DRIVE DEVICE FOR A VEHICLE

Abstract

Drive system for a vehicle, which includes: a gearbox housing (5) in which a rotating shaft (13), onto which a force is transmitted from a power source, and a parking lock mechanism (51) are arranged; and a cylindrical bearing support (7b) which is arranged on a side wall (7B) of the gearbox housing (5) and which holds the rotating shaft (13) using a bearing (40G) so that it can rotate, wherein the parking lock mechanism (51) comprises a parking lock wheel (52), a parking lock link (53), a parking lock rod (54) and a bracket (55), wherein the parking lock wheel (52) is mounted on the rotating shaft (13), wherein the parking lock link (53) engages with the parking lock wheel (52) to stop the rotating shaft (13) from rotating, wherein the parking lock rod (54) moves back and forth to cause the parking lock link (53) to engage with or disengage from the parking lock wheel (52), and wherein the bracket (55) holds the parking lock link (53) by means of a parking lock link shaft (53s) so that it can be pivoted, wherein the side wall (7B) of the gearbox housing (5) is equipped with a cylindrical upper mounting section (61) and a cylindrical lower mounting section (62), wherein the cylindrical upper mounting section (61) is located above the cylindrical bearing support (7b) and an upper section of the support (55) is attached to it, wherein the cylindrical lower mounting section (62) is located below the cylindrical bearing support (7b) and a lower section of the support (55) is attached to it, wherein the cylindrical lower mounting section (62) establishes a connection with the cylindrical bearing support (7b) by means of a first rib (65), wherein a third rib (67) provides a connection between a projection (63) which holds the parking lock link shaft (53s) and the cylindrical bearing support (7b) and wherein the support (55) is contoured to conform to a curved outline of the cylindrical bearing support (7b).

Description

BACKGROUND OF THE INVENTION1 Technical Field

[0001] The present invention relates generally to a drive device for a vehicle. 2. Current State of the Art

[0002] A vehicle transmission is known, as taught, for example, in the Japanese patent publication JP 2012-162 214, which has a drive shaft, intermediate shafts, an output shaft, gears, an additional shaft, a second gear and a parking lock device, which are arranged in a transmission housing.

[0003] The parking lock device is equipped with a parking lock wheel that is arranged coaxially to the second gear and can rotate together with the additional shaft. The rotation of the additional shaft is stopped by the engagement of a tooth of a parking lock link (i.e., a locking element) with the parking lock wheel.

[0004] The above type of automatic transmission is designed to have a parking lock device which is not located in a position suitable for reducing mechanical vibrations or deformation of the parking lock device within the transmission housing.

[0005] The above layout of the parking lock device creates a risk that the parking lock link may exert considerable force on the parking lock wheel, causing gear rattle or resulting in a malfunction during operation of a parking lock mechanism, leading to reduced reliability of the parking lock device.

[0006] DE 32 43 308 A1, JP 2016-038 008 A, and JP 2016-040 480 A each disclose a drive device for a vehicle comprising a gearbox housing in which a rotating shaft, to which a force is transmitted from a power source, and a parking lock mechanism are arranged, and a cylindrical bearing bracket located on a side wall of the gearbox housing, which holds the rotating shaft by means of a bearing so that it can rotate. The parking lock mechanism includes a parking lock wheel, a parking lock link, a parking lock rod, and a bracket. The parking lock wheel is mounted on the rotating shaft. The parking lock link engages with the parking lock wheel to stop the rotating shaft from rotating. The parking lock bar can move back and forth to cause the parking lock link to engage with or disengage from the parking lock wheel.The bracket holds the parking lock link by means of a parking lock link shaft in such a way that it can be pivoted. The side wall of the gearbox housing is equipped with a cylindrical upper mounting section and a cylindrical lower mounting section. The lower mounting section is located below the bearing bracket, and a lower section of the bracket is attached to it. The bracket is contoured to conform to the curved outline of the bearing bracket. While DE 32 43 308 A1 does not disclose a precise description of the design of the parking lock, JP 2016-038 008 A and JP 2016-040 480 A do not disclose the design of the parking lock bracket in detail.

[0007] US Patent 2006 / 0070839A1 discloses a parking lock mechanism for a drive device comprising a gearbox housing that includes a side wall and a bearing support for a rotating shaft. The parking lock mechanism includes a parking lock wheel, a parking lock link, a parking lock rod, and a support. Upper and lower cylindrical mounting sections are also shown. BRIEF SUMMARY OF THE INVENTION

[0008] The invention was conceived with regard to the aforementioned problems. One objective is to provide a drive device for vehicles designed to include a parking lock mechanism located at a suitable point in a gearbox housing in order to reduce mechanical vibrations or deformation of the parking lock mechanism, thereby improving reliability during operation of the parking lock mechanism.

[0009] According to one aspect of the invention, a drive device for a vehicle is provided, comprising: (a) a gearbox housing in which a rotating shaft, to which a force is transmitted from a power source, and a parking lock mechanism are arranged; and (b) a cylindrical bearing support arranged on a side wall of the gearbox housing, which supports the rotating shaft by means of a bearing so that it may rotate. The parking lock mechanism comprises a parking lock wheel, a parking lock link, a parking lock rod, and a support. The parking lock wheel is mounted on the rotating shaft. The parking lock link engages with the parking lock wheel to stop the rotating shaft from rotating. The parking lock rod can move back and forth to cause the parking lock link to engage with or disengage from the parking lock wheel.The bracket holds the parking lock link by means of a parking lock link shaft, allowing it to pivot. The side wall of the gearbox housing is equipped with a cylindrical upper mounting section and a cylindrical lower mounting section. The upper mounting section is located above the bearing bracket, and an upper section of the bracket is attached to it. The lower mounting section is located below the bearing bracket, and a lower section of the bracket is attached to it. The bracket is contoured to conform to the curved outline of the bearing bracket. ADVANTAGEOUS EFFECTS OF THE INVENTION

[0010] According to the foregoing invention, the parking lock mechanism is arranged at a suitable location in the gearbox housing, thereby minimizing mechanical vibrations or deformation of the parking lock mechanism and improving reliability during operation of the parking lock mechanism. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a view from the left side, showing a drive device for a vehicle according to an embodiment of the invention. Fig. Figure 2 is a rear view showing a drive device for a vehicle according to an embodiment of the invention. Fig. Figure 3 is a skeletal view representing a drive device for a vehicle according to the invention. Fig. 4 is a sectional view along a line IV-IV in Fig. 1. Fig. Figure 5 is a view of an inner surface of a left housing of a drive device for a vehicle according to an embodiment of the invention. Fig. Figure 6 is a view of a left surface of a drive device for a vehicle according to an embodiment of the invention, from which a cover element has been removed. Fig. 7 is a sectional view along a line VII-VIIin Fig. 1. Fig. Figure 8 is an enlarged view around a parking lock mechanism of a drive device according to an embodiment of the invention. Fig. Figure 9 is an enlarged view of an inner surface of a left housing, from which a parking lock mechanism is removed, in a drive device for a vehicle according to an embodiment of the invention. Fig. 10 is a sectional view along a line XX in Fig. 1. EXECUTIONAL FORM FOR REALIZATION OF THE INVENTION

[0011] A drive device for a vehicle according to one embodiment of the invention comprises: (a) a gearbox housing in which a rotating shaft, to which a force is transmitted from a power source, and a parking lock mechanism are arranged; and (b) a cylindrical bearing support arranged on a side wall of the gearbox housing, which holds the rotating shaft by means of a bearing so that it may rotate. The parking lock mechanism comprises a parking lock wheel, a parking lock link, a parking lock rod, and a support. The parking lock wheel is mounted on the rotating shaft. The parking lock link engages with the parking lock wheel to stop the rotating shaft from rotating. The parking lock rod can move back and forth to cause the parking lock link to engage with or disengage from the parking lock wheel.The bracket holds the parking lock link by means of a parking lock link shaft, allowing it to pivot. The side wall of the gearbox housing is equipped with a cylindrical upper mounting section and a cylindrical lower mounting section. The cylindrical upper mounting section is located above the cylindrical bearing bracket, and an upper section of the bracket is attached to it. The cylindrical lower mounting section is located below the cylindrical bearing bracket, and a lower section of the bracket is attached to it. The lower mounting section connects to the cylindrical bearing bracket via a first rib. A third rib connects a projection to the cylindrical bearing bracket. The bracket is contoured to conform to the curved outline of the cylindrical bearing bracket.

[0012] In the drive device for a vehicle according to the embodiment of the invention, the parking lock mechanism can therefore be arranged at a suitable location in the gearbox housing, so that mechanical vibrations or deformation of the parking lock mechanism are minimized and reliability during operation of the parking lock mechanism is improved. FORM OF EXECUTION

[0013] The following describes a drive device for vehicles according to an embodiment of the invention with reference to the drawings.

[0014] The Fig. Figures 1 to 10 are views that depict the drive device for vehicles according to the embodiment of the invention.

[0015] In the Fig. Numbers 1 to 10 are based on a vertical, a longitudinal, and a lateral direction relative to the drive unit mounted in a vehicle. A direction perpendicular to the longitudinal direction of the drive unit is the lateral direction. A direction at the height of the drive unit is the vertical direction.

[0016] First, the structure is described.

[0017] In Fig. 1 is a hybrid vehicle 1 (hereinafter referred to simply as a vehicle) equipped with a vehicle body 2. The vehicle body 2 has a dashboard 3 that separates a front combustion engine compartment 2A from a rear passenger compartment 2B. A drive unit 4 (which serves as a propulsion device for vehicles) is located in the combustion engine compartment 2A. The drive unit 4 is equipped with six forward gears and one reverse gear.

[0018] In Fig. 2 The drive unit 4 is equipped with a gearbox housing 5. The gearbox housing 5 includes a right housing 6 and a left housing 7.

[0019] An internal combustion engine 8 is connected to the right housing 6. The internal combustion engine 8 has a crankshaft 9 (see Fig. 3) The crankshaft 9 is arranged such that it extends in the lateral direction of the vehicle 1. In other words, the internal combustion engine 8 according to this embodiment is a transversely mounted internal combustion engine. The vehicle 1 is a front-engine, front-wheel-drive vehicle (FF vehicle). The engine 8 is an internal combustion engine and serves as a power source according to the invention.

[0020] In Fig. 2 The left housing 7 is arranged on the side of the right housing 6 opposite the internal combustion engine 8. In other words, the left housing 7 is located to the left of the right housing 6. The right housing 6 has a left outer peripheral edge that defines a flange 6F. In the Fig. 2 and Fig. 4 The left housing 7 has a right outer peripheral edge that defines a flange 7F.

[0021] A plurality of projections 7f are formed on the flange 7F, into which screws 23A are inserted (see Fig. 1) The projections 7f are arranged along the flange 7F.

[0022] In Fig. 2 A plurality of projections 6f are formed on the flange 6F, which are aligned with the projections 7f. The projections 6f of the flange 6F and the projections 7f of the flange 7F are fastened to each other using the screws 23A to connect the right housing 6 and the left housing 7.

[0023] A coupling 10 is arranged in the right housing 6 (see Fig. 3) In the left housing 7 is a drive shaft 11, which is in Fig. Figure 3 shows a forward output shaft 12, a reverse output shaft 13, and a differential gear 15. The drive shaft 11, the forward output shaft 12, and the reverse output shaft 13 extend parallel to each other.

[0024] In Fig. 3. The drive shaft 11 is coupled to the internal combustion engine 8 via the clutch 10, so that a force generated by the internal combustion engine 8 is transmitted to the drive shaft 11 via the clutch 10. A drive gear 16A for first speed, a drive gear 16B for second speed, a drive gear 16C for third speed, a drive gear 16D for fourth speed, a drive gear 16E for fifth speed, and a drive gear 16F for sixth speed are mounted on the drive shaft 11.

[0025] The drive gears 16A and 16B are fixed to the drive shaft 11 so that they rotate together with the drive shaft 11. The drive gears 16C to 16F are held by needle bearings (not shown) so that they can rotate relative to the drive shaft 11.

[0026] On the forward output shaft 12 are mounted an output gear 17A for the first speed, an output gear 17B for the second speed, an output gear 17C for the third speed, an output gear 17D for the fourth speed, an output gear 17E for the fifth speed, an output gear 17F for the sixth speed, and a forward axle drive gear 17G. Each output gear from 17A to 17F meshes with a corresponding input gear from 16A to 16F, achieving a predetermined gear ratio.

[0027] The output gears 17A and 17B are mounted on the forward output shaft 12 using needle bearings (not shown) so that they can rotate relative to the forward output shaft 12. The output gears 17C to 17F and the axle drive gear 17G are fixed to the forward output shaft 12 so that they rotate together with the forward output shaft 12.

[0028] When first gear is engaged, the power generated by the internal combustion engine 8 is transmitted from the drive shaft 11 through the drive gear 16A and the output gear 17A to the forward output shaft 12. When second gear is engaged, the power generated by the internal combustion engine 8 is transmitted from the drive shaft 11 through the drive gear 16B and the output gear 17B to the forward output shaft 12.

[0029] A first synchronizer 18 is mounted on the forward output shaft 12 between the output gear 17A and the output gear 17B.

[0030] When first gear is selected during a gearshift operation, the first synchronizer 18 engages the first-speed output gear 17A with the forward output shaft 12. When second gear is selected during a gearshift operation, the first synchronizer 18 engages the second-speed output gear 17B with the forward output shaft 12. In this way, either the output gear 17A or the output gear 17B rotates together with the forward output shaft 12.

[0031] A second synchronizer 19 is arranged on the drive shaft 11 between the drive gear 16C and the drive gear 16D.

[0032] When third gear is selected during a gear shift, the second synchronizer 19 engages the drive gear 16C with the drive shaft 11. When fourth gear is selected during a gear shift, the second synchronizer 19 engages the drive gear 16D with the drive shaft 11. In this way, the drive gear 16C or the drive gear 16D rotates together with the drive shaft 11.

[0033] When third gear is engaged, the power generated by the internal combustion engine 8 is transmitted from the drive shaft 11 through the drive gear 16C and the output gear 17C to the forward output shaft 12. When fourth gear is engaged, the power generated by the internal combustion engine 8 is transmitted from the drive shaft 11 through the drive gear 16D and the output gear 17D to the forward output shaft 12.

[0034] A third synchronizer 20 is arranged on the drive shaft 11 between the drive gear 16E and the drive gear 16F.

[0035] When fifth gear is selected during a gear shift, the third synchronizer 20 engages the drive gear 16E with the drive shaft 11. When sixth gear is selected during a gear shift, the third synchronizer 20 engages the drive gear 16F with the drive shaft 11. In this way, either the drive gear 16E or the drive gear 16F rotates together with the drive shaft 11.

[0036] When fifth gear is engaged, the power generated by the internal combustion engine 8 is transmitted from the drive shaft 11 through the drive gear 16E and the output gear 17E to the forward output shaft 12. When sixth gear is engaged, the power generated by the internal combustion engine 8 is transmitted from the drive shaft 11 through the drive gear 16F and the output gear 17F to the forward output shaft 12.

[0037] A reverse gear 22A and a reverse axle drive gear 22B are mounted on the reverse output shaft 13. The reverse gear 22A is held on the reverse output shaft 13 by means of a needle bearing (not shown) so that it can rotate relative to the reverse output shaft 13 and engages with the output gear 17A. The reverse axle drive gear 22B is fixed to the reverse output shaft 13 so that it rotates together with the reverse output shaft 13.

[0038] A fourth synchronizer 21 is mounted on the reverse output shaft 13. When reverse gear is selected during a gearshift operation, the fourth synchronizer 21 couples the reverse gear 22A with the reverse output shaft 13, so that the reverse gear 22A rotates together with the reverse output shaft 13.

[0039] When reverse gear is engaged, the power generated by the internal combustion engine 8 is transmitted from the drive shaft 11 through the drive gear 16A, the output gear 17A, which can rotate in relation to the forward output shaft 12, and the reverse gear 22A to the reverse output shaft 13.

[0040] The forward axle drive gear 17G and the reverse axle drive gear 22B engage with an axle output gear 15A of the differential gear 15, so that the force of the forward output shaft 12 or the reverse output shaft 13 is supplied to the differential gear 15 via the forward axle drive gear 17G or the reverse axle drive gear 22B.

[0041] The differential gear 15 is equipped with the axle output gear 15A, a differential housing 15B on whose outer periphery the axle output gear 15A is mounted, and a differential mechanism 15C which is arranged in the differential housing 15B.

[0042] The differential housing 15B has a cylinder (not shown) attached to one of its right ends. The differential housing 15B also has a cylinder (not shown) located in one of its left ends. The ends of a left and a right drive shaft 24L and 24R are inserted into the cylinders of the differential housing 15B (see the Fig. 2 and Fig. 3).

[0043] The left and right drive shafts 24L and 24R have ends connected to the differential mechanism 15C and other ends connected to a left and a right drive wheel (not shown). The differential 15 acts to distribute the power generated by the internal combustion engine 8, using the differential mechanism 15C, to the left and right drive shafts 24L and 24R and then to the drive wheels.

[0044] In the Fig. 1 and Fig. 2 The left housing 7 has a mounting attachment section 31 on an upper section thereof. A mounting bracket (not shown) is attached to the mounting attachment section 31 using screws (not shown).

[0045] The mounting bracket is connected to a mounting element equipped with an elastic element located on a left side frame (not shown). This elastically holds the drive unit 4 on the left side frame using the mounting bracket and the mounting element.

[0046] The internal combustion engine 8 is held elastically by means of a right side frame using a mounting bracket and a mounting element, not shown.

[0047] On an upper section of the left housing 7 there is an electric motor 32 behind the mounting section 31.

[0048] In Fig. 2 The electric motor 32 includes an electric motor housing 32A and an electric motor shaft 32B, which is held by the electric motor housing 32A so that it can rotate (see Fig. 3) The electric motor housing 32A contains a rotor (not shown) and a stator (not shown), around which a coil is wound. The electric motor shaft 32B is integrally provided with the rotor.

[0049] When a three-phase alternating current is supplied to the coil of the electric motor 32, the electric motor 32 generates a rotating magnetic field. The stator acts to couple the magnetic flux generated by the coil to the rotor, causing the rotor attached to the electric motor shaft 32B to rotate.

[0050] The left housing 7 is equipped with a reduction gear housing 25, which includes a housing element 26 and a cover element 27. A reduction mechanism 33 is arranged in the reduction gear housing 25 (see Fig. 6).

[0051] In Fig. 3 The reduction mechanism 33 has a first drive gear 34 mounted on the electric motor shaft 32B of the electric motor 32, a first intermediate shaft 35, a second intermediate shaft 36 and the output gear 17D for the fourth speed, which is mounted on the forward output shaft 12.

[0052] On the first intermediate shaft 35, a first driven gear 35A and a second drive gear 35B are mounted. On the second intermediate shaft 36, a second driven gear 36A and a third drive gear 36B are mounted.

[0053] The first driven wheel 35A has a larger diameter than that of the first drive gear 34 and engages with the first drive gear 34.

[0054] The second drive gear 35B has a smaller diameter than that of the first driven gear 35A and the second driven gear 36A and engages with the second driven gear 36A. The third drive gear 36B has a diameter identical to that of the second driven gear 36A, but a diameter larger than that of the fourth-speed output gear 17D, and engages with the fourth-speed output gear 17D.

[0055] As can be seen from the preceding discussion, the driven gear of the reduction mechanism includes the output gear 17D for the fourth speed. In other words, the output gear 17D is used jointly, that is, it serves as a gear-change gear and also as a reduction gear.

[0056] The reduction mechanism 33 is designed to include the drive gears 34, 35B and 36B as well as the driven gears 35A and 36A, the diameters of which are selected to achieve a desired reduction ratio, and it acts to reduce the power generated by the electric motor 32 and to supply it to the forward output shaft 12.

[0057] In the Fig. 2 and Fig. 6 the housing element 26 includes a side wall 28 and a peripheral wall 29, which are integrally formed with the left housing 7.

[0058] In the Fig. 2 and Fig. Figure 5 includes a partition 28A in the side wall 28, which extends upwards from an upper wall 7A of the left housing 7. The partition 28A separates a gear receiving chamber 41 and a reduction gear receiving chamber 42 from each other within the left housing 7 (see Figure 5). Fig. 4) In this embodiment, the upper wall 7A forms an upper wall of a gearbox housing according to the invention.

[0059] An opening 28h is formed in the partition wall 28A (see Fig. 6) The drive shaft 11 and the forward output shaft 12 pass through the opening 28h, so that they are arranged inside the gearbox receiving chamber 41 and the reduction gearbox receiving chamber 42. The gearbox receiving chamber 41 forms a first receiving chamber according to the invention. The reduction gearbox receiving chamber 42 forms a second receiving chamber according to the invention.

[0060] The drive gears 16A, 16B and 16C and the output gears 17A, 17B and 17C are arranged in the gear mounting chamber 41. The drive gears 16D, 16E and 16F and the output gears 17D, 17E and 17F are arranged in the reduction gear mounting chamber 42.

[0061] In the Fig. 5 and Fig. The side wall 28 includes a vertical wall 28B, which extends upwards from the partition wall 28A above the upper wall 7A of the left housing 7. The vertical wall 28B has an electric motor support 28C on an upper section of the side wall 28.

[0062] The electric motor support 28C is in the form of a disk and has an outer diameter identical to that of the electric motor 32, i.e., that of the electric motor housing 32A. The electric motor support 28C has a plurality of projections 28m formed on an outer peripheral section thereof. In other words, the projections 28m are arranged along an outer circumference of the electric motor support 28C.

[0063] The electric motor carrier 28C has screws 23B which are inserted into it (see Fig. 6) The connection of the electric motor 32 to the electric motor carrier 28C is achieved by tightening the screws 23B in threaded holes (not shown) formed in the electric motor housing 32A.

[0064] In the Fig. 4 and Fig. The left housing 7 includes a differential mounting wall 7C. The differential mounting wall 7C is located closer to the right housing 6 than the left wall 7B of the left housing 7 and the partition 28A. The left wall 7B forms a side wall of the gearbox housing according to the invention.

[0065] In Fig. 2 has a cylindrical support 6a on the left side wall 6A of the right housing 6. The support 6a projects from the left side wall 6A away from the left housing 7. The support 6a holds a cylinder 15a (see Fig. 4), which is located on the right end section of the differential housing 15B, using a bearing 40A (see Fig. 4) in such a way that it can turn.

[0066] In Fig. The differential mounting wall 7C is equipped with a cylindrical support 7c. The support 7c projects from the differential mounting wall 7C away from the right housing 6. The support 7c holds the cylinder 15b, which is arranged on a left end section of the differential housing 15B, by means of a bearing 40B, such that it can rotate.

[0067] In the Fig. 2 and Fig. 6 A peripheral wall 29 projects outwards (i.e., to the left) from the partition wall 28A and the vertical wall 28B in the axial direction of the drive shaft 11 or the reverse output shaft 13. An upper end 29u extends upwards above the upper wall 7A of the left housing 7. When viewed in the axial direction of the drive shaft 11, the peripheral wall 29 has an L-shape and surrounds the periphery of the reduction mechanism 33.

[0068] In Fig. 2 is the cover element 27 using screws 23C (see Fig. 1) attached to a protruding end 29a of the peripheral wall 29.

[0069] The side wall 28 has the vertical wall 28B and the partition 28A, which are integrally formed with it. In other words, a section of the side wall 28 located above the upper wall 7A of the left housing 7 defines the vertical wall 28B, while a section of the side wall 28 located below the upper wall 7A defines the partition 28A.

[0070] In Fig. 4 The cover element 27 is equipped with cylindrical bearing mounts 27a and 27b. The bearing mounts 27a and 27b hold the ends of the drive shaft 11 and the forward output shaft using bearings 40C and 40D so that they can rotate.

[0071] The right housing 6 is equipped with bearing mounts (not shown). The bearing mounts of the right housing 6 hold the ends of the drive shaft 11 and the forward output shaft 12 using bearings 40E and 40F so that they can rotate.

[0072] In the Fig. 1 and Fig. 2 An electric motor connection element 32C is arranged behind the electric motor 32. A power cable (not shown) is connected to the electric motor connection element 32C to drive the electric motor 32.

[0073] The electric motor 32 has a cooling water inlet pipe 32a and a cooling water outlet pipe 32b, which are arranged on an upper section of the motor. The cooling water inlet pipe 32a supplies cooling water to the electric motor 32. After the electric motor 32 has cooled, the cooling water is drained from the cooling water outlet pipe 32b.

[0074] The gearbox housing 5 is equipped with a front bracket 46A and a rear bracket 46B. The front bracket 46A connects a right end of the electric motor housing 32A and the right housing 6 to hold the electric motor housing 32A on the right housing 6.

[0075] The rear bracket 46B connects a rear end of the electric motor connecting element 32C and the right housing 6 to hold the electric motor connecting element 32C on the right housing 6. In other words, the electric motor 32 is attached to the right housing 6 at the end of the same that is furthest from the electric motor support 28C.

[0076] The cover element 27 and the partition 28A are each equipped with a plurality of bearing mounts (not shown). The electric motor shaft 32B of the electric motor is held by the bearing mounts of the cover element 27 and the partition 28A so that it can rotate. The first drive gear 34 is attached to the electric motor shaft 32B in such a way that it rotates together with the electric motor shaft 32B.

[0077] The first intermediate shaft 35 and the second intermediate shaft 36 have ends that are held by the bearing brackets of the cover element 27 so that they can rotate. The other ends of the first intermediate shaft 35 and the second intermediate shaft 36 are held by the bearing brackets of the partition 28A so that they can rotate.

[0078] In Fig. An oil pump 45 is arranged in the left housing 7. In particular, the oil pump 45 is arranged in a cylindrical pump housing 7a of the left wall 7B of the left housing 7.

[0079] The oil pump 45 includes an inner rotor 45A and an outer rotor 45B, which is arranged radially outside the inner rotor 45A and surrounds the inner rotor 45A.

[0080] The oil pump 45 consists of a trochoidal oil pump in which inner teeth of the outer rotor 45B selectively engage with outer teeth of the inner rotor 45A to define an operating chamber (not shown) in which oil is received.

[0081] The inner rotor 45A is connected to the reverse output shaft 13 by a drive shaft 13A. In other words, the oil pump 45 is located at one end of the reverse output shaft 13.

[0082] The left wall 7B of the left housing 7 is equipped with a cylindrical bearing bracket 7b. The reverse output shaft 13 has one end which is held by the bearing bracket 7b using a bearing 40G so that it can rotate.

[0083] The left side wall 6A of the right housing 6 is equipped with a bearing bracket 6b. The reverse output shaft 13 has one end which is held by the bearing bracket 6b using a bearing 40H so that it can rotate.

[0084] The power is continuously transmitted from the drive gear 16A through the output gear 17A to the reverse gear 22A of the reverse output shaft 13. In other words, the power of the internal combustion engine 8 is supplied to the reverse output shaft 13 via the drive shaft 11 and the forward output shaft 12.

[0085] When the force from the reverse output shaft 13 is transferred to the inner rotor 45A of the oil pump 45, causing the inner rotor 45A and the outer rotor 45B to rotate in the same direction, the volume of the operating chamber is successively increased or decreased to draw in or discharge oil.

[0086] In an upper section of the pump housing 7a, an oil outlet path 7r is formed, from which oil drained from the oil pump 45 is supplied to the reduction mechanism 33 and teeth of the drive gear 16A up to the drive gear 16F, which engage in teeth of the output gear 17A up to the output gear 17F, via oil paths not shown, which are formed in the left housing 7.

[0087] Oil (not shown) collects on the bottom of the left housing 7. This oil is filtered by an oil filter (not shown) and then supplied to the oil pump 45 via a supply element, such as an oil line.

[0088] The pump housing 7a extends from the bearing support 7b away from the right housing 6 in the axial direction of the reverse output shaft 13. The pump housing 7a and the bearing support 7b have a wall that extends continuously in the axial direction of the reverse output shaft 13.

[0089] In Fig. The left housing 7 includes a parking lock housing 50. The parking lock housing 50 consists of a section of the left wall 7B in front of the bearing bracket 7b, a section of a lower wall 7D of the left housing 7, which is arranged adjacent to the bearing bracket 7b, and a lower section of a front wall 7E of the left housing 7. The lower wall 7D forms a lower wall of the gearbox housing according to the invention.

[0090] A parking lock mechanism 51 is arranged in the parking lock housing 50 of the left housing 7.

[0091] In the Fig. 8 and Fig. 10 The parking lock mechanism 51 includes a parking lock wheel 52, a parking lock link 53, a parking lock rod 54, a bracket 55, a locking plate 56, a hand-operated shaft 57 and a support element 58.

[0092] In Fig. Figure 9 features an upper section of the parking lock housing 50, i.e., an upper section of the left wall 7B, and a cylindrical upper mounting section 61. The upper mounting section 61 is located above the bearing bracket 7b.

[0093] The upper mounting section 61 can be located above a top section of the bearing bracket 7b. In other words, the upper mounting section 61 can be positioned above the bearing bracket 7b in a region of an upper surface of the bearing bracket 7b between the front and rear ends of the bearing bracket 7b.

[0094] The left wall 7B of the parking lock housing 50 has a cylindrical lower mounting section 62. The lower mounting section 62 is located below the bearing bracket 7b.

[0095] The lower mounting section 62 can be located below a lowermost section of the bearing bracket 7b. In other words, the lower mounting section 62 can be located below the bearing bracket 7b in a region of a lower surface of the bearing bracket 7b between the front and rear ends of the bearing bracket 7b.

[0096] When considering the left housing 7 in the axial direction of the reverse output shaft 13 in Fig. 9 a section of the bearing bracket 7b, i.e. a front section 7g of the bearing bracket 7b, lies in the vertical direction in a space between the upper mounting section 61 and the lower mounting section 62.

[0097] In Fig. 8 The bracket 55 includes a curved section 55A which is contoured to conform to the curved outline of the bearing bracket 7b. In particular, the curved section 55A is formed in the shape of an arc or a crescent.

[0098] As in the Fig. 8 and Fig. As shown in Figure 10, the bracket 55 has an upper section 55a which is attached to the upper mounting section 61 using a screw 23D. As shown in Fig. As shown in Figure 8, the bracket 55 has a lower section 55b which is attached to the lower mounting section 62 using a screw 23E.

[0099] The parking lock wheel 52 is fixedly mounted on the reverse output shaft 13, so that it rotates together with the reverse output shaft 13. The parking lock link 53 is equipped with a parking lock link shaft 53s. The parking lock link shaft 53s is attached to a support 55C of the bracket 55 and to a projection 63 formed on the left wall 7B (see Fig. 9).

[0100] The parking lock link 53 is held by the bracket 55 and the left wall 7B by the parking lock link shaft 53s so that it can be pivoted around the parking lock link shaft 53s.

[0101] A tooth 53a is formed on the parking lock link 53. The tooth 53a is moved into or out of one of the grooves 52A in the parking lock wheel 52 in response to a pivoting movement of the parking lock link 53 around the parking lock link shaft 53s.

[0102] When tooth 53a engages in one of the grooves 52A of the parking lock wheel 52, rotation of the parking lock wheel 52 is stopped, thus preventing the reverse output shaft 13 from rotating. The reverse gear 22A on the reverse output shaft 13 engages with the output gear 17A on the forward output shaft 12.

[0103] When the reverse gear 22A is locked with respect to rotation, the forward output shaft 12 is prevented from rotating. This stops the drive wheels from rotating via the drive shafts 24L and 24R, thus bringing the vehicle 1 to a standstill.

[0104] The parking lock rod 54 extends in the axial direction of the reverse gear 22A and has a cam 54A at one of its upper ends. A hollow guide 55B is formed in the bracket 55. The guide 55B is connected to the curved section 55A. The parking lock rod 54 is inserted into the guide 55B. The movement of the parking lock rod 54 is guided by the guide 55B.

[0105] A support element 58 is attached to the guide 55B. A tapered surface 58a is formed on the support element 58 (see Fig. 10), which is inclined upwards from the left housing 7 towards the right housing 6. The cam 54A moves along the tapered surface 58a.

[0106] As the cam 54A moves upwards along the tapered surface 58a of the support element 58, it lifts the parking lock member 53 upwards and engages the tooth 53a with one of the grooves 52A in the parking lock wheel 52.

[0107] The locking plate 56 is mounted on the parking lock rod 54. The locking plate 56 is attached to the manually operated shaft 57. When the manually operated shaft 57 is rotated, the parking lock rod 54 moves back and forth through the locking plate 56 in the axial direction of the forward output shaft 12 (i.e., in the lateral direction of the vehicle 1), causing the cam 54A to move along the tapered surface 58a of the guide 55B.

[0108] When a shift lever (not shown), located inside a passenger compartment of vehicle 1, is moved, the manually operated shaft 57 is rotated by a shifting mechanism (not shown). The rotation of the manually operated shaft 57 causes the locking plate 56 to pivot about the axis of the manually operated shaft 57, thereby moving the parking lock rod 54 back and forth in the axial direction of the forward output shaft 12.

[0109] The reciprocating movement of the parking lock rod 54 causes the cam 54A to move up or down along the tapered surface 58a of the guide 55B, thereby moving the parking lock member 53 up or down to engage or disengage the tooth 53a of the parking lock member 53 from one of the grooves 52A of the parking lock wheel 52. In this embodiment, the bracket 55 forms a holder according to the invention.

[0110] In Fig. 10 an upper fastening section 61 extends from the left wall 7B towards the right housing 6 and connects with a lower section of the peripheral wall 29 on the outer peripheral surface of the left wall 7B (see Fig. 1).

[0111] As in Fig. As shown in Figure 9, a lower mounting section 62 connects to the lower wall 7D of the left housing 7 on an inner wall surface of the left wall 7B (opposite the right housing 6). The left wall 7B has a first rib 65 formed on its inner wall surface. The lower mounting section 62 also connects to the bearing bracket 7b via the first rib 65.

[0112] In Fig. 1 The left wall 7B has a second rib 66 formed on an outer wall surface (further away from the right housing 6). The second rib 66 connects the projection 63 and the upper mounting section 61 and also establishes a connection with the pump housing 7a. In other words, the second rib 66 connects the projection 63, the upper mounting section 61, and the pump housing 7a.

[0113] In Fig. 9 The left wall 7B has a third rib 67 formed on its inner surface. The third rib 67 connects the projection 63 to the bearing support 7b.

[0114] The reverse output shaft 13 and the parking lock mechanism 51 are, as in Fig. Figure 7 clearly shows the reverse output shaft 13 and the parking lock mechanism 51 being located closer to the right housing 6 than the partition 28A. The reverse output shaft 13 and the parking lock mechanism 51 are located in the reduction gear receiving chamber 42. The partition 28A separates the transmission receiving chamber 41, in which the reduction mechanism 33 is located, and the transmission receiving chamber 41, in which the reverse output shaft 13 and the parking lock mechanism 51 are located, from each other in the transmission housing 5.

[0115] Next, the company will be described.

[0116] When the vehicle 1 is moved forward by means of the internal combustion engine 8, the force generated by the internal combustion engine 8 is supplied from the drive shaft 11 to a corresponding one of the drive gears 16A to 16F by means of one of the output gears 17A to 17F, which provides a selected gear ratio.

[0117] The force is then transferred from the axle drive gear 17G of the forward output shaft 12 to the axle output gear 15A and distributed by the differential mechanism 15C of the differential gear 15 to the left and right drive shafts 24L and 24R, so that the vehicle 1 is moved forward.

[0118] When it is necessary for the electric motor 32 to generate a torque or force to move the vehicle 1 forward, the force is supplied to the first driven wheel 35A from the electric motor shaft 32B through the first drive gear 34, provided that the first synchronizer 18 up to the fourth synchronizer 21 are each arranged in a neutral position.

[0119] Subsequently, the force generated by the electric motor 32 is then transmitted through the second drive gear 35B, the second driven gear 36A and the third drive gear 36B to the output gear 17D for the fourth speed.

[0120] The reduction mechanism 33 is designed to include the drive gears 34, 35B and 36B and the driven gears 35A and 36A, the diameters of which are selected to provide the required gear ratio. The rotational speed at which the power generated by the electric motor 32 is transmitted is reduced by the reduction mechanism 33 and then supplied to the forward output shaft 12.

[0121] The force is then supplied to the axle output gear 15A from the axle drive gear 17G of the forward output shaft 12 in order to move the vehicle 1 forward.

[0122] As described above, the drive unit 4 is designed to include the reverse output shaft 13 and the parking lock mechanism 51, which is located in the left housing 7, and also to include the cylindrical bearing support 7b on the left wall 7B of the left housing 7 to hold the reverse output shaft 13 using the bearing 40G so that it can rotate.

[0123] The left wall 7B of the left housing 7 is equipped with the cylindrical upper mounting section 61 and the cylindrical lower mounting section 62. The upper mounting section 61 is located above the bearing bracket 7b, with the upper section 55a of the bracket 55 attached to it. The lower mounting section 62 is located below the bearing bracket 7b, with the lower section 55b of the bracket 55 attached to it. The bracket 55 includes the curved section 55A, which is curved along the outer profile of the bearing bracket 7b.

[0124] The bearing bracket 7b, the upper mounting section 61, and the lower mounting section 62 therefore serve to reinforce the left wall 7B in order to increase its stiffness. The upper mounting section 61 and the lower mounting section 62, to which the bracket 55 is connected, are located close to the bearing bracket 7b, which has high stiffness, thus increasing the stiffness of the upper mounting section 61 and the lower mounting section 62.

[0125] The connection of the bracket 55 with the upper mounting section 61 and the lower mounting section 62, which have high rigidity, thus results in an increase in the rigidity of the bracket 55. This minimizes mechanical vibrations or unwanted deformation of the bracket 55 in order to prevent vibrations or deformation of the parking lock link 53, which is held by the bracket 55.

[0126] The above arrangements prevent gear rattle resulting from a collision between the tooth 53a of the parking lock link 53 and the parking lock wheel 52, thus eliminating the risk of operational failure of the parking lock mechanism 51.

[0127] The above design of the drive unit 4 allows the parking lock mechanism 51 to be arranged at a suitable location in the gearbox housing 5, minimizing mechanical vibrations or deformation of the parking lock mechanism 51, thereby improving the reliability during operation of the parking lock mechanism 51.

[0128] The drive unit 4 is also designed to include the oil pump 45, which is mounted at the end of the length of the reverse output shaft 13 and acts to draw in oil that has accumulated on the bottom of the left housing 7 and to drain it.

[0129] The left wall 7B of the left housing 7 includes the cylindrical pump housing 7a, which extends from the bearing support 7b in the axial direction of the reverse output shaft 13 and in which the oil pump 45 is arranged.

[0130] The pump housing 7a, which has high rigidity, therefore serves to reinforce the bearing bracket 7b in order to increase its rigidity. The increased rigidity of the bearing bracket 7b results in an increase in the rigidity of the upper mounting section 61 and the lower mounting section 62. The upper mounting section 61 and the lower mounting section 62, which exhibit increased rigidity, reinforce the bracket 55 and increase its rigidity.

[0131] Therefore, it is possible to minimize deformation of the bracket 55 in order to reduce mechanical vibrations or deformation of the parking lock link 53 held by the bracket 55, thus considerably improving the reliability during operation of the parking lock mechanism 51.

[0132] The drive unit 4 is also designed to have the bearing support 7b, which has a section that, when viewed from the left housing 7 in the axial direction of the reverse output shaft 13, is located in a space between the upper mounting section 61 and the lower mounting section 62.

[0133] The above layout allows the upper mounting section 61 and the lower mounting section 62 to be positioned closer to the bearing bracket 7b. The bearing bracket 7b, which has high stiffness, thus serves to increase the stiffness of the upper mounting section 61 and the lower mounting section.

[0134] The stiffness of the upper mounting section 61 and the lower mounting section 62 is therefore increased by the bearing bracket 7b, which has high stiffness. The bracket 55 is thus reinforced by the high stiffness of the upper mounting section 61 and the lower mounting section 62, further increasing the stiffness of the bracket 55.

[0135] The drive unit 4 is also designed to have the left housing 7, which is equipped with the reduction gear housing 25, which is integrally formed with the left housing 7 and includes the housing element 26 and the cover element 27, and in which the reduction mechanism 33 is arranged.

[0136] The housing element 26 includes the partition 28A and the vertical wall 28B. The partition 28A separates the gearbox receiving chamber 41 and the reduction gearbox receiving chamber 42 in the left housing 7. The reduction mechanism 33 is located in the reduction gearbox receiving chamber 42. The reverse output shaft 13 and the parking lock mechanism 51 are located in the gearbox receiving chamber 41. The vertical wall 28B extends from the partition 28A to above the upper wall 7A of the left housing 7 and is equipped with the electric motor mount 28C, which is located on the extended end of the vertical wall 28B and to which the electric motor 32 is attached.

[0137] The housing element 26 includes the peripheral wall 29, which projects outwards (i.e., to the left) from the partition wall 28A and the vertical wall 28B in the axial direction of the reverse output shaft 13, and surrounds the reduction mechanism 33. The peripheral wall 29 has the end 29a to which the cover element 27 is connected. The upper mounting section 61 connects to the peripheral wall 29.

[0138] The peripheral wall 29 has the shape of a box and thus exhibits high stiffness, thereby increasing the stiffness of the upper fastening section 61 which is connected to the peripheral wall 29.

[0139] By connecting the upper section 55a of the bracket 55 with the upper mounting section 61, which has high rigidity, mechanical vibrations or deformation of the bracket 55 are minimized.

[0140] The distance between the support 55C and the upper mounting section 61 is greater than that between the support 55C and the lower mounting section 62, as shown from Fig. 8 is visible.

[0141] The above layout can cause a reactive force exerted by the parking lock wheel 52 on the parking lock link 53 to generate and apply a high degree of bending moment from the bracket 55 to the upper mounting section 61 around the parking lock link shaft 53s if the upper mounting section 61 has low stiffness.

[0142] The bending moment results in a deformation of the bracket 55, which creates a risk that the parking lock link shaft 53s may be deformed by a small amount of load applied to it.

[0143] The upper mounting section 61 according to this embodiment is connected to the peripheral wall 29 as described above, thus increasing the stiffness of the upper mounting section 61. This reduces the deformation of the bracket 55, thereby minimizing the deformation of the parking lock link shaft 53s when the reactive force is exerted on the parking lock link 53 by the parking lock wheel 52.

[0144] The drive unit 4 according to this embodiment is also designed to have the lower mounting section 62, which is connected to the lower wall 7D of the left housing 7 and is also connected to the bearing support 7b by the first rib 65.

[0145] The lower fastening section 62 is therefore reinforced by the lower wall 7D and the bearing bracket 7b, thus increasing the stiffness of the lower fastening section 62.

[0146] The distance between the support 55C and the lower mounting section 62 is less than that between the support 55C and the upper mounting section 61, as shown from Fig. 8 is evident. This causes the reactive force exerted by the parking lock wheel 52 on the parking lock link 53 to generate or apply a mechanical load from the parking lock link shaft 53s directly to the lower mounting section 62.

[0147] If the lower mounting section 62 has low stiffness, this can cause the bracket 55 to be deformed or vibrate due to a load exerted directly on the lower mounting section 62 by the parking lock link shaft 53s, resulting in deformation or vibration of the parking lock link shaft 53s.

[0148] The lower mounting section 62 is connected to the lower wall 7D of the left housing 7 as described above, and is also connected to the bearing support 7b by the first rib 65, thus increasing the stiffness of the lower mounting section 62.

[0149] Therefore, it is possible to reduce the deformation or vibration of the bracket when the reactive force is exerted on the parking lock link 53 by the parking lock wheel 52, thus minimizing the deformation or vibration of the parking lock link shaft 53s.

[0150] The drive unit 4 is also designed to have the projection 63, which is located on the left wall 7B of the left housing 7 and holds the parking lock link shaft 53s. The left wall 7B is equipped with the second rib 66, which connects the projection 63 to the upper mounting section 61. The second rib 66 also connects to the pump housing 7a.

[0151] In the above manner, the upper mounting section 61 is connected by the second rib 66 to the projection 63, which has high stiffness, and to the pump housing 7a, which has high stiffness, thus increasing the stiffness of the lower mounting section 62.

[0152] Therefore, it is possible to reduce the deformation or vibration of the bracket 55 when the reactive force is exerted on the parking lock link 53 by the parking lock wheel 52, thus minimizing the deformation or vibration of the parking lock link shaft 53s.

[0153] The drive unit 4 is also designed to have the third rib 67, which is arranged on the left wall 7B and forms a connection between the projection 63 and the bearing support 7b. The projection 63 and the third rib 67, both of which have high stiffness, thus increase the stiffness of the bearing support 7b.

[0154] The bearing bracket 7b therefore serves to increase the stiffness of the upper mounting section 61 and the lower mounting section 62, thereby minimizing the vibrations or deformation of the bracket 55 in order to minimize the vibrations or deformation of the parking lock link 53 held by the bracket 55.

[0155] The drive unit 4 according to this embodiment has the oil pump 45 and the parking lock wheel 52, which is arranged on the reverse output shaft 13, but it can alternatively be designed such that it has the oil pump 45 and the parking lock wheel 52, which is mounted on the drive shaft 11 or the forward output shaft 12.

[0156] Although the present invention has been disclosed with respect to the preferred embodiment to facilitate a better understanding thereof, it is evident that the invention can be implemented in various ways without deviating from the basic concept of the invention. Therefore, the invention is to be understood as including all equivalents and possible modifications with respect to the embodiment shown, which can be realized without deviating from the basic concept of the invention as set forth in the appended claims.

Claims

[1] Propulsion device for a vehicle comprising: a gearbox housing (5) in which a rotating shaft (13), onto which a force is transmitted from a power source, and a parking lock mechanism (51) are arranged; and a cylindrical bearing support (7b) which is arranged on a side wall (7B) of the gearbox housing (5) and which holds the rotating shaft (13) using a bearing (40G) so that it can rotate, wherein the parking lock mechanism (51) comprises a parking lock wheel (52), a parking lock link (53), a parking lock rod (54) and a bracket (55), wherein the parking lock wheel (52) is mounted on the rotating shaft (13), wherein the parking lock link (53) engages with the parking lock wheel (52) to stop the rotating shaft (13) from rotating, wherein the parking lock rod (54) moves back and forth to cause the parking lock link (53) to engage with or disengage from the parking lock wheel (52), and wherein the bracket (55) holds the parking lock link (53) by means of a parking lock link shaft (53s) so that it can be pivoted, wherein the side wall (7B) of the gearbox housing (5) is equipped with a cylindrical upper mounting section (61) and a cylindrical lower mounting section (62), wherein the cylindrical upper mounting section (61) is located above the cylindrical bearing support (7b) and an upper section of the support (55) is attached to it, wherein the cylindrical lower mounting section (62) is located below the cylindrical bearing support (7b) and a lower section of the support (55) is attached to it, wherein the cylindrical lower mounting section (62) establishes a connection with the cylindrical bearing support (7b) by means of a first rib (65), wherein a third rib (67) provides a connection between a projection (63) which holds the parking lock link shaft (53s) and the cylindrical bearing support (7b) and wherein the support (55) is contoured to conform to a curved outline of the cylindrical bearing support (7b). [2] Drive device for a vehicle according to claim 1, wherein an oil pump (45) is arranged on one end of a length of the rotating shaft (13) and acts to draw in oil that has accumulated on a bottom of the gearbox housing (5) and to drain the oil, and wherein the side wall (7B) of the gearbox housing (5) includes a cylindrical pump housing (7a) extending from the cylindrical bearing support (7b) in an axial direction of the rotating shaft (13) and in which the oil pump (45) is arranged. [3] Drive device for a vehicle according to claim 2, wherein the cylindrical bearing support (7b) when viewed in the axial direction of the rotating shaft (13) of the gearbox housing (5) has a section which is arranged between the cylindrical upper mounting section (61) and the cylindrical lower mounting section (62). [4] Drive device for a vehicle according to claim 2 or 3, further comprising an electric motor (32), a reduction mechanism (33) and a reduction gear housing (25), wherein the electric motor (32) is arranged on an upper section of the gearbox housing (5), wherein the reduction mechanism (33) acts to reduce a force supplied by the electric motor (32), wherein the gearbox housing (5) comprises a right housing (6) and a left housing (7), wherein the left housing (7) is equipped with the reduction gear housing (25), which comprises a housing element (26) and a cover element (27), wherein the reduction gear housing (25) is formed integrally with the left housing (7), and the reduction mechanism (33) is arranged therein, wherein the housing element (26) comprises a partition (28A), a vertical wall (28B) and includes a peripheral wall (29),wherein the partition (28A) separates a first receiving chamber (41) and a second receiving chamber (42) in the gearbox housing (5), wherein the reduction mechanism (33) is arranged in the second receiving chamber (42), wherein the rotating shaft (13) and the parking lock mechanism (51) are arranged in the first receiving chamber (41), wherein the vertical wall (28B) extends from the partition (28A) to above an upper wall of the gearbox housing (5) and is equipped with an electric motor support (28C) which is arranged on an extended end of the vertical wall (28B) and to which the electric motor (32) is attached, wherein the peripheral wall (29) projects outwards from the partition (28A) and the vertical wall (28B) in the axial direction of the rotating shaft (13), surrounds the reduction mechanism (33) and has a projecting end with which the Cover element (27) is connected,and wherein the cylindrical upper mounting section (61) forms a connection with the peripheral wall (29). [5] Drive device for a vehicle according to one of claims 2 to 4, wherein the cylindrical lower mounting section (62) forms a connection with a lower wall (7D) of the gearbox housing (5). [6] Drive device for a vehicle according to claim 5, wherein the side wall (7B) of the gearbox housing (5) has the projection (63) which holds the parking lock link shaft (53s), wherein the side wall (7B) has a second rib (66) in addition to the first rib (65), wherein the second rib (66) establishes a connection between the projection (63) and the cylindrical upper mounting section (61) and wherein the second rib (66) establishes a connection with the pump housing (7a). [7] Drive device for a vehicle according to claim 6, wherein the third rib (67) is arranged on the side wall (7B) of the gearbox housing (5), which establishes a connection between the projection (63) and the cylindrical bearing support (7b).

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