向の変位がフォーク７４，７５の軸方向の変位に直結する。第２実施形態において、第１実施形態で説明した部分と同一の部分は、同一の符号を付して以下の説明を省略する。 A second embodiment will be described with reference to FIG. In the first embodiment, springs 112 and 113 are interposed between the rods 77 and 78 and the forks 74 and 75, and elastic deformation of the springs 112 and 113 causes the rods 77 and 78 and the forks 74 and 75 to axially move relative to each other. The case of displacement has been described. On the other hand, in the second embodiment, the springs 112 and 113 are absent and the forks 74 and 75 are connected to the rods 77 and 78, respectively. In the second embodiment, the axial displacement of the rods 77,78 is directly linked to the axial displacement of the forks 74,75. In the second embodiment, the same parts as those described in the first embodiment are given the same reference numerals, and the following description is omitted.
　図８は第２実施の形態におけるカム１２０，１２１，１２２の模式図である。カム１２０，１２１，１２２はシフトドラム１２３の外周に設けられている。シフトドラム１２３は、第１実施形態におけるパーキング機構９０のシフトドラム８６に代えて配置される。シフトドラム１２３は、モータ（図示せず）により入力軸２（図１参照）と平行な中心軸８７の周りを回転する。図８は中心軸８７と平行な直線でシフトドラム１２３の外周を切り開いた展開図の一部である。シフトドラム１２３を回転するモータの回路には、回路を流れている電流を検出する電流センサ（図示せず）が配置されている。 FIG. 8 is a schematic diagram of cams 120, 121, and 122 in the second embodiment. Cams 120 , 121 , 122 are provided on the outer periphery of shift drum 123 . The shift drum 123 is arranged in place of the shift drum 86 of the parking mechanism 90 in the first embodiment. The shift drum 123 is rotated around a central axis 87 parallel to the input shaft 2 (see FIG. 1) by a motor (not shown). FIG. 8 is a part of a developed view in which the outer circumference of the shift drum 123 is cut open along a straight line parallel to the central axis 87. As shown in FIG. A current sensor (not shown) that detects current flowing through the circuit is arranged in the circuit of the motor that rotates the shift drum 123 .
　モータが作動してシフトドラム１２３が回転すると、カム１２０，１２１，１２２にそれぞれ突起８３，８４，８５が接するロッド７７，７８，７９（図１参照）を介して、フォーク７４，７５，７６が軸方向に移動する。シフトドラム１２３には駐車位置Ｐ、後進位置Ｒ、中立位置Ｎ、１速位置（１ｓｔ）、２速位置（２ｎｄ）が設定されている。図８では３速以上の位置の図示は省略されている。 When the motor is operated and the shift drum 123 rotates, the forks 74, 75 and 76 are moved through the rods 77, 78 and 79 (see FIG. 1) whose projections 83, 84 and 85 are in contact with the cams 120, 121 and 122, respectively. Move axially. A parking position P, a reverse position R, a neutral position N, a first speed position (1st), and a second speed position (2nd) are set on the shift drum 123 . In FIG. 8, illustration of the positions of the third and higher speeds is omitted.
　カム１２０，１２１は、遊転ギヤ１２，２１（図３参照）が共に軸に結合するロック位置Ｌ（駐車位置Ｐと同じ）と、スリーブ７１の第２歯９１と遊転ギヤ１２の第１歯１３とのかみあいを外す第１位置Ｕ１と、が隣接しており、ロック位置Ｌと、スリーブ７２の第２歯９７と遊転ギヤ２１の第１歯２３とのかみあいを外す第２位置Ｕ２と、が隣接している。第１位置Ｕ１及び第２位置Ｕ２は、ロック位置Ｌに対してカム１２０，１２１の変位方向の両側に位置する。カム１２０，１２１は、ロック位置Ｌの付近のカム曲線が、互いにカム１２０，１２１の変位方向にずれている。 The cams 120 and 121 are arranged in a lock position L (same as the parking position P) where the idle gears 12 and 21 (see FIG. 3) are both coupled to the shaft, and a second tooth 91 of the sleeve 71 and the first tooth 91 of the idle gear 12. The lock position L and the second position U2 where the second tooth 97 of the sleeve 72 and the first tooth 23 of the idle gear 21 are disengaged are adjacent to each other. and are adjacent. The first position U1 and the second position U2 are positioned on both sides of the lock position L in the displacement direction of the cams 120 and 121 . The cam curves near the lock position L of the cams 120 and 121 are deviated from each other in the displacement direction of the cams 120 and 121 .
　パーキング機構９０は、作動を解除するときに、まず突起８３，８４がロック位置Ｌから第１位置Ｕ１へ移るようにカム１２０，１２１を変位する。スリーブ７１の第２歯９１と遊転ギヤ１２の第１歯１３とのかみあいが外れなければ、突起８３，８４がロック位置Ｌを経て第２位置Ｕ２へ移るようにカム１２０，１２１を反対方向に変位する。これと反対に、突起８３，８４がロック位置Ｌを経て第２位置Ｕ２へ移るようにカム１２０，１２１を変位した後、突起８３，８４がロック位置Ｌから第１位置Ｕ１へ移るようにカム１２０，１２１を変位しても良い。 The parking mechanism 90 displaces the cams 120, 121 so that the projections 83, 84 move from the lock position L to the first position U1 when the operation is released. If the engagement between the second tooth 91 of the sleeve 71 and the first tooth 13 of the idler gear 12 is not disengaged, the cams 120 and 121 are rotated in the opposite direction so that the projections 83 and 84 move through the lock position L to the second position U2. is displaced to Conversely, after displacing the cams 120, 121 so that the projections 83, 84 move through the locking position L to the second position U2, the cams 83, 84 move from the locking position L to the first position U1. 120 and 121 may be displaced.
　下り坂に駐車した車両１１４では（図４（ａ）から図４（ｃ）参照）、突起８３，８４がロック位置Ｌから第１位置Ｕ１へ移るようにカム１２０，１２１が変位すると、ロッド７７が変位してスリーブ７１の第２歯９１と遊転ギヤ１２の第１歯１３とのかみあいを外そうとする。第１歯１３の第２面９６と第２歯９１の第４面９３とが押し付けられているので、遊転ギヤ１２とスリーブ７１とを軸方向に離す推力が働き、カム１２０の回転に伴う突起８３及びフォーク７４の変位を補助する。ロッド７７の変位に伴いスリーブ７１も変位し、遊転ギヤ１２の第１歯１３と第２歯９１とのかみあいが外れる。同じ方向にさらにカム１２０，１２１が変位すると、遊転ギヤ２１の第１歯２３と第２歯９７とのかみあいも外れる。 With the vehicle 114 parked on a downward slope (see FIGS. 4(a) to 4(c)), when the cams 120, 121 are displaced so that the protrusions 83, 84 move from the lock position L to the first position U1, the rod 77 is displaced to disengage the second tooth 91 of the sleeve 71 and the first tooth 13 of the idle gear 12 . Since the second surface 96 of the first tooth 13 and the fourth surface 93 of the second tooth 91 are pressed against each other, a thrust force acts to separate the idler gear 12 and the sleeve 71 in the axial direction. It assists the displacement of the projection 83 and the fork 74 . As the rod 77 is displaced, the sleeve 71 is also displaced, and the engagement between the first tooth 13 and the second tooth 91 of the idle gear 12 is released. When the cams 120 and 121 are further displaced in the same direction, the engagement between the first tooth 23 and the second tooth 97 of the idle gear 21 is also disengaged.
　上り坂に駐車した車両１１４では（図７（ａ）参照）、突起８３，８４がロック位置Ｌから第１位置Ｕ１へ移るようにカム１２０，１２１が変位すると、ロッド７７が変位してスリーブ７１の第２歯９１と遊転ギヤ１２の第１歯１３とのかみあいを外そうとする。第１歯１３の第１面９５と第２歯９１の第３面９２とが押し付けられているので、第１面９５と第３面９２とに働く大きな摩擦力によってカム１２０，１２１は変位できない。モータを回してカム１２０，１２１を変位しようとして、モータの回路に多くの電流が流れる。 When the cams 120 and 121 are displaced so that the protrusions 83 and 84 move from the lock position L to the first position U1 in the vehicle 114 parked on an uphill (see FIG. 7A), the rod 77 is displaced and the sleeve 71 is displaced. and the first tooth 13 of the idler gear 12 are disengaged. Since the first surface 95 of the first tooth 13 and the third surface 92 of the second tooth 91 are pressed against each other, the cams 120 and 121 cannot be displaced by the large frictional force acting on the first surface 95 and the third surface 92. . As the motor rotates to displace the cams 120 and 121, a large amount of current flows through the motor circuit.
　パーキング機構９０は、モータの回路に配置された電流センサが検出する電流値が所定の値を超えると、突起８３，８４がロック位置Ｌを経て第２位置Ｕ２へ移るようにカム１２０，１２１を反対方向に変位する。そうするとロッド７８が変位してスリーブ７２の第２歯９７と遊転ギヤ２１の第１歯２３とのかみあいを外そうとする。第１歯２３の第２面１０２と第２歯９７の第４面９９とが押し付けられているので、遊転ギヤ２１とスリーブ７２とを軸方向に離す推力が働き、カム１２１の回転に伴う突起８４及びフォーク７５の変位を補助する。ロッド７８の変位に伴いスリーブ７２も変位し、遊転ギヤ２１の第１歯２３と第２歯９７とのかみあいが外れる。同じ方向にさらにカム１２０，１２１が変位すると、遊転ギヤ１２の第１歯１３と第２歯９１とのかみあいも外れる。 The parking mechanism 90 operates the cams 120, 121 so that the protrusions 83, 84 move through the lock position L to the second position U2 when the current value detected by the current sensor arranged in the circuit of the motor exceeds a predetermined value. Displace in the opposite direction. Then, the rod 78 is displaced to try to disengage the second tooth 97 of the sleeve 72 and the first tooth 23 of the idle gear 21 . Since the second surface 102 of the first tooth 23 and the fourth surface 99 of the second tooth 97 are pressed against each other, a thrust force acts to separate the idle gear 21 and the sleeve 72 in the axial direction, and the cam 121 rotates. It assists the displacement of the projection 84 and the fork 75 . As the rod 78 is displaced, the sleeve 72 is also displaced, and the engagement between the first tooth 23 and the second tooth 97 of the idle gear 21 is released. When the cams 120 and 121 are further displaced in the same direction, the engagement between the first tooth 13 and the second tooth 91 of the idle gear 12 is also disengaged.
　本実施形態によれば、第１実施形態と同様に、カム１２０，１２１を変位するモータを小型化できる。さらにパーキング機構９０を解除するための、ロッド７７，７８とフォーク７４，７５との間に介在するばね１１２，１１３等が必要ないので、機構を簡易にできる。 According to this embodiment, the motors that displace the cams 120 and 121 can be miniaturized, as in the first embodiment. Furthermore, since the springs 112, 113 interposed between the rods 77, 78 and the forks 74, 75 for releasing the parking mechanism 90 are not required, the mechanism can be simplified.
　以上、実施形態に基づき本発明を説明したが、本発明はこの実施形態に何ら限定されるものではなく、本発明の趣旨を逸脱しない範囲内で種々の改良変形が可能であることは容易に推察できるものである。例えば、変速機１のギヤ段の数や配置、遊転ギヤ及び固定ギヤが配置される軸、カム８０，８１，１２０，１２１の形などは適宜設定できる。 Although the present invention has been described above based on the embodiments, the present invention is by no means limited to these embodiments, and it is easily understood that various improvements and modifications are possible without departing from the gist of the present invention. It can be inferred. For example, the number and arrangement of gear stages of the transmission 1, the shafts on which idle gears and fixed gears are arranged, the shapes of the cams 80, 81, 120, 121, etc. can be appropriately set.
　実施形態で説明した変速機１は一例である。他の変速機としては、入力軸と同軸上に配置される第１及び第２のクラッチを備え、第１のクラッチを奇数段用、第２のクラッチを偶数段用とする、いわゆるデュアルクラッチトランスミッションが例示される。 The transmission 1 described in the embodiment is an example. As another transmission, a so-called dual clutch transmission is provided with first and second clutches arranged coaxially with the input shaft, the first clutch being for odd stages and the second clutch being for even stages. are exemplified.
　実施形態では、駐車位置Ｐにおいて１速ギヤ１０と２速ギヤ２０とが同時に確立する場合を説明したが、これに限られるものではない。例えば１速ギヤ１０と４速ギヤ４０、２速ギヤ２０と３速ギヤ３０等、変速比が互いに異なる２つの任意のギヤ列が確立する位置を駐車位置Ｐに設定することは当然可能である。実施形態と同様に、二重かみあいによって車輪１１５が回転できないからである。 In the embodiment, the case where the 1st gear 10 and the 2nd gear 20 are established at the parking position P at the same time has been described, but it is not limited to this. It is of course possible to set the parking position P to a position where any two gear trains having different gear ratios are established, such as the 1st gear 10 and the 4th gear 40, or the 2nd gear 20 and the 3rd gear 30. . This is because the wheels 115 cannot rotate due to double meshing, as in the embodiment.
　実施形態では、第１歯１３，２３の第１面９５，１０１及び第２歯９１，９７の第３面９２，９８が、スリーブ７１，７２の中心軸を含む平面に平行な面である場合について説明したが、必ずしもこれに限られるものではない。第１歯１３，２３の第１面９５，１０１と第２歯９１，９７の第３面９２，９８とが押し付け合ってトルクを伝達しているときに、そのトルクによる力の軸方向の成分と、第１面９５，１０１と第３面９２，９８とに働く摩擦力のうちの軸方向の成分と、の合力が、スリーブ７１，７２を遊転ギヤ１２，２１から離す方向に作用しなければ良い。この関係を満たせば、第１面９５，１０１や第３面９２，９８が、スリーブ７１，７２の中心軸を含む平面に対して傾斜していても良い。 In the embodiment, the first surfaces 95, 101 of the first teeth 13, 23 and the third surfaces 92, 98 of the second teeth 91, 97 are surfaces parallel to the plane containing the central axes of the sleeves 71, 72. has been described, but it is not necessarily limited to this. When the first surfaces 95, 101 of the first teeth 13, 23 and the third surfaces 92, 98 of the second teeth 91, 97 are pressed against each other to transmit torque, an axial component of force due to the torque and the axial component of the frictional force acting on the first surfaces 95, 101 and the third surfaces 92, 98 acts in the direction of separating the sleeves 71, 72 from the idle gears 12, 21. Better not. As long as this relationship is satisfied, the first surfaces 95 and 101 and the third surfaces 92 and 98 may be inclined with respect to the plane containing the central axes of the sleeves 71 and 72 .
　実施形態では、カム８０，８１，１２０，１２１がシフトドラム８６，１２３に設けられている場合について説明したが、必ずしもこれに限られるものではない。シフトドラム８６，１２３とは別に、パーキング機構９０のためのカム８０，８１，１２０，１２１を設けても良い。 Although the case where the cams 80, 81, 120, 121 are provided on the shift drums 86, 123 has been described in the embodiment, it is not necessarily limited to this. Cams 80 , 81 , 120 , 121 for the parking mechanism 90 may be provided separately from the shift drums 86 , 123 .
　実施形態では、モータによってカム８０，８１，１２０，１２１を変位する場合について説明したが、必ずしもこれに限られるものではない。カム８０，８１，１２０，１２１を変位するレバーを設け、手動でレバーを操作してカム８０，８１，１２０，１２１を変位することは当然可能である。 In the embodiment, the case where the cams 80, 81, 120, 121 are displaced by the motor has been described, but it is not necessarily limited to this. Of course, it is possible to displace the cams 80, 81, 120, 121 by providing a lever for displacing the cams 80, 81, 120, 121 and manually operating the lever.
　第１実施形態では、ばね１１２，１１３が圧縮コイルばねの場合について説明したが、必ずしもこれに限られるものではない。コイルばね以外の弾性体をばね１１２，１１３に採用することは当然可能である。 Although the springs 112 and 113 are compression coil springs in the first embodiment, they are not necessarily limited to this. Of course, it is possible to use elastic bodies other than coil springs for the springs 112 and 113 .
　第１実施形態では、筒１０３に長穴１０４を設け、ロッド７７，７８にピン１０６を設ける場合について説明したが、必ずしもこれに限られるものではない。これと反対に、ロッド７７，７８に長穴を設け、筒１０３にピンを設けることは当然可能である。 In the first embodiment, the cylinder 103 is provided with the elongated hole 104 and the rods 77 and 78 are provided with the pin 106, but this is not necessarily the case. On the contrary, it is of course possible to provide the rods 77 and 78 with slots and the tube 103 with pins.
　第２実施形態では、カム１２０，１２１を作動するモータの回路に流れる電流を検出する電流センサを配置し、電流センサの検出結果に基づいて、スリーブ７１の第２歯９１と遊転ギヤ１２の第１歯１３とのかみあいが外れたか否かを判定する場合について説明したが、必ずしもこれに限られるものではない。他のセンサの検出結果に基づいて、スリーブ７１の第２歯９１と遊転ギヤ１２の第１歯１３とのかみあいが外れたか否かを判定することは当然可能である。他のセンサは、カム１２０，１２１の回転センサ、スリーブ７１の軸方向の位置を検出する位置センサが例示される。 In the second embodiment, a current sensor is arranged to detect the current flowing in the circuit of the motor that operates the cams 120 and 121, and based on the detection result of the current sensor, the second tooth 91 of the sleeve 71 and the idle gear 12 are detected. Although the case of determining whether or not the engagement with the first tooth 13 has been disengaged has been described, the present invention is not necessarily limited to this. It is of course possible to determine whether or not the second tooth 91 of the sleeve 71 and the first tooth 13 of the idle gear 12 are disengaged based on the detection results of other sensors. Other sensors are exemplified by a rotation sensor for the cams 120 and 121 and a position sensor for detecting the axial position of the sleeve 71 .
　第２実施形態において、車両に搭載されている加速度センサで下り坂と上り坂のどちらに駐車したのかを判別し、パーキング機構９０を早く解除するため、以下の（１）又は（２）を選択しても良い。（１）突起８３，８４が第１位置Ｕ１へ移るようにカム１２０，１２１を変位してから、突起８３，８４が第２位置Ｕ２へ移るようにカム１２０，１２１を変位する。（２）突起８３，８４が第２位置Ｕ２へ移るようにカム１２０，１２１を変位してから、突起８３，８４が第１位置Ｕ１へ移るようにカム１２０，１２１を変位する。 In the second embodiment, the acceleration sensor mounted on the vehicle determines whether the vehicle is parked on a downward slope or an upward slope, and the following (1) or (2) is selected in order to release the parking mechanism 90 quickly. You can (1) After displacing the cams 120, 121 so that the projections 83, 84 move to the first position U1, the cams 120, 121 are displaced so that the projections 83, 84 move to the second position U2. (2) Displace the cams 120, 121 so that the projections 83, 84 move to the second position U2, and then displace the cams 120, 121 so that the projections 83, 84 move to the first position U1.
　１　　　　　　変速機
　２　　　　　　入力軸（軸）
　３　　　　　　出力軸（軸）
　１１　　　　　固定ギヤ（第１の固定ギヤ）
　１２　　　　　遊転ギヤ（第１の遊転ギヤ）
　１３　　　　　第１歯
　２１　　　　　遊転ギヤ（第１の遊転ギヤ）
　２２　　　　　固定ギヤ（第２の固定ギヤ）
　２３　　　　　第１歯
　７１　　　　　スリーブ（第１のスリーブ）
　７２　　　　　スリーブ（第２のスリーブ）
　７４　　　　　フォーク（第１のフォーク）
　７５　　　　　フォーク（第２のフォーク）
　８０，１２０　カム（第１のカム）
　８１，１２１　カム（第２のカム）
　９０　　　　　パーキング機構
　９１，９７　　第２歯
　９２，９８　　第３面
　９３，９９　　第４面
　９５，１０１　第１面
　９６，１０２　第２面
　１１２　　　　ばね（第１のばね）
　１１３　　　　ばね（第２のばね）
　１１４　　　　車両
　１１５　　　　車輪
　Ｌ　　　　　　ロック位置
　Ｕ　　　　　　アンロック位置
　Ｕ１　　　　　第１位置
　Ｕ２　　　　　第２位置 1 transmission 2 input shaft (shaft)
3 Output shaft (shaft)
11 fixed gear (first fixed gear)
12 idle gear (first idle gear)
13 first tooth 21 idle gear (first idle gear)
22 fixed gear (second fixed gear)
23 first tooth 71 sleeve (first sleeve)
72 sleeve (second sleeve)
74 fork (first fork)
75 fork (second fork)
80, 120 cam (first cam)
81, 121 cam (second cam)
90 parking mechanism 91, 97 second tooth 92, 98 third surface 93, 99 fourth surface 95, 101 first surface 96, 102 second surface 112 spring (first spring)
113 spring (second spring)
114 Vehicle 115 Wheel L Lock position U Unlock position U1 First position U2 Second position

Claims (4)

  1. 　互いに平行に配置された軸と、
    　前記軸に相対回転可能かつ軸方向に移動不能に配置され第１歯をそれぞれ有する第１及び第２の遊転ギヤと、
    　前記軸に相対回転不能に配置され前記第１及び前記第２の遊転ギヤにそれぞれかみあう第１及び第２の固定ギヤと、
    　前記軸に相対回転不能かつ軸方向に移動可能に配置され前記第１歯にかみあう第２歯をそれぞれ有する第１及び第２のスリーブと、
    　前記第１及び前記第２のスリーブにそれぞれ配置された第１及び第２のフォークと、
    　前記第１及び前記第２のフォークがそれぞれ配置された第１及び第２のロッドと、
    　前記第１及び前記第２のロッドを軸方向に運動する第１及び第２のカムと、を有する変速機を備える車両のパーキング機構であって、
    　前記第１及び前記第２のカムは、前記第１のスリーブの前記第２歯が前記第１の遊転ギヤの前記第１歯にかみあい、且つ、前記第２のスリーブの前記第２歯が前記第２の遊転ギヤの前記第１歯にかみあう状態にするロック位置と、
    　前記第１のスリーブの前記第２歯と前記第１の遊転ギヤの前記第１歯とのかみあい、及び、前記第２のスリーブの前記第２歯と前記第２の遊転ギヤの前記第１歯とのかみあいの少なくとも一方を外すアンロック位置と、を備え、
    　前記第１歯は、周方向の一方を向く第１面と、周方向の他方を向く第２面と、を備え、
    　前記第２歯は、前記ロック位置において、前記第１面に対面する第３面と、前記第２面に対面する第４面と、を備え、
    　前記第１面および前記第３面は、前記第１面と前記第３面とを押し付ける方向のトルクを伝え、
    　前記第２面および前記第４面は、前記第２面と前記第４面とを押し付ける方向のトルクに応じて、前記第１歯と前記第２歯とを軸方向に離す推力を発生するパーキング機構。     axes arranged parallel to each other;
    first and second idling gears each having a first tooth disposed so as to be rotatable relative to the shaft and immovable in the axial direction;
    first and second fixed gears arranged on the shaft so as not to rotate relative to each other and meshing with the first and second idle gears, respectively;
    first and second sleeves that are non-rotatably and axially movably disposed on the shaft and each have a second tooth that meshes with the first tooth;
    first and second forks respectively disposed in the first and second sleeves;
    first and second rods on which the first and second forks are respectively arranged;
    a vehicle parking mechanism comprising a transmission having first and second cams for axially moving said first and said second rods, said vehicle parking mechanism comprising:
    In the first and second cams, the second teeth of the first sleeve mesh with the first teeth of the first idle gear, and the second teeth of the second sleeve mesh with each other. a lock position in which the second idler gear meshes with the first tooth;
    engagement between the second tooth of the first sleeve and the first tooth of the first idle gear; and engagement of the second tooth of the second sleeve and the first tooth of the second idle gear. an unlocked position that disengages at least one of the engagement with one tooth,
    The first tooth has a first surface facing one circumferential direction and a second surface facing the other circumferential direction,
    the second tooth has a third surface facing the first surface and a fourth surface facing the second surface in the locked position;
    the first surface and the third surface transmit torque in a direction that presses the first surface and the third surface;
    The second surface and the fourth surface generate a thrust to separate the first tooth and the second tooth in the axial direction according to the torque in the direction of pressing the second surface and the fourth surface. mechanism.
  2. 　前記軸を含む平面と前記第２面および前記第４面とのなす角θ２は、前記平面と前記第１面および前記第３面とのなす角θ１よりも大きい請求項１記載のパーキング機構。 2. The parking mechanism according to claim 1, wherein an angle .theta.2 between the plane including the axis and the second and fourth surfaces is greater than an angle .theta.1 between the plane and the first and third surfaces.
  3. 　前記アンロック位置は、前記第１のスリーブの前記第２歯と前記第１の遊転ギヤの前記第１歯とのかみあいを外す第１位置と、
    　前記第２のスリーブの前記第２歯と前記第２の遊転ギヤの前記第１歯とのかみあいを外す第２位置と、を含み、
    　前記第１位置および前記第２位置は、前記ロック位置に対して前記第１及び前記第２のカムの変位方向の両側に位置する請求項１又は２に記載のパーキング機構。     The unlock position includes a first position where the second tooth of the first sleeve and the first tooth of the first idle gear are disengaged;
    a second position of disengaging the second tooth of the second sleeve and the first tooth of the second idler gear;
    3. The parking mechanism according to claim 1, wherein the first position and the second position are positioned on both sides of the lock position in the displacement direction of the first and second cams.
  4. 　前記第１のロッドと前記第１のフォークとの間に介在する第１のばねと、
    　前記第２のロッドと前記第２のフォークとの間に介在する第２のばねと、を備え、
    　前記第１又は前記第２のばねは、前記ロック位置から前記アンロック位置への変位に伴い、前記ロック位置において蓄積した弾性エネルギーを解放し、前記第１のスリーブの前記第２歯と前記第１の遊転ギヤの前記第１歯とのかみあいを外す、又は、前記第２のスリーブの前記第２歯と前記第２の遊転ギヤの前記第１歯とのかみあいを外す請求項１又は２に記載のパーキング機構。     a first spring interposed between the first rod and the first fork;
    a second spring interposed between the second rod and the second fork;
    The first or the second spring releases elastic energy accumulated in the locked position as the locked position is displaced from the unlocked position, and the second tooth of the first sleeve and the second tooth of the first sleeve release the elastic energy stored in the locked position. 1. disengaging the first tooth of the idle gear of 1, or disengaging the second tooth of the second sleeve and the first tooth of the second idle gear; 2. The parking mechanism according to claim 2.
PCT/JP2021/031167 2021-08-25 2021-08-25 Parking mechanism WO2023026399A1 (en)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH06276611A (en) * 1993-03-22 1994-09-30 Toyota Motor Corp Driving force controller for electric vehicle
JP2002039380A (en) * 2000-07-31 2002-02-06 Aichi Mach Ind Co Ltd Park lock device
JP2011099555A (en) * 2009-10-02 2011-05-19 Oerlikon Graziano Spa Two-speed transmission for electric vehicle
JP2017026056A (en) * 2015-07-23 2017-02-02 トヨタ車体株式会社 Electric motorcar, two-stage transmission mechanism and in-wheel motor

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH06276611A (en) * 1993-03-22 1994-09-30 Toyota Motor Corp Driving force controller for electric vehicle
JP2002039380A (en) * 2000-07-31 2002-02-06 Aichi Mach Ind Co Ltd Park lock device
JP2011099555A (en) * 2009-10-02 2011-05-19 Oerlikon Graziano Spa Two-speed transmission for electric vehicle
JP2017026056A (en) * 2015-07-23 2017-02-02 トヨタ車体株式会社 Electric motorcar, two-stage transmission mechanism and in-wheel motor

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