Parking device for vehicle

Abstract

The vehicle parking device (100) is provided with a motor (4), a transmission mechanism (6), and a parking rod (3). The transmission mechanism (6) includes: a driven gear (62); a link member (64) that has a drive-side end (E1) that is connected to the driven gear (62) and that rotates together with the rotation of the driven gear (62), and an output-side end (E2) that is the other end that rotates together with the rotation of the drive-side end (E1); and a first rotation shaft (63) disposed on the rotation center axis (Cg) of the driven gear (62). The link member (64) has an avoidance portion (64d) that avoids interference with the first rotation shaft (63) during the travel of the link member (64) to and from the parking lock state and the parking lock release state.

Description

Technical Field

[0001] The present invention relates to a vehicle parking device, and in particular to a vehicle parking device provided with a motor. Background Art

[0002] Conventionally, a vehicle parking device including a motor is known. This vehicle parking device is disclosed in, for example, Japanese Patent Application Laid-Open No. 2022-88011.

[0003] In the above-mentioned Japanese Patent Gazette No. 2022-88011, a vehicle parking device with a motor is disclosed. The vehicle parking device includes a linear movable shaft, a connecting rod portion, a rod portion, and a parking rod. The linear movable shaft is configured to advance and retreat in the extension direction of the linear movable shaft by the drive of the motor. The end of one side of the connecting rod portion is connected to the linear movable shaft by a first pin. The end of the other side of the connecting rod portion is connected to the end of one side of the rod portion by a second pin. The end of the other side of the rod portion is connected to the parking rod by a third pin. As a result, the parking rod is driven by the motor to advance and retreat toward a parking position corresponding to a parking lock state and a non-parking position corresponding to a parking lock release state.

[0004] In the vehicle parking device of the above-mentioned Japanese Patent Publication No. 2022-88011, when the parking rod is moved to the parking position, the connecting rod portion is orthogonal to the linear movable axis. In this case, the intersection point of the extension direction of the connecting rod portion and the extension direction of the linear movable axis, that is, the intersection point when orthogonal, the end of one side of the connecting rod portion, and the end of the other side of the connecting rod portion are arranged in a straight line when viewed from one side of the extension direction of the first pin. Here, the torque transmitted from the parking rod is not transmitted to the linear movable axis via the connecting rod portion by arranging the intersection point when orthogonal, the end of one side of the connecting rod portion, and the end of the other side of the connecting rod portion in a straight line. That is, the state in which the intersection point when orthogonal, the end of one side of the connecting rod portion, and the end of the other side of the connecting rod portion are arranged in a straight line is a state in which the connecting rod portion is difficult to move even if an external force (for example, vibration of the vehicle) is applied to the parking rod.

[0005] In the vehicle parking device of the above-mentioned Japanese Patent Publication No. 2022-88011, when the parking rod moves to the non-parking position, the end of one side of the link part moves to the parking rod side, so that the link part intersects the linear moving axis at an acute angle. In this case, the above-mentioned intersection point, the end of one side of the link part, and the end of the other side of the link part are not arranged in a straight line when viewed from one side of the extension direction of the first pin. Here, the intersection point, the end of one side of the link part, and the end of the other side of the link part are not arranged in a straight line when they are orthogonal, resulting in the torque transmitted from the parking rod being transmitted to the linear moving axis via the link part. That is, in a state where the intersection point, the end of one side of the link part, and the end of the other side of the link part are not arranged in a straight line when they are orthogonal, when the parking rod moves due to an external force, the link part moves. Here, if the link part moves due to the movement of the parking rod caused by the external force, there is a case where the end of one side of the link part returns to the position of the parking lock state.

[0006] Prior art literature

[0007] Patent Literature

[0008] Patent Document 1: Japanese Patent Application Publication No. 2022-88011

[0009] Technical problem to be solved by the invention

[0010] Thus, in the vehicle parking device of the above-mentioned Japanese Patent Publication No. 2022-88011, the following structure is realized: only in the parking lock state, even if an external force is applied to the parking rod, the connecting rod portion becomes a state that is difficult to move. Therefore, in the vehicle parking device of the above-mentioned Japanese Patent Publication No. 2022-88011, it is desired to realize the following structure: in both the parking lock state and the parking lock release state, even if an external force is applied to the parking rod, the connecting rod portion (connecting rod component) becomes a state that is difficult to move. In addition, it can be considered that the above-mentioned external force refers to the inertial force of the parts generated by the vibration of the vehicle and the reaction force when the retraction spring of the parking rod is bent. Summary of the invention

[0011] The present invention is created to solve the above-mentioned technical problems. One of the purposes of the present invention is to provide a vehicle parking device that can achieve the following structure: in both the parking lock state and the parking lock release state, even if external force is applied to the parking rod, the connecting rod component becomes difficult to move.

[0012] Means for solving technical problems

[0013] In order to achieve the above-mentioned purpose, a vehicle parking device of one embodiment of the present invention comprises: a motor, which generates a driving force for switching between a parking lock state and a parking lock release state of the vehicle; a transmission mechanism, which is connected to the motor and transmits the driving force of the motor; and a parking rod, which is connected to the transmission mechanism and reciprocates between a parking position corresponding to the parking lock state and a non-parking position corresponding to the parking lock release state, the transmission mechanism including: a driven gear, which is rotated around a rotation center axis by the driving force from the motor; a connecting rod component, which has a driving side end and an output side end, the driving side end is connected to the driven gear and rotates together with the rotation of the driven gear, and the output side end is the other end that rotates together with the rotation of the driving side end; and a first rotating shaft, which is arranged on the rotation center axis of the driven gear, and the connecting rod component has an avoidance portion, which avoids interference with the first rotating shaft during the period when the connecting rod component reciprocates between the parking lock state and the parking lock release state.

[0014] In a vehicle parking device according to one embodiment of the present invention, as described above, the link member has a relief portion that avoids interference with the first rotation axis during the period when the link member reciprocates between the parking lock state and the parking lock release state. Thus, in the parking lock state during the period when the link member reciprocates between the parking lock state and the parking lock release state, the link member is arranged at a position that avoids interference with the first rotation axis by the relief portion, and even if the parking rod is moved by an external force, the torque generated by the external force can be blocked by the link member. Furthermore, in the parking lock release state during the period when the link member reciprocates between the parking lock state and the parking lock release state, the link member is arranged at a position that avoids interference with the first rotation axis, and even if the parking rod is moved by an external force, the torque generated by the external force can be blocked by the link member. Thus, a structure can be realized in which, in both the parking lock state and the parking lock release state, the link member is in a state in which it is difficult for the link member to move even if an external force is applied to the parking rod. Furthermore, when the link member reciprocates along with the rotation of the driven gear in order to switch between the parking lock released state and the parking lock released state, the driven gear and the link member can be prevented from interfering with each other by the escape portion.

[0015] In the vehicle parking device according to the above aspect, it is preferable that the avoidance portion bends or curves so as to avoid interference with the first rotation axis while the link member reciprocates between the parking lock state and the parking lock released state.

[0016] According to such a configuration, the structure of the escape portion that avoids interference between the driven gear and the link member can be realized with a simple structure, and thus it is possible to suppress complication of the structure of the link member.

[0017] In the vehicle parking device of one of the above-mentioned methods, it is preferred that, in the parking lock state, when viewed from one side in the extension direction of the rotation center axis of the driven gear, the rotation center axis of the driven gear, the driving side end of the connecting rod member and the output side end of the connecting rod member are arranged in a straight line.

[0018] According to such a structure, in the parking lock state, the link member whose driving side end and output side end are arranged linearly with respect to the rotation center axis of the driven gear is in a dead point state where torque is not transmitted. Therefore, even if the parking rod is to be moved by an external force, the torque generated by the external force is blocked by the link member at the dead point. Therefore, in the parking lock state, the dead point state of the link mechanism is achieved in which the link member does not move even if an external force is applied to the parking rod, so that there is no need to provide a sensor for detecting the movement of the parking rod due to an external force and drive a motor based on a detection signal of the sensor so that the driven gear does not move. As a result, in the parking lock state, it is not necessary to supply power to the sensor and the motor, so that the power consumption of the vehicle parking device can be suppressed.

[0019] In this case, it is preferred that, when viewed from one side in the extension direction of the rotation center axis of the driven gear, the rotation center axis of the driven gear, the driving side end of the connecting rod member arranged on the side opposite to the output side end relative to the rotation center axis of the driven gear, and the output side end of the connecting rod member are arranged in a straight line.

[0020] According to such a structure, in the parking lock state, the driving side end of the link member is arranged on the output side end side so as to be located on the opposite side to the output side end with respect to the rotation center axis of the driven gear, thereby achieving a dead point state in which the link member does not move even if an external force is applied to the parking rod. As a result, it is possible to suppress an increase in the movement amount of the link member in the structure for achieving a dead point state in the link mechanism in which the link member does not move.

[0021] In the vehicle parking device of one of the above-mentioned methods, it is preferred that, when the parking lock is released, the rotation center axis of the driven gear, the driving side end of the connecting rod member and the output side end of the connecting rod member are arranged in a straight line when viewed from one side in the extension direction of the rotation center axis of the driven gear.

[0022] According to such a structure, in the parking lock released state, the link member in which the driving side end and the output side end are arranged linearly with respect to the rotation center axis of the driven gear is in a dead point state where no torque is transmitted. Therefore, even if the parking rod is to be moved by an external force, the torque generated by the external force is blocked by the link member at the dead point. Therefore, in the parking lock released state, the link member is in a dead point state in the link mechanism in which the link member does not move even if an external force is applied to the parking rod, and it is not necessary to provide a sensor for detecting the movement of the parking rod due to an external force and drive a motor based on a detection signal of the sensor so that the driven gear does not move. As a result, in the parking lock released state, it is not necessary to supply power to the sensor and the motor, so that the power consumption of the vehicle parking device can be suppressed.

[0023] In this case, it is preferred that, when viewed from one side in the extension direction of the rotation center axis of the driven gear, the rotation center axis of the driven gear, the driving side end of the connecting rod member arranged on the output side end side relative to the rotation center axis of the driven gear, and the output side end of the connecting rod member are arranged in a straight line.

[0024] According to such a structure, in the parking lock released state, the driving side end of the link member is arranged on the output side end side relative to the rotation center axis of the driven gear, so that a dead point state in which the link member does not move even if an external force is applied to the parking rod can be achieved. As a result, an increase in the movement amount of the link member in the structure for achieving a dead point state in the link mechanism in which the link member does not move can be suppressed.

[0025] In the vehicle parking device of one of the above-mentioned methods, it is preferred that the transmission mechanism also includes a stopper, which prevents further rotation of the driven gear caused by the external force applied to the parking rod in the parking lock released state, and prevents further rotation of the driven gear caused by the external force applied to the parking rod in the parking lock state, in the parking lock released state, the stopper prevents further rotation of the driven gear caused by the external force applied to the parking rod, and the rotation of the driven gear returning to the parking position is prevented by the connecting rod component whose driving side end and output side end are linearly arranged relative to the rotation center axis of the driven gear, and, in the parking lock state, the stopper prevents further rotation of the driven gear, and the rotation of the driven gear returning to the non-parking position is prevented by the connecting rod component whose driving side end and output side end are linearly arranged relative to the rotation center axis of the driven gear.

[0026] According to such a structure, further rotation of the driven gear is prevented by the stopper, and the rotation of the driven gear returning to another gear position (parking position or non-parking position) is prevented by the structure in the dead point state where the link member does not move. Therefore, in each of the parking lock state and the parking lock release state, the rotation of the driven gear can be prevented within a range between the rotation angle at which the rotation of the driven gear is prevented by the stopper and the rotation angle at which the rotation of the driven gear is prevented by the structure in the dead point state in the link mechanism where the link member does not move. As a result, in each of the parking lock state and the parking lock release state, a structure that more reliably prevents the rotation of the driven gear can be realized.

[0027] In the vehicle parking device of one of the above-mentioned methods, it is preferred that the transmission mechanism also includes a connecting component connecting the link component and the parking rod, the connecting component has a second rotation axis arranged at the position of the rotation center of the connecting component, and the connecting component is configured to rotate around a rotation center axis passing through the rotation center of the second rotation axis.

[0028] According to such a configuration, the link member can be rotated about the second rotation axis by reciprocating between the parking lock state and the parking lock release state, so that the parking rod can be reciprocated between the parking position and the non-parking position.

[0029] In addition, in another form of the vehicle parking system, the following structure is also conceivable.

[0030] (Supplementary Item 1)

[0031] In order to achieve the above-mentioned purpose, another embodiment of the vehicle parking device of the present invention comprises: a motor, which generates a driving force for switching between a parking lock state and a parking lock release state of the vehicle; a transmission mechanism, which is connected to the motor and transmits the driving force of the motor; and a parking rod, which is connected to the transmission mechanism and reciprocates between a parking position corresponding to the parking lock state and a non-parking position corresponding to the parking lock release state, the transmission mechanism including: a driven gear, which is rotated around a rotation center axis by the driving force from the motor; and a connecting rod component, which has a driving side end and an output side end, the driving side end is connected to the driven gear and rotates together with the rotation of the driven gear, and the output side end is the other end that rotates together with the rotation of the driving side end, in both the parking lock state and the parking lock release state, when viewed from one side of the extension direction of the rotation center axis of the driven gear, the rotation center axis of the driven gear, the driving side end of the connecting rod component and the output side end of the connecting rod component are arranged in a straight line.

[0032] In the vehicle parking device of another embodiment of the present invention, as described above, in both the parking lock state and the parking lock release state, when viewed from one side in the extension direction of the rotation center axis of the driven gear, the rotation center axis of the driven gear, the driving side end of the link member, and the output side end of the link member are arranged in a straight line. Here, it is a dead point state in which the link member, in which the driving side end and the output side end are arranged in a straight line with respect to the rotation center axis of the driven gear, does not transmit torque, so even if the parking rod is to be moved by an external force, the torque generated by the external force is blocked by the link member at the dead point. Therefore, the following structure can be realized: in both the parking lock state and the parking lock release state, it is a dead point state in which the link member does not move even if an external force is applied to the parking rod. In addition, in both the parking lock state and the parking lock release state, since it is a dead point state in the link mechanism in which the link member does not move even if an external force is applied to the parking rod, it is not necessary to provide a sensor for detecting the movement of the parking rod due to an external force and drive the motor based on the detection signal of the sensor so that the driven gear does not move. Thereby, in both the parking lock state and the parking lock released state, it is not necessary to supply electric power to the sensor and the motor, and thus it is possible to suppress the electric power consumption of the vehicle parking apparatus.

[0033] (Supplementary Item 2)

[0034] In the vehicle parking device of the other embodiment mentioned above, it is preferred that, in the parking locked state, when viewed from one side in the extension direction of the rotation center axis of the driven gear, the rotation center axis of the driven gear, the driving side end of the connecting rod part arranged on the side opposite to the output side end relative to the rotation center axis of the driven gear, and the output side end of the connecting rod part are arranged in a straight line, and in the parking locked state, when viewed from one side in the extension direction of the rotation center axis of the driven gear, the rotation center axis of the driven gear, the driving side end of the connecting rod part arranged on the output side end side relative to the rotation center axis of the driven gear, and the output side end of the connecting rod part are arranged in a straight line.

[0035] According to such a structure, by arranging the driving side end of the link member on the side opposite to the output side end relative to the rotation center axis of the driven gear or arranging it on the output side end side relative to the rotation center axis of the driven gear, it is possible to realize a structure in which the link member is in a dead point state where the link member does not move even if an external force is applied to the parking rod. As a result, it is possible to suppress an increase in the movement amount of the link member in the structure for realizing a dead point state in the link mechanism where the link member does not move.

[0036] (Supplementary Item 3)

[0037] In the vehicle parking device of the other embodiments mentioned above, it is preferred that the transmission mechanism further includes a stopper, which prevents further rotation of the driven gear due to the external force applied to the parking rod in the parking lock released state, and prevents further rotation of the driven gear due to the external force applied to the parking rod in the parking lock state, and in the parking lock released state, the stopper prevents further rotation of the driven gear due to the external force applied to the parking rod, and in the parking lock released state, the stopper prevents further rotation of the driven gear, and by a connecting rod component in which the driving side end and the output side end are linearly arranged relative to the rotation center axis of the driven gear, the rotation of the driven gear returning to the parking position is prevented, and, in the parking lock state, the stopper prevents further rotation of the driven gear, and by a connecting rod component in which the driving side end and the output side end are linearly arranged relative to the rotation center axis of the driven gear, the rotation of the driven gear returning to the non-parking position is prevented.

[0038] According to such a structure, further rotation of the driven gear is prevented by the stopper, and the rotation of the driven gear returning to another gear position (parking position or non-parking position) is prevented by the structure in the dead point state where the link member does not move. Thus, in each of the parking lock state and the parking lock release state, the rotation of the driven gear can be prevented within a range between the rotation angle at which the rotation of the driven gear is prevented by the stopper and the rotation angle at which the rotation of the driven gear is prevented by the structure in the dead point state in the link mechanism where the link member does not move. As a result, in each of the parking lock state and the parking lock release state, a structure that more reliably prevents the rotation of the driven gear can be realized.

[0039] (Supplementary Item 4)

[0040] In the vehicle parking device of the other aspect, preferably, the transmission mechanism further includes a rotation shaft disposed on the rotation center axis of the driven gear, and the link member includes an escape portion bent or curved to avoid interference with the rotation shaft.

[0041] According to such a configuration, it is possible to avoid interference between the driven gear and the link member by the escape portion when the driven gear moves with the rotation of the driven gear in order to switch between the parking lock released state and the parking lock released state.

[0042] (Supplementary Item 5)

[0043] In the above-mentioned other forms of vehicle parking devices, preferably, the transmission mechanism also includes a connecting component connecting the connecting rod component and the parking rod, the connecting component having: a first link having one end connected to the connecting rod component; a second link having one end connected to the parking rod; and an output shaft connecting the other end of the first link with the other end of the second link, the first link and the second link being configured to rotate integrally around the rotation center axis of the output shaft.

[0044] According to such a structure, in both the parking lock state and the parking lock release state, even if an external force is applied to the parking rod to generate torque on the first link and the second link, the torque is not transmitted to the driven gear through the link member in the dead point state. As a result, the rotation of the driven gear caused by the external force can be suppressed in the link mechanism whose connecting member is composed of the first link and the second link.

[0045] (Supplementary Item 6)

[0046] In the above-mentioned other forms of vehicle parking devices, preferably, the transmission mechanism also includes a connecting component connecting the connecting rod component and the parking rod, the connecting component having: a rod portion having one end connected to the connecting rod component and the other end connected to the parking rod; and a rotating shaft arranged at the position of the rotation center of the rod portion, the rod portion being configured to rotate around a rotation center axis passing through the rotation center of the rotating shaft.

[0047] According to such a structure, in both the parking lock state and the parking lock release state, even if an external force is applied to the parking rod to generate torque on the rod portion, the torque is not transmitted to the driven gear through the connecting rod member in the dead point state. As a result, the rotation of the driven gear caused by the external force in the rod mechanism in which the connecting member is composed of the rod portion can be suppressed.

[0048] (Supplementary Item 7)

[0049] In the vehicle parking device of the other embodiment described above, in both the parking lock state and the parking lock released state, the distance between the rotation center axis of the driven gear and the driving side end of the connecting rod member is smaller than the distance between the rotation center axis of the driven gear and the output side end of the connecting rod member.

[0050] According to such a configuration, when the driven gear rotates, the amount of movement of the driving end of the link member rotating about the rotation center axis of the driven gear can be reduced, thereby suppressing an increase in the space required for rotating the driving end of the link member.

[0051] (Supplementary Item 8)

[0052] In the vehicle parking device of the other embodiment described above, when viewed from one side in the extension direction of the rotation center axis of the driven gear, the driving side end of the connecting rod member is arranged on the side opposite to the output side end and the output side end relative to the rotation center axis of the driven gear, so that in both the parking lock state and the parking lock release state, the rotation center axis of the driven gear and the output side end are arranged in a straight line.

[0053] According to such a structure, the driving side end of the link member is arranged on the side opposite to the output side end relative to the rotation center axis of the driven gear or arranged on the output side end relative to the rotation center axis of the driven gear, so that a dead point state in the link mechanism in which the link member does not move even if an external force is applied to the parking rod can be achieved. As a result, an increase in the movement amount of the link member for achieving a dead point state in the link mechanism in which the link member does not move can be suppressed.

[0054] (Supplementary Item 9)

[0055] In the above-mentioned other vehicle parking device, the transmission mechanism is a deceleration mechanism that decelerates in the following manner: during the period when the parking rod reaches the non-parking position from the parking position, the deceleration ratio of the transmission mechanism decreases from the maximum deceleration ratio to the minimum deceleration ratio, and the deceleration ratio of the transmission mechanism increases from the minimum deceleration ratio to the maximum deceleration ratio.

[0056] According to such a structure, the increased reduction ratio can be reduced to the maximum reduction ratio by utilizing the connecting rod member in a dead point state where the torque generated when the parking rod is applied by external force does not rotate the driven gear. As a result, the transmission mechanism can be smoothly driven when switching from the parking position to the non-parking position or from the non-parking position to the parking position. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] Figure 1 It is a front view showing a parking lock released state of the vehicle parking apparatus according to the first embodiment.

[0058] Figure 2 It is a front view showing the parking lock state of the vehicle parking device according to the first embodiment.

[0059] Figure 3 This is a graph showing changes in the reduction ratio of the transmission mechanism when the driven gear of the vehicle parking system according to the first embodiment rotates.

[0060] Figure 4 This is a front view showing a state in which the engaging claw of the parking rod and the teeth of the parking gear face each other in the parking lock released state of the vehicle parking device according to the first embodiment.

[0061] Figure 5 This is a front view showing a state in which an engaging claw of the parking rod presses teeth of the parking gear in the parking lock waiting state of the vehicle parking device according to the first embodiment.

[0062] Figure 6 This is a front view showing a case where an external force to move the parking rod is generated in the parking lock released state of the vehicle parking device according to the first embodiment.

[0063] Figure 7 This is a front view showing a case where an external force to move the parking rod is generated in the parking lock state of the vehicle parking device according to the first embodiment.

[0064] Figure 8 This is a graph showing a first restriction range and a second restriction range in a change in the speed reduction ratio of the transmission mechanism when the driven gear of the vehicle parking device according to the first embodiment rotates.

[0065] Fig. 9 It is a front view showing a parking lock released state of the vehicle parking device according to the second embodiment.

[0066] Fig.10 It is a front view showing the parking lock state of the vehicle parking device according to the second embodiment.

[0067] Fig.11 This is a front view showing a state in which the engaging claw of the parking rod and the teeth of the parking gear face each other in the parking lock released state of the vehicle parking device according to the second embodiment.

[0068] Fig.12 This is a front view showing a state in which an engaging claw of a parking rod presses teeth of a parking gear in a parking lock waiting state of the vehicle parking device according to the second embodiment. DETAILED DESCRIPTION

[0069] Hereinafter, embodiments of the present invention will be described based on the drawings.

[0070] [First embodiment]

[0071] Reference Figures 1 to 8 , the structure of the vehicle parking system 100 according to the first embodiment will be described.

[0072] like Figure 1 and Figure 2 As shown in FIG. 1 , the vehicle parking device 100 is mounted on a vehicle. In the vehicle, when a member (driver) performs a shift operation of a shift position via a parking switch, electric shift position switching control is performed.

[0073] That is, the driver operates the parking switch, and a shift position switching signal is inputted to the vehicle parking device 100 via a sensor provided in the parking switch. Based on the signal inputted from the parking switch, the vehicle parking device 100 is switched to the P (parking) position and the non-P (non-parking) position corresponding to the switching operation of the member, and whether the rotation of the wheel is locked by the vehicle parking device 100 is switched.

[0074] The above-mentioned gear switching control is called shift-by-wire. The vehicle that performs such gear switching control is an electric vehicle that has only a motor as a power source.

[0075] The vehicle parking device 100 has a structure capable of switching between locking and unlocking the rotation of the wheel. The vehicle parking device 100 includes a parking gear 1 , a parking rod 2 , a parking stick 3 , a motor 4 , a housing 5 , and a transmission mechanism 6 .

[0076] The extending direction of the rotation center axis Cm of the motor 4 is defined as the Z direction, one side of the Z direction is defined as the Z1 direction, and the other side of the Z direction is defined as the Z2 direction. Furthermore, the direction in which the motor 4 and the parking gear 1 are arranged is defined as the X direction, the motor 4 side in the X direction is defined as the X1 direction, and the parking gear 1 side in the X direction is defined as the X2 direction. Furthermore, the direction in which the parking gear 1 and the parking rod 2 are arranged is defined as the Y direction, the parking rod 2 side in the Y direction is defined as the Y1 direction, and the parking gear 1 side in the Y direction is defined as the Y2 direction. Furthermore, the X direction is orthogonal to the Y direction. The Z direction is orthogonal to the X direction and the Y direction.

[0077] The parking gear 1 is fixed to the wheel. The parking gear 1 rotates integrally with the wheel. The parking gear 1 is configured so that the locking claw 2 a of the parking rod 2 can mesh with the teeth 1 a of the parking gear 1 .

[0078] The parking rod 2 is rotated toward the parking gear 1 and guided to a position (locking position) where the locking claw 2a and the teeth 1a of the parking gear 1 are meshed with each other. And, the parking rod 2 stops the rotation of the parking gear 1 by guiding the locking claw 2a to the locking position. In this way, the parking lock state is achieved by guiding the locking claw 2a of the parking rod 2 to the locking position.

[0079] The parking rod 2 is rotated in a direction to separate from the teeth 1a of the parking gear 1 and is guided to a position (unlocked position) where the engagement of the locking claw 2a with the teeth 1a of the parking gear 1 is released. The locking claw 2a of the parking rod 2 is guided to the unlocked position, thereby enabling the rotation of the parking gear 1. In this way, the locking claw 2a of the parking rod 2 is guided to the unlocked position, thereby achieving the parking lock release state.

[0080] The parking rod 3 is configured to move in the X1 direction and the X2 direction, respectively. The parking rod 3 is configured to move to the non-parking position P1 corresponding to the parking lock release state by moving in the X1 direction. The parking rod 3 is configured to move to the parking position P2 corresponding to the parking lock state by moving in the X2 direction. That is, the parking rod 3 is configured to move back and forth between the parking position P2 corresponding to the parking lock state and the non-parking position P1 corresponding to the parking lock release state. The parking rod 3 is connected to the transmission mechanism 6, so that the driving force transmitted from the motor 4 via the transmission mechanism 6 is used to move linearly.

[0081] The parking rod 3 includes a rod portion 31 , a cam portion 32 , a retraction spring 33 , and a support portion 34 .

[0082] The rod portion 31 is a rod-shaped member extending in the X direction.

[0083] The cam portion 32 is fixed to the top end of the rod portion 31. The cam portion 32 is configured to reciprocate in a direction approaching the parking rod 2 (X2 direction) and in a direction away from the parking rod 2 (X1 direction) together with the reciprocating movement of the parking rod 3. Here, the cam portion 32 moves in a direction approaching the parking rod 2, and the cam surface of the cam portion 32 rotates the parking rod 2 so that the locking claw 2a reaches the locked position. The cam portion 32 moves in a direction away from the parking rod 2, and the cam surface of the cam portion 32 rotates the parking rod 2 so that the locking claw 2a reaches the unlocked position.

[0084] The retraction spring 33 is, for example, a coil spring. One end of the retraction spring 33 on the X2 direction side abuts against the X1 direction side of the cam portion 32 in the rod portion 31. The other end of the retraction spring 33 on the X1 direction side abuts against the X2 direction side of the support portion 34 in the rod portion 31, so that the retraction spring 33 is supported by the support portion 34. Thus, the retraction spring 33 is configured to press the cam portion 32 against the guide portion 7 by pressing the cam portion 32. The guide portion 7 is configured to guide the cam portion 32 moving in the X2 direction to the Y2 direction side (parking rod 2 side). The guide portion 7 is opposite to the parking rod 2 in the Y direction.

[0085] The motor 4 is configured to generate a driving force for switching the parking lock state and the parking lock release state of the vehicle. The motor 4 is a three-phase motor of a surface magnet type (SPM (Surface Permanent Magnet Motor)) equipped with permanent magnets. Specifically, the motor 4 includes a stator 41, a rotor 42 and a motor shaft 43. The stator 41 has: a stator core and a multi-phase (U-phase, V-phase and W-phase) excitation coil that generates a magnetic force by energizing. The rotor 42 rotates around a rotation center axis Cm extending in the Z direction. The motor shaft 43 is connected to the rotor 42. The motor shaft 43 rotates together with the rotor 42 around the rotation center axis Cm extending in the Z direction.

[0086] The housing 5 is a member that accommodates the motor 4 in a fixed position. The housing 5 rotatably supports the motor shaft 43 provided in the motor 4 in a fixed position. The rotating shaft 63 and the engaging pin 66a described later are fixed to the housing 5 in a fixed position. The rotating shaft 63 is an example of the "first rotating shaft" in the scope of the claimed protection.

[0087] (Transfer Agency)

[0088] like Figure 1 and Figure 2 As shown, the transmission mechanism 6 is configured to transmit the driving force of the motor 4 to the parking rod 3. The input side of the transmission mechanism 6 is connected to the motor 4. The output side of the transmission mechanism 6 is connected to the parking rod 3.

[0089] Specifically, the transmission mechanism 6 includes a driving gear 61 , a driven gear 62 , a rotating shaft 63 , a link member 64 , a connecting member 65 , and a stopper 66 .

[0090] The driving gear 61 is configured to rotate integrally with the motor shaft 43 about the rotation center axis Cm extending in the Z direction by the driving force from the motor 4. The driving gear 61 is a pinion gear (small diameter gear) attached to the motor shaft 43. The driving gear 61 meshes with the driven gear 62.

[0091] The driven gear 62 is configured to rotate around the rotation center axis Cg by the driving force from the motor 4. The driven gear 62 is a sector gear (sector gear) mounted on the rotating shaft 63 and having a plurality of external teeth on a portion of the outer periphery. The driven gear 62 is connected to the motor 4 via the driving gear 61. The plurality of external teeth of the driven gear 62 mesh with the external teeth of the driving gear 61. The number of teeth of the driven gear 62 is greater than the number of teeth of the driving gear 61. As a result, the rotation speed of the driving gear 61 is decelerated in the driven gear 62. That is, the torque from the motor 4 is increased by being transmitted from the driving gear 61 to the driven gear 62.

[0092] The rotating shaft 63 is arranged on the rotation center axis Cg of the driven gear 62. The rotating shaft 63 extends in the Z direction. The driven gear 62 is attached to the rotating shaft 63 so as to be rotatable integrally with the rotating shaft 63.

[0093] The link member 64 can transmit torque from the driven gear 62 to the connecting member 65, and can transmit torque from the connecting member 65 to the driven gear 62. That is, the link member 64 is a connecting member that connects the driven gear 62 and the connecting member 65.

[0094] The link member 64 includes a link body portion 64a, a driving-side pin 64b, an output-side pin 64c, and a relief portion 64d.

[0095] The link body portion 64a is a plate-like member having a J-shape when viewed from the Z1 direction side.

[0096] The driving side pin 64b connects the driving side (input side) of the connecting rod body 64a to the driven gear 62. The driving side pin 64b is connected to the driving side end E1 of the connecting rod body 64a. The driving side end E1 is a portion of the connecting rod body 64a that is closer to the position of the rotating shaft 63 than the output side pin 64c. The driving side end E1 is a portion located on the periphery of the rotating shaft 63. The driving side pin 64b is connected to a portion on the rotation center axis Cg side of the driven gear 62. The portion on the rotation center axis Cg side of the driven gear 62 is a portion located on the periphery of the rotating shaft 63. The driving side end E1 of the connecting rod member 64 is an end portion of the connecting rod member 64 that is connected to the driven gear 62 via the driving side pin 64b and rotates together with the rotation of the driven gear 62.

[0097] The output side pin 64c connects the output side of the connecting rod body 64a to the connecting member 65. The output side pin 64c is connected to the output side end E2 of the connecting rod body 64a. The output side end E2 is a portion of the connecting rod body 64a that is farther from the rotation shaft 63 than the driving side pin 64b. The output side end E2 is a portion that does not overlap with the driven gear 62 when viewed from the Z1 direction side. The output side pin 64c is connected to the portion of the connecting member 65 on the Y2 direction side. The output side end E2 of the connecting rod member 64 is the other end of the connecting rod member 64 that rotates together with the rotation of the driving side end E1 accompanying the rotation of the driven gear 62.

[0098] In addition, in both the parking lock state and the parking lock release state, when viewed from the Z1 direction side, the distance L1 between the rotation center axis Cg of the driven gear 62 and the driving side end E1 of the connecting rod member 64 is smaller than the distance L2 between the rotation center axis Cg of the driven gear 62 and the output side end E2 of the connecting rod member 64. Specifically, the distance L1 is the distance between the rotation center axis Cg of the driven gear 62 and the center point of the driving side pin 64b when viewed from the Z1 direction side. And the distance L2 is the distance between the rotation center axis Cg of the driven gear 62 and the center point of the output side pin 64c when viewed from the Z1 direction side.

[0099] The relief portion 64d is bent so as not to interfere with the rotation shaft 63. The relief portion 64d is a recessed portion that is formed by recessing a portion of the driving end E1 side of the link body portion 64a toward a side opposite to the rotation center axis Cm side of the motor 4 with respect to the rotation center axis Cg of the driven gear 62. The relief portion 64d, which is the recessed portion, prevents interference between the link member 64 and the rotation shaft 63 in the parking lock state.

[0100] Thus, the avoidance portion 64d is configured to avoid interference with the rotation shaft 63 in the parking locked state while the link member 64 reciprocates between the parking locked state and the parking locked released state. That is, the avoidance portion 64d is configured to bend in a manner not to interfere with the rotation shaft 63 in the parking locked state while the link member 64 reciprocates between the parking locked state and the parking locked released state.

[0101] The connecting member 65 connects the link member 64 and the parking rod 3. The connecting member 65 includes a first link 65a, a second link 65b, an output shaft 65c, and a rod-side pin 65d. The output shaft 65c is an example of a "second rotation shaft" in the scope of the claims.

[0102] The first connecting rod 65a is a plate-shaped member that connects the connecting rod member 64 and the second connecting rod 65b. One end of the first connecting rod 65a on the Y2 direction side is connected to the connecting rod member 64. That is, one end of the first connecting rod 65a on the Y2 direction side is connected to the connecting rod member 64 through the output side pin 64c. The other end of the first connecting rod 65a on the Y1 direction side is connected to the second connecting rod 65b. That is, the other end of the first connecting rod 65a on the Y1 direction side is connected to the second connecting rod 65b through the output shaft 65c.

[0103] The second connecting rod 65b is a plate-shaped member that connects the first connecting rod 65a to the parking rod 3. One end of the second connecting rod 65b on the Y1 direction side is connected to the parking rod 3. That is, one end of the second connecting rod 65b on the Y1 direction side is connected to the parking rod 3 through the rod side pin 65d. The other end of the second connecting rod 65b on the Y2 direction side is connected to the first connecting rod 65a. That is, the other end of the second connecting rod 65b on the Y2 direction side is connected to the first connecting rod 65a through the output shaft 65c.

[0104] The first link 65a and the second link 65b are plate-like members having an L-shape when viewed from the Z1 direction side.

[0105] The output shaft 65c is configured to output the torque transmitted from the motor 4 via the driving gear 61, the driven gear 62 and the link member 64 to the second link 65b connected to the parking rod 3. That is, the output shaft 65c connects the other end of the first link 65a on the Y1 direction side with the other end of the second link 65b on the Y2 direction side.

[0106] The output shaft 65c is a rotation center axis extending in the Z direction for rotating the first link 65a and the second link 65b by the torque from the motor 4. Specifically, the output shaft 65c is a spline shaft having a convex portion protruding in a direction perpendicular to the Z direction.

[0107] Therefore, the first link 65a and the second link 65b are engaged with each other via the output shaft 65c as a spline shaft in the circumferential direction around the central axis of the output shaft 65c. Thus, the first link 65a and the second link 65b are configured to rotate integrally around the rotation center axis Cr of the output shaft 65c.

[0108] <Stop>

[0109] The stopper 66 is configured to prevent the driven gear 62 from further rotating due to the external force applied to the parking rod 3 when the parking lock is released. That is, the stopper 66 is configured to prevent the driven gear 62 from rotating when the parking rod 3 in the non-parking position P1 moves further in the X1 direction (retracts) due to the external force applied to the parking rod 3 when the parking lock is released.

[0110] Furthermore, the stopper 66 is configured to prevent the driven gear 62 from further rotating due to the external force applied to the parking rod 3 in the parking lock state. That is, the stopper 66 is configured to prevent the driven gear 62 from rotating when the parking rod 3 at the parking position P2 moves further in the X2 direction (advances) due to the external force applied to the parking rod 3 in the parking lock state.

[0111] Specifically, the stopper 66 has an engaging pin 66a and a slit 66b.

[0112] The engaging pin 66a extends from the housing 5 in the Z1 direction. The end of the engaging pin 66a on the Z2 direction side is fixed to the housing 5. Thus, the configuration position of the engaging pin 66a is fixed. The engaging pin 66a can be inserted into the slit 66b in sliding contact. The slit 66b is formed to penetrate the driven gear 62 in the Z2 direction. The slit 66b is formed in an arc shape along the circumferential direction around the rotation center axis Cg of the driven gear 62. The rotation center angle of the slit 66b is, for example, about 180 degrees. The slit 66b rotates with the rotation of the driven gear 62.

[0113] Here, in both the parking lock state and the parking lock release state, the inner surface of the end portion of the arc-shaped slit 66b on the X1 direction side is engaged (contacted) with the engaging pin 66a, thereby restricting further rotation of the driven gear 62. That is, in the parking lock state, the arc-shaped slit 66b is arranged on the Y1 direction side of the driven gear 62. The inner surface of the end portion of the arc-shaped slit 66b on the X1 direction side (one side) arranged on the Y1 direction side is engaged with the engaging pin 66a. In the parking lock release state, the arc-shaped slit 66b is arranged on the Y2 direction side of the driven gear 62. The inner surface of the end portion of the arc-shaped slit 66b on the X1 direction side (the other side) arranged on the Y2 direction side is engaged with the engaging pin 66a.

[0114] <Reduction Ratio>

[0115] The transmission mechanism 6 has a function as a speed reduction mechanism for increasing the torque of the motor 4 and transmitting it to the parking rod 3 via the output shaft 65c. Figure 1 and Figure 2 The transmission mechanism 6 is arranged as shown, so that the deceleration of the transmission mechanism 6 is Figure 3 Change as shown. Figure 3 , the reduction ratio of the transmission mechanism 6 is shown corresponding to the change in the rotation angle of the driven gear 62. The reduction ratio of the transmission mechanism 6 is obtained based on the product of the reduction ratio based on the ratio of the number of teeth of the driving gear 61 to the number of teeth of the driven gear 62 and the reduction ratio based on the ratio of the rotation angle of the rotating shaft 63 to the rotation angle of the output shaft 65c.

[0116] Here, the layout of the transmission mechanism 6 refers to the arrangement and size of each of the driving gear 61, the driven gear 62, the rotating shaft 63, the link member 64, the connecting member 65, and the stopper 66 when the transmission mechanism 6 is viewed from the Z1 direction side. Specifically, the layout of the transmission mechanism 6 includes the following elements: the length of the link member 64, the arrangement position of the link member 64, the connection position of the link member 64 and the driven gear 62, the connection position of the link member 64 and the first link 65a, the length of the first link 65a, the arrangement position of the first link 65a, the connection position of the first link 65a and the second link 65b, the angle of the second link 65b relative to the first link 65a, the length of the second link 65b, and the arrangement position of the second link 65b.

[0117] By adjusting the above-mentioned elements, the transmission mechanism 6 functions as a deceleration mechanism that decelerates in a manner that the deceleration ratio of the transmission mechanism 6 decreases from the maximum deceleration ratio to the minimum deceleration ratio and increases from the minimum deceleration ratio to the maximum deceleration ratio during the switching of the parking lock release state of the vehicle to any of the parking lock state and the parking lock waiting state of the vehicle. That is, the transmission mechanism 6 functions as a deceleration mechanism that decelerates in a manner that the deceleration ratio of the transmission mechanism 6 decreases from the maximum deceleration ratio to the minimum deceleration ratio and increases from the minimum deceleration ratio to the maximum deceleration ratio during the shift of the parking rod 3 from the non-parking position P1 to the parking position P2.

[0118] <Dead point of transmission mechanism>

[0119] Furthermore, in the vehicle parking device 100 , a structure is achieved in which the link member 64 does not move due to the external force applied to the parking rod 3 in both the parking lock state and the parking lock released state.

[0120] That is, there is Figure 1The parking rod 3 in the non-parking position P1 shown in the figure may be accidentally moved to the parking position P2 by an external force caused by the vibration of the vehicle. In this case, the vehicle may be accidentally braked. Figure 2 The parking rod 3 in the parking position P2 shown in the figure may be accidentally moved to the non-parking position P1 by an external force caused by the vibration of the vehicle, etc. In this case, the parked vehicle may be accidentally moved.

[0121] And, if Figure 4 and Figure 5 As shown in the figure, when the grooves between the locking claw 2a of the parking rod 2 and the teeth 1a of the parking gear 1 are not opposite to each other and the locking claw 2a of the parking rod 2 and the teeth 1a of the parking gear 1 are opposite to each other, not only the external force due to the vibration of the vehicle, etc., but also the external force due to the retraction spring 33 is applied to the parking rod 3. Therefore, in this case, the parking rod 3 is more likely to move unexpectedly.

[0122] Here, the external force caused by the retraction spring 33 will be described in detail below.

[0123] like Figure 4 As shown, when the locking claw 2a of the parking rod 2 and the tooth 1a of the parking gear 1 are opposite to each other, when the parking rod 3 moves toward the parking position P2 and in the direction of X2, as shown in FIG. Figure 5 As shown, the parking rod 3 in the state where the retraction spring 33 is compressed presses the parking rod 2 to the Y2 direction side. As a result, the locking claw 2a of the parking rod 2 presses the tooth 1a of the parking gear 1. In addition, in the vehicle, the parking gear 1 rotates with the rotation of the vehicle wheel, so that the position of the tooth 1a of the parking gear 1 is shifted, and the cam portion 32 further presses the parking rod 2 to the Y2 direction side due to the elastic deformation of the compressed retraction spring 33, so that the locking claw 2a of the parking rod 2 and the tooth 1a of the parking gear 1 are meshed with each other.

[0124] As mentioned above Figure 5 As shown, in the parking rod 3 in the state where the retraction spring 33 is compressed, a reaction force in the X1 direction is applied to the support portion 34 relative to the pressing force in the X2 direction of the cam portion 32 by the compressed retraction spring 33. The reaction force in the X1 direction applied to the support portion 34 is an external force that moves the parking rod 3 in the parking position P2 to the non-parking position P1. In this way, when the parking rod 3 moves to the parking position P2 in the state where the retraction spring 33 is compressed, not only the external force caused by the vibration of the vehicle, etc., but also the external force caused by the retraction spring 33 is applied to the parking rod 3.

[0125] Here, if Figure 6 and Figure 7As shown, in the vehicle parking device 100 of the first embodiment, the link member 64 is configured to be in a dead point state in both the parking lock state and the parking lock release state. Here, the state in which the link member 64 is in a dead point means that even if the above-mentioned external force is applied to the parking rod 3, the link member 64 does not generate a torque for moving the link member 64 (the link member 64 does not move).

[0126] That is, in the vehicle parking device 100, in the parking lock state, the parking rod 3 in the parking position P2 is moved to the non-parking position P1 without accident by the link member 64 in the dead point state. In the vehicle parking device 100, in the parking lock release state, the parking rod 3 in the non-parking position P1 is moved to the parking position P2 without accident by the link member 64 in the dead point state. In this way, in the vehicle parking device 100, the driving force of the motor 4 is not used, but the unintentional movement of the parking rod 3 is suppressed by the mechanical structure.

[0127] Specifically, in both the parking lock state and the parking lock release state, when viewed from the Z1 direction side (the side in which the rotation center axis Cg of the driven gear 62 extends), the rotation center axis Cg of the driven gear 62, the driving side end E1 of the connecting rod member 64, and the output side end E2 of the connecting rod member 64 are arranged in a straight line.

[0128] That is, Figure 6 As shown, in the parking lock released state, when viewed from the Z1 direction side (the side in which the rotation center axis Cg of the driven gear 62 extends), the rotation center axis Cg of the driven gear 62, the driving side end E1 of the link member 64 arranged on the output side end E2 side with respect to the rotation center axis Cg of the driven gear 62, and the output side end E2 of the link member 64 are arranged in a straight line. Here, in the parking lock released state, when viewed from the Z1 direction side, the rotation center axis Cg of the rotation shaft 63 of the driven gear 62, the center point of the driving side pin 64b of the link member 64 arranged on the X2 direction side with respect to the rotation center axis Cg of the driven gear 62, and the center point of the output side pin 64c of the link member 64 are arranged on the straight line La. In this way, the rotation center axis Cg of the rotating shaft 63 of the driven gear 62 is arranged on the straight line La connecting the center point of the driving side pin 64b of the connecting rod member 64 with the center point of the driving side pin 64b of the connecting rod member 64, so that the connecting rod member 64 becomes the first dead point. At the first dead point, interference with the rotating shaft 63 is avoided.

[0129] And, if Figure 7As shown, in the parking lock state, when viewed from the Z1 direction side (when viewed from the side in which the rotation center axis Cg of the driven gear 62 extends), the rotation center axis Cg of the driven gear 62, the driving side end E1 of the link member 64 arranged on the side opposite to the output side end E2 with respect to the rotation center axis Cg of the driven gear 62, and the output side end E2 of the link member 64 are arranged in a straight line. Here, in the parking lock state, when viewed from the Z1 direction side, the rotation center axis Cg of the rotating shaft 63 of the driven gear 62, the center point of the driving side pin 64b of the link member 64 arranged on the X1 direction side with respect to the rotation center axis Cg of the driven gear 62, and the center point of the output side pin 64c of the link member 64 are arranged on the straight line La. In this way, the rotation center axis Cg of the rotation shaft 63 of the driven gear 62 is arranged on the straight line La connecting the center point of the driving side pin 64b of the connecting rod member 64 with the center point of the driving side pin 64b of the connecting rod member 64, so that the connecting rod member 64 becomes the second dead point. At the second dead point, it is configured to avoid interference with the rotation shaft 63 by the avoidance portion 64d.

[0130] <Rotation Limit Range Based on the First Dead Point and Second Dead Point of the Stopper and Link Member>

[0131] Here, if Figure 6 and Figure 8 As shown, when the rotation angle of the driven gear 62 is the first rotation angle Deg1 in the state where the parking rod 3 is moved to the non-parking position P1, the rotation of the driven gear 62 is limited to the first limit range Re1 ( Figure 8 represented by right-sloping hatching).

[0132] Specifically, in the parking lock released state, the further rotation of the driven gear 62 is prevented by the stopper 66, and the rotation of the driven gear 62 is stopped by the link member 64 in which the driving side end E1 and the output side end E2 are arranged linearly with respect to the rotation center axis Cg of the driven gear 62, thereby returning the parking rod 3 to the parking position P2. Figure 6 Indicated by double dotted lines in the figure). That is, the rotation angle of the driven gear 62 is prevented from rotating in the Ri1 direction of the driven gear 62 from the first rotation angle Deg1 to 0 degrees by the stopper 66. In this way, the lower limit of the first limit range Re1 is set by the stopper 66. Furthermore, even in the case where a reverse input Fr caused by an external force is applied to the parking rod 3 and a torque in the Ro1 direction is generated on the output shaft 65c, the torque is not transmitted to the driven gear 62 through the connecting rod component 64 of the first dead point, and therefore, the rotation angle of the driven gear 62 is not increased from the first rotation angle Deg1 in the Ri2 direction of the driven gear 62 (refer to Figure 7 In this way, the upper limit of the first limiting range Re1 is set by the link member 64 at the first dead point.

[0133] And, if Figure 7 and Figure 8 As shown in the figure, when the rotation angle of the driven gear 62 is the second rotation angle Deg2 in the state where the parking rod 3 is moved to the parking position P2, the rotation of the driven gear 62 is limited to the second limit range Re2 ( Figure 8 denoted by left-slanting hatching).

[0134] Specifically, in the parking lock state, the further rotation of the driven gear 62 is prevented by the stopper 66, and the rotation of the driven gear 62 is stopped by the link member 64 in which the driving side end E1 and the output side end E2 are arranged in a straight line relative to the rotation center axis Cg of the driven gear 62, so that the parking rod 3 returns to the non-parking position P1. Figure 7 Indicated by double dotted lines in the figure). That is, the rotation of the driven gear 62 in the Ri2 direction, in which the rotation angle of the driven gear 62 increases from the second rotation angle Deg2, is prevented by the stopper 66. In this way, the upper limit of the second limit range Re2 is set by the stopper 66. Furthermore, even in the case where a reverse input Fr caused by an external force is applied to the parking rod 3 and a torque in the Ro2 direction is generated on the output shaft 65c, the torque is not transmitted to the driven gear 62 through the connecting rod component 64 at the second dead point. Therefore, the rotation angle of the driven gear 62 in the Ri1 direction, in which the rotation angle of the driven gear 62 decreases from the second rotation angle Deg2, is not performed (refer to Figure 6 In this way, the lower limit of the second limiting range Re2 is set by the link member 64 at the second dead point.

[0135] (Effects of the First Embodiment)

[0136] In the first embodiment, the following effects can be obtained.

[0137] In the first embodiment, as described above, the link member 64 has the escape portion 64d that avoids interference with the rotation shaft 63 while the link member 64 is moving back and forth between the parking lock state and the parking lock release state. Thus, in the parking lock state during the time when the link member 64 is moving back and forth between the parking lock state and the parking lock release state, the link member 64 is arranged at a position where the escape portion 64d avoids interference with the rotation shaft 63, so that even if the parking rod 3 is moved by an external force, the torque generated by the external force can be blocked by the link member 64. Furthermore, in the parking lock release state during the time when the link member 64 is moving back and forth between the parking lock state and the parking lock release state, the link member 64 is arranged at a position where the interference with the rotation shaft 63 is avoided, so that even if the parking rod 3 is moved by an external force, the torque generated by the external force can be blocked by the link member 64. Thus, a structure can be realized in which the link member 64 is in a state where it is difficult to move even if an external force is applied to the parking rod 3 in both the parking lock state and the parking lock release state. Furthermore, when the link member 64 reciprocates with the rotation of the driven gear 62 to switch between the parking lock release state and the parking lock release state, the driven gear 62 and the link member 64 are prevented from interfering with each other by the escape portion 64 d.

[0138] Furthermore, in the first embodiment, as described above, the escape portion 64d is bent so as to avoid interference with the rotation shaft during the period when the link member 64 reciprocates between the parking lock state and the parking lock release state. Thus, the structure of the escape portion 64d that avoids interference between the driven gear 62 and the link member 64 can be realized with a simple structure, so that the complexity of the structure of the link member 64 can be suppressed.

[0139] Furthermore, in the first embodiment, as described above, in the parking lock state, when viewed from the Z1 direction side (the side in which the rotation center axis Cg of the driven gear 62 extends), the rotation center axis Cg of the driven gear 62, the driving side end E1 of the link member 64, and the output side end E2 of the link member 64 are arranged in a straight line. Thus, in the parking lock state, the link member 64, whose driving side end E1 and the output side end E2 are arranged in a straight line with respect to the rotation center axis Cg of the driven gear 62, is in a dead point state where no torque is transmitted. Therefore, even if the parking rod 3 is to move due to an external force, the torque generated by the external force is blocked by the link member 64 at the dead point. Therefore, in the parking lock state, the dead point state in the link mechanism is achieved in which the link member 64 does not move even if an external force is applied to the parking rod 3, and it is not necessary to provide a sensor for detecting the movement of the parking rod 3 due to an external force and drive the motor 4 based on the detection signal of the sensor so that the driven gear 62 does not move. As a result, in the parking lock state, it is not necessary to supply electric power to the sensor and the motor 4 , so that the electric power consumption of the vehicle parking apparatus 100 can be suppressed.

[0140] Furthermore, in the first embodiment, as described above, when viewed from the Z1 direction side (the side in which the rotation center axis Cg of the driven gear 62 extends), the rotation center axis Cg of the driven gear 62, the driving side end E1 of the link member 64 arranged on the side opposite to the output side end E2 with respect to the rotation center axis Cg of the driven gear 62, and the output side end E2 of the link member 64 are arranged in a straight line. Thus, in the parking lock state, the driving side end E1 of the link member 64 is arranged on the output side end E2 side in a manner that the driving side end E1 of the link member 64 is located on the side opposite to the output side end E2 with respect to the rotation center axis Cg of the driven gear 62, so that the dead point state in which the link member 64 does not move even if an external force is applied to the parking rod 3 can be achieved. As a result, the increase in the movement amount of the link member 64 in the structure for achieving the dead point state in the link mechanism in which the link member 64 does not move can be suppressed.

[0141] Furthermore, in the first embodiment, as described above, in the parking lock released state, when viewed from the Z1 direction side (the side in which the rotation center axis Cg of the driven gear 62 extends), the rotation center axis Cg of the driven gear 62, the driving side end E1 of the link member 64, and the output side end E2 of the link member 64 are arranged in a straight line. Thus, in the parking lock released state, the link member 64, in which the driving side end E1 and the output side end E2 are arranged in a straight line with respect to the rotation center axis Cg of the driven gear 62, is in a dead point state where no torque is transmitted, and therefore, even if the parking rod 3 is to be moved by an external force, the torque generated by the external force is blocked by the link member 64 at the dead point. Therefore, in the parking lock released state, the dead point state in the link mechanism is formed such that the link member 64 does not move even if an external force is applied to the parking rod 3, and thus, it is not necessary to provide a sensor for detecting the movement of the parking rod 3 due to an external force and drive the motor 4 based on the detection signal of the sensor so that the driven gear 62 does not move. As a result, in the parking lock released state, it is not necessary to supply electric power to the sensor and the motor 4 , so that the electric power consumption of the vehicle parking apparatus 100 can be suppressed.

[0142] Furthermore, in the first embodiment, as described above, when viewed from the Z1 direction side (the side in which the rotation center axis Cg of the driven gear 62 extends), the rotation center axis Cg of the driven gear 62, the driving side end E1 of the link member 64 disposed on the output side end E2 side with respect to the rotation center axis Cg of the driven gear 62, and the output side end E2 of the link member 64 are arranged in a straight line. Thus, in the parking lock released state, the driving side end E1 of the link member 64 is disposed on the output side end E2 side with respect to the rotation center axis Cg of the driven gear 62, so that a structure in which the link member 64 does not move even if an external force is applied to the parking rod 3 can be realized. As a result, an increase in the amount of movement of the link member 64 in the structure for realizing a dead point state in the link mechanism in which the link member 64 does not move can be suppressed.

[0143] Furthermore, in the first embodiment, as described above, the transmission mechanism 6 includes the stopper 66, which prevents the driven gear 62 from further rotating due to the external force applied to the parking rod 3 in the parking lock released state, and prevents the driven gear 62 from further rotating due to the external force applied to the parking rod 3 in the parking lock state. In the parking lock released state, the driven gear 62 is prevented from further rotating by the stopper 66, and the driven gear 62 is prevented from rotating back to the parking position P2 by the link member 64 whose driving side end E1 and output side end E2 are arranged linearly with respect to the rotation center axis Cg of the driven gear 62. Further, in the parking lock state, the driven gear 62 is prevented from further rotating by the stopper 66, and the driven gear 62 is prevented from rotating back to the non-parking position P1 by the link member 64 whose driving side end E1 and output side end E2 are arranged linearly with respect to the rotation center axis Cg of the driven gear 62. Thus, further rotation of the driven gear 62 is prevented by the stopper 66, and the rotation of the driven gear 62 returning to another shift position (parking position P2 or non-parking position P1) is prevented by the structure in the dead point state where the link member 64 does not move. Therefore, in each of the parking lock state and the parking lock release state, the rotation of the driven gear 62 can be prevented within a range between the rotation angle at which the rotation of the driven gear 62 is prevented by the stopper 66 and the rotation angle at which the rotation of the driven gear 62 is prevented by the structure in the dead point state in the link mechanism where the link member 64 does not move. As a result, in each of the parking lock state and the parking lock release state, a structure that more reliably prevents the rotation of the driven gear 62 can be realized.

[0144] Furthermore, in the first embodiment, as described above, the transmission mechanism 6 includes the connection member 65 that connects the link member 64 and the parking rod 3. The connection member 65 has an output shaft 65c disposed at the position of the rotation center of the connection member 65. The connection member 65 is configured to rotate around the rotation center axis Cr passing through the rotation center of the output shaft 65c. Thus, the connection member 65 can be rotated around the output shaft 65c by the link member 64 going back and forth between the parking lock state and the parking lock release state, so that the parking rod 3 can be moved back and forth between the parking position P2 and the non-parking position P1.

[0145] [Second embodiment]

[0146] Reference Figures 9 to 12 , the structure of the vehicle parking device 200 of the second embodiment will be described. In the second embodiment, the vehicle parking device 200 includes a rod portion 265a. In addition, in the second embodiment, for the same structure as the first embodiment, detailed description is omitted.

[0147] Reference Figures 9 to 12 Next, the structure of the vehicle parking device 200 according to the second embodiment of the present invention will be described.

[0148] The vehicle parking device 200 includes a parking gear 1 , a parking rod 2 , a parking stick 3 , a motor 4 , a housing 5 , and a transmission mechanism 206 .

[0149] The extending direction of the rotation center axis Cm of the motor 4 is defined as the Z direction, one side of the Z direction is defined as the Z1 direction, and the other side of the Z direction is defined as the Z2 direction. Furthermore, the direction in which the motor 4 and the parking gear 1 are arranged is defined as the X direction, the motor 4 side in the X direction is defined as the X1 direction, and the parking gear 1 side in the X direction is defined as the X2 direction. Furthermore, the direction in which the parking gear 1 and the parking rod 2 are arranged is defined as the Y direction, the parking rod 2 side in the Y direction is defined as the Y1 direction, and the parking gear 1 side in the Y direction is defined as the Y2 direction. Furthermore, the X direction and the Y direction are orthogonal to each other. The Z direction is orthogonal to the X direction and the Y direction.

[0150] (Transfer Agency)

[0151] like Fig. 9 and Fig.10 As shown, the transmission mechanism 6 is configured to transmit the driving force of the motor 4 to the parking rod 3. The input side of the transmission mechanism 6 is connected to the motor 4. The output side of the transmission mechanism 6 is connected to the parking rod 3.

[0152] Specifically, the transmission mechanism 6 includes a driving gear 61, a driven gear 62, a rotating shaft 63, a link member 64, a connecting member 265, and a stopper 66. The rotating shaft 63 corresponds to an example of a "first rotating shaft" in the scope of the claims.

[0153] The connecting member 265 connects the link member 64 and the parking rod 3. The connecting member 265 includes a rod portion 265a, a rotation shaft 265b, and a rod-side pin 265c. The rotation shaft 265b corresponds to an example of a "second rotation shaft" in the scope of the claims.

[0154] The rod portion 265a is an L-shaped plate-like member that connects the connecting rod member 64 to the parking rod 3. One end of the rod portion 265a on the Y2 direction side is connected to the connecting rod member 64. That is, one end of the rod portion 265a on the Y2 direction side is connected to the connecting rod member 64 through the output side pin 64c. The other end of the rod portion 265a on the Y1 direction side is connected to the parking rod 3. That is, the other end of the rod portion 265a on the Y1 direction side is connected to the parking rod 3 through the rod side pin 265c.

[0155] The rotation shaft 265b is a rotation center axis extending in the Z direction for rotating the rod 265a by the torque from the motor 4. The rotation shaft 265b is arranged at the position of the rotation center of the rod 265a. The rod 265a is configured to rotate around the rotation center axis Cr passing through the rotation center of the rotation shaft 265b.

[0156] The rod side pin 265c is configured to output the torque transmitted from the motor 4 to the parking rod 3 via the driving gear 61, the driven gear 62, the link member 64 and the rod 265a. That is, the rod side pin 265c connects the other end of the rod 265a on the Y1 direction side to one end of the parking rod 3 on the X1 direction side.

[0157] <Dead point of transmission mechanism>

[0158] Furthermore, in the vehicle parking device 200 , a structure is realized in which the link member 64 does not move due to the external force applied to the parking rod 3 in both the parking lock state and the parking lock released state.

[0159] That is, in the vehicle parking system 200, similarly to the vehicle parking system 100 of the first embodiment, there are Fig. 9 The parking rod 3 in the non-parking position P1 shown in FIG. 1 may be accidentally moved to the parking position P2 by an external force caused by the vibration of the vehicle. Fig.10 The parking rod 3 in the parking position P2 shown in the figure may be accidentally moved to the non-parking position P1 by an external force caused by the vibration of the vehicle. Fig.11 and Fig.12In the parking rod 3 shown in the parking position P2, when the grooves between the locking claw 2a of the parking rod 2 and the tooth 1a of the parking gear 1 are not opposite to each other and the locking claw 2a of the parking rod 2 and the tooth 1a of the parking gear 1 are opposite to each other, not only the external force caused by the vibration of the vehicle but also the external force caused by the retraction spring 33 is applied to the parking rod 3, so that the parking rod 3 accidentally moves to the non-parking position P1.

[0160] Here, if Figures 9 to 12 As shown, in the vehicle parking device 200 of the second embodiment, the link member 64 is configured to be in a dead point state in both the parking lock state and the parking lock release state. Specifically, in both the parking lock state and the parking lock release state, when viewed from the Z1 direction side (the side of the extension direction of the rotation center axis Cg of the driven gear 62), the rotation center axis Cg of the driven gear 62, the driving side end E1 of the link member 64, and the output side end E2 of the link member 64 are arranged in a straight line. In addition, the other structures of the second embodiment are the same as those of the first embodiment described above.

[0161] (Effects of the Second Embodiment)

[0162] In the second embodiment, the following effects can be obtained.

[0163] In the second embodiment, similarly to the first embodiment, the link member 64 has an escape portion 64d, and the escape portion 64d avoids interference with the rotation shaft 63 during the period when the link member 64 reciprocates between the parking lock state and the parking lock release state. Thus, in both the parking lock state and the parking lock release state, a structure in which the link member 64 is difficult to move even if an external force is applied to the parking rod 3 can be achieved.

[0164] Furthermore, in the second embodiment, as described above, the transmission mechanism 206 includes a connecting member 265 that connects the link member 64 to the parking rod 3. The connecting member 265 has a rotation axis 265b disposed at the position of the rotation center of the connecting member 265. The connecting member 65 is configured to rotate around the rotation center axis Cr passing through the rotation center of the rotation axis 265b. Thus, the connecting member 265 can be rotated around the rotation axis 265b by the link member 64 going back and forth between the parking lock state and the parking lock release state, so that the parking rod 3 can be moved back and forth between the parking position P2 and the non-parking position P1. In addition, other effects of the second embodiment are the same as those of the first embodiment, and therefore description thereof is omitted.

[0165] [Modifications]

[0166] In the above embodiments disclosed this time, all points are illustrative and should not be considered as limiting the structure of the present invention. The scope of the present invention includes not only the description of the above embodiments, but also includes all changes (modifications) within the scope of the claims and the equivalent meaning of the claims.

[0167] For example, in the first and second embodiments described above, the vehicle is exemplified as an electric vehicle, but the present invention is not limited thereto. In the present invention, the vehicle may be a hybrid vehicle including an engine and a motor.

[0168] Furthermore, in the first and second embodiments, the vehicle parking device 100, 200 is illustrated as including the parking gear 1, the parking rod 2, the parking stick 3, the motor 4, the housing 5, and the transmission mechanism 6, but the present invention is not limited thereto. In the present invention, the vehicle parking device may include: the parking gear, the parking rod, the parking stick, the motor, the housing, the transmission mechanism, the detent spring, and the brake plate having grooves corresponding to the parking position and the non-parking position.

[0169] Furthermore, in the first and second embodiments, the connecting rod body 64a is exemplified as a plate-like member that is J-shaped by the bent escape portion 64d when viewed from the Z1 direction side, but the present invention is not limited thereto. In the present invention, the connecting rod body may also be a plate-like member that is L-shaped by the bent escape portion when viewed from one side in the extending direction of the rotation center axis of the driven gear.

[0170] [Summary of the present embodiment]

[0171] This embodiment has at least the following structures.

[0172] The vehicle parking device 100, 200 comprises: a motor 4, which generates a driving force for switching between a parking lock state and a parking lock release state of the vehicle; a transmission mechanism 6, 206, which is connected to the motor 4 and transmits the driving force of the motor 4; and a parking rod 3, which is connected to the transmission mechanism 6, 206 and reciprocates between a parking position P2 corresponding to the parking lock state and a non-parking position P1 corresponding to the parking lock release state, and the transmission mechanism 6, 206 includes: a driven gear 62, which is rotated around a central position by the driving force from the motor 4. The central axis Cg rotates; the connecting rod component 64 has a driving side end E1 and an output side end E2, the driving side end is connected to the driven gear 62 and rotates together with the rotation of the driven gear 62, and the output side end is the other end that rotates together with the rotation of the driving side end E1; and a first rotating shaft 63, which is arranged on the rotation central axis Cg of the driven gear 62, the connecting rod component 64 has an avoidance portion 64d, which avoids interference with the first rotating shaft 63 during the period when the connecting rod component 64 reciprocates between the parking lock state and the parking lock release state.

[0173] According to such a configuration, in the parking lock state during the period of reciprocating between the parking lock state and the parking lock release state, the link member 64 is arranged at a position to avoid interference with the first rotation shaft 63 by the avoidance portion 64d, so that even if the parking rod 3 is moved by an external force, the torque generated by the external force can be blocked by the link member 64. In addition, in the parking lock release state during the period of reciprocating between the parking lock state and the parking lock release state, the link member 64 is arranged at a position to avoid interference with the first rotation shaft 63, so that even if the parking rod 3 is moved by an external force, the torque generated by the external force can be blocked by the link member 64. Thus, a configuration can be realized in which the link member 64 is difficult to move even if an external force is applied to the parking rod 3 in both the parking lock state and the parking lock release state. In addition, when the link member 64 reciprocates with the rotation of the driven gear 62 to switch to the parking lock release state and the parking lock release state, the driven gear 62 and the link member 64 are prevented from interfering by the avoidance portion 64d.

[0174] The escape portion 64d is bent or curved so as to avoid interference with the rotation shaft while the link member reciprocates between the parking lock state and the parking lock released state.

[0175] According to such a configuration, the structure of the escape portion 64 d that avoids interference between the driven gear 62 and the link member 64 can be realized with a simple structure, and thus the complication of the structure of the link member 64 can be suppressed.

[0176] In the parking lock state, the rotation center axis Cg of the driven gear 62, the driving side end E1 of the link member 64, and the output side end E2 of the link member 64 are aligned linearly when viewed from one side in the extending direction of the rotation center axis Cg of the driven gear 62.

[0177] According to such a structure, in the parking lock state, the link member 64, in which the driving side end E1 and the output side end E2 are arranged linearly with respect to the rotation center axis Cg of the driven gear 62, is in a dead point state where no torque is transmitted. Therefore, even if the parking rod 3 is moved by an external force, the torque generated by the external force is blocked by the link member 64 at the dead point. Therefore, in the parking lock state, it is a structure in which the link member 64 is in a dead point state in the link mechanism in which the link member 64 does not move even if an external force is applied to the parking rod 3, and it is unnecessary to provide a sensor for detecting the movement of the parking rod 3 due to an external force and drive the motor 4 based on the detection signal of the sensor so that the driven gear 62 does not move. As a result, in the parking lock state, it is unnecessary to supply power to the sensor and the motor 4, so that the power consumption of the vehicle parking device 100, 200 can be suppressed.

[0178] When viewed from one side in the extension direction of the rotation center axis Cg of the driven gear 62, the driving side end E1 of the connecting rod member 64 and the output side end E2 of the connecting rod member 64, which are arranged on the side opposite to the output side end E2 relative to the rotation center axis Cg of the driven gear 62, are arranged in a straight line.

[0179] According to such a structure, in the parking lock state, the driving side end E1 of the link member 64 is arranged on the output side end E2 so as to be located on the opposite side to the output side end E2 with respect to the rotation center axis Cg of the driven gear 62, thereby achieving a structure in which the link member 64 does not move at a dead point even if an external force is applied to the parking rod 3. As a result, it is possible to suppress an increase in the movement amount of the link member 64 in the structure for achieving a dead point in the link mechanism in which the link member 64 does not move.

[0180] In the parking lock released state, the rotation center axis Cg of the driven gear 62, the driving side end E1 of the link member 64, and the output side end E2 of the link member 64 are arranged linearly when viewed from one side in the extending direction of the rotation center axis Cg of the driven gear 62.

[0181] According to such a structure, in the parking lock released state, the link member 64, in which the driving side end E1 and the output side end E2 are arranged linearly with respect to the rotation center axis Cg of the driven gear 62, is in a dead point state where no torque is transmitted. Therefore, even if the parking rod 3 is to be moved by an external force, the torque generated by the external force is blocked by the link member 64 at the dead point. Therefore, in the parking lock released state, the link member 64 is in a dead point state in the link mechanism where the link member 64 does not move even if an external force is applied to the parking rod 3, and it is not necessary to provide a sensor for detecting the movement of the parking rod 3 due to an external force and drive the motor 4 based on the detection signal of the sensor so that the driven gear 62 does not move. As a result, in the parking lock released state, it is not necessary to supply power to the sensor and the motor 4, so that the power consumption of the vehicle parking device 100, 200 can be suppressed.

[0182] When viewed from one side in the extension direction of the rotation center axis Cg of the driven gear 62, the rotation center axis Cg of the driven gear 62, the driving side end E1 of the connecting rod member 64 arranged on the output side end E2 side relative to the rotation center axis Cg of the driven gear 62, and the output side end E2 of the connecting rod member 64 are arranged in a straight line.

[0183] According to such a structure, in the parking lock released state, the driving side end E1 of the link member 64 is arranged on the output side end E2 with respect to the rotation center axis Cg of the driven gear 62, so that a dead point state in which the link member 64 does not move even if an external force is applied to the parking rod 3 can be realized. As a result, an increase in the movement amount of the link member 64 in the structure for realizing a dead point state in the link mechanism in which the link member 64 does not move can be suppressed.

[0184] The transmission mechanism 6, 206 also includes a stopper 66, which prevents further rotation of the driven gear 62 caused by the external force applied to the parking rod 3 in the parking lock released state, and prevents further rotation of the driven gear 62 caused by the external force applied to the parking rod 3 in the parking lock state. In the parking lock released state, further rotation of the driven gear 62 is prevented by the stopper 66, and the rotation of the driven gear 62 returning to the parking position is prevented by the connecting rod component 64 in which the driving side end E1 and the output side end E2 are arranged linearly relative to the rotation center axis Cg of the driven gear 62, and, in the parking lock state, further rotation of the driven gear 62 is prevented by the stopper 66, and the rotation of the driven gear 62 returning to the non-parking position is prevented by the connecting rod component 64 in which the driving side end E1 and the output side end E2 are arranged linearly relative to the rotation center axis Cg of the driven gear 62.

[0185] According to such a structure, further rotation of the driven gear 62 is prevented by the stopper 66, and the rotation of the driven gear 62 returning to another shift position (parking position P1 or non-parking position P2) is prevented by the structure in the dead point state where the link member 64 does not move. Therefore, in each of the parking lock state and the parking lock release state, the rotation of the driven gear 62 can be prevented within a range between the rotation angle at which the rotation of the driven gear 62 is prevented by the stopper 66 and the rotation angle at which the rotation of the driven gear 62 is prevented by the structure in the dead point state in the link mechanism where the link member 64 does not move. As a result, in each of the parking lock state and the parking lock release state, a structure that more reliably prevents the rotation of the driven gear 62 can be realized.

[0186] The transmission mechanism 6, 206 also includes a connecting component 65, 265 connecting the link component 64 and the parking rod 3, and the connecting component 65, 265 has a second rotating shaft 65c, 265b arranged at the position of the rotation center of the connecting component 65, 265, and the connecting component 65, 265 is configured to rotate around a rotation center axis Cr passing through the rotation center of the second rotating shaft 65c, 265b.

[0187] According to such a configuration, the link member 64 reciprocates between the parking lock state and the parking lock release state, and the connecting member 65, 265 can be rotated about the second rotation axis 65c, 265b, so that the parking rod 3 can reciprocate between the parking position P2 and the non-parking position P1.

[0188] Explanation of symbols

[0189] 3 parking rod 4 motor 6, 206 transmission mechanism 62 driven gear 63 rotating shaft (first rotating shaft) 64 connecting rod member 64d avoidance portion 65, 265 connecting member 65c output shaft (second rotating shaft) 66 stopper 100, 200 vehicle parking device 265b rotating shaft (second rotating shaft) Cg (driven gear's) rotation center axis Cr (output shaft's) rotation center axis E1 driving side end E2 output side end P1 non-parking position P2 parking position

Claims

1. A parking device for a vehicle, comprising: a motor that generates a driving force for switching a parking lock state and a parking lock release state of the vehicle; a transmission mechanism connected to the motor and transmitting the driving force of the motor; as well as a parking rod connected to the transmission mechanism and reciprocating between a parking position corresponding to the parking lock state and a non-parking position corresponding to the parking lock release state, The transmission mechanism comprises: a driven gear that is rotated about a rotation center axis by a driving force from the motor; a connecting rod member having a driving side end portion connected to the driven gear and rotating together with the driven gear, and an output side end portion being the other end portion rotating together with the driving side end portion; and a first rotating shaft, the first rotating shaft being arranged on the rotating center axis of the driven gear, The link member includes an escape portion that avoids interference with the first rotation shaft while the link member reciprocates between the parking lock state and the parking lock released state.

2. The vehicle parking device according to claim 1, wherein: The escape portion is bent or curved so as to avoid interference with the first rotation axis while the link member reciprocates between the parking lock state and the parking lock released state.

3. The vehicle parking device according to claim 1, wherein: In the parking lock state, when viewed from one side in the extending direction of the rotation center axis of the driven gear, the rotation center axis of the driven gear, the driving side end of the link member, and the output side end of the link member are arranged in a straight line.

4. The vehicle parking device according to claim 3, wherein: When viewed from one side in the extension direction of the rotation center axis of the driven gear, the rotation center axis of the driven gear, the driving side end of the connecting rod component arranged on the side opposite to the output side end relative to the rotation center axis of the driven gear, and the output side end of the connecting rod component are arranged in a straight line.

5. The vehicle parking device according to claim 1, wherein: In the parking lock released state, when viewed from one side in the extending direction of the rotation center axis of the driven gear, the rotation center axis of the driven gear, the driving side end of the connecting rod member, and the output side end of the connecting rod member are arranged in a straight line.

6. The vehicle parking device according to claim 5, wherein: When viewed from one side in the extension direction of the rotation center axis of the driven gear, the rotation center axis of the driven gear, the driving side end of the connecting rod component arranged on the output side end side relative to the rotation center axis of the driven gear, and the output side end of the connecting rod component are arranged in a straight line.

7. The vehicle parking device according to claim 1, wherein: The transmission mechanism further includes a stopper, which prevents further rotation of the driven gear due to an external force applied to the parking rod in the parking lock released state, and which prevents further rotation of the driven gear due to an external force applied to the parking rod in the parking locked state. In the parking lock released state, the driven gear is prevented from further rotating by the stopper, and the driven gear is prevented from rotating back to the parking position by the connecting rod component in which the driving side end and the output side end are linearly arranged relative to the rotation center axis of the driven gear, and, in the parking lock state, the driven gear is prevented from further rotating by the stopper, and the driven gear is prevented from rotating back to the non-parking position by the connecting rod component in which the driving side end and the output side end are linearly arranged relative to the rotation center axis of the driven gear.

8. The vehicle parking device according to claim 1, wherein: The transmission mechanism further comprises a connecting component for connecting the connecting rod component with the parking rod. The connecting member has a second rotation axis arranged at the position of the rotation center of the connecting member. The connecting member is configured to rotate about a rotation center axis passing through a rotation center of the second rotation shaft.

Images