Vehicle parking device

Abstract

This vehicle parking device 100 comprises a motor 4, a transmission mechanism 6, and a park rod 3. The transmission mechanism 6 includes a driven gear 62, a link member 64 that is connected to the driven gear 62 and that has a drive-side end E1 that rotates with the rotation of the driven gear 62 and an output-side end E2 which is the other end that rotates with the rotation of the drive-side end E1, and a first rotating shaft 63 disposed on the rotation center axis Cg of the driven gear 62. The link member 64 has a release part 64d that avoids interference with the first rotating shaft 63 while the link member 64 reciprocates between a parking lock state and a parking lock release state.

Description

[Technical Field]

[0001] The present invention relates to a vehicle parking device, and more particularly to a vehicle parking device equipped with a motor. [Background technology]

[0002] BACKGROUND ART A vehicle parking device including a motor has been known in the past. This vehicle parking device is disclosed in, for example, Japanese Patent Application Laid-Open No. 2022-88011.

[0003] The above-mentioned Japanese Patent Application Laid-Open Publication No. 2022-88011 discloses a vehicle parking device equipped with a motor. This vehicle parking device includes a linear movement shaft, a link portion, a lever portion, and a park rod. The linear movement shaft is configured to move forward and backward in the direction in which the linear movement shaft extends by driving the motor. One end of the link portion is connected to the linear movement shaft by a first pin. The other end of the link portion is connected to one end of the lever portion by a second pin. The other end of the lever portion is connected to the park rod by a third pin. As a result, the park rod moves forward and backward by driving the motor between a parking position corresponding to a parking lock state and a non-parking position corresponding to a parking lock release state.

[0004] In the vehicle parking device disclosed in JP 2022-88011 A, when the park rod is moved to the parking position, the link portion and the linear movement axis intersect perpendicularly. In this case, the orthogonal intersection point, which is the intersection point between the extension direction of the link portion and the extension direction of the linear movement axis, one end of the link portion, and the other end of the link portion are aligned in a straight line when viewed from one side of the extension direction of the first pin. Here, because the orthogonal intersection point, the one end of the link portion, and the other end of the link portion are aligned in a straight line, torque transmitted from the park rod is not transmitted to the linear movement axis via the link portion. In other words, when the orthogonal intersection point, the one end of the link portion, and the other end of the link portion are aligned in a straight line, the link portion is unlikely to move even if an external force (e.g., vehicle vibration) is applied to the park rod.

[0005] In the vehicle parking device disclosed in JP 2022-88011 A, when the park rod moves to a non-parking position, one end of the link portion moves toward the park rod, causing the link portion and the linear movement axis to intersect at an acute angle. In this case, the orthogonal intersection, one end of the link portion, and the other end of the link portion are not aligned in a straight line when viewed from one side in the direction in which the first pin extends. Because the orthogonal intersection, one end of the link portion, and the other end of the link portion are not aligned in a straight line, torque transmitted from the park rod is transmitted to the linear movement axis via the link portion. In other words, when the orthogonal intersection, one end of the link portion, and the other end of the link portion are not aligned in a straight line, the link portion will move if the park rod moves due to an external force. If the link portion moves due to movement of the park rod due to an external force, the one end of the link portion may return to a position in the parking lock state. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Japanese Patent Publication No. 2022-88011 Summary of the Invention [Problem to be solved by the invention]

[0007] In this way, the vehicle parking device of JP 2022-88011 A has a structure in which the link portion is difficult to move even if an external force is applied to the parking rod only in the parking lock state. , Pa Lock release certificate In a positive manner In this case, it is desirable to realize a structure that makes it difficult for the link portion (link member) to move even when an external force is applied to the parking rod. The external force may be the inertial force of the parts generated by vehicle vibration, or the reaction force when the parking rod retraction spring is bent.

[0008] The present invention has been made to solve the above-mentioned problems, and one object of the present invention is to , Pa Lock release certificate In a positive manner The present invention provides a parking device for a vehicle that can realize a structure in which a link member is unlikely to move even when an external force is applied to a parking rod. [Means for solving the problem]

[0009] In order to achieve the above object, one aspect of the present invention provides a vehicle parking device including: a motor that generates a driving force for switching a vehicle between a parking lock state and a parking lock release state; a transmission mechanism connected to the motor and transmitting the driving force of the motor; and a park rod connected to the transmission mechanism and reciprocating between a parking position corresponding to the parking lock state and a non-parking position corresponding to the parking lock release state, the transmission mechanism including a driven gear that rotates about a rotation center axis by the driving force from the motor; a link member that is connected to the driven gear and has a drive side end that rotates with the rotation of the driven gear and an output side end that is the other end that rotates with the rotation of the drive side end; and a first rotation shaft that is arranged on the rotation center axis of the driven gear, the link member having a relief portion that avoids interference with the first rotation shaft while the link member reciprocates between the parking lock state and the parking lock release state. The rotational axis of the driven gear, the drive side end of the link member, and the output side end of the link member are aligned in a straight line when viewed from one side in the direction in which the rotational axis of the driven gear extends, at least in the parking lock release state. do.

[0010] In one aspect of the present invention, in a vehicle parking device, as described above, the link member has a recessed portion that avoids interference with the first pivot shaft while the link member reciprocates between the parking lock state and the parking lock release state. As a result, in the parking lock state between the parking lock state and the parking lock release state, the link member is positioned so that the recessed portion avoids interference with the first pivot shaft, so that even if an external force attempts to move the park rod, the link member can block the torque generated by the external force. Furthermore, in the parking lock release state between the parking lock state and the parking lock release state, the link member is positioned so that the link member avoids interference with the first pivot shaft, so that even if an external force attempts to move the park rod, the link member can block the torque generated by the external force. These features make it possible to realize a structure in which the link member is less likely to move even if an external force is applied to the park rod, in both the parking lock state and the parking lock release state. Furthermore, when the link member reciprocates in accordance with the rotation of the driven gear to switch between the parking lock release state and the parking lock release state, the recess portion can prevent interference between the driven gear and the link member. Furthermore, in the parking lock released state, the link member, whose drive-side end and output-side end are aligned in a straight line with respect to the rotational axis of the driven gear, is in a neutral state where it does not transmit torque. Therefore, even if the park rod attempts to move due to an external force, the torque generated by the external force is blocked by the neutral state of the link member. As a result, in the parking lock released state, the link mechanism is in a neutral state where the link member does not move even if an external force is applied to the park rod. This eliminates the need to provide a sensor to detect movement of the park rod due to an external force and to drive a motor to prevent the driven gear from moving based on the sensor's detection signal. As a result, since there is no need to supply power to the sensor and motor in the parking lock released state, power consumption of the vehicle parking device can be reduced.

[0011] In the vehicle parking device according to the aforementioned aspect, the relief portion is preferably bent or curved so as to avoid interference with the rotation shaft while the link member reciprocates between the parking lock state and the parking lock release state.

[0012] With this configuration, the structure of the relief portion that avoids interference between the driven gear and the link member can be realized with a simple structure, and therefore the structure of the link member can be prevented from becoming complicated.

[0013] In the vehicle parking device according to the above aspect, preferably, the rotational center axis of the driven gear, the drive side end of the link member, and the output side end of the link member are aligned in a straight line when viewed from one side in the direction in which the rotational center axis of the driven gear extends in the parking lock state.

[0014] With this configuration, in the parking lock state, the link member, whose drive-side end and output-side end are aligned in a straight line with respect to the rotational axis of the driven gear, is in a state of "a thinking point" where it does not transmit torque. Therefore, even if an external force attempts to move the park rod, the torque generated by the external force is blocked by the link member at the thinking point. As a result, because the link member is in a thinking point state in the link mechanism where it does not move even if an external force is applied to the park rod in the parking lock state, there is no need to provide a sensor to detect movement of the park rod due to an external force and to drive the motor based on the detection signal from this sensor to prevent movement of the driven gear. As a result, there is no need to supply power to the sensor and motor in the parking lock state, thereby reducing power consumption of the vehicle parking device.

[0015] In this case, preferably, when viewed from one side in the direction in which the rotational axis of the driven gear extends, the rotational axis of the driven gear, the drive side end of the link member arranged on the opposite side of the rotational axis of the driven gear from the output side end, and the output side end of the link member are aligned in a straight line.

[0016] With this configuration, by locating the drive end of the link member on the opposite side of the output end with respect to the rotation center axis of the driven gear in the parking lock state, it is possible to realize a structure that is in a state of mind where the link member does not move even if an external force is applied to the park rod. As a result, it is possible to suppress an increase in the amount of movement of the link member that would be required to realize a structure that is in a state of mind where the link member does not move in the link mechanism.

[0019] In this case, preferably, when viewed from one side in the direction in which the rotational axis of the driven gear extends, the rotational axis of the driven gear, the drive side end of the link member arranged on the output side end side of the rotational axis of the driven gear, and the output side end of the link member are aligned in a straight line.

[0020] With this configuration, by locating the drive end of the link member closer to the output end of the driven gear relative to the rotation axis of the driven gear when the parking lock is released, it is possible to realize a structure that keeps the link member from moving even when an external force is applied to the park rod, thereby suppressing an increase in the amount of movement of the link member required to achieve a structure that keeps the link member from moving and keeps it in a state that keeps it in a state that keeps it in a state that keeps it in a

[0021] In the vehicle parking device according to the above aspect, preferably, the transmission mechanism further includes a stopper that stops further rotation of the driven gear due to an external force applied to the park rod in the parking lock released state, and that stops further rotation of the driven gear due to an external force applied to the park rod in the parking locked state, and further rotation of the driven gear is stopped by the stopper in the parking lock released state, and rotation of the driven gear to return to the parking position is stopped by a link member whose drive side end and output side end are aligned in a straight line with respect to the rotation center axis of the driven gear, and further rotation is stopped by the stopper in the parking locked state, and rotation of the driven gear to return to the non-parking position is stopped by the link member whose drive side end and output side end are aligned in a straight line with respect to the rotation center axis of the driven gear.

[0022] With this configuration, the stopper prevents further rotation of the driven gear, and the structure that establishes a thought point state in which the link member does not move prevents rotation of the driven gear that would return to another shift position (parking position or non-parking position). This makes it possible to stop rotation of the driven gear in both the parking lock state and the parking lock release state within a range between the rotation angle at which the stopper stops rotation of the driven gear and the rotation angle at which the structure that establishes a thought point state in the link mechanism in which the link member does not move stops rotation of the driven gear. As a result, a structure that more reliably stops rotation of the driven gear can be realized in both the parking lock state and the parking lock release state.

[0023] In the vehicle parking device according to the above aspect, preferably, the transmission mechanism further includes a connecting member that connects the link member and the parking rod, the connecting member having a second pivot shaft arranged at the position of the pivot center of the connecting member, and the connecting member configured to rotate around a pivot center axis passing through the pivot center of the second pivot shaft.

[0024] With this configuration, the link member moves back and forth between the parking lock state and the parking lock release state, thereby rotating the connecting member around the second pivot axis, and thereby moving the park rod back and forth between the parking position and the non-parking position.

[0025] In addition, in another aspect of the vehicle parking device, the following configuration is also possible.

[0026] (Additional note 1) In order to achieve the above object, a vehicle parking device in another aspect of the present invention includes a motor that generates a driving force for switching the vehicle between a parking lock state and a parking unlock state, a transmission mechanism connected to the motor and transmitting the driving force of the motor, and a park rod connected to the transmission mechanism and reciprocating between a parking position corresponding to the parking lock state and a non-parking position corresponding to the parking unlock state, wherein the transmission mechanism includes a driven gear that rotates about a rotational axis by the driving force from the motor, and a link member that is connected to the driven gear and has a drive-side end that rotates with the rotation of the driven gear, and an output-side end that is the other end that rotates with the rotation of the drive-side end, and the rotational axis of the driven gear, the drive-side end of the link member, and the output-side end of the link member are aligned in a straight line when viewed from one side in the direction of extension of the rotational axis of the driven gear in both the parking lock state and the parking unlock state.

[0027] In another aspect of the present invention, in the vehicle parking device, as described above, the rotation axis of the driven gear, the drive end of the link member, and the output end of the link member are aligned in a straight line when viewed from one side in the direction of the rotation axis of the driven gear in both the parking lock state and the parking lock release state. Here, the link member, in which the drive end and the output end are aligned in a straight line with respect to the rotation axis of the driven gear, is in a state of "a thinking point" where torque is not transmitted. Therefore, even if an external force attempts to move the park rod, the torque generated by the external force is blocked by the link member in the thinking point state. This makes it possible to realize a structure in which the link member is in a thinking point state where it does not move even if an external force is applied to the park rod in both the parking lock state and the parking lock release state. Furthermore, because the link mechanism is designed to be in a neutral state in which the link member does not move even if an external force is applied to the park rod in both the parking lock state and the parking lock release state, there is no need to provide a sensor to detect movement of the park rod due to an external force and to drive the motor to prevent the driven gear from moving based on the detection signal of this sensor. As a result, there is no need to supply power to the sensor and motor in both the parking lock state and the parking lock release state, which reduces power consumption of the vehicle parking device.

[0028] (Additional note 2) In the vehicle parking device according to the above-described other aspect, preferably, in the parking lock state, when viewed from one side in the direction in which the rotational axis of the driven gear extends, the rotational axis of the driven gear, the drive side end of the link member arranged on the opposite side of the rotational axis of the driven gear from the output side end, and the output side end of the link member are aligned in a straight line, and in the parking lock released state, when viewed from one side in the direction in which the rotational axis of the driven gear extends, the rotational axis of the driven gear, the drive side end of the link member arranged on the output side end side of the rotational axis of the driven gear, and the output side end of the link member are aligned in a straight line.

[0029] With this configuration, by arranging the drive end of the link member on the opposite side of the output end with respect to the rotation axis of the driven gear or on the output end side with respect to the rotation axis of the driven gear, it is possible to realize a structure in which the link member remains in a state of being unable to move even when an external force is applied to the park rod. As a result, it is possible to suppress an increase in the amount of movement of the link member required to realize a structure in which the link member remains in a state of being unable to move.

[0030] (Additional note 3) In the vehicle parking device according to the above-described other aspect, preferably, the transmission mechanism further includes a stopper that stops further rotation of the driven gear due to an external force applied to the park rod in the parking lock released state, and that stops further rotation of the driven gear due to an external force applied to the park rod in the parking locked state, and further rotation of the driven gear is stopped by the stopper in the parking lock released state, and rotation of the driven gear to return to the parking position is stopped by a link member whose drive side end and output side end are aligned in a straight line with respect to the rotation center axis of the driven gear, and further rotation is stopped by the stopper in the parking locked state, and rotation of the driven gear to return to the non-parking position is stopped by the link member whose drive side end and output side end are aligned in a straight line with respect to the rotation center axis of the driven gear.

[0031] With this configuration, the stopper prevents further rotation of the driven gear, and the structure that establishes a thought point state in which the link member does not move prevents rotation of the driven gear that would return to another shift position (parking position or non-parking position). This makes it possible to stop rotation of the driven gear in both the parking lock state and the parking lock release state within a range between the rotation angle at which the stopper stops rotation of the driven gear and the rotation angle at which the structure that establishes a thought point state in the link mechanism in which the link member does not move stops rotation of the driven gear. As a result, a structure that more reliably stops rotation of the driven gear can be realized in both the parking lock state and the parking lock release state.

[0032] (Additional note 4) In the vehicle parking device according to the above-described other aspect, preferably, the transmission mechanism further includes a pivot shaft arranged on the central axis of rotation of the driven gear, and the link member has a bent or curved recess portion to avoid interference with the pivot shaft.

[0033] With this configuration, when the driven gear moves in accordance with the rotation of the driven gear to switch between the parking lock release state and the parking lock release state, the recess prevents interference between the driven gear and the link member.

[0034] (Additional note 5) In the vehicle parking device according to the above-mentioned other aspect, preferably, the transmission mechanism further includes a connecting member that connects the link member and the parking rod, and the connecting member has a first link having one end connected to the link member, a second link having one end connected to the parking rod, and an output shaft that connects the other end of the first link and the other end of the second link, and the first link and the second link are configured to rotate integrally around the rotation center axis of the output shaft.

[0035] With this configuration, even if an external force is applied to the park rod and torque is generated in the first and second links in both the parking lock and parking lock release states, the torque is not transmitted to the driven gear by the link members in the parking lock state. As a result, rotation of the driven gear caused by an external force can be suppressed in a link mechanism in which the connecting member is formed by the first and second links.

[0036] (Additional note 6) In the vehicle parking device according to the above-described other aspect, preferably, the transmission mechanism further includes a connecting member that connects the link member and the parking rod, and the connecting member has a lever portion having one end connected to the link member and the other end connected to the parking rod, and a pivot shaft arranged at the position of the pivot center of the lever portion, and the lever portion is configured to rotate around a pivot center axis that passes through the pivot center of the pivot shaft.

[0037] With this configuration, even if an external force is applied to the park rod and torque is generated on the lever in both the parking lock state and the parking lock release state, the torque is not transmitted to the driven gear by the link member in the parking lock position. As a result, in a lever mechanism in which the connecting member is made of the lever, rotation of the driven gear due to an external force can be suppressed.

[0038] (Additional note 7) In the vehicle parking device according to the above-described other aspect, in both the parking lock state and the parking lock release state, the distance between the rotation center axis of the driven gear and the drive side end of the link member is smaller than the distance between the rotation center axis of the driven gear and the output side end of the link member.

[0039] With this configuration, when the driven gear rotates, the amount of movement of the drive side end of the link member that rotates around the rotation center axis of the driven gear can be reduced, thereby preventing an increase in the space required to rotate the drive side end of the link member.

[0040] (Additional note 8) In the vehicle parking device according to the above-described other aspect, the drive side end of the link member is arranged on the opposite side of the output side end and on the output side end side with respect to the rotational axis of the driven gear when viewed from one side in the direction in which the rotational axis of the driven gear extends, so that the rotational axis of the driven gear and the output side end are aligned in a straight line in both the parking lock state and the parking lock release state.

[0041] With this configuration, by arranging the drive end of the link member on the opposite side of the output end with respect to the rotation axis of the driven gear or on the output end side with respect to the rotation axis of the driven gear, it is possible to realize a structure that achieves a state of mind in the link mechanism where the link member does not move even when an external force is applied to the park rod.As a result, it is possible to suppress an increase in the amount of movement of the link member that would be required to achieve a structure that achieves a state of mind in the link mechanism where the link member does not move.

[0042] (Additional note 9) In the vehicle parking device according to the above-described other aspect, the transmission mechanism is a reduction mechanism that reduces the reduction ratio of the transmission mechanism so that the reduction ratio decreases from the maximum reduction ratio to the minimum reduction ratio and increases from the minimum reduction ratio to the maximum reduction ratio while the parking rod reaches the non-parking position from the parking position.

[0043] With this configuration, the reduction ratio, which has been increased to the maximum reduction ratio by the link member in a critical state to prevent the driven gear from rotating due to the torque generated when an external force is applied to the park rod, can be reduced, thereby enabling smooth operation of the transmission mechanism when switching from the parking position to a non-parking position or from a non-parking position to the parking position. [Brief explanation of the drawings]

[0044] [Figure 1] 1 is a front view showing a parking lock release state of the vehicle parking device of the first embodiment. FIG. [Figure 2] 1 is a front view showing a parking lock state of the vehicle parking device of the first embodiment. FIG. [Figure 3] 4 is a graph showing a change in the reduction ratio of the transmission mechanism when a driven gear of the parking device for a vehicle of the first embodiment rotates. [Figure 4] 1 is a front view showing a state in which the engaging claw of the parking pole and the teeth of the parking gear face each other in a parking lock release state of the vehicle parking device of the first embodiment. FIG. [Figure 5] 1 is a front view showing a state in which an engagement claw of a park pole presses against a tooth of a park gear in a parking lock waiting state of the vehicle parking device of the first embodiment. FIG. [Figure 6] 1 is a front view showing a case where an external force that moves a parking rod is generated in a parking lock release state of the vehicle parking device of the first embodiment. FIG. [Figure 7] 1 is a front view showing a case where an external force that moves a parking rod is generated in a parking lock state of the vehicle parking device of the first embodiment. FIG. [Figure 8] 4 is a graph showing a first regulation range and a second regulation range in a change in a reduction ratio of a transmission mechanism when a driven gear of the vehicle parking device of the first embodiment rotates. [Figure 9] FIG. 10 is a front view showing a parking lock release state of the vehicle parking device of the second embodiment. [Figure 10] FIG. 10 is a front view showing a parking lock state of the vehicle parking device of the second embodiment. [Figure 11] 10 is a front view showing a state in which the engaging claw of the parking pole faces the teeth of the parking gear in the parking lock release state of the vehicle parking device of the second embodiment. FIG. [Figure 12] 10 is a front view showing a state in which an engagement claw of a park pole presses against a tooth of a park gear in a parking lock waiting state of a vehicle parking device of a second embodiment. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0045] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, specific embodiments of the present invention will be described with reference to the accompanying drawings.

[0046] [First embodiment] The configuration of a vehicle parking device 100 according to the first embodiment will be described with reference to FIGS.

[0047] 1 and 2, the vehicle parking device 100 is mounted on a vehicle. When an occupant (driver) of the vehicle performs a shift switching operation via a parking switch, electrical shift switching control is performed.

[0048] That is, when the driver operates the parking switch, a signal for switching the shift position is input via a sensor provided in the parking switch to the vehicle parking device 100. Based on the signal input from the parking switch, the vehicle parking device 100 switches between a P (parking) position and a non-P (non-parking) position corresponding to the driver's switching operation, and the vehicle parking device 100 switches whether to lock the rotation of the wheels.

[0049] The above-described shift-switching control is called "shift-by-wire." A vehicle in which such shift-switching control is performed is an electric vehicle that has only a motor as a power source.

[0050] The vehicle parking device 100 has a structure that can switch between locking and unlocking the rotation of the wheels. The vehicle parking device 100 includes a parking gear 1, a parking pole 2, a parking rod 3, a motor 4, a case 5, and a transmission mechanism 6.

[0051] The direction in which the rotational center axis Cm of the motor 4 extends is the Z direction, with one side of the Z direction being the Z1 direction and the other side of the Z direction being the Z2 direction. The direction in which the motor 4 and the parking gear 1 are aligned is the X direction, with the motor 4 side of the X direction being the X1 direction and the parking gear 1 side of the X direction being the X2 direction. The direction in which the parking gear 1 and the parking pole 2 are aligned is the Y direction, with the parking pole 2 side of the Y direction being the Y1 direction and the parking gear 1 side of the Y direction being the Y2 direction. The X and Y directions are perpendicular to each other. The Z direction is perpendicular to the X and Y directions.

[0052] The parking gear 1 is fixed to the wheel. The parking gear 1 rotates integrally with the wheel. The parking gear 1 is configured so that the teeth 1a of the parking gear 1 can be engaged with the locking claws 2a of the parking pole 2.

[0053] The park pole 2 rotates toward the parking gear 1 and is guided to a position (lock position) where the locking claw 2a meshes with the teeth 1a of the parking gear 1. The park pole 2 stops the rotation of the parking gear 1 when the locking claw 2a is guided to the lock position. In this way, the parking pole 2 is placed in a parking locked state when the locking claw 2a of the park pole 2 is guided to the lock position.

[0054] The park pole 2 also rotates in a direction away from the teeth 1a of the parking gear 1 and is guided to a position (unlocked position) where the engagement between the locking claw 2a and the teeth 1a of the parking gear 1 is released. The locking claw 2a of the park pole 2 is guided to the unlocked position, thereby enabling rotation of the parking gear 1. In this way, the parking lock is released when the locking claw 2a of the park pole 2 is guided to the unlocked position.

[0055] The park rod 3 is configured to move in both the X1 direction and the X2 direction. By moving in the X1 direction, the park rod 3 moves to a non-parking position P1 corresponding to the parking lock released state. By moving in the X2 direction, the park rod 3 moves to a parking position P2 corresponding to the parking lock state. In other words, the park rod 3 is configured to reciprocate between the parking position P2 corresponding to the parking lock state and the non-parking position P1 corresponding to the parking lock released state. The park rod 3 is connected to the transmission mechanism 6, and therefore moves linearly by the driving force transmitted from the motor 4 via the transmission mechanism 6.

[0056] The park rod 3 includes a rod portion 31, a cam portion 32, a retraction spring 33, and a support portion .

[0057] The rod portion 31 is a bar-shaped member extending along the X direction.

[0058] The cam portion 32 is fixed to the tip end of the rod portion 31. The cam portion 32 is configured to move reciprocally in a direction toward (X2 direction) and away from (X1 direction) the park pole 2 as the park rod 3 moves back and forth. When the cam portion 32 moves toward the park pole 2, the cam surface of the cam portion 32 rotates the park pole 2 so that the locking claw 2a reaches the locked position. When the cam portion 32 moves away from the park pole 2, the cam surface of the cam portion 32 rotates the park pole 2 so that the locking claw 2a reaches the unlocked position.

[0059] The retraction spring 33 is, for example, a coil spring. One end of the retraction spring 33 on the X2 direction side abuts against the X1 direction side of the cam portion 32 of the rod portion 31. The other end of the retraction spring 33 on the X1 direction side abuts against the X2 direction side of the support portion 34 of the rod portion 31, and is thereby supported by the support portion 34. As a result, the retraction spring 33 is configured to press the cam portion 32 against the guide portion 7. The guide portion 7 is configured to guide the cam portion 32 moving in the X2 direction toward the Y2 direction (toward the park pole 2). The guide portion 7 faces the park pole 2 in the Y direction.

[0060] The motor 4 is configured to generate a driving force for switching the vehicle between a parking lock state and a parking lock release state. The motor 4 is a three-phase motor of a surface permanent magnet type (SPM (Surface Permanent Magnet Motor)) incorporating a permanent magnet. Specifically, the motor 4 includes a stator 41, a rotor 42, and a motor shaft 43. The stator 41 has a stator core and excitation coils of multiple phases (U-phase, V-phase, and W-phase) that generate magnetic force when energized. The rotor 42 rotates around a rotational axis Cm extending in the Z direction. The motor shaft 43 is connected to the rotor 42. The motor shaft 43 rotates together with the rotor 42 around the rotational axis Cm extending in the Z direction.

[0061] The case 5 is a member that houses the motor 4 in a fixed position inside. The case 5 rotatably supports the motor shaft 43 provided on the motor 4 in a fixed position. A rotation shaft 63 and an engagement pin 66a (described later) are fixed to the case 5 in a fixed position. The rotation shaft 63 is an example of the "first rotation shaft" in the claims.

[0062] (Transmission mechanism) 1 and 2, the transmission mechanism 6 is configured to transmit the driving force of the motor 4 to the park rod 3. The input side of the transmission mechanism 6 is connected to the motor 4. The output side of the transmission mechanism 6 is connected to the park rod 3.

[0063] Specifically, the transmission mechanism 6 includes a drive gear 61 , a driven gear 62 , a rotary shaft 63 , a link member 64 , a connecting member 65 , and a stopper 66 .

[0064] The drive gear 61 is configured to rotate around a rotation center axis Cm extending in the Z direction integrally with the motor shaft 43 by the driving force from the motor 4. The drive gear 61 is a pinion gear (small diameter gear) attached to the motor shaft 43. The drive gear 61 is in mesh with a driven gear 62.

[0065] The driven gear 62 is configured to rotate around the rotation center axis Cg by the driving force from the motor 4. The driven gear 62 is a sector gear (fan-shaped gear) that has multiple external teeth on a portion of its outer periphery and is attached to a rotating shaft 63. The driven gear 62 is connected to the motor 4 via the driving gear 61. The multiple external teeth of the driven gear 62 mesh with the external teeth of the driving gear 61. The number of teeth of the driven gear 62 is greater than the number of teeth of the driving gear 61. As a result, the rotational speed of the driving gear 61 is reduced in the driven gear 62. In other words, the torque from the motor 4 is increased by being transmitted from the driving gear 61 to the driven gear 62.

[0066] The rotation shaft 63 is disposed on the rotation center axis Cg of the driven gear 62. The rotation shaft 63 extends in the Z direction. The driven gear 62 is attached to the rotation shaft 63 so as to be rotatable integrally therewith.

[0067] The link member 64 is capable of transmitting torque from the driven gear 62 to the connecting member 65, and is also capable of transmitting torque from the connecting member 65 to the driven gear 62. In other words, the link member 64 is a connecting member that connects the driven gear 62 and the connecting member 65.

[0068] The link member 64 has a link main body 64a, a driving pin 64b, an output pin 64c, and a recess 64d.

[0069] The link main body 64a is a plate-like member that is J-shaped when viewed from the Z1 direction side.

[0070] The drive side pin 64b connects the drive side (input side) of the link main body 64a to the driven gear 62. The drive side pin 64b is connected to a drive side end E1 of the link main body 64a. The drive side end E1 is a portion of the link main body 64a that is closer to the rotation shaft 63 than the output side pin 64c. The drive side end E1 is a portion located in the periphery of the rotation shaft 63. The drive side pin 64b is connected to a portion of the driven gear 62 on the rotation center axis Cg side. The portion of the driven gear 62 on the rotation center axis Cg side is a portion located in the periphery of the rotation shaft 63. The drive side end E1 of the link member 64 is connected to the driven gear 62 by the drive side pin 64b, and is therefore one end of the link member 64 that rotates together with the rotation of the driven gear 62.

[0071] The output pin 64c connects the output side of the link main body 64a to the connecting member 65. The output pin 64c is connected to the output end E2 of the link main body 64a. The output end E2 is a portion of the link main body 64a that is farther from the rotation shaft 63 than the drive pin 64b. The output end E2 is a portion that does not overlap with the driven gear 62 when viewed from the Z1 direction. The output pin 64c is connected to a portion of the connecting member 65 on the Y2 direction side. The output end E2 of the link member 64 is the other end of the link member 64 that rotates together with the drive end E1 that rotates in accordance with the rotation of the driven gear 62.

[0072] Furthermore, in both the parking lock state and the parking lock release state, the distance L1 between the rotation axis Cg of the driven gear 62 and the drive-side end E1 of the link member 64, as viewed from the Z1 direction, is smaller than the distance L2 between the rotation axis Cg of the driven gear 62 and the output-side end E2 of the link member 64. Specifically, the distance L1 is the distance between the rotation axis Cg of the driven gear 62 and the center point of the drive-side pin 64b, as viewed from the Z1 direction. The distance L2 is the distance between the rotation axis Cg of the driven gear 62 and the center point of the output-side pin 64c, as viewed from the Z1 direction.

[0073] The relief portion 64d is curved to avoid interference with the rotation shaft 63. The relief portion 64d is a recess formed by recessing a portion of the link main body 64a on the driving-side end E1 side toward the opposite side of the rotation center axis Cm of the motor 4 with respect to the rotation center axis Cg of the driven gear 62. Due to the relief portion 64d serving as this recess, interference between the link member 64 and the rotation shaft 63 is avoided in the parking lock state.

[0074] In this way, the relief portion 64d is configured to avoid interference with the pivot shaft 63 in the parking lock state while the link member 64 reciprocates between the parking lock state and the parking lock release state. In other words, the relief portion 64d is curved so as to avoid interference with the pivot shaft 63 in the parking lock state while the link member 64 reciprocates between the parking lock state and the parking lock release state.

[0075] The connecting member 65 connects the link member 64 and the park rod 3. The connecting member 65 has a first link 65a, a second link 65b, an output shaft 65c, and a rod-side pin 65d. The output shaft 65c is an example of the "second rotating shaft" in the claims.

[0076] The first link 65a is a plate-like member that connects the link member 64 and the second link 65b. One end of the first link 65a on the Y2 direction side is connected to the link member 64. That is, the one end of the first link 65a on the Y2 direction side and the link member 64 are connected by an output pin 64c. The other end of the first link 65a on the Y1 direction side is connected to the second link 65b. That is, the other end of the first link 65a on the Y1 direction side and the second link 65b are connected by an output shaft 65c.

[0077] The second link 65b is a plate-like member that connects the first link 65a and the parking rod 3. One end of the second link 65b on the Y1 direction side is connected to the parking rod 3. That is, the one end of the second link 65b on the Y1 direction side and the parking rod 3 are connected by a rod-side pin 65d. The other end of the second link 65b on the Y2 direction side is connected to the first link 65a. That is, the other end of the second link 65b on the Y2 direction side and the first link 65a are connected by an output shaft 65c.

[0078] The first link 65a and the second link 65b are plate-like members having an L-shape when viewed from the Z1 direction side.

[0079] The output shaft 65c is configured to output torque transmitted from the motor 4 via the drive gear 61, the driven gear 62, and the link member 64 to the second link 65b connected to the park rod 3. That is, the output shaft 65c connects the other end of the first link 65a on the Y1 direction side to the other end of the second link 65b on the Y2 direction side.

[0080] The output shaft 65c is a rotation center shaft extending along the Z direction for rotating the first link 65a and the second link 65b by torque from the motor 4. Specifically, the output shaft 65c is a spline shaft on which a convex portion is formed that protrudes in a direction perpendicular to the Z direction.

[0081] Therefore, the first link 65a and the second link 65b are engaged with each other in the circumferential direction around the central axis of the output shaft 65c, which is a spline shaft, so that the first link 65a and the second link 65b are configured to rotate integrally around the central rotation axis Cr of the output shaft 65c.

[0082] <Stopper> In the parking lock released state, the stopper 66 is configured to stop further rotation of the driven gear 62 due to an external force applied to the park rod 3. In other words, in the parking lock released state, the stopper 66 is configured to stop rotation of the driven gear 62 when an external force applied to the park rod 3 causes the park rod 3 from the non-parking position P1 to move further in the X1 direction (rearward).

[0083] Furthermore, in the parking lock state, the stopper 66 is configured to stop further rotation of the driven gear 62 due to an external force applied to the park rod 3. In other words, in the parking lock state, the stopper 66 is configured to stop rotation of the driven gear 62 when an external force applied to the park rod 3 causes the park rod 3 from the parking position P2 to move further in the X2 direction (forward).

[0084] Specifically, the stopper 66 has an engagement pin 66a and a slit 66b.

[0085] The engagement pin 66a extends in the Z1 direction from the case 5. The end of the engagement pin 66a on the Z2 direction side is fixed to the case 5. This fixes the position of the engagement pin 66a. The engagement pin 66a is slidably inserted into the slit 66b. The slit 66b is formed to penetrate the driven gear 62 in the Z2 direction. The slit 66b is formed in an arc shape along the circumferential direction around the rotation center axis Cg of the driven gear 62. The rotation center angle of the slit 66b is, for example, approximately 180 degrees. The slit 66b rotates in conjunction with the rotation of the driven gear 62.

[0086] Here, in both the parking lock state and the parking lock release state, further rotation of the driven gear 62 is restricted by the engagement (abutment) of the inner surface of the X1-direction side end of the arc-shaped slit 66b with the engagement pin 66a. That is, in the parking lock state, the arc-shaped slit 66b is disposed on the Y1-direction side of the driven gear 62. The inner surface of the X1-direction side end (one side) of the arc-shaped slit 66b disposed on the Y1-direction side engages with the engagement pin 66a. In the parking lock release state, the arc-shaped slit 66b is disposed on the Y2-direction side of the driven gear 62. The inner surface of the X1-direction side end (other side) of the arc-shaped slit 66b disposed on the Y2-direction side engages with the engagement pin 66a.

[0087] <Reduction ratio> The transmission mechanism 6 functions as a reduction mechanism that increases the torque of the motor 4 and transmits it to the park rod 3 via the output shaft 65c. That is, by arranging the transmission mechanism 6 in the layout shown in FIGS. 1 and 2, the reduction ratio of the transmission mechanism 6 changes as shown in FIG. 3. In FIG. 3, the reduction ratio of the transmission mechanism 6 is shown corresponding to the change in the rotation angle of the driven gear 62. The reduction ratio of the transmission mechanism 6 is obtained by multiplying the reduction ratio based on the ratio between the number of teeth of the drive gear 61 and the number of teeth of the driven gear 62 by the reduction ratio based on the ratio between the rotation angle of the rotating shaft 63 and the rotation angle of the output shaft 65c.

[0088] Here, the layout of the transmission mechanism 6 refers to the arrangement and dimensions of the drive gear 61, driven gear 62, rotating shaft 63, link member 64, connecting member 65, and stopper 66 when the transmission mechanism 6 is viewed from the Z1 direction side. Specifically, the layout of the transmission mechanism 6 includes elements such as the length of the link member 64, the arrangement position of the link member 64, the connection position between the link member 64 and the driven gear 62, the connection position between the link member 64 and the first link 65a, the length of the first link 65a, the arrangement position of the first link 65a, the connection position between the first link 65a and the second link 65b, the angle of the second link 65b with respect to the first link 65a, the length of the second link 65b, and the arrangement position of the second link 65b.

[0089] By adjusting the above elements, the transmission mechanism 6 functions as a speed reduction mechanism that reduces the reduction ratio of the transmission mechanism 6 from the maximum reduction ratio toward the minimum reduction ratio and increases from the minimum reduction ratio to the maximum reduction ratio while switching the vehicle's parking lock release state to either the vehicle's parking lock state or the parking lock waiting state. In other words, the transmission mechanism 6 functions as a speed reduction mechanism that reduces the reduction ratio of the transmission mechanism 6 from the maximum reduction ratio toward the minimum reduction ratio and increases from the minimum reduction ratio to the maximum reduction ratio while the park rod 3 reaches the parking position P2 from the non-parking position P1.

[0090] <Considerations for transmission mechanism> Furthermore, the vehicle parking device 100 has a structure in which the link member 64 does not move due to an external force applied to the parking rod 3 in both the parking locked state and the parking unlocked state.

[0091] That is, the park rod 3 in the non-parking position P1 as shown in FIG. 1 may be unintentionally moved to the parking position P2 by an external force caused by vehicle vibration or the like. In this case, the vehicle will be unintentionally braked. Also, the park rod 3 in the parking position P2 as shown in FIG. 2 may be unintentionally moved to the non-parking position P1 by an external force caused by vehicle vibration or the like. In this case, the stopped vehicle will move unintentionally.

[0092] 4 and 5, when the locking pawls 2a of the parking pole 2 and the grooves between the teeth 1a of the parking gear 1 do not face each other, but the locking pawls 2a of the parking pole 2 and the teeth 1a of the parking gear 1 face each other, not only external forces caused by vehicle vibrations but also external forces caused by the retraction spring 33 are applied to the parking rod 3. Therefore, in this case, unintended movement of the parking rod 3 is more likely to occur.

[0093] Here, the external force caused by the retraction spring 33 will be described in detail below.

[0094] 4, when the locking pawl 2a of the park pole 2 and the tooth 1a of the parking gear 1 face each other, as the park rod 3 moves in the X2 direction toward the parking position P2, the park rod 3, with the retraction spring 33 compressed, presses the park pole 2 in the Y2 direction, as shown in FIG. 5. As a result, the locking pawl 2a of the park pole 2 presses the tooth 1a of the parking gear 1. Then, in the vehicle, as the parking gear 1 rotates in conjunction with the rotation of the vehicle wheels, the position of the tooth 1a of the parking gear 1 shifts, and the cam portion 32 further presses the park pole 2 in the Y2 direction due to elastic deformation of the compressed retraction spring 33, so that the locking pawl 2a of the park pole 2 and the tooth 1a of the parking gear 1 mesh with each other.

[0095] 5 described above, when the retraction spring 33 is compressed, a reaction force in the X1 direction is applied to the support portion 34 in response to the pressing force in the X2 direction of the compressed retraction spring 33 pressing against the cam portion 32. This reaction force in the X1 direction applied to the support portion 34 is an external force that moves the park rod 3 from the parking position P2 to the non-parking position P1. In this way, when the park rod 3 moves to the parking position P2 with the retraction spring 33 compressed, not only an external force caused by vehicle vibrations or the like is applied to the park rod 3, but also an external force caused by the retraction spring 33.

[0096] 6 and 7, the vehicle parking device 100 of the first embodiment is configured so that the link member 64 is in a thinking point state in both the parking lock state and the parking lock release state. Here, the link member 64 being in a thinking point state means that even if the above-mentioned external force is applied to the park rod 3, the link member 64 is in a state where no torque for moving the link member 64 is generated (the link member 64 does not move).

[0097] That is, in the vehicle parking device 100, when the parking lock state is in effect, the link member 64 is in the thinking point state, preventing the park rod 3 from unintentionally moving from the parking position P2 to the non-parking position P1. In the vehicle parking device 100, when the parking lock state is in effect, the link member 64 is in the thinking point state, preventing the park rod 3 from unintentionally moving from the non-parking position P1 to the parking position P2. In this way, the vehicle parking device 100 uses its mechanical structure to prevent unintentional movement of the park rod 3 without using the driving force of the motor 4.

[0098] Specifically, the rotational center axis Cg of the driven gear 62, the drive side end E1 of the link member 64, and the output side end E2 of the link member 64 are aligned in a straight line when viewed from the Z1 direction (one side in the direction in which the rotational center axis Cg of the driven gear 62 extends) in both the parking lock state and the parking lock release state.

[0099] 6, in the parking lock released state, as viewed from the Z1 direction (one side in the direction in which the rotation axis Cg of the driven gear 62 extends), the rotation axis Cg of the driven gear 62, the drive-side end E1 of the link member 64, which is disposed on the output-side end E2 side of the rotation axis Cg of the driven gear 62, and the output-side end E2 of the link member 64 are aligned in a straight line. Here, in the parking lock released state, as viewed from the Z1 direction, the rotation axis Cg of the rotation shaft 63 of the driven gear 62, the center point of the drive-side pin 64b of the link member 64, which is disposed on the X2 direction side of the rotation axis Cg of the driven gear 62, and the center point of the output-side pin 64c of the link member 64 are aligned on a straight line La. In this way, the central axis Cg of the rotation shaft 63 of the driven gear 62 is positioned on the straight line La connecting the center point of the driving pin 64b of the link member 64 and the center point of the driving pin 64b of the link member 64, so that the link member 64 becomes the first positioning point. At the first positioning point, interference with the rotation shaft 63 is avoided.

[0100] 7, in the parking lock state, as viewed from the Z1 direction (as viewed from one side in the direction in which the rotation axis Cg of the driven gear 62 extends), the rotation axis Cg of the driven gear 62, the drive-side end E1 of the link member 64, which is disposed on the opposite side of the rotation axis Cg of the driven gear 62 from the output-side end E2, and the output-side end E2 of the link member 64 are aligned in a straight line. Here, in the parking lock state, as viewed from the Z1 direction, the rotation axis Cg of the rotation shaft 63 of the driven gear 62, the center point of the drive-side pin 64b of the link member 64, which is disposed on the X1 direction side of the rotation axis Cg of the driven gear 62, and the center point of the output-side pin 64c of the link member 64 are aligned on a straight line La. In this way, the link member 64 becomes the second consideration point by arranging the rotation central axis Cg of the rotation shaft 63 of the driven gear 62 on the straight line La connecting the center point of the drive-side pin 64b of the link member 64 and the center point of the drive-side pin 64b of the link member 64. At the second consideration point, the relief portion 64d is configured to avoid interference with the rotation shaft 63.

[0101] <Pivot restriction range by the stopper and the first and second pivot points of the link member> Here, as shown in Figures 6 and 8, when the rotation angle of the driven gear 62 is the first rotation angle Deg1 when the parking rod 3 has moved to the non-parking position P1, the rotation of the driven gear 62 is restricted to a first restriction range Re1 (shown by right-diagonal hatching in Figure 8) by the stopper 66 and the link member 64 at the first position.

[0102] Specifically, in the parking lock released state, the stopper 66 prevents further rotation of the driven gear 62, and the link member 64, which has the drive-side end E1 and the output-side end E2 aligned in a straight line with respect to the rotation center axis Cg of the driven gear 62, prevents the driven gear 62 from rotating in the direction Ri1, which would return the park rod 3 to the parking position P2. That is, the stopper 66 prevents the driven gear 62 from rotating in the direction Ri1, which would move the rotation angle of the driven gear 62 from the first rotation angle Deg1 toward 0 degrees. In this way, the stopper 66 sets the lower limit of the first restriction range Re1. Furthermore, even if a reverse input Fr due to an external force is applied to the park rod 3 and torque in the Ro1 direction is generated on the output shaft 65c, the torque is not transmitted to the driven gear 62 by the link member 64 at the first angle point, and therefore the driven gear 62 does not rotate in the Ri2 direction (see FIG. 7) in which the rotation angle of the driven gear 62 increases from the first rotation angle Deg1. In this way, the link member 64 at the first angle point sets the upper limit of the first regulation range Re1.

[0103] Also, as shown in Figures 7 and 8, when the rotation angle of the driven gear 62 is the second rotation angle Deg2 when the parking rod 3 has moved to the parking position P2, the rotation of the driven gear 62 is restricted to a second restriction range Re2 (shown by left-diagonal hatching in Figure 8) by the stopper 66 and the link member 64 at the second position.

[0104] Specifically, in the parking lock state, the stopper 66 prevents further rotation of the driven gear 62, and the link member 64, which has the drive-side end E1 and the output-side end E2 aligned in a straight line with respect to the rotation center axis Cg of the driven gear 62, prevents the driven gear 62 from rotating (shown by the two-dot chain line in FIG. 7 ) to return the park rod 3 to the non-parking position P1. That is, the stopper 66 prevents the driven gear 62 from rotating in the direction Ri2, which increases the rotation angle of the driven gear 62 from the second rotation angle Deg2. In this way, the stopper 66 sets the upper limit of the second restriction range Re2. Furthermore, even if a reverse input Fr due to an external force is applied to the park rod 3 and torque in the Ro2 direction is generated on the output shaft 65c, the torque is not transmitted to the driven gear 62 by the link member 64 at the second angle point, and therefore the driven gear 62 does not rotate in the Ri1 direction (see FIG. 6) in which the rotation angle of the driven gear 62 decreases from the second rotation angle Deg2. In this way, the link member 64 at the second angle point sets the lower limit of the second restriction range Re2.

[0105] (Effects of the first embodiment) In the first embodiment, the following effects can be obtained.

[0106] In the first embodiment, as described above, the link member 64 has the recess 64d that avoids interference with the pivot shaft 63 while the link member 64 reciprocates between the parking lock state and the parking lock release state. As a result, in the parking lock state between the parking lock state and the parking lock release state, the link member 64 is positioned so that the recess 64d avoids interference with the pivot shaft 63, so that even if the park rod 3 attempts to move due to an external force, the link member 64 can block the torque generated by the external force. Furthermore, in the parking lock release state between the parking lock state and the parking lock release state, the link member 64 is positioned so that the link member 64 avoids interference with the pivot shaft 63, so that even if the park rod 3 attempts to move due to an external force, the link member 64 can block the torque generated by the external force. As a result, a structure can be realized in which the link member 64 is unlikely to move even if an external force is applied to the park rod 3 in both the parking lock state and the parking lock release state. Furthermore, when the link member 64 reciprocates in accordance with the rotation of the driven gear 62 to switch between the parking lock release state and the parking lock release state, the recess 64d prevents interference between the driven gear 62 and the link member 64.

[0107] Furthermore, in the first embodiment, as described above, the recess 64d is curved so as to avoid interference with the rotation shaft while the link member 64 reciprocates between the parking lock state and the parking lock release state. This allows the structure of the recess 64d, which avoids interference between the driven gear 62 and the link member 64, to be realized with a simple structure, thereby preventing the structure of the link member 64 from becoming complicated.

[0108] Furthermore, in the first embodiment, as described above, the rotation center axis Cg of the driven gear 62, the drive-side end E1 of the link member 64, and the output-side end E2 of the link member 64 are aligned in a straight line when viewed from the Z1 direction (one side in the direction in which the rotation center axis Cg of the driven gear 62 extends) in the parking lock state. As a result, in the parking lock state, the link member 64, in which the drive-side end E1 and the output-side end E2 are aligned in a straight line with respect to the rotation center axis Cg of the driven gear 62, is in a neutral state in which no torque is transmitted. Therefore, even if the park rod 3 attempts to move due to an external force, the torque generated by the external force is blocked by the link member 64 in the neutral state. Therefore, because the link mechanism is structured in a neutral state in which the link member 64 does not move even if an external force is applied to the park rod 3 in the parking lock state, it is not necessary to provide a sensor for detecting movement of the park rod 3 due to an external force and to drive the motor 4 to prevent the driven gear 62 from moving based on the detection signal of this sensor. As a result, in the parking lock state, there is no need to supply power to the sensor and the motor 4, so that the power consumption of the vehicle parking device 100 can be reduced.

[0109] Furthermore, in the first embodiment, as described above, when viewed from the Z1 direction side (one side in the direction in which the rotation axis Cg of the driven gear 62 extends), the rotation axis Cg of the driven gear 62, the drive-side end E1 of the link member 64, which is disposed on the opposite side of the rotation axis Cg of the driven gear 62 from the output-side end E2, and the output-side end E2 of the link member 64 are aligned in a straight line. As a result, by disposing the drive-side end E1 of the link member 64 on the output-side end E2 side, opposite the output-side end E2 from the rotation axis Cg of the driven gear 62, in the parking lock state, it is possible to realize a structure in which the link member 64 is in a state of being immobile even when an external force is applied to the park rod 3. As a result, it is possible to suppress an increase in the amount of movement of the link member 64 required to realize a structure in which the link mechanism is in a state of being immobile from the output-side end E2.

[0110] Furthermore, in the first embodiment, as described above, the rotation axis Cg of the driven gear 62, the drive-side end E1 of the link member 64, and the output-side end E2 of the link member 64 are aligned in a straight line when viewed from the Z1 direction (one side in the direction in which the rotation axis Cg of the driven gear 62 extends) in the parking lock released state. As a result, in the parking lock released state, the link member 64, in which the drive-side end E1 and the output-side end E2 are aligned in a straight line with respect to the rotation axis Cg of the driven gear 62, is in a neutral state in which it does not transmit torque. Therefore, even if the parking rod 3 attempts to move due to an external force, the torque generated by the external force is blocked by the link member 64 in the neutral state. Therefore, in the parking lock released state, the link mechanism is structured so that the link member 64 does not move even if an external force is applied to the park rod 3, eliminating the need to provide a sensor to detect movement of the park rod 3 due to an external force and to drive the motor 4 so as not to move the driven gear 62 based on the detection signal of this sensor. As a result, in the parking lock released state, there is no need to supply power to the sensor and motor 4, thereby reducing power consumption in the vehicle parking device 100.

[0111] Furthermore, in the first embodiment, as described above, when viewed from the Z1 direction side (one side in the direction in which the rotation axis Cg of the driven gear 62 extends), the rotation axis Cg of the driven gear 62, the drive-side end E1 of the link member 64, which is disposed on the output-side end E2 side with respect to the rotation axis Cg of the driven gear 62, and the output-side end E2 of the link member 64 are aligned in a straight line. As a result, by disposing the drive-side end E1 of the link member 64 on the output-side end E2 side with respect to the rotation axis Cg of the driven gear 62 in the parking lock released state, it is possible to realize a structure in which the link member 64 is in a state of being immobile even if an external force is applied to the park rod 3. As a result, it is possible to suppress an increase in the amount of movement of the link member 64 required to realize a structure in which the link member 64 is in a state of being immobile in the link mechanism.

[0112] In the first embodiment, as described above, the transmission mechanism 6 includes the stopper 66 that stops further rotation of the driven gear 62 due to an external force applied to the park rod 3 in the parking lock released state and stops further rotation of the driven gear 62 due to an external force applied to the park rod 3 in the parking lock state. In the parking lock released state, the stopper 66 prevents further rotation of the driven gear 62, and rotation of the driven gear 62 back to the parking position P2 is prevented by the link member 64, whose drive-side end E1 and output-side end E2 are aligned in a straight line with respect to the rotation axis Cg of the driven gear 62. Furthermore, in the parking lock state, the stopper 66 prevents further rotation of the driven gear 62, and rotation of the driven gear 62 back to the non-parking position P1 is prevented by the link member 64, whose drive-side end E1 and output-side end E2 are aligned in a straight line with respect to the rotation axis Cg of the driven gear 62. As a result, stopper 66 prevents further rotation of driven gear 62, and the structure in which link member 64 is placed in a state of a thinking point where it does not move prevents rotation of driven gear 62 back to another shift position (parking position P2 or non-parking position P1). Therefore, in both the parking lock state and the parking lock release state, rotation of driven gear 62 can be stopped within a range between the rotation angle at which stopper 66 stops rotation of driven gear 62 and the rotation angle at which the structure in which link member 64 is placed in a state of a thinking point in the link mechanism where it does not move stops rotation of driven gear 62. As a result, a structure can be realized that more reliably stops rotation of driven gear 62 in both the parking lock state and the parking lock release state.

[0113] Furthermore, in the first embodiment, as described above, the transmission mechanism 6 includes a connecting member 65 that connects the link member 64 and the parking rod 3. The connecting member 65 has an output shaft 65c that is located at the rotation center of the connecting member 65. The connecting member 65 is configured to rotate about a rotation center axis Cr that passes through the rotation center of the output shaft 65c. As a result, when the link member 64 reciprocates between the parking lock state and the parking lock release state, the connecting member 65 can be rotated about the output shaft 65c, and the park rod 3 can be moved back and forth between the parking position P2 and the non-parking position P1.

[0114] [Second embodiment] The configuration of a vehicle parking device 200 according to the second embodiment will be described with reference to Figures 9 to 12. In the second embodiment, the vehicle parking device 200 includes a lever portion 265a. Note that in the second embodiment, detailed description of the same configuration as in the first embodiment will be omitted.

[0115] The configuration of a vehicle parking device 200 according to a second embodiment of the present invention will be described with reference to FIGS.

[0116] The vehicle parking device 200 includes a parking gear 1, a parking pole 2, a parking rod 3, a motor 4, a case 5, and a transmission mechanism 206.

[0117] The direction in which the rotational center axis Cm of the motor 4 extends is the Z direction, with one side of the Z direction being the Z1 direction and the other side of the Z direction being the Z2 direction. The direction in which the motor 4 and the parking gear 1 are aligned is the X direction, with the motor 4 side of the X direction being the X1 direction and the parking gear 1 side of the X direction being the X2 direction. The direction in which the parking gear 1 and the parking pole 2 are aligned is the Y direction, with the parking pole 2 side of the Y direction being the Y1 direction and the parking gear 1 side of the Y direction being the Y2 direction. The X and Y directions are perpendicular to each other. The Z direction is perpendicular to the X and Y directions.

[0118] (Transmission mechanism) 9 and 10, the transmission mechanism 6 is configured to transmit the driving force of the motor 4 to the park rod 3. The input side of the transmission mechanism 6 is connected to the motor 4. The output side of the transmission mechanism 6 is connected to the park rod 3.

[0119] Specifically, the transmission mechanism 6 includes a drive gear 61, a driven gear 62, a rotating shaft 63, a link member 64, a connecting member 265, and a stopper 66. The rotating shaft 63 is an example of the "first rotating shaft" in the claims.

[0120] The connecting member 265 connects the link member 64 and the park rod 3. The connecting member 265 has a lever portion 265a, a rotating shaft 265b, and a rod-side pin 265c. The rotating shaft 265b is an example of the "second rotating shaft" in the claims.

[0121] The lever portion 265a is an L-shaped plate-like member that connects the link member 64 and the parking rod 3. One end of the lever portion 265a on the Y2 side is connected to the link member 64. That is, the one end of the lever portion 265a on the Y2 side and the link member 64 are connected by an output-side pin 64c. The other end of the lever portion 265a on the Y1 side is connected to the parking rod 3. That is, the other end of the lever portion 265a on the Y1 side and the parking rod 3 are connected by a rod-side pin 265c.

[0122] The rotation shaft 265b is a rotation center shaft extending along the Z direction for rotating the lever portion 265a by torque from the motor 4. The rotation shaft 265b is disposed at the rotation center position of the lever portion 265a. The lever portion 265a is configured to rotate around a rotation center axis Cr that passes through the rotation center of the rotation shaft 265b.

[0123] The rod-side pin 265c is configured to output torque transmitted from the motor 4 via the drive gear 61, the driven gear 62, the link member 64, and the lever portion 265a to the park rod 3. In other words, the rod-side pin 265c connects the other end of the lever portion 265a on the Y1 direction side to one end of the park rod 3 on the X1 direction side.

[0124] <Considerations for transmission mechanism> Furthermore, the vehicle parking device 200 has a structure in which the link member 64 does not move due to an external force applied to the parking rod 3 in both the parking locked state and the parking unlocked state.

[0125] That is, in the vehicle parking device 200, similarly to the vehicle parking device 100 of the first embodiment, the park rod 3 at the non-parking position P1 as shown in FIG. 9 may be unintentionally moved to the parking position P2 due to an external force caused by vehicle vibration or the like. Furthermore, the park rod 3 at the parking position P2 as shown in FIG. 10 may be unintentionally moved to the non-parking position P1 due to an external force caused by vehicle vibration or the like. Furthermore, when the parking rod 3 at the parking position P2 as shown in FIGS. 11 and 12 is in a state where the locking claws 2a of the park pole 2 do not face the grooves between the teeth 1a of the parking gear 1, but face the teeth 1a of the parking gear 1, the park rod 3 may be unintentionally moved to the non-parking position P1 due to the application of not only an external force caused by vehicle vibration or the like but also an external force caused by the retraction spring 33 to the park rod 3.

[0126] 9 to 12, the vehicle parking device 200 of the second embodiment is configured so that the link member 64 is in a neutral state in both the parking lock state and the parking lock release state. Specifically, the rotation center axis Cg of the driven gear 62, the drive side end E1 of the link member 64, and the output side end E2 of the link member 64 are aligned in a straight line when viewed from the Z1 direction side (one side in the direction in which the rotation center axis Cg of the driven gear 62 extends) in both the parking lock state and the parking lock release state. The other configurations of the second embodiment are the same as those of the first embodiment.

[0127] (Effects of the second embodiment) In the second embodiment, the following effects can be obtained.

[0128] In the second embodiment, similarly to the first embodiment, the link member 64 has a recess 64d that avoids interference with the pivot shaft 63 while the link member 64 moves back and forth between the parking lock state and the parking lock release state. This makes it possible to realize a structure in which the link member 64 is less likely to move even if an external force is applied to the park rod 3 in both the parking lock state and the parking lock release state.

[0129] Furthermore, in the second embodiment, as described above, the transmission mechanism 206 includes a connecting member 265 that connects the link member 64 and the parking rod 3. The connecting member 265 has a rotation shaft 265b disposed at the rotation center of the connecting member 265. The connecting member 65 is configured to rotate about a rotation center axis Cr that passes through the rotation center of the rotation shaft 265b. As a result, when the link member 64 reciprocates between the parking lock state and the parking lock release state, the connecting member 265 can be rotated about the rotation shaft 265b, and the parking rod 3 can be moved back and forth between the parking position P2 and the non-parking position P1. Note that other effects of the second embodiment are similar to those of the first embodiment, and therefore description thereof will be omitted.

[0130] [Variations] The above-described embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present invention is defined by the claims, not by the description of the above-described embodiments, and further includes all modifications (variations) within the meaning and scope of the claims.

[0131] For example, in the first and second embodiments, the vehicle is an electric vehicle, but the present invention is not limited to this. In the present invention, the vehicle may be a hybrid vehicle equipped with an engine and a motor.

[0132] In the first and second embodiments, the vehicle parking device 100 (200) includes the parking gear 1, the park pole 2, the park rod 3, the motor 4, the case 5, and the transmission mechanism 6, but the present invention is not limited to this. In the present invention, the vehicle parking device may include a parking gear, a park pole, a park rod, a motor, a case, a transmission mechanism, a detent spring, and a detent plate having grooves formed therein corresponding to the parking position and the non-parking position.

[0133] In the first and second embodiments, the link main body 64a is a plate-like member having a J-shape due to the curved recess 64d when viewed from the Z1 direction, but the present invention is not limited to this. In the present invention, the link main body may be a plate-like member having an L-shape due to the curved recess when viewed from one side in the direction in which the rotation central axis of the driven gear extends.

[0134] [Summary of this embodiment] This embodiment has at least the following configuration.

[0135] The vehicle parking device 100 (200) includes a motor (4) that generates a driving force for switching the vehicle between a parking lock state and a parking lock release state, a transmission mechanism 6 (206) that is connected to the motor (4) and transmits the driving force of the motor (4), and a parking rod (3) that is connected to the transmission mechanism 6 (206) and reciprocates between a parking position (P2) that corresponds to the parking lock state and a non-parking position (P1) that corresponds to the parking lock release state. The transmission mechanism 6 (206) rotates along a rotation center axis (Cg) by the driving force from the motor (4). ), a link member (64) having a drive side end (E1) connected to the driven gear (62) and rotating together with the rotation of the driven gear (62), and an output side end (E2) which is the other end thereof and rotates together with the rotation of the drive side end (E1), and a first rotation shaft (63) disposed on a rotation center axis (Cg) of the driven gear (62), and the link member (64) has a relief portion (64d) which avoids interference with the first rotation shaft (63) while the link member (64) reciprocates between a parking lock state and a parking lock release state.

[0136] With this configuration, in a parking lock state during reciprocation between the parking lock state and the parking lock release state, the link member (64) is positioned so that the relief portion (64d) avoids interference with the first pivot shaft (63), so that even if an external force attempts to move the park rod (3), the link member (64) can block the torque generated by the external force. Also, in a parking lock release state during reciprocation between the parking lock state and the parking lock release state, the link member (64) is positioned so that the relief portion (64d) avoids interference with the first pivot shaft (63), so that even if an external force attempts to move the park rod (3), the link member (64) can block the torque generated by the external force. As a result, a structure can be realized in which the link member (64) is unlikely to move even if an external force is applied to the park rod (3) in both the parking lock state and the parking lock release state. In addition, when the link member (64) reciprocates in accordance with the rotation of the driven gear (62) to switch between the parking lock release state and the parking lock release state, the relief portion (64d) can prevent interference between the driven gear (62) and the link member (64).

[0137] The relief portion (64d) is bent or curved so as to avoid interference with the rotation shaft while the link member (64) reciprocates between the parking lock state and the parking lock release state.

[0138] With this configuration, the structure of the escape portion (64d) that avoids interference between the driven gear (62) and the link member (64) can be realized with a simple structure, thereby preventing the structure of the link member (64) from becoming complicated.

[0139] In the parking lock state, the rotational center axis (Cg) of the driven gear (62), the drive side end (E1) of the link member (64), and the output side end (E2) of the link member (64) are aligned in a straight line when viewed from one side in the direction in which the rotational center axis (Cg) of the driven gear (62) extends.

[0140] With this configuration, in the parking lock state, the link member (64), whose drive-side end (E1) and output-side end (E2) are aligned in a straight line with respect to the rotation center axis (Cg) of the driven gear (62), is in a neutral state where it does not transmit torque. Therefore, even if an external force attempts to move the park rod (3), the torque generated by the external force is blocked by the neutral state of the link member (64). This structure, in the parking lock state, establishes a neutral state in the link mechanism where the link member (64) does not move even if an external force is applied to the park rod (3). Therefore, it is not necessary to provide a sensor to detect movement of the park rod (3) due to an external force and to drive the motor (4) based on the sensor's detection signal to prevent the driven gear (62) from moving. As a result, power supply to the sensor and motor (4) is not required in the parking lock state, thereby reducing the power consumption of the vehicle parking device 100 (200).

[0141] When viewed from one side in the direction in which the rotational center axis (Cg) of the driven gear (62) extends, the rotational center axis (Cg) of the driven gear (62), the drive side end (E1) of the link member (64) arranged on the opposite side of the rotational center axis (Cg) of the driven gear (62) from the output side end (E2), and the output side end (E2) of the link member (64) are aligned in a straight line.

[0142] With this configuration, in the parking lock state, by arranging the drive-side end E1 of the link member 64 on the output-side end E2 side, opposite to the output-side end E2 with respect to the rotation center axis Cg of the driven gear 62, it is possible to realize a structure in which the link member 64 is in a state of being immovable even when an external force is applied to the park rod 3. As a result, it is possible to suppress an increase in the amount of movement of the link member 64 required to realize a structure in which the link mechanism is in a state of being immovable.

[0143] In the parking lock release state, the rotational center axis (Cg) of the driven gear (62), the drive side end (E1) of the link member (64), and the output side end (E2) of the link member (64) are aligned in a straight line when viewed from one side in the direction in which the rotational center axis (Cg) of the driven gear (62) extends.

[0144] With this configuration, in the parking lock released state, the link member (64), whose drive-side end (E1) and output-side end (E2) are aligned linearly with respect to the rotation center axis (Cg) of the driven gear (62), is in a neutral state where it does not transmit torque. Therefore, even if an external force attempts to move the park rod (3), the torque generated by the external force is blocked by the neutral state of the link member (64). This structure, in the parking lock released state, where the link member (64) does not move even if an external force is applied to the park rod (3), eliminates the need to provide a sensor to detect movement of the park rod (3) due to an external force and drive the motor (4) based on the sensor's detection signal to prevent the driven gear (62) from moving. As a result, power supply to the sensor and motor (4) is not required in the parking lock released state, thereby reducing power consumption in the vehicle parking device 100 (200).

[0145] When viewed from one side in the direction in which the rotational center axis (Cg) of the driven gear (62) extends, the rotational center axis (Cg) of the driven gear (62), the drive side end (E1) of the link member (64) arranged on the output side end (E2) side of the rotational center axis (Cg) of the driven gear (62), and the output side end (E2) of the link member (64) are aligned in a straight line.

[0146] With this configuration, in the parking lock released state, by arranging the drive-side end (E1) of the link member (64) on the output-side end (E2) side with respect to the rotation center axis (Cg) of the driven gear (62), it is possible to realize a structure in which the link member (64) is in a state of being immovable even when an external force is applied to the park rod (3). As a result, it is possible to suppress an increase in the amount of movement of the link member (64) required to realize a structure in which the link mechanism is in a state of being immovable.

[0147] The transmission mechanism 6 (206) further includes a stopper (66) that stops further rotation of the driven gear (62) due to an external force applied to the parking rod (3) in the parking lock release state, and stops further rotation of the driven gear (62) due to an external force applied to the parking rod (3) in the parking lock release state. In the parking lock release state, the driven gear (62) is prevented from further rotation by the stopper (66) and rotates relative to the rotation center axis (Cg) of the driven gear (62). The rotation of the driven gear (62) back to the parking position (P2) is stopped by the link member (64) whose drive side end (E1) and output side end (E2) are aligned in a straight line, and in the parking lock state, further rotation is stopped by the stopper (66), and the rotation of the driven gear (62) back to the non-parking position (P1) is stopped by the link member (64) whose drive side end (E1) and output side end (E2) are aligned in a straight line with respect to the rotation center axis (Cg) of the driven gear (62).

[0148] With this configuration, the stopper (66) prevents further rotation of the driven gear (62), and the structure in which the link member (64) is placed in a state of a thinking point where it does not move prevents the rotation of the driven gear (62) that would return to another shift position (the parking position (P2) or the non-parking position (P1)). As a result, in both the parking lock state and the parking lock release state, the rotation of the driven gear (62) can be stopped within a range between the rotation angle at which the stopper (66) stops the rotation of the driven gear (62) and the rotation angle at which the structure in which the link member (64) is placed in a state of a thinking point where it does not move, preventing the rotation of the driven gear (62). As a result, a structure can be realized that more reliably stops the rotation of the driven gear (62) in both the parking lock state and the parking lock release state.

[0149] The transmission mechanism 6 (206) further includes a connecting member 65 (265) that connects the link member (64) and the park rod (3), and the connecting member 65 (265) has a second rotating shaft 65c (265b) that is arranged at the position of the rotation center of the connecting member 65 (265), and the connecting member 65 (265) is configured to rotate around a rotation center axis (Cr) that passes through the rotation center of the second rotating shaft 65c (265b).

[0150] With this configuration, the link member (64) moves back and forth between the parking lock state and the parking lock release state, thereby rotating the connecting member 65 (265) around the second rotating shaft 65c (265b), and thereby moving the parking rod (3) back and forth between the parking position (P2) and the non-parking position (P1). [Explanation of symbols]

[0151] 3 Park Rod 4 motors 6, 206 Transmission mechanism 62 Driven gear 63 Rotating shaft (first rotating shaft) 64 Link member 64d Relief 65, 265 Connection parts 65c Output shaft (second rotating shaft) 66 Stopper 100, 200 Vehicle parking device 265b Rotating shaft (second rotating shaft) Cg (Driven gear) central axis of rotation Cr (output shaft) rotation center axis E1 Drive end E2 Output side end P1 Non-parking position P2 Parking Position

Claims

1. a motor that generates a driving force for switching the vehicle between a parking lock state and a parking lock release state; a transmission mechanism connected to the motor and configured to transmit a driving force of the motor; a park rod connected to the transmission mechanism and reciprocating between a parking position corresponding to the parking lock state and a non-parking position corresponding to the parking lock release state, The transmission mechanism includes: a driven gear that rotates about a rotation center axis by a driving force from the motor; a link member having a drive side end connected to the driven gear and rotating together with the rotation of the driven gear, and an output side end which is the other end that rotates together with the rotation of the drive side end; a first rotation shaft disposed on the rotation center axis of the driven gear, the link member has a relief portion that avoids interference with the first rotation shaft while the link member reciprocates between the parking lock state and the parking lock release state, A vehicle parking device in which the rotational center axis of the driven gear, the drive side end of the link member, and the output side end of the link member are aligned in a straight line when viewed from one side in the direction in which the rotational center axis of the driven gear extends, at least in the parking lock released state.

2. 2. The vehicle parking device according to claim 1, wherein the recess is bent or curved so as to avoid interference with the first pivot shaft while the link member reciprocates between the parking lock state and the parking lock release state.

3. 2. The vehicle parking device according to claim 1, wherein the rotational axis of the driven gear, the drive side end of the link member, and the output side end of the link member are aligned in a straight line when viewed from one side in the direction in which the rotational axis of the driven gear extends in the parking lock state.

4. 4. The vehicle parking device according to claim 3, wherein, when viewed from one side in the direction in which the rotational axis of the driven gear extends, the rotational axis of the driven gear, the drive side end of the link member arranged on the opposite side of the rotational axis of the driven gear from the output side end, and the output side end of the link member are aligned in a straight line.

5. 2. The vehicle parking device according to claim 1, wherein, when viewed from one side in the direction in which the rotational axis of the driven gear extends, the rotational axis of the driven gear, the drive side end of the link member arranged on the output side end side of the rotational axis of the driven gear, and the output side end of the link member are aligned in a straight line.

6. the transmission mechanism further includes a stopper that stops further rotation of the driven gear due to an external force applied to the park rod in the parking lock released state, and that stops further rotation of the driven gear due to an external force applied to the park rod in the parking lock state, 2. The vehicle parking device according to claim 1, wherein in the parking lock released state, further rotation of the driven gear is stopped by the stopper, and rotation of the driven gear returning to the parking position is stopped by the link member, the drive side end and the output side end of which are aligned in a straight line with respect to the rotation center axis of the driven gear, and in the parking lock state, further rotation is stopped by the stopper, and rotation of the driven gear returning to the non-parking position is stopped by the link member, the drive side end and the output side end of which are aligned in a straight line with respect to the rotation center axis of the driven gear.

7. the transmission mechanism further includes a connecting member that connects the link member and the park rod, the connecting member has a second rotation shaft disposed at a rotation center position of the connecting member, The vehicle parking device according to claim 1 , wherein the connecting member is configured to rotate about a rotation center axis passing through a rotation center of the second rotation shaft.

Images