JP6442736B2 - Automatic transmission for vehicles - Google Patents

Description

  The present invention relates to an automatic transmission for a vehicle including a transmission mechanism that meshes and fastens an engagement clutch, and a park mechanism that meshes and fastens a parking pole.

  2. Description of the Related Art Conventionally, there is known a vehicle driving force transmission device that operates a clutch mechanism capable of engaging / disconnecting a driving force transmission path and a park mechanism capable of stopping rotation of a driving shaft by one actuator (for example, Patent Document 1).

JP 2007-315410 A

However, the conventional driving force transmission device does not consider the structure for holding the clutch mechanism position when the clutch mechanism is operated and the structure for holding the park mechanism position when the park mechanism is operated. It was.
For this reason, it is considered that the released clutch mechanism is fastened even though the park mechanism is fastened due to the influence of vibration or a large external force, etc., and the park mechanism and the clutch mechanism are fastened simultaneously. It is done. That is, there may be a problem that the clutch mechanism is engaged before the park mechanism is completely released, or the park mechanism is engaged before the clutch mechanism is completely released.

  The present invention has been made paying attention to the above-mentioned problem, and when operating the speed change mechanism and the park mechanism by one actuator, the selected gear position and the engagement position of the parking pole can be accurately maintained. An object is to provide an automatic transmission for a vehicle.

In order to achieve the above object, an automatic transmission for a vehicle according to the present invention includes a speed change mechanism, a park mechanism, one actuator, a position holding mechanism, and a manual shaft .
The speed change mechanism meshes and engages / releases the engagement clutch by the movement of the coupling sleeve, and selects a predetermined gear position.
The park mechanism meshes and fastens the parking pole with the park gear, and fixes the rotation system to the drive wheels to the transmission case.
The actuator operates both the coupling sleeve and the parking pole.
The position holding mechanism is operated by the actuator, and a shift position holding portion for holding the shift position selected by the transmission mechanism, and a position for engaging the parking pole by the park mechanism. A first position holding member formed of one part provided with a park position holding portion; and a second position holding member engaged with either the shift position holding portion or the park position holding portion.
The manual shaft is rotationally driven by the actuator.
When the parking pole is operated to fix the rotation system to the drive wheels to the transmission case, the operating amount of the actuator is larger than the operation amount when the coupling sleeve is operated to select a predetermined gear position. The operation amount of the actuator is set large.
Further, the speed change mechanism includes a shift plate that is provided on the manual shaft and interlocks with the operation of the actuator, and that converts a rotational motion of the manual shaft into a translational motion and transmits the translation motion to the coupling sleeve. The shift plate is fixed to an intermediate portion of the manual shaft.

Therefore, in the vehicle automatic transmission according to the present invention, the shift position holding portion for holding the shift position selected by the transmission mechanism and the engagement position of the parking pole by the park mechanism are operated while being operated by the actuator. A position holding mechanism having a first position holding member provided with the park position holding portion.
Therefore, the second position holding member is engaged with either one of the shift position holding portion or the park position holding portion, so that the movement of the actuator is restricted, and the shift position and the engagement position of the parking pole are held. . Thereby, even if vibration, input of a large external force, or the like occurs, the position of the coupling sleeve or the position of the parking pole can be prevented from changing.
In addition, since the first position holding member provided with the shift position holding portion and the park position holding portion is one component, the shift position is compared with the case where the shift position holding portion and the park position holding portion are formed as separate parts. The dimensional accuracy between the holding part and the park position holding part can be improved. As a result, the shift position (operation position of the transmission mechanism) and the engagement position of the parking pole (operation position of the park mechanism) can be accurately maintained, and the engagement clutch and the parking pole can be prevented from being simultaneously engaged. .

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a system diagram showing a drive system configuration and a control system configuration of an electric vehicle to which an automatic vehicle transmission according to a first embodiment is applied. FIG. 3 is a block diagram illustrating a detailed configuration of a shift control system according to the first embodiment. It is explanatory drawing which shows the relationship between the range position and the fastening / release state of each mechanism, and the relationship between the range position and the rotation operation position by the first electric actuator. FIG. 3 is a schematic diagram illustrating an operation system of the actuator interlocking mechanism according to the first embodiment. It is a schematic diagram which shows the parking system of the actuator interlocking mechanism of Example 1. FIG. It is a schematic diagram which shows the engagement clutch system of the actuator interlocking mechanism of Example 1. FIG. 3 is an enlarged perspective view showing a shift plate of Example 1. It is a perspective view which shows the actuator interlocking mechanism of Example 1. FIG. FIG. 9 is a perspective view of the actuator interlocking mechanism according to the first embodiment when viewed from an angle different from that of FIG. 8. It is a top view which shows the actuator interlocking mechanism of Example 1. FIG. It is a side view which shows the actuator interlocking mechanism of Example 1. It is explanatory drawing which shows operation | movement description by the 1st electric actuator at the time of P range selection. It is explanatory drawing which shows operation | movement description by the 1st electric actuator at the time of low gear stage selection. It is explanatory drawing which shows operation | movement description by the 1st electric actuator at the time of N range or high gear stage selection. It is a perspective view which shows the actuator interlocking mechanism which has the position holding mechanism of another example. It is a perspective view which expands and shows the X section in FIG. It is explanatory drawing which shows the relationship between the groove depth of the ditch | groove part in the position holding mechanism shown in FIG. 15, and position holding force.

  EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing the automatic transmission for vehicles of this invention is demonstrated based on Example 1 shown in drawing.

Example 1
First, the configuration will be described.
The configuration of the automatic transmission for a vehicle mounted on the electric vehicle (an example of the vehicle) in the first embodiment is divided into “entire system configuration”, “detailed configuration of the shift control system”, and “detailed configuration of the actuator interlocking mechanism”. explain.

[Overall system configuration]
FIG. 1 shows a drive system configuration and a control system configuration of an electric vehicle to which the vehicle automatic transmission according to the first embodiment is applied. The overall system configuration of the first embodiment will be described below with reference to FIG.

  As shown in FIG. 1, the drive system configuration of the electric vehicle (vehicle) includes a drive motor generator 2, an automatic transmission (automatic transmission for vehicle) 3, and drive wheels 14.

The drive motor generator 2 is a three-phase AC permanent magnet synchronous motor, and serves as a travel drive source for an electric vehicle. When a positive torque (drive torque) command is output from the motor controller 28 to an inverter (not shown) from the motor controller 28, the drive motor generator 2 generates a drive torque using discharge power from a high-power battery (not shown). A drive operation is performed to drive the drive wheels 14 (power running). On the other hand, when a negative torque (power generation torque) command is output from the motor controller 28 to the inverter, a power generation operation is performed to convert rotational energy from the drive wheels 14 into electric energy, and the generated power is charged to the high-power battery. Use electricity (regeneration).
The motor shaft of the drive motor generator 2 is connected to the transmission input shaft 6 of the automatic transmission 3.

  The automatic transmission 3 is a constantly meshing stepped transmission that transmits power by one of two gear pairs having different gear ratios, and has a high gear stage (high speed stage) with a small reduction ratio and a low gear stage with a large reduction ratio. Two-speed transmission having (low speed) is used. The automatic transmission 3 is used for shifting when the motor power is output from the driving motor generator 2 through the transmission input shaft 6 and the transmission output shaft 7 in order, and a low-side transmission mechanism 8 for realizing a low speed stage. It is comprised by the high side transmission mechanism 9 which implement | achieves a high-speed stage. Here, the transmission input shaft 6 and the transmission output shaft 7 are arranged in parallel.

  The low-side transmission mechanism 8 is for selecting a low-side transmission path when the motor power is output, and is disposed on the transmission output shaft 7. The low-side transmission mechanism 8 engages / disengages the gear 8a with the transmission output shaft 7 so that the low-speed gear pair (gear 8a, gear 8b) is drivingly coupled between the transmission input / output shafts 6 and 7. The engagement clutch 8c performs the above. Here, the low-speed gear pair includes a gear 8 a that is rotatably supported on the transmission output shaft 7, and a gear 8 b that meshes with the gear 8 a and rotates together with the transmission input shaft 6.

  The high-side transmission mechanism 9 is for selecting a high-side transmission path when the motor power is output, and is disposed on the transmission input shaft 6. The high-side transmission mechanism 9 is configured to frictionally engage / release the gear 9a with respect to the transmission input shaft 6 so that the high-speed gear pair (gear 9a, gear 9b) is drivingly coupled between the transmission input / output shafts 6 and 7. It is comprised by the friction clutch 9c which performs. Here, the high-speed gear pair includes a gear 9 a rotatably supported on the transmission input shaft 6 and a gear 9 b that meshes with the gear 9 a and rotates together with the transmission output shaft 7.

  The transmission output shaft 7 fixes a gear 11 and drives and couples a differential gear device 13 to the transmission output shaft 7 through a final drive gear set including the gear 11 and a gear 12 meshing with the gear 11. . Further, the differential gear device 13 is connected to a drive shaft 16 to which drive wheels 14 are coupled. As a result, the motor power of the drive motor generator 2 that has reached the transmission output shaft 7 passes through the final drive gear sets 11 and 12 and the differential gear device 13 from the left and right drive shafts 16 to the drive wheels 14 (in FIG. 1). (Only one drive wheel is shown). A hydraulic brake 15 is installed on the drive shaft 16.

  Further, a park gear 17 is fixed to the transmission output shaft 7, and a parking pole 18 provided in a transmission case (not shown) is disposed so as to be able to mesh with the park gear 17. When the parking range position (hereinafter referred to as “P range”) is selected as the range position of the automatic transmission 3, the parking pole 18 is also used as the operating actuator of the engagement clutch 8c (shared). The case is fixed so that the transmission output shaft 7 does not rotate by meshing with the park gear 17 by driving the electric actuator 41. In other words, when the P range is selected, the park gear 17 and the parking pole 18 are engaged and engaged, and the park lock state is achieved in which the case is fixed so that the transmission output shaft 7 does not rotate.

  As shown in FIG. 1, the control system configuration of the electric vehicle includes a shift controller 21, a vehicle speed sensor 22, an accelerator opening sensor 23, a wheel speed sensor 24, a front / rear G sensor 25, a slider position sensor 26, and a sleeve position sensor 27. , Etc. In addition to this, a motor controller 28, an integrated controller 30, a CAN communication line 31, and a range position switch 32 are provided.

The transmission controller 21 is constituted by a microcomputer having a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), a backup memory, and an input / output interface circuit. The shift controller 21 outputs a shift request based on a shift map (not shown), and upshifts to a high gear stage in a state where the engagement clutch 8c is engaged and engaged and the friction clutch 9c is selected to be disengaged. At this time, the switching control by releasing the engagement clutch 8c and friction engagement of the friction clutch 9c is performed. Further, when downshifting to the low gear stage while the engagement clutch 8c is disengaged and the friction clutch 9c is selected as the high gear stage of the friction engagement, the transfer control by the engagement engagement of the engagement clutch 8c and the release of the friction clutch 9c is performed. Carry out.
Further, the transmission controller 21 controls the engagement / release of the park mechanism according to the range position of the automatic transmission 3.

  The range position switch 32 is a switch for detecting the range position of the automatic transmission 3 selected by the driver's selection operation on a select lever (not shown). As the detected range position, P range (= parking range, non-running range, parking range), N range (= neutral range, non-running range, stop range), D range (= drive range, forward running range), R range (= reverse range, reverse running range) etc. In the D range, a low gear stage or a high gear stage is selected by the speed change controller 21 as will be described later.

[Detailed configuration of shift control system]
FIG. 2 shows a detailed configuration of the shift control system of the first embodiment. Hereinafter, based on FIG. 2, the detailed structure of the transmission control system of Example 1 is demonstrated.

  As shown in FIG. 2, the shift control system of the electric vehicle control system includes an engagement clutch 8c, a friction clutch 9c, a park gear 17, a drive motor generator 2, a shift controller 21, It has. That is, the control system of the electric vehicle is configured to control the engagement clutch 8c, the friction clutch 9c, the park gear 17, and the drive motor generator 2 according to commands from the transmission controller 21 according to conditions.

The engagement clutch 8c is a clutch by synchro meshing engagement, and includes a clutch gear 8d provided on the gear 8a, a clutch hub 8e coupled to the transmission output shaft 7, and a coupling sleeve 8f (see FIG. 1). The engagement clutch 8c is engaged and fastened / released by driving (moving) the coupling sleeve 8f by the first electric actuator 41 (actuator).
The engagement and disengagement of the engagement clutch 8c is determined by the position of the coupling sleeve 8f. Here, the shift controller 21 reads the value of the sleeve position sensor 27, and applies a current to the first electric actuator 41 so that the position of the coupling sleeve 8f is in the meshing engagement position or the release position. For example, a position servo system by PID control) is provided. When the coupling sleeve 8f is in the meshing position shown in FIG. 1 meshed with both the clutch gear 8d and the outer peripheral clutch teeth of the clutch hub 8e, the gear 8a is drivingly connected to the transmission output shaft 7 and the low gear stage is selected. To do. On the other hand, when the coupling sleeve 8f is displaced in the axial direction from the position shown in FIG. 1 and is in a non-engagement position with one of the outer peripheral clutch teeth of the clutch gear 8d and the clutch hub 8e, the gear 8a is moved to the transmission output shaft 7. And deselect the low gear stage.

The friction clutch 9c has a driven plate 9d that rotates with the gear 9a and a drive plate 9e that rotates with the transmission input shaft 6 (see FIG. 1). Then, the second electric actuator 42 drives the slider 9f that applies a pressing force to both the plates 9d and 9e, thereby engaging / releasing the friction.
The transmission torque capacity of the friction clutch 9c is determined by the position of the slider 9f. The slider 9f is a screw mechanism, and a mechanism that holds the position when the input of the second electric actuator 42 is 0 (zero). It has become. Here, the shift controller 21 reads the value of the slider position sensor 26 and supplies a current to the second electric actuator 42 so as to obtain a slider position where a desired transmission torque capacity can be obtained (for example, PID). Position servo system by control). The friction clutch 9c rotates integrally with the transmission input shaft 6, and when the clutch friction is engaged, the gear 9a is drivingly connected to the transmission input shaft 6 to select the high gear stage. On the other hand, when the clutch is released, the drive connection between the gear 9a and the transmission input shaft 6 is disconnected, and the selection of the high gear stage is released.

  The park gear 17 is described later by a first electric actuator 41 (actuator) that is also used (shared) as a drive actuator for the engagement clutch 8c when the range position of the automatic transmission 3 is selected as the P range (non-traveling range position). By moving the parking rod 64b to engage the parking pole 18 with the park gear 17, the transmission output shaft 7 connected to the drive wheels 14 is fixed so as not to rotate.

  That is, the first electric actuator 41 has three positions: a mesh engagement position of the engagement clutch 8c, a disengagement position of the engagement clutch 8c, a non-engagement position of the parking pole 18, and a mesh position of the parking pole 18. Manage behavior. Here, the 1st electric actuator 41 is comprised with electric motors, such as a stepping motor, and has the drive mechanism which consists of a rotor and a stator, and rotates.

  The drive motor generator 2 is torque controlled or rotational speed controlled by a motor controller 28 that receives a command output from the speed change controller 21. That is, when the motor controller 28 inputs a motor torque capacity command, a torque upper limit command, and an input / output rotation synchronization command from the speed change controller 21, the drive motor generator 2 is controlled in torque or rotational speed based on these commands. The

  When the range position of the automatic transmission 3 is selected as the D range (forward travel range), the speed change controller 21 receives vehicle speed information from the vehicle speed sensor 22, accelerator position information from the accelerator position sensor 23, and a shift map (not shown). On the basis of the above, shift control during traveling is performed to select a gear position. That is, in the shifting control during traveling, when the operating point based on the vehicle speed VSP and the accelerator opening APO crosses the upshift line in the first speed region and the second speed region of the shift map, an upshift request is output and a high gear stage is selected. When the operating point based on the vehicle speed VSP and the accelerator opening APO crosses the down shift line in the second speed region and the first speed region of the shift map, a down shift request is output and the low gear stage is selected.

[Detailed configuration of actuator interlocking mechanism]
FIG. 3 shows the relationship between the range position and the fastening / release state of each mechanism, and the relationship between the range position and the rotational operation position of the first electric actuator. FIGS. 4 to 6 show the operation system, parking system, Each of the engagement clutch systems is shown. FIG. 7 is an enlarged perspective view illustrating the shift plate of the first embodiment. The detailed configuration of the actuator interlocking mechanism according to the first embodiment will be described below with reference to FIGS.

  As described above, in the first embodiment, one first electric actuator 41 (actuator) that operates the coupling sleeve 8f and the parking pole 18 together is provided. An actuator interlocking mechanism 61 is provided between the first electric actuator 41, the coupling sleeve 8f, and the parking pole 18 (FIGS. 1 and 2).

  When the range position of the automatic transmission 3 selected by the operation of the select lever (not shown) is switched in the order of P range, N range, and D range, as shown in the lower part of FIG. The first electric actuator 41 is set to rotate the manual shaft 62 in one direction (the direction of arrow A in FIG. 3).

  When the P range is selected, the first electric actuator 41 and the actuator interlocking mechanism 61 engage and fasten the parking pole 18 to the park gear 17 to release the engagement clutch 8c. Then, the friction clutch 9 c is released by the second electric actuator 42.

When the high gear stage is selected in the N range and D range (indicated as “H (2nd)” in FIG. 3), the first gear actuator 41 and the actuator interlocking mechanism 61 cause the park gear 17, the parking pole 18, and the engagement clutch. Release 8c together.
When the N range is selected, the friction clutch 9c is released by the second electric actuator 42. When the high gear stage is selected, the friction clutch 9c is frictionally engaged by the second electric actuator 42.

  When the low gear stage is selected in the D range (indicated as “L (1st)” in FIG. 3), the first electric actuator 41 and the actuator interlocking mechanism 61 release the park gear 17 and the parking pole 18, and the engagement clutch. 8c is engaged and fastened. Then, the friction clutch 9 c is released by the second electric actuator 42.

  The actuator interlocking mechanism 61 includes an operation system (FIG. 4), a parking system (FIG. 5), and an engagement clutch system (FIG. 6).

As shown in FIG. 4, the operation system includes a manual shaft 62, a speed change mechanism 63, a park mechanism 64, and a position holding mechanism 65.
Here, the transmission mechanism 63 includes a shift plate 63a, a bracket plate 63b (bracket), and a fork rod 63d provided with a shift fork 63c. The park mechanism 64 has a parking plate 64a, a park rod 64b, a park support 64c, and a spring 64d. Further, the position holding mechanism 65 has a detent portion 65a (first position holding member) and a detent spring 65b (second position holding member).

  The manual shaft 62 is a shaft that is rotationally driven by the first electric actuator 41 (see FIG. 3), and one end is connected to the output shaft (not shown) of the first electric actuator 41. That is, the first electric actuator 41 is provided at one end of the manual shaft 62. A shift plate 63a and a parking plate 64a are arranged and fixed along the axial direction at an intermediate portion of the manual shaft 62. Further, a detent portion 65a is formed on the shift plate 63a (see FIG. 7). Accordingly, when the manual shaft 62 is rotated by the first electric actuator 41, the shift plate 63a, the parking plate 64a, and the detent portion 65a are rotated together with the rotation of the manual shaft 62.

The speed change mechanism 63 is a mechanism that moves the coupling sleeve 8f to engage and disengage the engagement clutch 8c to select a predetermined speed (low gear). The shift plate 63a of the speed change mechanism 63 is a plate member orthogonal to the extending direction of the manual shaft 62, and a shift portion 63e protruding in the radial direction from the peripheral edge portion is formed. The bracket plate 63b is a plate member that connects the shift plate 63a and the fork rod 63d, and has a groove portion 63f into which the shift portion 63e is fitted.
The shift plate 63a is rotated by the rotation of the manual shaft 62, thereby causing the bracket plate 63b to translate. That is, the rotational motion of the manual shaft 62 is converted into translational motion by the shift plate 63a.
The other end of the bracket plate 63b is connected to the fork rod 63d. Thereby, the bracket plate 63b, the fork rod 63d, and the shift fork 63c can slide integrally with respect to the operation of the shift plate 63a.

  The park mechanism 64 is a mechanism that meshes and fastens the parking pole 18 with the park gear 17 and fixes the rotation system to the drive wheels 14 to a transmission case (not shown). The parking plate 64 a of the park mechanism 64 is an elliptical plate that extends in a direction orthogonal to the extending direction of the manual shaft 62. One end of a park rod 64b is connected to the tip of the parking plate 64a. The other end of the park rod 64b is disposed between the parking pole 18 and the park support 64c. Here, the parking pole 18 is urged in the release direction by the spring 64d. Moreover, it has the wedge part 64e by a conical surface in the middle position of the park rod 64b.

  That is, in the park mechanism 64, the parking plate 64 a rotates around the manual shaft 62 when the first electric actuator 41 is driven. Then, when the tip of the parking plate 64a rotates, the park rod 64b moves in the axial direction, and the position of the park rod 64b relative to the parking pole 18 changes.

  The position holding mechanism 65 is a mechanism for holding the position of the coupling sleeve 8 f operated by the first electric actuator 41 and the position of the parking pole 18. The detent portion 65a of the position holding mechanism 65 includes a first groove surface 66a, a second groove surface 66b, and a third groove surface arranged along the rotation direction of the manual shaft 62, that is, the operation direction of the shift plate 63a. 66c. The detent spring 65b is a plate member that presses against the detent portion 65a with a leaf spring biasing force, and engages one of the first, second, and third concave groove surfaces 66a, 66b, and 66c at the tip portion. An engaging convex portion 66d is formed.

In the position holding mechanism 65, the engaging convex portion 66d of the detent spring 65b is engaged with the first concave groove surface 66a, so that the rotational position of the first electric actuator 41 when the P range is selected. Retained. Further, the engagement position 66d of the detent spring 65b is engaged with the second concave groove surface 66b, so that the rotation position of the first electric actuator 41 is maintained when the high gear stage is selected in the N range or D range. Is done. Further, the engagement position 66d of the detent spring 65b is engaged with the third concave groove surface 66c, whereby the rotational position of the first electric actuator 41 when the low gear stage is selected in the D range is maintained.
That is, the first concave groove surface 66a is a park position holding portion for holding the meshing position of the parking pole 18, and the second concave groove surface 66b is held at a shift position for holding a neutral position or a high gear position. The third groove surface 66c is a shift position holding portion for holding the low gear position.

  Further, here, as shown in FIG. 7, the first groove surface 66a that maintains the P range selection state is more uneven than the second groove surface 66b and the third groove surface 66c from the periphery of the shift plate 63a. Is set to be deeper. Further, a step 66e is formed on the slope of the second groove surface 66b on the first groove surface 66a side.

As shown in FIG. 5, the parking system has a park gear 17 and a parking pole 18. Here, a protruding portion 18 a that meshes with the park gear 17 is formed on the parking gear 17 side of the parking pole 18. A park support 64c is disposed on the opposite side of the parking pole 18 from the park gear 17, and a park rod 64b is disposed between the parking pole 18 and the park support 64c.
That is, the parking pole 18 and the park gear 17 are meshed and fastened by rotating the parking pole 18 about the pole shaft 18b so as to be separated from the park support 64c by the outer diameter of the wedge portion 64e of the park rod 64b.

As shown in FIG. 6, the engagement clutch system includes a coupling sleeve 8f, a clutch gear 8d, and a clutch hub 8e. Here, the coupling sleeve 8f is formed with a groove 8g with which the shift fork 63c is engaged. Further, the spline teeth formed on the inner surface of the coupling sleeve 8f and the clutch hub 8e are always engaged.
In this engagement clutch system, when the manual shaft 62 rotates, the shift plate 63a rotates, and the bracket plate 63b, the fork rod 63d, and the shift fork 63c are slid integrally in the axial direction of the fork rod 63d. Then, the shift fork 63c moves to change the position of the coupling sleeve 8f relative to the clutch gear 8d, and the coupling sleeve 8f engages with the clutch gear 8d to engage and fasten the engagement clutch 8c.

[Layout structure of actuator interlocking mechanism]
FIG. 8 is a perspective view showing the actuator interlocking mechanism. FIG. 9 is a perspective view of the actuator interlocking mechanism as seen from an angle different from that in FIG. FIG. 10 is a plan view showing the actuator interlocking mechanism. FIG. 11 is a side view showing the actuator interlocking mechanism. Hereinafter, an arrangement configuration of the actuator interlocking mechanism according to the first embodiment will be described with reference to FIGS.

  In the first embodiment, the axial direction of the transmission output shaft 7 is set to be horizontal with respect to the vehicle. An engagement clutch 8c and a park gear 17 are provided on the transmission output shaft 7. Here, the transmission output shaft 7 is a driving force transmission shaft that connects the driving motor generator 2 that is a travel driving source and the driving wheels 14. That is, the engagement clutch 8c and the park gear 17 are sequentially arranged along the axial direction of the driving force transmission shaft.

On the other hand, the first electric actuator 41 is arranged so that the axial direction is along the vehicle vertical direction, and is connected to one end of the manual shaft 62 with the output shaft (not shown) directed downward in the vehicle.
That is, the manual shaft 62 extends from the first electric actuator 41 to the lower side of the vehicle and extends along a direction that intersects the transmission output shaft 7 at a right angle.

  In the actuator interlocking mechanism 61 of the first embodiment, a shift plate 63a having a detent portion 65a and a parking plate 64a are connected to the manual shaft 62. The shift plate 63a is more than the parking plate 64a. It is provided at a position above the vehicle. That is, the arrangement position of the shift plate 63a is closer to the first electric actuator 41 than the arrangement position of the parking plate 64a.

Furthermore, in the actuator interlocking mechanism 61 of the first embodiment, as shown in FIG. 10, the speed change mechanism 63 and the park mechanism 64 are arranged at positions overlapping in the axial direction of the transmission output shaft 7 which is a driving force transmission shaft. Has been.
That is, the transmission mechanism 63 and the park mechanism 64 are arranged in a region between the arrangement position α of the engagement clutch 8 c provided on the transmission output shaft 7 and the arrangement position β of the park gear 17.

  And here, the axial position of the transmission output shaft 7 of the clutch hub 8e of the engagement clutch 8c and the axial position of the transmission output shaft 7 of the manual shaft 62 provided with the first electric actuator 41 are Almost match.

Then, the transmission mechanism 63 matches the axial direction of the fork rod 63d on which the shift fork 63c is formed with the axial direction of the transmission output shaft 7 that is a driving force transmission shaft, and connects the park gear 17 and the shift fork 63c to the fork rod. 63d and the transmission output shaft 7 are arranged along the axial direction. Further, a connecting portion 63g between the fork rod 63d and the bracket plate 63b is disposed between the park gear 17 and the shift fork 63c.
That is, the connecting portion 63g between the fork rod 63d and the bracket plate 63b is provided on the side where the park gear 17 is disposed with the shift fork 63c interposed therebetween.

  Further, the park mechanism 64 matches the axial direction of the park rod 64b that rotates the parking pole 18 with the axial direction of the transmission output shaft 7 that is a driving force transmission shaft.

As shown in FIG. 11, in the speed change mechanism 63, the manual shaft axial position of the shift plate 63a provided on the manual shaft 62 matches the manual shaft axial position of the fork rod 63d provided with the shift fork 63c. Let
That is, the bracket plate 63b that connects the shift plate 63a and the fork rod 63d extends in a direction orthogonal to the manual shaft 62 and the fork rod 63d.

  Next, the operation of the automatic transmission for a vehicle according to the first embodiment will be described by being divided into “first electric actuator driving operation” and “layout operation of the actuator interlocking mechanism”.

[Position holding action of actuator interlock mechanism]
(When P range is selected)
FIG. 12 is an explanatory diagram illustrating the operation of the first electric actuator when the P range is selected. Hereinafter, based on FIG. 12, the first electric actuator driving action when the P range is selected in the first embodiment will be described.

  When the P range is selected by a select lever (not shown), the first electric actuator 41 is driven to rotate the manual shaft 62 in the direction indicated by the arrow B in FIG. Thereby, the shift plate 63a and the parking plate 64a rotate in the arrow B direction.

  Here, in the speed change mechanism 63, the shift portion 63e of the shift plate 63a moves in the direction of arrow E in FIG. 12 by the rotation of the manual shaft 62, and the bracket plate 63b, the fork rod 63d, and the shift fork 63c slide together. Then, the coupling sleeve 8f is slid in the moving direction of the shift fork 63c. For this reason, in the engagement clutch system, the coupling sleeve 8f and the clutch gear 8d are separated, and the engagement clutch 8c is released.

  On the other hand, in the park mechanism 64, the park rod 64b having one end connected to the parking plate 64a moves toward the parking pole 18. As a result, the parking pole 18 contacts the outer diameter of the wedge portion 64e, and the parking pole 18 is moved in the direction indicated by the arrow C. Then, the parking pole 18 is pulled away from the park support 64c. For this reason, in the parking system, the parking pole 18 rotates about the pole shaft 18b in the direction indicated by the arrow D, and the convex portion 18a of the parking pole 18 and the park gear 17 are engaged and fastened.

In the position holding mechanism 65, when the shift plate 63a rotates with the rotation of the manual shaft 62, the detent portion 65a also rotates, and the engaging convex portion 66d of the detent spring 65b engages with the first concave groove surface 66a. To do.
Thereby, the rotation operation of the manual shaft 62 is restricted, and the rotation position of the first electric actuator 41 in the P range selection state is maintained. That is, the meshing position of the parking pole 18 by the park mechanism 64 is maintained. For this reason, for example, even if vibration or an external force is input, the manual shaft 62 is prevented from rotating easily.

(When low gear is selected in D range)
FIG. 13 is an explanatory diagram illustrating the operation of the first electric actuator when the low gear stage is selected. Hereinafter, the operation of driving the first electric actuator when the low gear stage is selected according to the first embodiment will be described with reference to FIG.

  When the D range is selected by a select lever (not shown) and the low gear stage is selected by the speed change controller 21, the first electric actuator 41 is driven to rotate the manual shaft 62 in the direction indicated by the arrow J in FIG. Thereby, the shift plate 63a and the parking plate 64a rotate in the arrow J direction.

  Here, in the speed change mechanism 63, the shift portion 63e of the shift plate 63a moves in the direction of arrow L in FIG. 13 by the rotation of the manual shaft 62, and the bracket plate 63b, the fork rod 63d, and the shift fork 63c slide together. Then, the coupling sleeve 8f is slid in the moving direction of the shift fork 63c. For this reason, in the engagement clutch system, the coupling sleeve 8f and the clutch gear 8d are meshed and fastened in a rotationally synchronized state, and the engagement clutch 8c is in a fastened state.

  On the other hand, in the park mechanism 64, the park rod 64b having one end connected to the parking plate 64a moves in a direction away from the parking pole 18. For this reason, in the parking system, the parking pole 18 rotates in the direction indicated by the arrow K around the pole shaft 18b, and the engagement between the convex portion 18a of the parking pole 18 and the park gear 17 is released (released). At this time, since the park rod 64b is sandwiched between the parking pole 18 and the park support 64c, the parking pole 18 and the park support 64c are in a state of holding a gap.

In the position holding mechanism 65, the detent portion 65a also rotates as the shift plate 63a rotates as the manual shaft 62 rotates, and the engaging convex portion 66d of the detent spring 65b engages with the third concave groove surface 66c. To do.
Thereby, the rotation operation of the manual shaft 62 is restricted, and the rotation position of the first electric actuator 41 in the low gear stage selection state is maintained. That is, the gear position (low gear position) selected by the transmission mechanism 63 is held. For this reason, for example, even if vibration or an external force is input, the manual shaft 62 is prevented from rotating easily.

(When high gear is selected in N range / D range)
FIG. 14 is an explanatory diagram illustrating the operation of the first electric actuator when the N range or the high gear stage is selected. Hereinafter, based on FIG. 14, the first electric actuator driving action when the N range or the high gear stage of the first embodiment is selected will be described.

When the N range is selected by a select lever (not shown) or when the D range is selected and the high gear stage is selected by the speed change controller 21, the first electric actuator 41 is driven to select the P range (see FIG. 12). State), the manual shaft 62 is rotated in the direction indicated by the arrow F in FIG. Thereby, the shift plate 63a and the parking plate 64a rotate in the arrow F direction.
If the low gear stage is selected (the state shown in FIG. 13) before the N range or high gear stage is selected, the manual shaft 62 is rotated in the direction opposite to the arrow F. Thereby, the shift plate 63a and the parking plate 64a rotate in the direction opposite to the arrow F.

Here, in the transmission mechanism 63, if the P range is selected (the state shown in FIG. 12), the shift portion 63e of the shift plate 63a is moved in the direction of arrow I in FIG. Fork rod 63d and shift fork 63c slide together. Then, the coupling sleeve 8f is slid in the moving direction of the shift fork 63c. However, in the engagement clutch system, the engagement clutch 8c is maintained in the released state because it is not the amount of movement that the coupling sleeve 8f and the clutch gear 8d are fastened.
Further, if the low gear stage selection state (the state shown in FIG. 13) is selected before selecting the N range or the high gear stage, the shift portion 63e of the shift plate 63a moves in the direction opposite to the arrow I. As a result, the bracket plate 63b, the fork rod 63d, and the shift fork 63c are slid together, and at this time, the coupling sleeve 8f is slid in the direction opposite to the arrow I. For this reason, in the engagement clutch system, the coupling sleeve 8f and the clutch gear 8d are separated, and the engagement clutch 8c is released.

On the other hand, in the park mechanism 64, if the P range is selected (the state shown in FIG. 12), the park rod 64b having one end connected to the parking plate 64a moves away from the parking pole 18. At this time, the parking rod 18 is moved in the direction indicated by the arrow G in FIG. 14 by reducing the diameter of the park rod from the wedge portion 64e to the rod portion. And the parking pole 18 approaches the park support 64c. For this reason, in the parking system, the parking pole 18 rotates about the pole shaft 18b in the direction indicated by the arrow H in FIG. 14, and the engagement between the convex portion 18a of the parking pole 18 and the park gear 17 is released (open). It becomes.
Further, if the low gear stage selection state (the state shown in FIG. 13) is selected before selecting the N range or the high gear stage, the park rod 64b having one end connected to the parking plate 64a moves in a direction approaching the parking pole 18. However, since the amount of movement of the parking pole 18 is not in contact with the outer diameter of the wedge portion 64e, the gap between the parking pole 18 and the park support 64c is maintained. For this reason, in the parking system, the parking pole 18 does not rotate, and the engagement between the convex portion 18a of the parking pole 18 and the park gear 17 is maintained in the released state (released).

In the position holding mechanism 65, the detent portion 65a also rotates as the shift plate 63a rotates along with the rotation of the manual shaft 62, and the engaging convex portion 66d of the detent spring 65b engages with the second concave groove surface 66b. To do.
As a result, the rotation operation of the manual shaft 62 is restricted, and the rotation position of the first electric actuator 41 in the N range or high gear stage selection state is maintained. That is, the gear position (neutral or high gear position) selected by the transmission mechanism 63 is held. For this reason, for example, even if vibration or an external force is input, the manual shaft 62 is prevented from rotating easily.

Here, in the position holding mechanism 65 of the first embodiment, the first concave groove surface 66a for holding the meshing position of the parking pole 18 by the park mechanism 64 when the P range is selected, and the speed change mechanism 63 when the low gear stage is selected. The third concave groove surface 66c for holding the low gear step selection position and the second concave groove surface 66b for holding the high gear step selection position by the speed change mechanism 63 when the high gear step (N range) is selected are both included. It is provided on the shift plate 63a which is one part.
Therefore, the distance between the groove surfaces 66a, 66b, and 66c is fixed, and the first groove surface 66a that is the park position holding portion and the second groove surface 66b and the third groove that are the shift position holding portions. Compared with the case where the groove surface 66c is provided in a separate part, the dimensional accuracy between the concave groove surfaces 66a, 66b, 66c can be improved. As a result, the selected gear position and the meshing position of the parking pawl 18 can be accurately maintained, and the engagement clutch 8c and the parking pawl 18 can be prevented from being simultaneously engaged.

Further, in the first embodiment, as shown in FIG. 7, in the detent portion 65a formed on the shift plate 63a, the first groove surface 66a that holds the P range selection state holds the N range or high gear stage selection state. The concave and convex portions from the periphery of the shift plate 63a are set deeper than the second concave groove surface 66b and the third concave groove surface 66c holding the low gear stage selection state.
Therefore, the driving force of the first electric actuator 41 required for the engaging convex portion 66d of the detent spring 65b to get over the slope of the first concave groove surface 66a is such that the engaging convex portion 66d has the second concave groove surface 66b or It becomes larger than the driving force required to get over the slope of the third concave groove surface 66c. That is, the position holding force by the first groove surface 66a is higher than the position holding force by the second groove surface 66b and the third groove surface 66c.

  Thereby, the state in which the parking pole 18 is engaged with the park gear 17 can be prevented from being easily released, and the parking pole 18 can be prevented from being released unintentionally while the vehicle is stopped.

In the first embodiment, a stepped portion 66e is formed on the slope of the second concave groove surface 66b on the first concave groove surface 66a side.
Therefore, the driving force of the first electric actuator 41 necessary for the engagement convex portion 66d of the detent spring 65b to get over the slope of the second concave groove surface 66b on the first concave groove surface 66a side is the engagement convex portion 66d. Becomes larger than the driving force required to get over the slope of the third concave groove surface 66c.
That is, of the first, second, and third concave groove surfaces 66a, 66b, and 66c arranged along the operation direction of the shift plate 63a, the position holding force by the second concave groove surface 66b arranged in the intermediate portion is It is higher than the position holding force by the third concave groove surface 66c arranged at the end.

Here, in the case where the detent spring 65b is fitted to the third concave groove surface 66c arranged at the end, the engaging convex portion 66d is once fitted into the third concave groove surface 66c and then further protrudes from the groove. In other words, so-called “overshoot” does not occur. However, in the second concave groove surface 66b disposed in the intermediate portion, it is considered that even if the engaging convex portion 66d is once fitted into the second concave groove surface 66b, it jumps out of the groove as it is.
That is, when the high gear stage is selected from the state in which the low gear stage is selected, it is conceivable that the gear position selection position by the transmission mechanism 63 overshoots and the position cannot be maintained appropriately.

  On the other hand, since the step portion 66e is formed on the slope of the second concave groove surface 66b on the first concave groove surface 66a side, when selecting the high gear stage from the state where the low gear stage is selected, the gear position selection position Can be difficult to overshoot. For this reason, it is possible to prevent unintentional engagement of the parking pole 18 and to prevent the occurrence of a malfunction in the driving force transmission system.

  Further, in the first embodiment, as shown in FIG. 7, the detent portion 65a having the first, second, and third concave groove surfaces 66a, 66b, and 66c converts the rotational motion of the manual shaft 62 into translational motion. Are formed on a shift plate 63a that transmits to the coupling sleeve 8f. For this reason, the shift plate 63a constitutes a first position holding member provided with the shift position holding portion and the park position holding portion in the position holding mechanism 65.

As a result, the speed selection accuracy of the speed change mechanism 63 determined by the position of the shift portion 63e, and the position holding accuracy of the position holding mechanism 65 determined by the positions of the speed change position holding portions (second and third concave groove surfaces 66b, 66c) Can be improved.
That is, the position of the coupling sleeve 8f for engaging / releasing the engagement clutch 8c is determined by the positions of the shift portion 63e and the second and third concave groove surfaces 66b that hold the engagement engagement position and the release position of the engagement clutch 8c. , 66c. Therefore, the dimensional accuracy between the shift portion 63e and the second and third concave groove surfaces 66b and 66c is important. On the other hand, since the shift part 63e and the second and third concave groove surfaces 66b and 66c are provided in the same part, the distance between the shift part 63e and the second and third concave groove surfaces 66b and 66c is as follows. For example, the dimensional accuracy can be improved as compared with a case where the fixed portion is provided, for example, in a separate part.
As a result, the engagement depth when the engagement clutch 8c is meshed and fastened can be sufficiently maintained, and the engagement clutch 8c and the parking pole 18 can be more effectively prevented from meshing and fastened simultaneously.

Further, since the detent portion 65a is formed on the shift plate 63a provided on the manual shaft 62, the movement of the manual shaft 62 that is directly rotated by the first electric actuator 41 can be restricted without using a link member or the like. .
Therefore, when excessive rotation of the manual shaft 62 occurs due to malfunction or the like in the first electric actuator 41, the load acting on the components of the transmission mechanism 63 and the park mechanism 64 can be suppressed, and the component burden can be suppressed. Can do.

[Layout of actuator interlock mechanism]
In the actuator interlocking mechanism 61 of the first embodiment, a shift plate 63 a of the speed change mechanism 63 and a parking plate 64 a of the park mechanism 64 are provided on the manual shaft 62 that is rotationally driven by the first electric actuator 41. Here, the first electric actuator 41 is provided at one end of the manual shaft 62, and the shift plate 63a and the parking plate 64a are arranged along the extending direction of the manual shaft 62. Further, it is closer to the first electric actuator 41 than the arrangement position of the parking plate 64a.

  As a result, the speed change mechanism 63 is less susceptible to the twist of the manual shaft 62 than the park mechanism 64, and the speed selection accuracy can be improved.

Further, in this speed change mechanism 63, a fork rod 63d provided with a shift fork 63c for moving the coupling sleeve 8f is arranged so as to be orthogonal to the manual shaft 62.
The fork rod 63d is disposed at the same axial position with respect to the manual shaft axial position of the shift plate 63a provided on the manual shaft 62.

Thereby, the vehicle vertical direction height of the shift plate 63a and the vehicle vertical direction height of the fork rod 63d become the same height. A bracket plate 63b that connects the shift plate 63a and the fork rod 63d is orthogonal to the manual shaft 62 and the fork rod 63d.
As a result, the length of the bracket plate 63b can be shortened, the amount of deflection can be suppressed, and the speed selection accuracy by the speed change mechanism 63 can be improved.

Next, the effect will be described.
In the vehicle automatic transmission according to the first embodiment, the following effects can be obtained.

(1) A transmission mechanism 63 that engages / engages / releases the engagement clutch 8c by the movement of the coupling sleeve 8f, and selects a predetermined gear (low gear);
A parking mechanism 64 that meshes and fastens the parking pole 18 to the park gear 17 and fixes the rotation system to the drive wheels 14 to the transmission case;
One actuator (first electric actuator 41) for operating both the coupling sleeve 8f and the parking pole 18;
A shift position holding portion (second and third groove surfaces 66b and 66c) that is operated by the actuator (first electric actuator 41) and holds the shift position selected by the shift mechanism 63; A first position holding member (detent portion 65a) comprising a single part provided with a park position holding portion (first concave groove surface 66a) for holding the engagement position of the parking pole 18 by the park mechanism 64; A second position holding member (detent spring 65b) that engages with either the shift position holding portion (second or third groove surface 66b, 66c) or the park position holding portion (first groove surface 66a). ), And a position holding mechanism 65 having
It was set as the structure provided with.
Thus, when the speed change mechanism 63 and the park mechanism 64 are operated by one actuator (first electric actuator 41), the selected gear position and the meshing position of the parking pole 18 can be held with high accuracy.

(2) The position holding mechanism 65 includes the shift position holding portion (second and third concave groove surfaces 66b and 66c) and the park position holding portion (first concave groove surface 66a) as the actuator (first electric actuator). 41) is arranged along the operation direction of the first position holding member (shift plate 63a), and is arranged more than the position holding force by the position holding portion (third concave groove surface 66c) arranged at the end in the arrangement direction. The position holding force by the position holding part (second concave groove surface 66b) arranged in the middle part of the direction is set to be high.
As a result, in addition to the effect of (1), the position setting of the speed change mechanism 63 and the park mechanism 64 by the actuator (first electric actuator 41) can be made difficult to overshoot, erroneous fastening, erroneous release, and unnecessary simultaneous fastening. Etc. can be prevented.

(3) The position holding mechanism 65 is configured such that the position of the park position holding portion (first concave groove surface 66a) is greater than the position holding force of the shift position holding portion (second and third concave groove surfaces 66b, 66c). The holding force is set high.
As a result, in addition to the effect of (1) or (2), the state in which the parking pole 18 meshes with the park gear 17 is prevented from being easily released, and the parking pole 18 is released unintentionally while stopping. Can be prevented.

(4) A rotating shaft is driven by the actuator (first electric actuator 41), and a manual shaft 62 provided with the speed change mechanism 63 and the park mechanism 64 is provided along the extending direction.
The arrangement position of the speed change mechanism 63 is set closer to the actuator (first electric actuator 41) than the arrangement position of the park mechanism 64.
As a result, in addition to any one of the effects (1) to (3), the speed change mechanism 63 is less susceptible to the twist of the manual shaft 62 than the park mechanism 64, and the speed selection accuracy is improved. Can do.

(5) The speed change mechanism 63 includes a shift plate 63a provided on a manual shaft 62 that is rotationally driven by the actuator (first electric actuator 41), and a fork rod 63d provided with a shift fork 63c that moves the coupling sleeve 8f. And a bracket (bracket plate 63b) for connecting the shift plate 63a and the fork rod 63d,
The fork rod 63d is arranged at the same axial position with respect to the manual shaft axial position where the shift plate 63a is provided.
As a result, in addition to any one of the effects (1) to (4), the length of the bracket plate 63b can be shortened to suppress the amount of deflection, and the speed selection accuracy by the speed change mechanism 63 can be improved.

(6) The actuator (first electric actuator 41) has a manual shaft 62 that is driven to rotate,
The speed change mechanism 63 is provided on the manual shaft 62 and interlocks with the operation of the actuator (the first electric actuator 41), and converts the rotational motion of the manual shaft 62 into a translational motion to be applied to the coupling sleeve 8f. A shift plate 63a for transmitting,
In the position holding mechanism 65, the first position holding member is constituted by the shift plate 63a, and the second position holding member is used as the shift position holding portion (second and third concave groove surfaces 66b, 66c) or the park. It is constituted by a detent spring 65b that is pressed against any one of the position holding portions (first concave groove surface 66a) by a leaf spring biasing force.
As a result, in addition to any one of the effects (1) to (5), the speed selection accuracy of the speed change mechanism 63 determined by the position of the shift part 63e and the speed change position holding parts (second and third concave groove surfaces 66b, 66c), the position holding accuracy of the position holding mechanism 65 determined by the position can be improved, and the engagement clutch 8c and the parking pole 18 can be more effectively prevented from engaging and fastening at the same time.

  As mentioned above, although the automatic transmission for vehicles of the present invention has been described based on the first embodiment, the specific configuration is not limited to the first embodiment, and the invention according to each claim of the claims. Design changes and additions are permitted without departing from the gist of the present invention.

In Example 1, although the example which forms the detent part 65a of the position holding mechanism 65 in the shift plate 63a was shown, it is not restricted to this.
For example, as shown in FIGS. 15 and 16, a detent portion 67 having first, second, and third concave groove surfaces 67a, 67b, and 67c is provided on a fork rod 63d that slides a shift fork 63c of the speed change mechanism 63. The fork rod 63d may be used as the first position holding member in the position holding mechanism. In this case, a check ball 67d that fits into any of the first, second, and third concave groove surfaces 67a, 67b, and 67c is provided as a second position holding member at a position above the fork rod 63d.

In this case, when the shift plate 63a is rotated by the first electric actuator 41 and the bracket plate 63b, the fork rod 63d, and the shift fork 63c are slid integrally, the check ball 67d is in the first, second, and third concave portions. The engagement position of the parking pole 18 and the engagement / release position of the engagement clutch 8c are held by fitting into any of the groove surfaces 67a, 67b, 67c.
Thereby, the movement of the shift fork 63c can be regulated without using a link member or the like, and the position holding accuracy of the engagement clutch 8c can be improved.

Further, at this time, as shown in FIG. 17, the first groove surface 67a that holds the engagement position of the parking pole 18 is the second groove surface 67b that holds the release position of the engagement clutch 8c. The groove depth is set deeper than the third concave groove surface 67c that holds the release position of 8c.
Therefore, the driving force of the first electric actuator 41 necessary for the check ball 67d to get over the first groove surface 67a is such that the check ball 67d gets over the slopes of the second groove surface 67b and the third groove surface 67c. Therefore, the driving force is larger than necessary. That is, the position holding force by the first groove surface 67a is higher than the position holding force by the second groove surface 67b and the third groove surface 67c.
Thereby, it can prevent that the state in which the parking pole 18 meshed with the park gear 17 will be cancelled | released easily.

Further, here, of the first, second, and third concave groove surfaces 67a, 67b, and 67c arranged in the axial direction that is the moving direction of the fork rod 63d, the second concave groove surface 67b that is disposed in the intermediate portion is The groove depth is set deeper than the third concave groove surface 67c arranged at the end.
Thereby, the position holding force on the second groove surface 67b is higher than the position holding force on the third groove surface 67c.
For this reason, when the position is held by the second concave groove surface 67b, overshooting can be prevented and the position can be appropriately held.

In this case, the distance L1 between the first groove surface 67a and the second groove surface 67b is longer than the distance L2 between the second groove surface 67b and the third groove surface 67b. ing.
Therefore, the first electric actuator 41 when operating the parking pawl 18 and meshing with the park gear 17 is larger than the operation amount of the first electric actuator 41 when selecting / releasing the low gear position by operating the coupling sleeve 8f. Is set so as to increase the amount of movement. That is, the rotation angle of the manual shaft 62 when the engagement clutch 8c is engaged and engaged / released by the speed change mechanism 63 is larger than the rotation angle of the manual shaft 62 when the parking pole 18 is engaged with the park gear 17 by the park mechanism 64. small.

  Thereby, in order to fasten the engagement clutch 8c from the state in which the parking pole 18 is engaged with the park gear 17, the first electric actuator 41 must be sufficiently rotated. Therefore, simultaneous engagement of the engagement clutch 8c and the parking pole 18 can be more effectively prevented.

  Further, in the first embodiment, an example in which the engagement gear 8c is engaged and engaged / released by the operation of the transmission mechanism 63 to select the low gear position. However, a plurality of gears may be selected by engaging and disengaging a plurality of engagement clutches by operating the transmission mechanism 63.

  The second groove surface 66b as the shift position holding portion of the detent portion 65a holds the N range selection position and the high gear stage selection position in the D range. In the D range, the selected position of the high gear stage may be held by different concave groove surfaces. That is, in either case, the engagement clutch 8c is in a released state, but the first electric actuator 41 may have a different rotational position.

  Furthermore, in the first embodiment, an example in which the first electric actuator 41 using a motor is used as one actuator for operating the speed change mechanism 63 and the park mechanism 64 has been described. However, this actuator may be an example of another actuator using a solenoid or fluid pressure.

  In the first embodiment, the vehicle automatic transmission according to the present invention is applied to an electric vehicle having a drive motor generator as a drive source. However, the automatic transmission for a vehicle of the present invention includes a series type hybrid vehicle having a generator driven by an engine and an electric motor as a drive source, or a parallel type hybrid vehicle in which an electric vehicle traveling mode is selected at the start The present invention can also be applied to an electric vehicle such as a plug-in hybrid vehicle. Furthermore, the vehicle automatic transmission of the present invention can be applied to an engine vehicle.

3 Automatic transmission (automatic transmission for vehicles)
6 Transmission input shaft 7 Transmission output shaft (driving force transmission shaft)
8 Low-side transmission mechanism 8c Engaging clutch 8d Clutch gear 8e Clutch hub 8f Coupling sleeve 9 High-side transmission mechanism 17 Park gear 18 Parking pole 21 Shift controller 41 First electric actuator (actuator)
61 Actuator interlocking mechanism 62 Manual shaft 63 Transmission mechanism 63a Shift plate 63b Bracket plate (bracket)
63c Shift fork 63d Fork rod 64 Park mechanism 64a Parking plate 64b Park rod 64c Park support 65 Position holding mechanism 65a Detent portion (first position holding member)
65b Detent spring (second position holding member)
66a First concave groove surface (park position holding portion)
66b Second groove surface (shift position holding portion)
66c 3rd groove surface (shift position holding part)
66d engagement protrusion

Claims (7)

A transmission mechanism that engages and engages / releases the engagement clutch by movement of the coupling sleeve, and selects a predetermined gear stage;
A parking mechanism that meshes and fastens the parking pole with the park gear, and fixes the rotation system to the drive wheel to the transmission case;
One actuator for operating the coupling sleeve and the parking pole together;
A shift position holding unit that is operated by the actuator and holds the shift position selected by the transmission mechanism, and a park position holding unit for holding the engagement position of the parking pole by the park mechanism. A position holding mechanism having a first position holding member made of one component provided, and a second position holding member engaged with any one of the shift position holding portion or the park position holding portion;
A manual shaft that is rotationally driven by the actuator;
Equipped with a,
More than the amount of operation of the actuator when operating the coupling sleeve to select a predetermined gear position, the parking pawl is operated to fix the rotation system to the drive wheels to the transmission case. Set a large amount of actuator movement,
The speed change mechanism is provided on the manual shaft and interlocks with the operation of the actuator, and has a shift plate that converts a rotational motion of the manual shaft into a translational motion and transmits it to the coupling sleeve,
The automatic transmission for a vehicle , wherein the shift plate is fixed to an intermediate portion of the manual shaft . The automatic transmission for a vehicle according to claim 1,
The position holding mechanism is one of the position holding parts arranged at the end in the arrangement direction, in which the shift position holding part and the park position holding part are arranged along the operation direction of the first position holding member by the actuator. The vehicle automatic transmission is characterized in that the position holding force by any one of the position holding portions arranged at the intermediate portion in the arrangement direction is set higher than the position holding force by. In the automatic transmission for a vehicle according to claim 1 or claim 2,
The automatic transmission for a vehicle, wherein the position holding mechanism sets a position holding force of the park position holding unit higher than a position holding force of the shift position holding unit. In the automatic transmission for vehicles described in any one of Claims 1-3 ,
The park mechanism has a parking plate that is provided on the manual shaft and rotates with the rotation of the manual shaft to drive the parking pole.
The shift plate and the parking plate are arranged and fixed along the axial direction of the manual shaft, and the arrangement position of the shift plate is closer to the actuator than the arrangement position of the parking plate. Automatic transmission for vehicles. In the automatic transmission for vehicles described in any one of Claims 1-4 ,
The speed change mechanism includes the shift plate, a fork rod provided with a shift fork for moving the coupling sleeve, and a bracket for connecting the shift plate and the fork rod.
The automatic transmission for a vehicle, wherein the fork rod is disposed at the same axial position with respect to the position of the shift plate in the axial direction of the manual shaft. In the automatic transmission for vehicles described in any one of Claims 1-5 ,
In the position holding mechanism, the first position holding member is constituted by the shift plate, and the second position holding member is applied to one of the shift position holding portion and the park position holding portion by a leaf spring biasing force. An automatic transmission for a vehicle, characterized by comprising a detent spring that is in pressure contact. In the automatic transmission for vehicles described in any one of Claims 1-5 ,
The transmission mechanism is connected to the coupling sleeve, and has a fork rod that is interlocked with the operation of the actuator,
In the position holding mechanism, the first position holding member is constituted by the fork rod, and the second position holding member is pressed into contact with either the shift position holding portion or the park position holding portion by a spring biasing force. An automatic transmission for a vehicle characterized by comprising a check ball.