DE102018130628A1 - Clutch actuator for a friction clutch, as well as a parking lock device for preventing a standing motor vehicle from rolling away - Google Patents

Abstract

The invention relates to a clutch actuator (1) for a friction clutch (2), comprising at least the following components: - An actuating means (3) for transmitting an actuating force to an associated friction pack (4) of a friction clutch (2), so that the friction pack (4) can be converted from a torque-transmitting to a torque-interrupting state or vice versa, the actuating means (3) being movable over an actuating path (5) in order to transmit the actuating force to the associated friction pack (4); and - an actuating drive (6) for generating the actuating force and thereby moving the actuating means (3) along the actuating path (5). The clutch actuator (1) is characterized above all in that the actuating means (3) can be moved by means of the actuating drive (6) along a passage (7) adjoining the actuating path (5) and an assigned parking lock (7) 8) can be actuated. With the integration of the parking lock function in the clutch actuator, a cost reduction can be achieved due to the saving of electronic components.

Description

The invention relates to a clutch actuator for a friction clutch and a parking lock device with such a clutch actuator for preventing rolling away of a stationary motor vehicle, and a motor vehicle with such a parking lock device.

Parking lock devices are known from the prior art, which are intended to ensure, by means of an automatically operated parking lock, that a parked, that is to say usually abandoned, vehicle cannot roll away. For example, such a lock is positively formed by a locking pawl engaging in a tooth space of a parking lock wheel. Such a lock can only be inserted, for example, at a speed below 2 km / h [two kilometers per hour] of the motor vehicle in question, and preferably above 4 km / h, the lock is automatically prevented from closing, for example a lock pawl is rejected.

According to legal regulations, the blocking for motor vehicles with an automatic transmission or with an electrified actuation drive, for example hybrid vehicles, represents a redundant system for a parking brake. A parking brake acts, for example, frictionally, for example by pressing at least one brake pad against a brake disc of at least one vehicle wheel of the motor vehicle in question , Alternatively, it is proposed that such a parking brake is integrated in a vehicle transmission. In comparison to the parking lock, such a parking brake can preferably be closed even at higher speeds of the motor vehicle in question. Because of the large number of systems in a motor vehicle, each with a non-negligible space requirement and weight, it is desirable to slim down the systems.

Proceeding from this, the present invention is based on the object of at least partially overcoming the disadvantages known from the prior art. The features according to the invention result from the independent claims, for which advantageous configurations are shown in the dependent claims. The features of the claims can be combined in any technically sensible manner, the explanations from the following description and features from the figures, which include additional embodiments of the invention, being able to be used for this purpose.

• - ein Betätigungsmittel zum Übertragen einer Betätigungskraft auf ein zugeordnetes Reibpaket einer Reibkupplung, sodass das Reibpaket von einem drehmomentübertragenden in einen drehmomentunterbrechenden Zustand oder umgekehrt überführbar ist, wobei das Betätigungsmittel über einen Betätigungsweg bewegbar ist, um die Betätigungskraft auf das zugeordnete Reibpaket zu übertragen; und
• - einen Betätigungsantrieb zum Erzeugen der Betätigungskraft und dabei Bewegen des Betätigungsmittels entlang des Betätigungswegs.

The invention relates to a clutch actuator for a friction clutch, comprising at least the following components:

• an actuating means for transmitting an actuating force to an associated friction pack of a friction clutch, so that the friction pack can be converted from a torque-transmitting state to a torque-interrupting state or vice versa, the actuating means being movable over an actuation path in order to transmit the actuating force to the assigned friction pack; and
• - An actuating drive for generating the actuating force and thereby moving the actuating means along the actuation path.

The clutch actuator is primarily characterized in that the actuating means can be moved along an overlap following the actuating path by means of the actuating drive and an associated parking lock can be actuated by means of the overlap.

Here it is now proposed to also use the clutch actuator as an actuator for the parking lock. This makes it possible to dispense with a separate (parking lock) actuator and to dispense with the necessary electrical lines. Only the control of the clutch actuator has to be adapted accordingly.

The clutch actuator comprises an actuating means with which an actuating force can be transmitted to a friction pack of a friction clutch. For example, such an actuator is rod-shaped. For example, the actuating means is designed as a torque-supported spindle with an axially fixed spindle nut, in which case the spindle nut is designed as a drive gear. Alternatively, the actuating means is designed as an axially fixed spindle with a torque-supported axially movable spindle nut. In one embodiment, a power transmission from the actuating means to an associated friction pack of a friction clutch takes place directly or via a mechanical bridge comprising an actuating lever and / or a plate spring, the clutch actuator being designed, for example, in an electromechanical manner. In another embodiment, such a power transmission takes place indirectly, for example in the case of an electro-hydraulic clutch actuator. In such an electrohydraulic clutch actuator, a hydraulic line to a hydraulic slave system is thus formed, the slave system acting on an associated friction pack, again directly or via a mechanical bridge comprising an actuating lever and / or a plate spring. The same applies to an electropneumatic clutch actuator with a pneumatic slave system.

In order to generate the actuating force, the actuating means can be moved along an actuating path, the actuating path in the direction being correspondingly referred to as increasing with an increasing actuating force. If no or a low actuation force is transmitted to the associated friction pack, the actuation means is in a zero position or at the beginning of the actuation path. For a friction pack in a normally closed configuration, the actuating means is set up to open the friction pack against a spring force at the maximum actuation force at the end of the actuation path. The friction pack is then closed in the zero position of the actuating means. Conversely, in the case of a friction pack in a normally open configuration, the actuating means is set up to close the associated friction pack with its maximum actuating force, so that a torque can be transmitted by means of the friction pack. If the actuating means is in the zero position, then torque transmission by means of the friction pack is interrupted. It should be pointed out that the maximum actuating force is generally not intended to mean the maximum force that can be generated by means of the actuating drive, but rather a lower, designed maximum force.

An actuating drive is provided for moving the actuating means, which preferably generates an electric torque. Alternatively, the actuation drive is operated pneumatically or hydraulically, the actuation drive then being connected, for example in a motor vehicle, to an external pressure source, for example a pressure oil circuit.

If the actuating drive is set up to deliver a torque, this actuating means is preferably designed as a spindle drive, the spindle either being torque-supported, that is to say fixed in rotation, and axially movable, or axially supported and axially moving a correspondingly associated spindle nut by means of rotation, the spindle nut is in turn torque-supported, that is to say fixed in rotation.

It is now proposed here that the clutch actuator has, in addition to the actuation path, a subsequent transition for the actuation means. If the actuating means is moved in the area of this crossing, there is no change in state for the assigned friction pack; rather, the friction pack remains in the respective position, i.e. depending on the configuration, torque-transmitting (closed) or torque-interrupting (open). If the actuating means is moved in the area of this crossing, a parking lock is actuated, for example exclusively. Such a parking lock is, for example, from the subsequently published patent application DE 10 2017 114 672 A1 known. However, other configurations can also be used, for example as shown schematically in FIGS 1 to 4 shown or from the DE 102 59 893 A1 known.

The crossing force required to actuate the parking lock is generally less than the maximum actuation force required to actuate the associated friction pack. It is therefore not necessary to make changes to the actuation drive in relation to a conventional clutch actuator, either structurally or with regard to the actuation of the friction pack.

It should be noted that the actuation path and the overrun are defined as an axial movement of the actuation means or as a rotational movement of the actuation means. For most known applications of a conventional clutch actuator, an axial movement is necessary in order to be able to compress or move apart a friction pack axially with respect to the axis of rotation of the friction pack. For the crossing, however, a purely rotary actuation may be sufficient or desired. In the case of a combination of an axial actuation path and a rotary crossover, a corresponding axial actuation path is carried out, for example, by a corresponding spindle nut and the crossover by the rotating spindle itself or by means of a corresponding gear.

Furthermore, it should be pointed out that, according to one embodiment, the actuation of the parking lock also includes an integrated closing of a parking brake, so that conventional separate activation of a parking brake and static use and loading of at least one brake pad for the deceleration brake of the motor vehicle can be dispensed with. Such a parking brake is then preferably integrated in a vehicle transmission. The parking lock or the parking lock device then comprises a locking pawl, which preferably acts in a form-locking manner, with a corresponding locking mechanism and a parking brake, the actuating means being set up to actuate both the parking lock and the parking brake for closing and / or opening. A power transmission device for actuating the parking brake is particularly preferably integrated into the locking mechanism for the locking pawl. Such a device is for example from the post-published DE 10 2018 110 614 A1 is known, where the actuator is to be replaced by the clutch actuator described here with appropriate adaptation. For example, a crossing divided into two sections is provided. It is after reaching a (first) end of the first Crossing section closed the parking lock (or pre-tensioned against the parking lock wheel in tooth-on-tooth position for a lock in tooth-on-gap position) and after reaching a (second) end of the second crossing section adjoining the first crossing section, the parking brake closed, for example brought into frictional engagement. Alternatively, the parking brake is activated first and then the parking lock. The boundary between the first crossing section and the second crossing section is defined purely electronically, for example, so that the actuation of the parking lock and the actuation of the parking brake can be controlled separately from one another.

According to an advantageous embodiment of the clutch actuator, the actuating means has a clutch end and a lock end, the clutch end being set up to actuate the associated friction pack and the lock end being set up to actuate the associated parking lock.

In this advantageous embodiment, the opposite ends of the actuating means on the one hand form the end of the actuation path, here referred to as the coupling end, and on the other hand form the end of the crossing, here referred to as the locking end. To actuate the associated friction pack, the clutch end is then moved to the end of the actuation path or a spindle nut is arranged at the end of the actuation path at the clutch end. In a telescopic embodiment, in the combination of the two previous variants, both the spindle and the spindle nut are guided to the end of the respective part of the actuation path.

In this embodiment, the start of the actuation path and the start of the crossover are overlapping one another or axially close to one another in the center of the actuation means. This does not necessarily mean the exact center of the actuating means, but rather shifts a point along the actuating axis or the rotational path, depending on the length of the actuating path and the transition, to the coupling end or to the locking end on the actuating means. If the actuation path and the crossing do not directly adjoin one another, an empty path is provided, for example in the area of a sniffing device. In the case of a rotating actuating means designed as a spindle drive with an axially supported spindle, the corresponding spindle nut is located at the coupling end when the friction pack is fully actuated and at the locking end when the parking lock is fully actuated. With an axially supported spindle nut, the coupling end of the torque-supported and axially movable spindle is guided to the corresponding end of the actuation path. It is advantageous in this embodiment that the actuation of the friction pack and the actuation of the parking lock are clearly separated from one another.

In an alternative embodiment, the coupling end forms the beginning of the actuation path. Then the beginning of the crossing and the end of the actuating path are overlapping or axially close to one another in the middle of the actuating means as defined above.

In one embodiment of the clutch actuator, the passage is set up in the direction of reducing the actuating force for the friction clutch.

In this embodiment, the overtravel is set up in the direction of a reduction in the actuating force, that is to say begins when the actuating force on the associated friction packet is minimal, with the actuating force then particularly preferably being zero. This has the advantage that the actuating drive is only to be designed for a maximum actuating force to be generated and does not have to be designed for generating a locking force to be added to the maximum actuating force for actuating the parking lock. Rather, as long as the locking force is equal to or less than the maximum actuation force, an actuation drive of a (otherwise) conventionally designed clutch actuator is already sufficiently dimensioned. If, on the other hand, the force for actuating the parking lock is so low that the actuation drive still has a sufficient power reservoir even when the maximum actuation force is present, an embodiment in which the passage to the end of the actuation path is unproblematic, that is to say when the maximum (required) is present ) Operating force.

According to an advantageous embodiment of the clutch actuator, the actuating means for actuating the associated friction pack can only be moved linearly along an actuation axis.

In this advantageous embodiment, the actuating means can only be moved linearly, that is to say translationally or axially, along an actuating axis, the actuating means preferably being guided parallel to the actuating axis over a part or the entire actuating path at the end of the lock and supported against a bending load. The actuation axis is particularly preferably identical to the movement path for actuating the parking lock and is designed without joints. The actuating means is thus guided axially and cannot be rotated about its actuation axis.

In one embodiment with a rotating spindle and an axially movable Spindle nut is hereby referred to the movement of the spindle nut. The spindle nut thus forms the actuating force component of the actuating means and is referred to here as actuating means. The spindle itself is then to be assigned to the actuation drive and, in the reverse case of an axially movable spindle, the spindle nut is to be assigned to the actuation drive or its gear. The actuating means preferably acts directly or indirectly on a locking mechanism, for example via a lever for translating a translatory movement into a rotary movement or tilting movement of the locking mechanism. The actuation axis is a common movement axis for the crossing and the actuation path, along which the actuation path is also guided in a purely linear manner, preferably in the opposite direction for actuating the parking lock.

According to an advantageous embodiment of the clutch actuator, the actuating means for actuating the associated friction pack can be rotated in a defined manner in the region of the passage about an actuation axis.

In this embodiment (in contrast to the aforementioned embodiments with an exclusively linearly movable actuating means), the actuating means can be rotated in a defined manner in the region of the overpass. For example, a rail for torque support is formed, which can be rotated in the area of the crossing by turning the actuating means or an intermediate component axially fixed but rotatably mounted with the actuating means by a defined angle or along a defined link, for example also with rotary movements in different directions of rotation. Here, for example, this rotary movement is overlaid by a linear movement of the actuating means. The actuating means can be driven unchanged by the actuating drive, preferably by means of a torque.

In one embodiment of the clutch actuator, the actuating means can be rotated by a maximum of 180 °, for example 90 °, in the area of the crossing.

The angle of rotation by which the actuating means, for example a spindle or a spindle nut, can be rotated to a maximum is 180 °, for example. Such an angular range is sufficient for most of the previously known locking mechanisms. In a preferred embodiment, the maximum angle is 90 ° or corresponds only to the required swivel angle for a locking pawl of the parking lock, for example less than 30 °.

According to one embodiment, in order to lock the parking lock, that is to say that it cannot be released automatically in the locked state, such a guide that guides the defined rotational movement is shaped such that after a locking engagement with the parking lock wheel, for example a positive engagement, the actuating means rotates further and / or is rotated in the opposite direction, so that in conjunction with the locking mechanism, the parking lock is locked. A defined rotation in the area of the crossing enables, for example, an axially short crossing, which is entirely restricted to a rotational movement of the actuating means or limited to a required axial length as a result of a winding pitch of such a torque-supporting link.

According to an advantageous embodiment of the clutch actuator, the clutch actuator is a hydrostatic or pneumatic actuator and the actuating means is firmly connected to a pressure piston for changing a pressure in a pressure chamber.

In this embodiment, it is possible, for example, to position the clutch actuator at a location which enables the actuating means to act directly on the parking lock, so that a compact construction is achieved with regard to the parking lock. Because the clutch actuator acts only indirectly via a slave piston on a pressure medium, i.e. a liquid, for example oil, or a gas, for example air, the corresponding slave piston can be supplied communicatively via a pressure line, so that compared to a conventional embodiment only under An extension of the pressure line may occur. This flexibility with regard to the arrangement in the available installation space is, to the same extent or only insignificantly less, exactly the reason for the use of a conventional hydrostatic or pneumatic clutch actuator. This only results in a professionally solvable task. The pressure chamber is lengthened in accordance with the crossing (and possibly an empty path) in comparison to a conventional pressure chamber, which only represents the actuation path. The part of the pressure chamber which is set up to generate the actuating force for actuating the associated friction pack is referred to here as the actuating chamber.

In one embodiment of the clutch actuator, the crossing begins at or behind a sniffing device, so that the actuating means can be moved in the crossing free of static pressure changes.

In this advantageous embodiment of the clutch actuator, a sniffing device is provided. In one, a short-circuit connection is created for the pressure medium between the two chambers, namely the actuation chamber in the area of the actuation path and the pass-over chamber in the area of the passageway, so that the pressure in the two chambers can equalize. A chamber filled with pressure medium is provided to the left and right of the pressure piston. The seal of the pressure piston of the actuating means is bypassed by means of the sniffer device, that is to say short-circuited. This embodiment is advantageous for a purely wet clutch actuator, in which the actuating drive and the actuating means (without pressure behind the pressure seal of the pressure piston) are also filled with the pressure medium. The sniffer device is preferably connected to a reservoir for the pressure medium.

In another embodiment, the two pressure chambers are only filled with the pressure medium on the actuating chamber side of the pressure piston. That is, the overpass chamber is empty when the pressure piston is located on the actuating chamber side of the sniffing device. The additional volume that occurs when the pressure piston enters the bypass chamber is then supplied from the reservoir for the pressure medium via the sniffer device. This embodiment is advantageous for a dry (ie not wet) accommodation of the actuation drive.

These embodiments have the advantage that there is no static pressure change, that is to say neither a higher pressure is built up nor a vacuum is drawn. With an axial movement of the pressure piston in the transfer chamber, only friction losses and flow resistances take place depending on the specific design of the sniffer device.

The overpass is particularly advantageously arranged at the beginning of the actuation path, so that there is an unpressurized or only a low pressure position of the actuating means, so that on the one hand the force to be applied by the actuation drive and on the other hand the dynamic resistances and loads on the components are low. In addition, it is advantageous here that a conventional sniffing device can be used, such as is already provided for a conventional clutch actuator to compensate for line losses and to remove bubbles that have formed.

According to an advantageous embodiment of the clutch actuator, the actuating means is a torque-supported, axially movable spindle.

In this advantageous embodiment, the actuating means is an axially movable spindle, which is moved by an actuating drive that outputs a torque. The spindle is thus torque-supported along a rail, although it cannot be ruled out that the spindle can be rotated through a defined angle, preferably exclusively in the area of the crossing, as described above.

In one embodiment of the clutch actuator, a torque can be transmitted from the actuating drive to the spindle by means of a planetary spindle gear. Such a planetary spindle gear, also referred to as planetary roller gear, is for example from the WO 2015 117 612 A2 known.

In an advantageous embodiment, the actuating drive acts indirectly via a planetary spindle gear, in which case planetary spindles with two different thread pitch areas are provided, which can be rotated in an axially fixed manner. A torque of the actuating drive or a feed rate can thus be increased in comparison to the rotational speed of the actuating drive. Such a planetary spindle gear is particularly compact and enables the use of an actuation drive which has a low maximum torque and / or a low power density, so that material costs and / or, in the case of an electrical actuation drive, the current consumption or voltage peaks can be reduced.

• - ein Parksperrenrad im Antriebsstrang eines Kraftfahrzeugs;
• - eine Sperrenmechanik zum in einer Sperrstellung Sperren einer Drehbewegung des Parksperrenrads und zum in einer Offenstellung Freigeben einer Drehbewegung des Parksperrenrads, wobei das Parksperrenrad und die Sperrenmechanik im Zusammenwirken eine Parksperre bilden; und
• - einen Kupplungsaktuator nach einer Ausführungsform gemäß der obigen Beschreibung,

wobei die Sperrenmechanik mittels des entlang des Überwegs bewegten Betätigungsmittels betätigbar ist.According to a further aspect, a parking lock device for preventing rolling of a stationary motor vehicle is proposed, comprising at least the following components:

• - A parking lock wheel in the drive train of a motor vehicle;
• a locking mechanism for locking a rotational movement of the parking lock wheel in a locked position and for releasing a rotational movement of the parking lock wheel in an open position, the parking lock wheel and the locking mechanism interacting to form a parking lock; and
• a clutch actuator according to an embodiment as described above,

wherein the locking mechanism can be actuated by means of the actuating means moved along the crossing.

The parking lock device proposed here comprises a parking lock and the clutch actuator, one of which is preferred Embodiment form the parking lock or at least its locking mechanism and the clutch actuator form a structural unit. Such a structural unit can be delivered for installation as a coherent component and can be installed at the intended installation location, for example in a motor vehicle, without the need to disassemble this structural unit again. The parking lock comprises a parking lock wheel, which is integrated into the drive train of a motor vehicle, and a locking mechanism, the locking mechanism, which can be switched between an open position and a locking position, prevents the parking lock wheel from rotating in the locked position.

When installed in a motor vehicle, the parking lock wheel is arranged such that at least one of the vehicle wheels can no longer be moved when the locking mechanism is in the locked position, that is to say the parking lock wheel can no longer be rotated. In this regard, connection stiffness and play between the parking lock wheel and the locking mechanism and towards the vehicle wheel in question are not taken into account, so that in reality the vehicle wheel may still be movable within a small angle of rotation. For this mobility of the motor vehicle, however, the legal framework can be met.

In a particularly simple embodiment, the parking lock wheel is designed to rotate continuously with the drive train, and in another embodiment, the parking lock wheel is at least in the locked position (indirectly) firmly connected to the at least one degree of vehicle in a torque-transmitting manner.

In one embodiment of the clutch actuator, the parking lock wheel is arranged in the torque flow on the transmission output side in a vehicle transmission.

The parking lock wheel is preferably integrated in a vehicle transmission, for example a transmission gear, a differential, a friction clutch or a torque converter for transmitting a torque from an internal combustion engine to a vehicle wheel. For example, the parking lock gear forms a permanently or gearshift-driven gear, for example a spur gear, of a switchable transmission gear, with the at least one tooth space for the engagement of the locking pawl (compare description below) preferably being formed as a separate recess, i.e. it is not part of a spur gear toothing that transmits the motor torque ,

In one embodiment of the clutch actuator, the locking mechanism comprises a locking pawl for positive engagement in a tooth gap of the parking lock wheel.

In this advantageous embodiment, the locking mechanism is provided with a locking pawl which is equipped with a locking tooth for positive engagement in a tooth gap of the parking lock wheel. The locking pawl is preferably biased against the parking lock wheel with a spring load when the actuating means of the clutch actuator is in the position corresponding to the locking position at the end of the crossing. This makes it possible that the locking pawl only engages in a tooth gap when the parking lock wheel rotates accordingly in a tooth-on-gap position. In a tooth-on-tooth position, the locking pawl remains in a position outside of an engagement and does not prevent the parking lock wheel from rotating further, with damage neither occurring on the parking lock wheel nor on the locking pawl during operation according to the design. In particular, it is possible to reject the pawl if a maximum speed is exceeded, for example 4 km / h [four kilometers per hour].

The actuating means particularly preferably continues to act as a locking mechanism after the locking pawl has snapped into a tooth space of the parking lock wheel, so that the locking pawl is mechanically secured in its engagement position, that is to say the locking position. The lock is only released when the actuating means is or is moved out of the locked position, that is, towards the beginning of the crossing.

According to a further aspect, a motor vehicle is proposed, comprising a drive train with at least one drive machine and with at least one vehicle transmission, at least one vehicle wheel and a parking lock device according to an embodiment according to the above description, one of the drive train using the at least one vehicle transmission Torque to which at least one vehicle wheel can be transmitted, and
wherein the at least one vehicle transmission comprises the parking lock wheel of the parking lock device, which, at least when a parking gear is engaged, is switched into the torque flow in such a way that the at least one vehicle wheel is rotationally fixed to the parking lock wheel, so that the vehicle wheel in question can only be rotated when the locking mechanism is in the Open position.

The motor vehicle is, for example, a passenger car, a truck or a motorized two-wheeler. The motor vehicle has a drive train which comprises at least one drive unit, for example an internal combustion engine and / or an electric drive machine. The torque that can be output by the drive unit is applied via a vehicle transmission at least one vehicle wheel, the drive wheel. The vehicle transmission referred to here is preferably an automatic transmission. Alternatively, the vehicle transmission is, for example, a fixed transmission gear, that is to say with an unchangeable transmission ratio, or a differential, a torque converter or a slip clutch.

The parking safety device proposed here is designed as described above and integrated into the vehicle transmission, wherein in a preferred embodiment the parking lock and a parking brake act on a single (common) gear wheel, and particularly preferably both the parking lock and the parking brake can be actuated by the clutch actuator. Alternatively, the parking securing device is designed such that the parking lock acts on a first gear wheel and the parking brake acts on a second gear wheel that is different from the first. In a further alternative, a conventional, separately arranged and separately actuatable parking brake is provided.

A rotational movement of the at least one vehicle wheel is only possible if the parking lock (and the parking brake) are released. For the rest, reference is made to the above description of the parking security device.

According to an advantageous embodiment of the motor vehicle, the locking position of the locking mechanism can be adjusted by a user by engaging a parking gear and / or by means of an ignition button for actively stopping the at least one drive machine.

The parking lock can be actuated in the usual way for the driver, namely on the one hand by shifting the transmission from a driving gear state, for example in the case of an automatic transmission to reverse travel (“R”) or forward travel (“D”), to parking (“P”). Alternatively, the parking lock is actuated if the ignition button is actuated while the drive unit is running or the drivetrain is ready to run, or the ignition key is removed, ie the vehicle is switched off. Furthermore, alternatively, a separate parking lock lever is provided, which can be actively actuated for this purpose and / or is actuated by one of the aforementioned measures by the driver.

• 1: eine Parksperrenvorrichtung schematisch im Schnitt in Offenstellung;
• 2: eine Parksperrenvorrichtung in Sperrstellung mit noch nicht verriegelter Sperrenklinke;
• 3: eine Parksperrenvorrichtung in Sperrstellung mit verriegelter Sperrenklinke;
• 4: eine Parksperrenvorrichtung in Sperrstellung mit verriegelter Sperrenklinke in einer alternativen Ausführungsform; und
• 5: ein Kraftfahrzeug mit Kupplungsaktuator zum Betätigen einer Parksperre schematische Ansicht.

The invention described above is explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred configurations. The invention is in no way limited by the purely schematic drawings, it being noted that the drawings are not true to size and are not suitable for defining size relationships. It is shown in

• 1 : a parking lock device schematically in section in the open position;
• 2 : a parking lock device in the locked position with the pawl not yet locked;
• 3 : a parking lock device in the locked position with locked locking pawl;
• 4 : A parking lock device in the locked position with a locked locking pawl in an alternative embodiment; and
• 5 : a motor vehicle with clutch actuator for actuating a parking lock schematic view.

In 1 is a schematic sectional view of a parking lock device 19 shown, in which a parking lock 8th from a correspondingly modified clutch actuator 1 can be actuated. The clutch actuator 1 is here as a hydrostatic clutch actuator with a pressure chamber 16 for supplying a slave piston (not shown) with an actuating force via a hydraulic line. The clutch actuator 1 points like a conventionally designed clutch actuator 1 a torque-based spindle on which the actuating means 3 forms. The torque support is by means of a support rail 46 in cooperation with a torque arm 47 educated. The torque arm 47 here is one with the actuator 3 rotationally fixed sleeve. The torque arm 47 is from the support rail 46 axially guided so that the actuating means 3 , here the spindle, on a rotation around the actuation axis 13 is hindered. At the coupling end 9 of the actuating means 3 is a pressure piston 15 with a pressure seal 48 provided so that a pressure in the pressure chamber 16 and / or the volume in the pressure chamber 16 are changeable.

Here is the pressure piston 15 shown in its maximum position, so where the operating force in the installed state of the clutch actuator 1 with regard to the assigned friction pack 4 (see 4 ) is maximum. For this, the pressure piston 15 along the pressure increasing direction 12 moved from a zero position.

The force to move the actuator 3 is operated by an actuator 6 generated, which here indirectly via a planetary spindle gear 18 , of which here two planetary spindles with mutually offset areas with different thread pitches apply a torque to the actuating means 3 transmitted so that the torque from the actuator 3 into a linear Movement along the actuation axis 13 is translated.

At the end of the pressure chamber 16 is a sniffer device 17 Provided, which is already known in the prior art in this way or slightly modified, and also fulfills the function of compensating for line losses and removing bubbles. The pressure chamber 16 in the illustration on the right of the sniffer device 17 thus corresponds to the actuation chamber for actuating an associated friction pack 4 (see 5 ) and shows the length of the necessary actuation path 5 on.

In the present embodiment there is a parking position sleeve 39 following the sniffer device 17 provided in which the pressure piston 15 in the pressure reducing direction 11 is movable, this being the area 14 of the crossing 7 and in a preferred embodiment when the pressure piston moves 15 in the area of this parking position sleeve 39 no further static pressure change takes place. This is accomplished by using the sniffer device 17 prevents a static pressure change from occurring when the pressure piston 15 in the parking position sleeve 39 is moved. The route of operation 5 is therefore on the sniffer device 17 or the sniffer device 17 forms the beginning of the path of activity 5 as well as the beginning of the crossing 7 or an empty path in between.

In the illustration on the left of the clutch actuator 1 (at the end of the lock 10 ) is the locking mechanism 24 arranged or operable, here a purely linear movement of the actuating means 3 along the actuation axis 13 to lock the parking lock 8th leads. The locking mechanism is located here 24 in the open position. In the illustrated embodiment, the system of the clutch actuator is advantageously 1 from the locking mechanism 24 by means of an axial seal 45 fluidically separated.

The parking lock shown here 8th includes a parking lock wheel 21 which has a rotational movement along at least one direction of rotation 25 (as shown by the arrow). It should be noted that the parking lock mechanism shown 24 is selected purely as an example and other configurations with the clutch actuator 1 are operable. The parking lock wheel 21 has a plurality of tooth gaps here 27 in which the locking pawl 26 the parking lock mechanism 24 can intervene so positively that the parking lock wheel 21 then a rotary motion 25 is hindered. The locking jack 26 is in a normal position, for example by means of a spring or due to its weight from a tooth gap 27 moved out. For moving the ratchet tooth of the ratchet pawl 26 in a tooth gap 27 is a cone 41 provided, which here at a locking stop 44 at least over part of the area 14 of the crossing 7 parallel-tangential to the parking lock wheel 21 and parallel to the actuation axis 13 of the clutch actuator 1 is supported. This eliminates the need for a hinge or lever to lock the pawl 26 to operate. The cone 41 is by means of a preload spring 42 against a spring plate 43 supported and by a driver 40 held.

The exact function of the parking lock mentioned here as an example 8th is in relation to the 2 and 3 explained in more detail. It should be noted that, for example, by twisting the support rail 46 around the actuation axis 13 the actuating means 3 a rotary movement around the actuation axis 13 can be forced, so that a parking lock, which can be actuated by means of a rotating locking mechanism, with this almost unchanged clutch actuator 1 can be actuated. It should also be noted that the actuating means 3 can also be used as a direct mechanical actuating piston for an assigned friction pack (see also 4 ).

In 2 is only the same configuration of the parking lock device for the sake of clarity 19 as in 1 shown, here now the actuating means 3 in the pressure reducing direction 11 has been moved so that the pressure chamber 16 is expanded to the maximum and the pressure piston 15 by means of the sniffer device 17 depressurized and free of a static pressure change along the actuation axis 13 is movable. While now the actuating means 3 as shown fully to the left, i.e. until the end of the crossing 7 , has moved is the locking pawl 26 not in a tooth gap 27 introduced because here the locking jack 26 rests on a tooth in a tooth-on-tooth position. Before the pawl 26 in a tooth gap 27 the parking lock wheel must intervene 21 left or right along the rotation 25 turn into a tooth-on-gap position (compare 3 ). The preload spring 42 but here is between the cone 41 and the spring plate 43 maximally tensioned (compressed here) so that from the cone 41 on the pawl 26 one roughly radial to the parking lock wheel 21 force is exerted. However, this force is sufficiently low that a rotational movement 25 of the parking lock wheel 21 is not yet hindered, and preferably at a too high rotational speed of the parking lock wheel 21 a rejection of the pawl 26 is ensured.

In 3 is again the same parking lock device for the sake of clarity 19 in the same position of the actuating means 3 as in 2 shown, but now the parking lock wheel 21 into a tooth-on-gap Twisted position so that the locking pawl 26 in a tooth gap 27 intervenes. This is due to the interaction of the cone 41 and the bias spring 42 causes which is supported on the spring plate 43 relaxed again (so here expands) and the cone 41 against the driver 40 suppressed. The lock pawl, which can now be swiveled freely 26 in the illustration pressed down so that the locking pawl 26 in the tooth gap 27 intervenes. The cone 41 is preferably pressed so far that the lock pawl 26 by means of the cone 41 at the locking stop 44 (approximately radial) and thus the parking lock 8th is securely locked. Only when the actuator 3 active in the display to the right, i.e. (at least after overcoming the sniffing device 17 ) pressure increasing direction 12 is moved far enough, the lock pawl 26 again from the tooth gap 27 move out so far that the rotational movement 25 for the parking lock wheel 21 is released again.

In 4 is again a similar parking lock device only for clarity 19 in the same position of the actuating means 3 as in 3 with the pawl 26 engaged in the parking lock wheel 21 shown, here on the one hand a purely mechanical actuation of a friction pack 4 is indicated schematically and on the other hand a parking lock wheel 21 with a twisting motion 25 across the actuation axis 13 of the clutch actuator 1 is aligned. The coupling end 9 of the actuating means also embodied here as an axially movable spindle 3 acts directly on an operating lever 51 to translate an actuating force to a release bearing 52 on. The release bearing 52 acts axially on a disc spring 53 , causing the friction pack 4 the friction clutch 2 opened and a torque transmission is interrupted. The locking mechanism 24 is in accordance with the embodiment 1 to 3 largely identical, with the locking jack 26 just like the parking lock wheel 21 across the actuation axis 13 is arranged. A possibly necessary backdrop on the cone side of the pawl 26 must be adjusted accordingly.

• - von der Getriebeschaltung 32, beispielsweise mittels einer Parkschaltstellung „P“ ,
• - einem Parkhebel 33; und
• - einem Zündknopf 34, auch beispielsweise mit einem konventionellen Zündschlüssel betreibbar.

In 5 is purely schematically a motor vehicle 20 shown, in which the left front vehicle wheel 29 and the right front vehicle wheel 30 by means of the clutch actuator 1 , for example as in one of the 1 to 4 shown, and a parking lock wheel 21 which is in a vehicle transmission 23 in the torque flow 31 is a lock to prevent rolling of the motor vehicle 20 can be set up. From the prime mover 28 up to the front vehicle wheels 29 and 30 is a drive train 22 for the motor vehicle 20 educated. The clutch actuator 1 can be operated with at least one of the following controls:

• - from the gearbox 32 , for example by means of a parking switch position "P",
• - a parking lever 33 ; and
• - an ignition button 34 , can also be operated with a conventional ignition key, for example.

The clutch actuator indicated purely schematically 1 is via a pressure line with an associated friction pack 4 a friction clutch 2 force-transmitting connected, so that the transmission of a torque from the prime mover 28 , which is shown here as a 3-cylinder internal combustion engine, to that of the friction clutch 2 towards the vehicle wheels 29 . 30 downstream components of the drive train 22 is interruptible. The vehicle transmission 23 is for example an automatic transmission, which is by means of the gear shift 32 and / or can be switched automatically for a different transmission ratio of the torque. In the direction of the longitudinal axis 38 behind the driver's cabin 37 of the motor vehicle 20 are still a left rear vehicle wheel 35 and a right rear vehicle wheel 36 provided, which in an alternative embodiment, for example via a cardan shaft, in the torque flow 31 are switched so that the parking lock wheel 21 only for the rear vehicle wheels 35 and 36 or for all vehicle wheels 29 . 30 , 35 and 36 in the locked position in the torque flow 31 is arranged so that a lock to prevent rolling away for the motor vehicle 20 is formed. Alternatively, the powertrain shown is 22 in the back of the vehicle 20 arranged and for actuating the two rear vehicle wheels 35 . 36 set up.

With the integration of the parking lock function in the clutch actuator, a cost reduction can be achieved due to the saving of electronic components.

LIST OF REFERENCE NUMBERS

1

clutch

2

friction clutch

3

actuating means

4

Reibpaket

5

actuating

6

drive

7

crossing

8th

parking lock

9

coupling end

10

lock end

11

pressure reducing direction

12

pressure increasing direction

13

operating axis

14

Area of the crossing

15

pressure piston

16

pressure chamber

17

sniffing apparatus

18

Planetary spindle gear

19

Parking lock device

20

motor vehicle

21

parking gear

22

powertrain

23

vehicle transmissions

24

lock mechanism

25

rotary motion

26

pawl

27

gap

28

prime mover

29

left front vehicle wheel

30

right front vehicle wheel

31

torque flow

32

transmission shift

33

parking lever

34

ignition button

35

left rear vehicle wheel

36

right rear vehicle wheel

37

cab

38

longitudinal axis

39

Parking position sleeve

40

takeaway

41

cone

42

biasing spring

43

spring plate

44

lock Catch

45

axial seal

46

support rail

47

torque arm

48

pressure seal

49

Pressure medium reservoir

50

control connection

51

actuating lever

52

release bearing

53

Belleville spring

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 102017114672 A1 [0012]
• DE 10259893 A1 [0012]
• DE 102018110614 A1 [0015]
• WO 2015117612 A2 [0039]

Claims (9)

Coupling actuator (1) for a friction clutch (2), comprising at least the following components: - An actuating means (3) for transmitting an actuating force to an associated friction pack (4) of a friction clutch (2), so that the friction pack (4) is converted from a torque-transmitting one a torque interrupting state or vice versa can be transferred, the actuating means (3) being movable over an actuating path (5) in order to transmit the actuating force to the associated friction pack (4); and - an actuation drive (6) for generating the actuation force and thereby moving the actuation means (3) along the actuation path (5), characterized in that the actuation means (3) by means of the actuation drive (6) along an actuation path (5) subsequent crossing (7) is movable and by means of the crossing (7) an associated parking lock (8) can be actuated. Coupling actuator (1) after Claim 1 , wherein the actuating means (3) has a coupling end (9) and a locking end (10), the coupling end (9) for actuating the associated friction pack (4) and the locking end (10) for actuating the associated parking lock (8) , The crossing (7) preferably being set up in the direction (11) of reducing the actuating force for the friction clutch (2). Coupling actuator (1) after Claim 1 or 2 The actuating means (3) for actuating the associated friction pack (4) can only be moved linearly along an actuation axis (13). Coupling actuator (1) after Claim 1 or 2 , The actuating means (3) for actuating the associated friction pack (4) in the area (14) of the overpass (7) can be rotated in a defined manner about an actuation axis (13), preferably by a maximum of 180 °, particularly preferably by 90 °. Coupling actuator (1) according to any one of the preceding claims, wherein the coupling actuator (1) is a hydrostatic or pneumatic actuator and the actuating means (3) with a pressure piston (15) for changing a pressure in a pressure chamber (16) is fixedly connected, preferably the crossing (7) begins at or behind a sniffing device (17) so that the actuating means (3) can be moved in the crossing (7) free of static pressure changes. Coupling actuator (1) according to one of the preceding claims, wherein the actuating means (3) is a torque-supported axially movable spindle, wherein preferably a torque can be transmitted from the actuating drive (6) to the spindle by means of a planetary spindle gear (18). Parking lock device (19) for preventing a standing motor vehicle (20) from rolling away, comprising at least the following components: - A parking lock wheel (21) in the drive train (22) of a motor vehicle (20), preferably on the transmission output side in a vehicle transmission (23); - A locking mechanism (24) for locking a rotary movement (25) of the parking lock wheel (21) in a locked position and for releasing a rotary movement (25) of the parking lock wheel (21) in an open position, preferably comprising a locking pawl (26) for positive engagement in one Tooth gap (27) of the parking lock wheel (21), the parking lock wheel (21) and the locking mechanism (24) interacting to form a parking lock (8); and - A clutch actuator (1) according to one of the preceding claims, wherein the locking mechanism (24) can be actuated by means of the actuating means (3) moved along the crossing (7), preferably at the end of the crossing (7) of the actuating means (3) into the blocking position is transferred. Motor vehicle (20), comprising a drive train (22) with at least one drive machine (28) and with at least one vehicle transmission (23), at least one vehicle wheel (29, 30) and a parking lock device (19) Claim 7 , wherein from the at least one drive machine (28) of the drive train (22) by means of the at least one vehicle transmission (23) a torque can be transmitted to the at least one vehicle wheel (29,30), and wherein the at least one vehicle transmission (23) the parking lock wheel ( 21) of the parking lock device (19), which, at least when the parking gear is engaged, is switched into the torque flow (31) in such a way that the at least one vehicle wheel (29, 30) is rotationally fixed to the parking lock wheel (21) so that the vehicle wheel (29 , 30) can only be rotated when the locking mechanism (24) is in the open position. Motor vehicle (20) after Claim 8 The locking position of the locking mechanism (24) can be set by a user by engaging a parking gear and / or can be set by means of an ignition button (34) for actively stopping the at least one drive machine (28).

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