Parking lock device for electric vehicles

Abstract

To make compatible both the service performance of a parking lock actuator and connection performance to a lock lever.SOLUTION: A parking lock device of an electric vehicle comprises: a parking lock gear 51 arranged at an intermediate shaft 64 so as to be aligned with a first intermediate gear 63 and a second intermediate gear 65 in an axial direction; a lock lever 52 engaged with upper teeth of the parking lock gear, and capable of locking the parking lock gear; and a parking lock actuator 105 arranged above a motor housing 9, connected to the lock lever via an actuator rod 55, and switching a lock state and an unlock state of the parking lock gear by driving the lock lever. The intermediate shaft is located above a linear line L for connecting a center of an input shaft and a center of an output shaft, and an upper end part of the parking lock gear is located above the input shaft.SELECTED DRAWING: Figure 7

Description

[Technical Field]

[0001] The technology disclosed herein belongs to the technical field of parking lock devices for electric vehicles. [Background technology]

[0002] BACKGROUND ART A parking lock device is known in which a parking lock gear is provided on a motor shaft and a parking lock actuator is provided on an upper part of a housing (for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2017-115965 Summary of the Invention [Problem to be solved by the invention]

[0004] However, it may be difficult to place the parking lock gear on the motor shaft due to its relationship with surrounding components. In such cases, it may be possible to place the parking lock gear on an intermediate shaft, but in order to place the parking lock gear on an intermediate shaft, it is necessary to consider the connection between the lock lever provided on the parking lock gear and the parking lock actuator.

[0005] The technology disclosed herein has been made in consideration of these points, and its purpose is to provide a parking lock device that achieves both serviceability of the parking lock actuator and connectability to the lock lever. [Means for solving the problem]

[0006] In order to solve the above-mentioned problems, the technology disclosed herein targets a parking lock device for an electric vehicle that has a drive motor that drives a vehicle using electric power and a reducer that reduces the power from the drive motor, and the reducer is equipped with an input shaft to which the rotational force of the drive motor is input, an input gear provided on the input shaft, a first intermediate gear that meshes with the input gear, an intermediate shaft on which the first intermediate gear is provided, a second intermediate gear that is provided on the intermediate shaft so as to be aligned with the first intermediate gear in the axial direction, and an output shaft on which an output gear that meshes with the second intermediate gear is provided, The transmission includes a parking lock gear provided on the intermediate shaft, a lock lever that can lock the parking lock gear by engaging with upper teeth of the parking lock gear, and a parking lock actuator that is disposed on an upper part of the motor housing and connected to the lock lever via an actuator rod and drives the lock lever to switch the parking lock gear between a locked state and an unlocked state, wherein the intermediate shaft is located above a straight line connecting the center of the input shaft and the center of the output shaft, and the upper end of the parking lock gear is located above the input shaft.

[0007] According to this configuration, by positioning the parking lock gear at the top and mounting it on the intermediate shaft, it is possible to improve the connection between the lock lever that engages with the top of the parking lock gear and the parking lock actuator, as well as improve the serviceability of the parking lock actuator.

[0008] In one embodiment, the drive motor, the reducer, and a generator that generates power to be supplied to the drive motor are arranged in this order in the motor housing, and a power conversion unit that integrates a motor inverter, a power generation inverter, and a DC-DC converter is arranged on the upper part of the motor housing, and the power conversion unit has the motor inverter and the power generation inverter at its rear and the DC-DC converter in front of the motor inverter, and the parking lock actuator is arranged in front of the power generation inverter and adjacent to the side of the DC-DC converter.

[0009] According to this configuration, the parking lock actuator is disposed in front of the upper part of the motor housing, and the power conversion unit is disposed to the side and rear of it, which makes it possible to further improve the serviceability of the parking lock actuator.

[0010] In one embodiment, the input shaft is integrally formed with the motor shaft of the drive motor, and the bearing portion of the motor shaft located on the reducer side is positioned farther from the drive motor than the input gear, and the parking lock gear is positioned farther from the drive motor than the bearing portion.

[0011] With this configuration, the bearing portion of the motor shaft on the reducer side can be located close to the input gear.

[0012] In one embodiment, an earth brush is provided at a position farther from the drive motor than the bearing portion, and the actuator rod is disposed above the earth brush.

[0013] This configuration allows the actuator rod and the earth brush to be positioned so that they overlap in the vehicle width direction. By positioning the actuator rod above and the earth brush below, it is possible to ensure the serviceability of both the parking lock actuator and the earth brush. [Effects of the Invention]

[0014] As described above, the technology disclosed herein makes it possible to achieve both serviceability of the parking lock actuator and connectivity to the lock lever. [Brief explanation of the drawings]

[0015] [Figure 1] 1 is a block diagram showing a drive system of an electric vehicle in which a parking lock device according to an exemplary embodiment is provided; [Figure 2]FIG. 2 is a perspective view of the motor housing as seen from the left front. [Figure 3] FIG. 2 is a cross-sectional view of the motor housing taken along a substantially horizontal plane passing through the motor shaft. [Figure 4] FIG. 2 is a perspective view of the reducer housing portion as viewed from the front right. [Figure 5] FIG. 2 is a perspective view of the parking lock device as seen from the left rear. [Figure 6] FIG. 2 is a plan view of the parking lock device. [Figure 7] FIG. 2 is a side view showing the parking lock device in a locked state. [Figure 8] FIG. 2 is a side view showing the parking lock device in an unlocked state. DETAILED DESCRIPTION OF THE INVENTION

[0016] Exemplary embodiments will be described in detail below with reference to the drawings. In the following description, the longitudinal direction of the vehicle will be simply referred to as the "longitudinal direction," the front side of the vehicle will be simply referred to as the "front side," and the rear side of the vehicle will be simply referred to as the "rear side." The vehicle width direction is the left-right direction of the vehicle, and the left side of the vehicle will be simply referred to as the "left side," and the right side of the vehicle will be simply referred to as the "right side." Note that, in the lateral direction, the left side when viewed from the rear side to the front side will be referred to as the left, and the right side will be referred to as the right.

[0017] 1 is a block diagram showing a drive system of an electric vehicle equipped with a parking lock device according to an exemplary embodiment. Fig. 1 only shows a schematic diagram of the drive system of the vehicle 1, and the arrangement of each component does not limit the actual arrangement of the components.

[0018] The vehicle 1 is a series hybrid vehicle. The vehicle 1 is equipped with a power unit P consisting of an electric drive unit 10 for driving the vehicle 1 using electric power and an engine body 8 for generating electricity. The electric drive unit 10 has a drive motor 5 that drives the vehicle using electric power, a reduction gear 6 that reduces the power from the drive motor 5 and outputs it, and a generator 7 that generates electric power to be supplied to the drive motor 5. The electric drive unit 10 is housed integrally in a motor housing 9, which will be described later.

[0019] The engine has an engine body 8 and engine-related parts. The engine body 8 is mainly used to drive a generator 7 to generate electricity, and the power to run the vehicle 1 is generated by a drive motor 5. The power generated by the drive motor 5 is changed in speed by a reducer 6 and then transmitted to drive wheels 92 (here, the front wheels) via a differential device 91.

[0020] The vehicle 1 includes a high-voltage battery B1 and a low-voltage battery B2. The high-voltage battery B1 is charged with electricity generated by a generator 7. A power generation inverter 102 is provided between the generator 7 and the high-voltage battery B1. The power generation inverter 102 is electrically connected to the generator 7 and the high-voltage battery B1. Electricity generated by the generator 7 is supplied to the high-voltage battery B1 via the power generation inverter 102. A motor inverter 101 is provided between the drive motor 5 and the high-voltage battery B1. The motor inverter 101 is electrically connected to the drive motor 5 and the high-voltage battery B1. The motor inverter 101 converts electricity from the high-voltage battery B1 into power for driving the drive motor 5 and outputs the power to the drive motor 5. A DC-DC converter 103 is provided between the high-voltage battery B1 and the low-voltage battery B2. The DC-DC converter 103 is electrically connected to the high-voltage battery B1 and the low-voltage battery B2. Electricity from the high-voltage battery B1 is supplied to the low-voltage battery B2 via the DC-DC converter 103. The electricity generated by the generator 7 is supplied to the low-voltage battery B2 via a power generation inverter 102 and a DC-DC converter 103.

[0021] FIG. 2 is a perspective view of the motor housing in which the parking lock device is provided, as seen from the left front. As shown in FIG. 2, a power conversion unit 100 is disposed on top of the motor housing 9. The power conversion unit 100 is integrally configured with a motor inverter 101, a power generation inverter 102, and a DC-DC converter 103. The power conversion unit 100 is substantially L-shaped in plan view. The rear portion of the power conversion unit 100 extends along the vehicle width direction to the same extent as the motor housing 9, and the front portion of the power conversion unit 100 extends forward from the left portion of the rear portion. In other words, the rear portion of the power conversion unit 100 in the vehicle width direction is longer than the front portion.

[0022] The power conversion unit 100 has a motor inverter 101 and a power generation inverter 102 arranged side by side in the left-right direction at the rear, and a DC-DC converter 103 in front of the motor inverter 101. A parking lock actuator 105 is arranged adjacent to the power conversion unit 100, in front of the power generation inverter 102 and to the side of the DC-DC converter 103.

[0023] Figure 3 is a cross-sectional view of the motor housing taken along a substantially horizontal plane passing through the motor shaft. Figure 3 simplifies the structures of the drive motor 5, the reduction gear 6, and the generator 7. As shown in Figure 3, a drive motor housing 5a that houses the drive motor 5, a reduction gear housing 6a that houses the reduction gear 6, and a generator housing 7a that houses the generator 7 are integrally connected in this order in the vehicle width direction to form the motor housing 9.

[0024] More specifically, the motor housing 9 is formed by connecting a first housing 11, a second housing 12, a third housing 13, and a fourth housing 14 in the vehicle width direction. The motor housing 9 is configured such that the second housing 12 and the third housing 13, which are generally cylindrical and extend in the vehicle width direction, are connected, and the first housing 11 and the fourth housing 14 close the openings on both the left and right sides of the second housing 12 and the third housing 13.

[0025] A first bearing portion 21a is provided in the first housing 11. The first bearing portion 21a supports one end portion 20a of the motor shaft 20 so that the motor shaft 20 is rotatable.

[0026] The second housing 12 is connected to the left side of the first housing 11. The cylindrical interior of the second housing 12 is partitioned in the vehicle width direction by a partition wall 12a. A through-hole 12b is provided in the approximate center of the partition wall 12a, allowing the motor shaft 20 to pass through in the vehicle width direction. On the right side of the partition wall 12a, a drive motor 5 is disposed in a drive motor accommodating section 5a formed by the first housing 11 and the second housing 12. On the left side of the partition wall 12a, a reducer 6 is disposed in a reducer accommodating section 6a formed by the second housing 12 and the third housing 13. The reducer accommodating section 6a is formed by expanding the left rear portion of the second housing 12 and the right rear portion of the third housing 13 rearward, so that the reducer 6 is disposed rearward of the motor shaft 20. In addition, a fifth bearing portion 64a is provided in the partition wall 12a, rearward of the motor shaft 20. The fifth bearing portion 64a rotatably supports one end of an intermediate shaft 64 of the reducer 6.

[0027] The third housing 13 is connected to the left side of the second housing 12. The third housing 13 has a partition wall 13a at its right end that divides the vehicle into a reduction gear housing section 6a and a generator housing section 7a in the vehicle width direction. A through hole 13b is provided in the approximate center of the partition wall 13a, allowing the motor shaft 20 to pass through in the vehicle width direction. A boss is formed on the periphery of the through hole 13b, and the boss protrudes to both the left and right sides from the partition wall 13a. A second bearing portion 21b is provided at the end of the through hole 13b facing the reduction gear housing section 6a. The second bearing portion 21b rotatably supports the motor shaft 20. A third bearing portion 71a is provided at the end of the through hole 13b facing the generator housing section 7a. The third bearing portion 71a rotatably supports one end of the generator shaft 70. In addition, a sixth bearing portion 64b is provided in the partition wall 13a, behind the motor shaft 20. The sixth bearing portion 64b rotatably supports the other end portion of the intermediate shaft 64 of the reducer 6. An earth brush housing portion 40 is integrally formed with the partition wall 13a.

[0028] The fourth housing 14 is connected to the third housing 13 in the vehicle width direction on the left side of the partition wall 13a. The generator 7 is accommodated in a generator accommodating section 7a formed by the third housing 13 and the fourth housing 14 on the left side of the partition wall 13a. A fourth bearing 71b is provided in the fourth housing 14. The fourth bearing 71b rotatably supports the other end of the generator shaft 70.

[0029] The motor housing 9 is provided with an earth brush 30 for neutralizing the motor shaft 20. An earth brush accommodating section 40 for accommodating the earth brush 30 is formed so as to protrude from the partition wall 13a toward the reducer accommodating section 6a.

[0030] 4 is a perspective view of the reducer housing 6a as seen from the front right, and is a perspective view of the third housing 13. The earth brush housing 40 has an opening 40a on the front side of the side wall of the third housing 13, and is composed of a substantially cylindrical first housing portion 40b that extends from the opening 40a to near the motor shaft 20, and a second housing portion 40c that is formed by bulging out from the end of the first housing portion 40b so as to surround the outer periphery of the motor shaft 20.

[0031] The earth brush 30 extends in the front-rear direction at a position farther from the drive motor 5 than the second bearing portion 21b, which is located on the reducer 6 side of the motor shaft 20, and its tip abuts against the motor shaft 20. The earth brush 30 is positioned so as to directly contact the outer circumferential surface of the motor shaft 20, thereby enabling the motor shaft 20 to be effectively neutralized.

[0032] As shown in Fig. 3, the earth brush 30 is disposed in a position overlapping a parking lock gear 51 (described later) in the front-rear direction. Also, as shown in Fig. 4, an actuator shaft 57 and an actuator rod 55 are disposed above the earth brush 30.

[0033] The actuator shaft 57 extends in the vertical direction in the front part of the third housing 13. An upper part of the actuator shaft 57 penetrates the side wall from the upper part of the third housing 13 to be exposed to the outside, and is connected to a parking lock actuator 105 disposed in the upper part of the third housing 13. A lower part of the actuator shaft 57 is connected to an actuator rod 55, which extends in the front-rear direction and has a rear end connected to the lock lever 52.

[0034] The drive motor 5 includes a rotor and a stator (not shown), and a motor shaft 20. A rotating magnetic field is generated when a three-phase alternating current is supplied to the stator, and the rotor and motor shaft 20 are rotated by the rotating magnetic field.

[0035] The motor shaft 20 has one end 20a supported by the first bearing portion 21a, and extends from the first housing 11, through the drive motor accommodating portion 5a, and penetrating the partition wall 12a of the second housing 12 into the reducer accommodating portion 6a.

[0036] The other end 20b of the motor shaft 20 penetrates the partition wall 13a from the reducer housing 6a. The other end 20b of the motor shaft 20 protrudes into the earth brush housing 40 and is formed so as to extend from the reducer housing 6a toward the generator housing 7a. Specifically, the other end 20b of the motor shaft 20 extends further toward the generator housing 7a than the earth brush housing 40. A second bearing 21b is provided in the through hole 13b of the third housing 13, closer to the drive motor 5 than the earth brush housing 40. The second bearing 21b rotatably supports the other end of the motor shaft 20.

[0037] An input gear 62 is formed on a portion of the motor shaft 20 located inside the reducer housing 6a. The motor shaft 20 has the input gear 62 on the left side of the drive motor 5, and is supported by the second bearing 21b on the left side of the input gear 62. Therefore, the second bearing 21b located on the reducer 6 side of the motor shaft 20 is located farther from the drive motor 5 than the input gear 62. The earth brush 30 abuts against the left end of the second bearing 21b of the motor shaft 20.

[0038] The generator 7 includes a rotor and a stator (not shown), and a generator shaft 70. When the generator shaft 70 and the rotor are rotated by the power of the engine, electricity is generated in the stator due to electromagnetic induction.

[0039] Fig. 5 is a perspective view of the parking lock device 50 as seen from the left rear, and Fig. 6 is a plan view of the parking lock device 50. As shown in Fig. 5 and Fig. 6, the speed reducer 6 has an input shaft 61 to which the rotational force of the drive motor 5 is input, an input gear 62 provided on the input shaft 61, a first intermediate gear 63 meshing with the input gear 62, an intermediate shaft 64 on which the first intermediate gear 63 is provided, a second intermediate gear 65 provided on the intermediate shaft 64 so as to be aligned with the first intermediate gear 63 in the axial direction, and an output shaft 67 on which an output gear 66 meshing with the second intermediate gear 65 is provided, and reduces the speed of the power from the drive motor 5.

[0040] The input shaft 61, the intermediate shaft 64, and the output shaft 67 extend in the left-right direction and are generally parallel to one another. The input shaft 61, the intermediate shaft 64, and the output shaft 67 are arranged in this order from the front side.

[0041] The input shaft 61 is configured integrally with the motor shaft 20. A part of the motor shaft 20 functions as the input shaft 61 that rotates the input gear 62, and the motor shaft 20 and the input gear 62 rotate integrally.

[0042] The intermediate shaft 64 is supported at one end by a fifth bearing portion 64a formed in the partition wall 12a of the second housing 12 behind the input shaft 61, and at the other end by a sixth bearing portion 64b formed in the partition wall 13a of the third housing 13. A first intermediate gear 63, a second intermediate gear 65, and a parking lock gear 51 are fixed to the intermediate shaft 64 in this order in the left-right direction, and the intermediate shaft 64, the first intermediate gear 63, the second intermediate gear 65, and the parking lock gear 51 rotate integrally.

[0043] The first intermediate gear 63 has a larger diameter than the input gear 62. The first intermediate gear 63 reduces the power of the motor shaft 20. The first intermediate gear 63 is fixed to the right end of the intermediate shaft 64. A second intermediate gear 65 is formed on the intermediate shaft 64 adjacent to the left side of the first intermediate gear 63.

[0044] The second intermediate gear 65 has a smaller diameter than the first intermediate gear 63. The second intermediate gear 65 transmits power to the output gear 66. A parking lock gear 51 is fixed to the intermediate shaft 64 adjacent to the left side of the second intermediate gear 65.

[0045] An output gear 66 meshing with the second intermediate gear 65 is fixed to an output shaft 67 and rotates integrally with the output shaft 67. The output gear 66 has a larger diameter than the second intermediate gear 65. The output gear 66 further reduces the power of the motor shaft 20 and outputs it.

[0046] Fig. 7 is a side view showing the parking lock device in a locked state, and Fig. 8 is a side view showing the parking lock device in an unlocked state. As shown in Figs. 7 and 8, when the reducer 6 is viewed from the side, the intermediate shaft 64 is disposed so as to be located above a straight line L that connects the center of the input shaft 61 and the center of the output shaft 67.

[0047] The parking lock device 50 has such a reducer 6, and is equipped with a parking lock gear 51 provided on the intermediate shaft 64, a lock lever 52 that can engage with the upper teeth of the parking lock gear 51 to lock the parking lock gear 51, and a parking lock actuator 105 that is arranged on top of the motor housing 9.

[0048] The parking lock gear 51 is provided on the intermediate shaft 64 so as to be aligned in the axial direction with the first intermediate gear 63 and the second intermediate gear 65. As shown in Fig. 3, the parking lock gear 51 is disposed at a position farther from the drive motor 5 than the second bearing portion 21b on the reducer 6 side of the motor shaft 20. This allows the second bearing portion 21b on the reducer 6 side of the motor shaft 20 to be located close to the input gear 62.

[0049] The outer shape of the parking lock gear 51 is smaller than that of the first intermediate gear 63 and larger than that of the second intermediate gear 65. The upper end of the parking lock gear 51 is located above the input shaft 61. A lock lever 52 extending in the front-rear direction is disposed above the parking lock gear 51.

[0050] The rear end of the lock lever 52 is rotatably supported by a pin 52a on the third housing 13. A pressing portion 52b is formed at the front end of the lock lever 52. When pressed from above by the parking cam 53, the pressing portion 52b rotates around the pin 52a.

[0051] The lock lever 52 has a protrusion 52c that protrudes downward between a support portion supported by a pin 52a and a pressing portion 52b. The protrusion 52c can engage with a groove between the teeth of the parking lock gear 51 to lock the parking lock gear 51. Two biasing members 54 are provided below and in front of the protrusion 52c of the lock lever 52. The two biasing members 54 bias the lock lever 52 in a direction that disengages the protrusion 52c from the parking lock gear 51, that is, upward. The biasing members 54 are, for example, torsion coil springs.

[0052] The parking cam 53 that presses the pressing portion 52b is provided at the rear end of an actuator rod 55 that extends in the front-to-rear direction above the earth brush housing portion 40. The parking cam 53 has a substantially circular front portion and a substantially conical rear portion whose diameter decreases toward the rear.

[0053] The actuator rod 55 is guided by a guide plate 58 adjacent to the right side and extending in the front-rear direction. The guide plate 58 has an extension 59 at its front end that extends forward. The extension 59 has an engagement roller 59a at its front end.

[0054] The front end of the actuator rod 55 is connected via a swinging body 56 to an actuator shaft 57 extending in the vertical direction, and the actuator shaft 57 is connected to a parking lock actuator 105. The parking lock actuator 105 drives the lock lever 52 to switch the parking lock gear 51 between a locked state and an unlocked state.

[0055] As shown in Fig. 6, the oscillator 56 has an actuator shaft 57 connected to its base end and an actuator rod 55 connected to its tip end. The oscillator 56 is rotatable around the actuator shaft 57 as a rotation axis. The oscillator 56 has two engagement grooves 56a and 56b at its tip end. The two engagement grooves 56a and 56b are formed side by side in the radial direction with the actuator shaft 57 as the center. An engagement roller 59a of the extension portion 59 engages with the engagement grooves 56a and 56b.

[0056] When the parking lock actuator 105 is activated, the actuator shaft 57 rotates. When the rocker 56 rotates together with the actuator shaft 57, the engagement roller 59a rolls between the two engagement grooves 56a, 56b and fits into one of the engagement grooves 56a, 56b, thereby restricting the rotation of the rocker 56.

[0057] When the swinging body 56 rotates from a position close to the lock lever 52 to a position away from the lock lever 52, that is, when the swinging body 56 rotates counterclockwise to the position indicated by the dashed line in Figure 6, the engagement roller 59a moves from the front engagement groove 56a to the rear engagement groove 56b. At this time, the actuator rod 55 is pulled from the rear to the front as the swinging body 56 rotates.

[0058] The movement of the actuator rod 55 and the movement of the lock lever 52 will be described with reference to Figures 7 and 8. As shown in Figure 7, when the parking lock device is in the locked state, the pressing portion 52b of the lock lever 52 is pressed downward by the parking cam 53. In the locked state, the parking cam 53 presses the pressing portion 52b downward at the front portion against the biasing force of the biasing member 54 that pushes the lock lever 52 upward.

[0059] As described above, when the swinging body 56 rotates and the actuator rod 55 is pulled forward along with the swinging body 56, the parking cam 53 also moves forward. When the parking cam 53 moves forward, as shown in FIG. 8, the pressing portion 52b of the lock lever 52 slides on the surface of the parking cam 53 and moves toward the conical end with a smaller diameter, and is pushed upward by the biasing member 54. At this time, the lock lever 52 rotates around the pin 52a as the rotation axis in a direction away from the upper part of the parking lock gear 51, that is, in the clockwise direction in FIG. 7. This movement disengages the convex portion 52c from the parking lock gear 51, and the parking lock device enters an unlocked state.

[0060] As described above, in this embodiment, the intermediate shaft 64 is positioned above the straight line L connecting the center of the input shaft 61 and the center of the output shaft 67, and the upper end of the parking lock gear 51 is positioned above the input shaft 61. This improves the connectivity between the lock lever 52 that engages with the upper part of the parking lock gear 51 and the parking lock actuator 105 that is arranged on the top of the motor housing 9, and also makes it possible to improve the serviceability of the parking lock actuator 105.

[0061] In addition, in this embodiment, the upper part of the motor housing 9 has a motor inverter 101 and a power generation inverter 102 at the rear, and a DCDC converter 103 in front of the motor inverter 101, and the parking lock actuator 105 is arranged in front of the power generation inverter 102 and adjacent to the side of the DCDC converter 103, thereby improving the serviceability of the parking lock actuator 105 on the upper front side of the motor housing 9.

[0062] In addition, in this embodiment, the second bearing portion 21b, which is located on the reducer 6 side of the motor shaft 20, is positioned farther from the drive motor 5 than the input gear 62, and the parking lock gear 51 is positioned farther from the drive motor 5 than the second bearing portion 21b, making it possible to bring the second bearing portion 21b and the input gear 62 close to each other.

[0063] Furthermore, in this embodiment, the earth brush 30 is provided at a position farther from the drive motor 5 than the second bearing portion 21b, and the actuator rod 55 is arranged above the earth brush 30. This makes it possible to arrange the actuator rod 55 and the earth brush 30 one above the other so that they overlap in the vehicle width direction, ensuring the serviceability of both the parking lock actuator 105 and the earth brush 30.

[0064] The above-described embodiments are merely examples and should not be construed as limiting the scope of the present disclosure. The scope of the present disclosure is defined by the claims, and all modifications and variations that fall within the scope of the claims equivalents are within the scope of the present disclosure. [Industrial Applicability]

[0065] The technology disclosed herein is useful as a parking lock device for an electric vehicle that achieves both serviceability of the parking lock actuator and connectivity to the lock lever. [Explanation of symbols]

[0066] 1 vehicle 5 Drive motor 6 Reducer 7. Generator 8 Engine body 9 Motor housing 20 motor shaft 21a 1st bearing part 21b 2nd bearing part 30 Earth Brush 40 Earth brush storage compartment 50 Parking lock device 51 Parking lock gear 52 Lock lever 55 Actuator rod 57 Actuator shaft 61 Input shaft 62 Input gear 63 1st intermediate gear 64 Intermediate shaft 65 Second intermediate gear 66 Output gear 67 Output shaft 100 Power Conversion Unit 101 Motor inverter 102 Power generation inverter 103 DC-DC converter 105 Parking lock actuator

Claims

1. A parking lock device for an electric vehicle includes a drive motor that drives the vehicle using electric power, and a reducer that reduces the power from the drive motor, the reducer including an input shaft to which the rotational force of the drive motor is input, an input gear provided on the input shaft, a first intermediate gear that meshes with the input gear, an intermediate shaft on which the first intermediate gear is provided, a second intermediate gear that is provided on the intermediate shaft so as to be axially aligned with the first intermediate gear, and an output shaft on which an output gear that meshes with the second intermediate gear is provided, a parking lock gear provided on the intermediate shaft so as to be aligned with the first intermediate gear and the second intermediate gear in the axial direction; a lock lever that can engage with an upper tooth of the parking lock gear to lock the parking lock gear; a parking lock actuator that is disposed on an upper portion of the motor housing, that is connected to the lock lever via an actuator rod, and that drives the lock lever to switch the parking lock gear between a locked state and an unlocked state; the intermediate shaft is located above a straight line connecting the center of the input shaft and the center of the output shaft, and an upper end of the parking lock gear is located above the input shaft, the drive motor, the reducer, and a generator that generates electric power to be supplied to the drive motor are disposed in this order in the motor housing; A power conversion unit in which a motor inverter, a power generation inverter, and a DC-DC converter are integrated is disposed on the upper part of the motor housing, the power conversion unit has the motor inverter and the power generation inverter at a rear portion thereof, and the DCDC converter at a front portion of the motor inverter; A parking lock device for an electric vehicle, wherein the parking lock actuator is disposed in front of the power generation inverter and adjacent to the side of the DC-DC converter.

2. A parking lock device for an electric vehicle, comprising a drive motor that drives the vehicle using electric power, and a reducer that reduces the power from the drive motor, the reducer comprising an input shaft to which the rotational force of the drive motor is input, an input gear provided on the input shaft, a first intermediate gear that meshes with the input gear, an intermediate shaft on which the first intermediate gear is provided, a second intermediate gear provided on the intermediate shaft so as to be axially aligned with the first intermediate gear, and an output shaft on which an output gear that meshes with the second intermediate gear is provided, a parking lock gear provided on the intermediate shaft so as to be aligned with the first intermediate gear and the second intermediate gear in the axial direction; a lock lever that can engage with an upper tooth of the parking lock gear to lock the parking lock gear; a parking lock actuator that is disposed on an upper portion of the motor housing, that is connected to the lock lever via an actuator rod, and that drives the lock lever to switch the parking lock gear between a locked state and an unlocked state; the intermediate shaft is located above a straight line connecting the center of the input shaft and the center of the output shaft, and an upper end of the parking lock gear is located above the input shaft, the input shaft is integral with the motor shaft of the drive motor, The motor shaft has a bearing portion located on the reducer side, the bearing portion being disposed at a position farther from the drive motor than the input gear, the parking lock gear is disposed at a position farther from the drive motor than the bearing portion, A parking lock device for an electric vehicle, comprising: an earth brush located at a position farther from the drive motor than the bearing portion; and the actuator rod disposed above the earth brush.

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