DE102018132375A1 - Parking lock in a normally locked configuration - Google Patents

Abstract

The invention relates to a parking lock (1) in a normally locked configuration for integration into a vehicle transmission (2), wherein the parking lock (1) has at least the following components: - a pawl (3) with a locking cam (4), the Locking cams (4) can be inserted into a tooth space (5) of a parking lock wheel (6) in such a way that a rotational movement (7) of the associated parking lock wheel (6) is locked; - A parking mechanism (8) which is normally in a locked position, whereby in the locked position of the parking mechanism (8) forcing the pawl (3) into the tooth space (5) of a parking lock wheel (6); Parking mechanism (8) can be moved from the locked position into an open position by means of the actuating means (9), the actuating means (9) being guided in a guide link (12). The parking lock (1) is characterized above all by the fact that the guide link (12) is inclined, at least in sections, when the parking mechanism (8) is open relative to a purely axial orientation. The proposed normal-locking parking lock enables a compact structure, so that the parking lock can be integrated into a vehicle transmission with virtually no installation space.

Description

• - eine Sperrklinke mit einem Sperrnocken, wobei der Sperrnocken in eine Zahnlücke eines Parksperrenrads derart einbringbar ist, dass eine Drehbewegung des zugeordneten Parksperrenrads gesperrt ist;
• - einen Parkmechanismus, welcher sich normal in einer Sperrstellung befindet, wobei in der Sperrstellung der Parkmechanismus die Sperrklinke in die Zahnlücke eines Parksperrenrads zwingt;
• - ein selbsthemmungsfreies Betätigungsmittel zum axialen Übertragen einer dem Parkmechanismus entgegengerichteten Betätigungskraft, sodass der Parkmechanismus mittels des Betätigungsmittels aus der Sperrstellung in eine Offenstellung überführbar ist, wobei das Betätigungsmittel in einer Führkulisse geführt ist. Die Parksperre ist vor allem dadurch gekennzeichnet, dass die Führkulisse zumindest abschnittsweise bei der Offenstellung des Parkmechanismus gegenüber einer rein axialen Ausrichtung geneigt ist. Weiterhin betrifft die Erfindung eine Parksperrenvorrichtung mit einer solchen Parksperre, ein Fahrzeuggetriebe mit einer solchen Parksperrenvorrichtung, sowie ein Kraftfahrzeug mit einem solchen Fahrzeuggetriebe.

The invention relates to a parking lock in a normally locked configuration for integration into a vehicle transmission, the parking lock having at least the following components:

• - A pawl with a locking cam, the locking cam can be inserted into a tooth space of a parking lock gear in such a way that a rotational movement of the associated parking lock gear is locked;
• - A parking mechanism, which is normally in a locking position, the parking mechanism in the locking position forcing the pawl into the tooth space of a parking lock wheel;
• a self-locking actuating means for axially transmitting an actuating force opposed to the parking mechanism, so that the parking mechanism can be transferred from the locked position into an open position by means of the actuating means, the actuating means being guided in a guide link. The parking lock is primarily characterized in that the guide link is inclined at least in sections when the parking mechanism is open relative to a purely axial orientation. Furthermore, the invention relates to a parking lock device with such a parking lock, a vehicle transmission with such a parking lock device, and a motor vehicle with such a vehicle transmission.

Parking lock devices are known from the prior art which are intended to ensure that a parked, ie usually abandoned, motor vehicle cannot roll away. For example, the parking lock device acts in a form-fitting manner in that a locking cam engages in a tooth gap of a parking lock wheel. This position of the locking cam is referred to as the engagement position. If the parking lock wheel is freely rotatable, this is referred to as exemption. Such a blocking for motor vehicles with automatic transmission or with electrified actuation drive, for example hybrid vehicles, is required by law. For example, such a parking lock device is from the post-published DE 10 2017 102 804 A1 known.

In view of the large number of components in a motor vehicle, it is necessary to achieve a particularly high degree of compactness of the components. Therefore, the aim is to integrate a lock drive in a vehicle transmission, using as little as possible, preferably already available, installation space. On the customer side, for example from the OEM [Original Equipment Manufacturer; is understood in vehicle construction as a manufacturer of the consumer-known car brands], a parking lock device is often required in which the locking position is present in the event of a system failure, for example in the event of a power failure, that is to say the locking position is the normal position. The blocking position is thus set up as a fallback position and prevents the motor vehicle from rolling away even in the event of a power failure. It follows from this requirement that the exemption may only be active, that is to say when a lock drive is energized. In conventional parking lock devices, the power consumption for the exemption is too high, in particular because the exemption represents the main position in the operation of the motor vehicle.

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 meaningful manner, with the explanations from the following description and features from the figures, which include supplementary embodiments of the invention, being able to be used for this purpose.

Unless explicitly stated to the contrary, ordinal numbers used in the preceding and subsequent description serve only to clearly distinguish them and do not reflect the order or ranking of the components identified. An ordinal number greater than one does not necessarily mean that another such component must be present.

• - eine Sperrklinke mit einem Sperrnocken, wobei der Sperrnocken in eine Zahnlücke eines Parksperrenrads derart einbringbar ist, dass eine Drehbewegung des zugeordneten Parksperrenrads mittels formschlüssigen Eingriffs in die Zahnlücke gesperrt ist, wobei die Sperrklinke derart bewegbar ist, dass der Sperrnocken aus der Zahnlücke heraushebbar ist;
• - einen Parkmechanismus, welcher sich normal in einer Sperrstellung befindet, wobei in der Sperrstellung der Parkmechanismus die Sperrklinke in die Zahnlücke eines Parksperrenrads zwingt;
• - ein selbsthemmungsfreies Betätigungsmittel zum axialen Übertragen einer dem Parkmechanismus entgegengerichteten Betätigungskraft, sodass der Parkmechanismus mittels des Betätigungsmittels einzig aktiv aus der Sperrstellung in eine Offenstellung überführbar ist, wobei in der Offenstellung das Parksperrenrad frei drehbar ist, und wobei das Betätigungsmittel in einer Führkulisse geführt ist; und
• - einen Sperrenantrieb zum Bewegen des Betätigungsmittels.

The invention relates to a parking lock in a normally locked configuration for integration into a vehicle transmission, the parking lock having at least the following components:

• - A pawl with a locking cam, the locking cam can be inserted into a tooth space of a parking lock wheel in such a way that a rotational movement of the associated parking lock wheel is locked by means of positive engagement in the tooth space, the locking pawl being movable in such a way that the locking cam can be lifted out of the tooth space;
• - A parking mechanism, which is normally in a locking position, the parking mechanism in the locking position forcing the pawl into the tooth space of a parking lock wheel;
• - A self-locking actuator for axially transmitting an opposing actuating force to the parking mechanism, so that the parking mechanism by means of Actuating means can only be actively transferred from the locked position into an open position, the parking lock wheel being freely rotatable in the open position, and wherein the actuating means is guided in a guide link; and
• - A lock drive for moving the actuating means.

The parking lock is primarily characterized in that the guide link is inclined at least in sections when the parking mechanism is open relative to a purely axial orientation. In one embodiment, the guide link has a guide section in the locked position and a holding section in the open position, the guide section being axially aligned and the holding section being inclined away from the guide section toward the open position.

The parking lock proposed here, or the entire parking lock device, can be integrated into a vehicle transmission in a particularly small installation space. Such a vehicle transmission is, for example, a step-up transmission, a differential, a friction clutch or a torque converter for transmitting torque from a drive machine, for example an internal combustion engine and / or an electrical machine, to at least one vehicle wheel.

The locking cam is designed to interlock positively in a tooth gap of a parking lock wheel, the parking mechanism being in the locking position in a normal position of the parking lock, that is to say when the lock drive is not energized. The parking mechanism in the locked position forces the locking cam into the tooth space of the parking lock gear; this is the engaged position of the locking cam or pawl. In the engaged position, the parking lock wheel is prevented from rotating, that is to say locked, because the positive engagement of the locking cam in a tooth gap means that the parking lock wheel can no longer rotate or can only rotate about its wheel axis within the limits permitted by law. The associated vehicle wheel is thus fixed in this drive train and the motor vehicle can no longer roll away.

The pawl itself is biased by a (possibly separate release) energy store and / or gravity in such a way that the (free) pawl is moved out of this engagement position, so that the parking lock wheel can be freely rotated with the parking mechanism in the open position; this is the release of the locking cam or pawl. The (release) energy store biasing the pawl into the release, for example in a pivotable embodiment by means of a leg spring mounted on the lock axis, counteracts the parking mechanism, but is weaker than the closing force of the parking mechanism.

For most applications, it is desirable that a lock against the motor vehicle rolling away can only be inserted at a predetermined insertion speed, for example only at a speed below 2 km / h [two kilometers per hour], of the motor vehicle in question. Above a predetermined ejection speed, for example of 4 km / h, blocking should be prevented automatically. This is solved here in that a locking cam is rejected by the rotating parking lock wheel at the earliest from a speed of insertion and at the latest from a speed of rotation corresponding to the ejection speed. For this purpose, the geometry of the locking cam, the closing force of the parking mechanism and the preload of the (closing) energy store on the pawl are designed accordingly.

In an advantageous embodiment, the locking pawl is therefore designed to be pivotable about a locking axis in such a way that the locking cam can be pivoted out of the tooth gap. Alternatively, the pawl is designed, for example, as a pin which can be moved along a pin axis and can be lowered into and removed from the tooth gap with one end, the locking cam.

However, if the locking position is taken up by the parking mechanism, the locking cam is held in the engaged position by means of a form constraint. When the motor vehicle is operated as normal, the locking cam can then no longer be ejected from the tooth gap due to the form constraint.

The parking mechanism is, for example, axially movable, for example designed as a locking pin which, under a preload in the axial direction of a (possibly further, closing) energy store, for example a helical tension spring or helical compression spring, acts permanently against the pawl in such a way that this pawl, if applicable, only when present a sufficiently low vehicle speed is transferred to the engaged position. For example, the locking pin of the parking mechanism acts with a locking ramp against a pawl ramp of the pawl, which, in cooperation with one another as a result of an axial stroke of the locking pin, forces the pawl into the engaged position, provided that the parking locking wheel does not exert too great a counterforce on the locking cam.

In one embodiment, a single, that is to say common, energy store, for example one, is used to release the pawl and to transfer the parking mechanism into the locked position Helical compression spring, provided. This energy store acts in one direction against a (release) stop of the pawl and in the opposite bearing direction against a (close) stop of the parking mechanism. If the parking mechanism is freely movable, the effective (closing) force on the parking mechanism is greater than the effective (release) force on the pawl, so that the parking mechanism is pressed into the locking position.

In a preferred embodiment, the locking pin is axially guided by means of an axial support surface, that is to say parallel to the direction of movement of the locking pin, so that the transverse forces on the locking pin are at least partially absorbed by this parallel support surface and the locking pin is thus relieved. Alternatively or additionally, the locking pin is laterally supported after reaching the locking position, preferably by means of the aforementioned parallel support surface, so that the locking pawl is then fixed in the engagement position in a form-fitting manner, that is to say in the form constraint. An (operational) ejection force originating from the parking lock wheel, i.e. a torque about the gear axis of the parking lock wheel, together with the release force of the pawl are then not able to transfer the pawl into the release position.

The actuating means is set up to counteract the parking mechanism, and only actively, that is, with the corresponding energization of an assigned lock drive. For this purpose, the actuating means is set up in such a way that it is overcome by the parking mechanism in the inactive state, that is to say without energizing the locking drive, and / or an additional biasing load transfers the actuating means to a rest position, so that the parking mechanism is free. The parking mechanism is then sufficiently pre-tensioned by means of the (closing) energy store to move the pawl into the engaged position when the parking lock end wheel rotates slowly enough or (with a tooth gap in the corresponding position). This means that the friction in the actuating means (and possibly the drive) must be comparatively low. Therefore, the actuating means is designed as statically and dynamically self-locking (under technically possible or cost-efficient stipulations).

Self-locking is blocking or holding an actuating means in one position, for example in a currently set position, of the actuating means. The self-locking actuating means cannot be moved by an (designed) external force (in the case of a spindle drive an axial force (beyond an intrinsic play), but can be moved freely by means of the locking drive, in the case of a spindle drive a torque). For example, in the case of an actuating means which is driven by means of a spindle drive, a spindle with a suitable trapezoidal thread or the spindle drive with at least one wrap-around spring can be designed to be self-locking. The term self-locking does not include a statement about the frictional resistance, i.e. only a (friction) force opposing the direction of movement. The frictional resistance is basically high or low regardless of self-locking. For example, in the case of a spindle with a self-locking trapezoidal thread, the frictional resistance is dependent on a design (axial) holding force for self-locking of the spindle drive and is therefore high when a high holding force is required to block the actuating means in the set position. For example, when using at least one wrap spring, the frictional resistance is independent of the desired holding force. Therefore, a spindle drive that is self-locking by means of at least one wrap spring can be designed with low friction. If an actuating means is thus designed to be self-locking, the actuating means is not blocked in an operating state, at least in a position which keeps the parking mechanism out of the locked position. The actuating means can then be transferred from a set position by applying an external force, in the case of a spindle drive an axial force, to another position if the lock drive is not actively, for example by means of energizing, applying a counter-directional force, in the case of a spindle drive a torque. For some applications, it is advantageous to keep the frictional resistance as low as possible so that the necessary forces in the overall system can be kept low and / or high positioning speeds can be achieved.

The lock drive is provided for driving the actuating means, for example an electric, a pneumatic or a hydraulic drive, with which the actuating means can be moved along an (axial) travel path. The travel path has a defined open position end and a defined locked position end. If the actuating means is at the open position end, the parking mechanism is forced out of the locked position into the open position against its bias and the pawl is lifted out of the tooth gap, so it is in the release position. The actuating force that can be generated by the actuating means is so great that the closing force generated by the parking mechanism can always be overcome.

If the actuating means is located at the end of the blocking position, for example as a result of a rearward actuation of the locking drive, the actuating force is so low that the parking mechanism overcomes it. For example, then there is an (axial) gap between the actuating means and the parking mechanism, so that the parking mechanism can move from the open position into the blocking position free of an opposing actuating force originating from the actuating means. Alternatively, the lock drive is not actuated from the rear, but the actuating means is moved solely from the parking lock mechanism towards the end of the locking position.

Deviating from the low-friction design of the actuating means, a guide link is inclined so that a holding section is formed. In one embodiment, this holding section extends over the entire guide link. In one embodiment, the holding section is only present as long as the locking cam is in the release position, or is only present in a section of the blocking path of the parking mechanism from the open position to the blocking position. Then there is preferably a guide section in the remaining area of the actuation path, for example with a purely axial orientation. The guide section preferably corresponds to the locking path portion of the parking mechanism, in which the locking cam is still arranged outside a tooth gap, particularly preferably the parking mechanism does not yet act against the locking pawl, that is to say does not additionally have to work against a (locking) energy store of the locking pawl.

Since the actuating means (in the holding section) cannot be moved purely axially, the actuating means must be moved axially against a ramp inclination of the holding section, that is to say with a transverse component. This results in an inhibiting force between the actuating means and the guide link in the holding section from the material friction. This inhibiting force is so low that it can be overcome by the parking mechanism together with the drive friction and inertia of the (active) actuation system and / or an additional biasing load brings the actuating means into a rest position, so that the parking mechanism is or is released when the lock drive is not is energized (forward), i.e. there is no active actuating force. At the same time, this inhibiting force is so great that the current required to hold the pawl in the release is considerably reduced compared to an (almost) friction-free, purely axial guide, for example a reduction to 50% [fifty percent], preferably up to 20%.

The (passive) excess force of the parking mechanism must therefore be designed in such a way that this excess force is sufficient to bring the locking cam back into a tooth space, possibly only after the motor vehicle has fallen below a limit speed (insertion speed).

In one embodiment, the holding portion is inclined, for example, 15 ° [fifteen degrees] to 25 ° [twenty-five degrees] from a 90 ° angle to the axial orientation. In other words, the holding section is aligned at 65 ° to 75 ° to the guide section if it is aligned parallel to the axial actuating movement of the actuating means. In one embodiment, the (optional) axially aligned guide section is not made purely axially straight, but also has a slight angle, a curved shape or, for example, a corrugation with a plurality of angles for a purely axial orientation, the or the majority of the Angle is significantly smaller than in the holding section. For example, an angle in the first area is less than 25 °, preferably less than 15 °, to a purely axial orientation.

If a guide section with an axial alignment is additionally provided, there is (in a conventional manner) no or only negligible additional friction. In this case, there is only axial guidance for the actuating means. In the holding section, however, the friction is increased and, as described above, a predetermined inhibiting effect is achieved.

In the (optional) guiding section, there is (almost) no longer any inhibiting force during a closing process, i.e. the transfer of the pawl from the release into the engagement position when the lock drive is de-energized, so that the locking position can be quickly adopted. The guide section then corresponds at least to the blocking path portion, in which the above-mentioned form constraint for holding the blocking cam is contained in the tooth gap.

The holding section is thus inclined towards the open position, ie towards that end of the blocking path of the parking mechanism, which corresponds to the release of the pawl. In other words, the holding section is inclined beyond a 90 ° angle to a purely axial alignment of the guide section, that is to say does not form an angle of less than 90 ° with the guide section. There is therefore no latching, which could only be released by energizing the lock drive. The inclination of the holding section is designed such that an axial movement component is included when the actuating means is guided in the holding section. The inclination therefore does not correspond to 90 ° to a purely axial orientation. In one embodiment, a contact surface of the actuating means towards the parking mechanism is rotated along the guide angle of the holding section. In another embodiment, the contact surface is rotatably mounted and thus transmits (almost) no torque to the parking mechanism.

A guide section with, preferably purely, axial alignment is advantageous for a quick closing behavior of the parking lock. In addition, the inhibiting force of an inclined guide link also opposes the actuating force of the locking drive, so that the shortest possible holding section is also required for this. The holding section is preferably so short that the desired inhibiting force is only present (securely) in an open position of the parking mechanism.

It is further proposed in an advantageous embodiment of the parking lock that the lock drive comprises a rotor shaft and a spindle drive, the spindle drive being set up to translate a rotation of the rotor shaft into an axial feed of the actuating means.

It is proposed here that the lock drive is set up for torque delivery, a rotor shaft being rotatable about a drive axis. The number of rotations, which corresponds to the desired travel path of the actuating means, is mechanically secured and / or electronically regulated. A mechanical lock acts directly on the rotor shaft or indirectly via the axial movement of the corresponding component of the spindle drive.

It is further proposed in an advantageous embodiment of the parking lock that the actuating means comprises an axially movable spindle or an axially movable spindle nut of the spindle drive, the actuating means being movable axially and at least in sections in a predetermined manner by a limited angle of rotation.

If a guide section is provided, the actuating means is secured against rotation in the guide section and can be moved axially and in a predetermined manner by a limited angle of rotation along the guide link in the inclined holding section.

In one embodiment, the actuating means is a spindle (in one piece) or fixedly connected to a spindle (in several pieces), the spindle then (at least indirectly) being torque-supported and axially movable. The rotor shaft is then designed, for example, as a hollow shaft, so that the spindle can be moved in an axial overlap with the rotor shaft. If, on the other hand, the actuating means is a spindle nut (in one piece) or fixedly connected to a spindle nut (in several pieces), the spindle nut is (at least indirectly) torque-supported and axially movable by a rotating spindle. In both cases, a pure torque support, which prevents rotation of the actuating means, is only formed in the (optional) guide section. In the holding section, on the other hand, rotation is possible, although rotation nevertheless requires an axial feed because the holding section is inclined towards the open position, i.e. towards the end of the travel path of the actuating means, at which an actuating force is transmitted to the parking mechanism and the pawl moved into the exemption. The limited angle of rotation thus results from the desired length of the holding section and the angle required to set the desired friction between the guide link and the actuating means.

It is further proposed in an advantageous embodiment of the parking lock that the lock drive has a motor housing, the guide link being integrated in the motor housing.

A motor housing must be provided to provide an actuation path, the installation space required for the apparatus, including the lock drive and the actuation means. In a preferred embodiment, this is to be integrated into a transmission housing. It is therefore advantageous to integrate the guide link into the motor housing. The actuating means is preferably driven by a spindle drive, or connected to it or integrated in it, so that torque support is required in order to convert the driving torque into an axial movement. This torque support is preferably formed by the guide link. This means that no additional installation space is required. The axial length of the actuation path is therefore unchanged from a length required to actuate a, for example conventional, pawl and a, for example conventional, parking mechanism.

It is further proposed in an advantageous embodiment of the parking lock that the actuating means has a single cross pin, the cross pin being guided in the guide link.

The use of a cross pin enables the parking lock to be easily installed. For example, the cross pin can be inserted radially from outside through one of the tracks of the guide link, while (in one step beforehand) the actuating means or the spindle drive can be inserted axially into the motor housing for assembly. By using a single cross pin, the number of assembly steps is small and the quality control is simple, namely whether the cross pin is inserted deep enough on one side, which means that it also extends through the other (possibly difficult to access) path.

It is also proposed in an advantageous embodiment of the parking lock that the guide link has paired tracks and the cross pin extends through both of the paired tracks (through or into).

Good torque support is created by means of paired tracks and the friction increases in the area of the holding section, so that the angle in the holding section can be reduced in comparison to a simple track. In one embodiment, the tracks are identical in terms of their shape relevant for the guidance, but they are different in their (radial) depth and / or type. In one embodiment, at least one of the tracks is formed as a slot which extends radially through the motor housing. In one embodiment, at least one of the tracks is formed as a depression, as a support flange or otherwise.

• - ein Parksperrenrad für einen Antriebsstrang eines Kraftfahrzeugs, bevorzugt getriebeausgangsseitig in einem Fahrzeuggetriebe; und
• - eine Parksperre nach einer Ausführungsform gemäß der obigen Beschreibung, wobei das Parksperrenrad bei formschlüssigem Eingriff der Sperrnocken an einer Drehbewegung gehindert 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 for a drive train of a motor vehicle, preferably on the transmission output side in a vehicle transmission; and
• - A parking lock according to an embodiment according to the above description, wherein the parking lock wheel is prevented from rotating when the locking cams engage in a positive manner.

The parking lock device proposed here comprises a parking lock and a parking lock wheel. The parking lock wheel is integrated in the drive train of a motor vehicle, preferably in a vehicle transmission, and, according to the previous description, can be switched between an open position and a locking position, so that the parking lock wheel is prevented from rotating in the locking position of the parking mechanism.

In one embodiment, the parking lock and the parking lock wheel form a structural unit. Such a 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 unit again.

In one embodiment, the pawl and the parking mechanism, and in one embodiment also the parking lock wheel, is a structural unit, while the actuating means and the locking drive are formed separately, which in one embodiment form a separate further structural unit. The actuating means and the lock drive can be used, for example, with a conventional pawl and / or a conventional parking mechanism.

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 cam is in the engaged position, that is to say the parking lock wheel can no longer be rotated. The connection stiffness and play between the parking lock wheel and the locking cam, as well as towards the vehicle wheel in question, are not taken into account in this consideration, so that the vehicle wheel can still be moved within a small angle of rotation in the technical implementation. However, the legal framework conditions can be complied with for this mobility of the motor vehicle.

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.

• - einen Drehmomenteingang zum Aufnehmen eines Drehmoments von einer Antriebsmaschine;
• - einen Drehmomentausgang zum Abgeben eine aufgenommenen Drehmoments an zumindest ein Fahrzeugrad; und
• - eine Parksperrenvorrichtung nach einer Ausführungsform gemäß der obigen Beschreibung zum Sperren des Parksperrenrads, wobei das Parksperrenrad ein Rad des Fahrzeuggetriebes bildet.

According to a further aspect, a vehicle transmission for a drive train of a motor vehicle is proposed, comprising at least the following components:

• a torque input for receiving torque from a prime mover;
• a torque output for delivering a torque received to at least one vehicle wheel; and
• - A parking lock device according to an embodiment as described above for locking the parking lock wheel, wherein the parking lock wheel forms a wheel of the vehicle transmission.

The vehicle transmission, for example an automatic transmission, includes the parking lock wheel. For example, the parking lock gear forms a permanently or gearshift-driven gear, for example a spur gear, of a switchable transmission gear, the at least one tooth space for the engagement of the locking cam (see 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 .

The vehicle transmission has a torque input, for example one or more transmission input shafts, and a torque output, for example one or more transmission output shafts. In the vehicle transmission, the torque is redirected, reduced, translated and / or distributed appropriately (as a differential). In one embodiment, the vehicle transmission is a clutch, for example a friction clutch or claw clutch in the torque flow. The torque input is arranged on the drive machine side and the torque output is arranged on the drive wheel side. However, the torque direction can also be reversed from a vehicle wheel to a prime mover or a generator.

It is further proposed in an advantageous embodiment of the vehicle transmission that the parking lock device is integrated in a transmission space of the vehicle transmission formed by a transmission housing.

Due to the increase in components and the constant need to reduce the size or the required volume of components in a motor vehicle, it is advantageous to integrate the parking lock in the vehicle transmission. For this purpose, it is proposed here that the parking lock device is accommodated and supported in the gear space of the housing. In one embodiment, the vehicle transmission can also be assembled as a structural unit with the parking lock device in the motor vehicle, as a result of which the assembly effort for an OEM can be reduced.

According to a further aspect, a motor vehicle is proposed, having at least one drive machine, at least one vehicle wheel, and a drive train connecting the drive machine and the vehicle wheel with at least one vehicle transmission in a torque-transmitting manner according to an embodiment according to the above description, the parking lock wheel of the parking lock device being at least in a park shift position is switched into the torque flow 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 actuating means actively forces the parking mechanism into 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 delivered via a vehicle transmission to at least one vehicle wheel, the drive wheel. The vehicle transmission referred to here is preferably a switchable transmission transmission. Alternatively, the vehicle transmission is, for example, a fixed transmission gear, that is to say with an unchangeable transmission ratio, or a differential or a slip clutch. The parking lock device proposed here is preferably designed as described above and integrated into the vehicle transmission.

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

• 1: eine Parksperrenvorrichtung im Schnitt;
• 2: ein Ausschnitt einer Parksperre im Schnitt;
• 3: eine (abgewickelte) Führkulisse; und
• 4: ein Kraftfahrzeug mit einer in das Fahrzeuggetriebe integrierten Parksperrenvorrichtung in schematischer 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 in section;
• 2nd : a section of a parking lock on average;
• 3rd : a (developed) driving backdrop; and
• 4th : A motor vehicle with a parking lock device integrated in the vehicle transmission in a schematic view.

In 1 is a possible embodiment of a parking lock device 22 shown in section in a side view. The parking lock device 22 includes a parking lock wheel 6 and a parking lock 1 , the parking lock 1 is shown locked here.

There is a (here about a lock axis 42 pivotable) pawl 3rd with a locking cam 4th into one of the tooth gaps 5 of the parking lock wheel 6 lowered and so with the parking lock wheel 6 brought into positive engagement. The pawl 3rd is here in the engaged position and is therefore a rotary movement 7 of the parking lock wheel 6 around its wheel axis 43 , for example a gear axis, prevented.

In this embodiment, the pawl is 3rd for example from a (release) energy store (not shown here), for example a spring, with a preload torque about the lock axis 42 biased from the shown engagement position into an exemption. The pawl 3rd so automatically swings into the exemption if it is not from the parking mechanism (in the locked position) 8th is forced into the engagement position shown. The locking cam is in the release 4th at least this far from the tooth gap 5 highlighted that the parking lock wheel 6 unhindered around the wheel axis 43 along the rotation 7 can move.

The parking mechanism 8th comprises a locking pin in the embodiment shown 44 which by means of a locking energy storage 45 , here a helical compression spring, is biased from the left to the right as shown or is shown here in the maximally relaxed position. From the lock pin 44 will along the leader axis 46 a traverse 47 , here optionally with two rollers, axially moved, which causes the pawl 3rd is forced down as shown. In this embodiment, the traverse 47 , and thus indirectly the locking pin 44 , over the entire travel path (locking path) of the locking pin 44 on a support surface 48 supported against lateral displacement or against bending. The pawl 3rd can traverse in this position 47 from the parking lock wheel 6 not out of the tooth gap 5 be ejected while at the same time locking pin 44 does not have to be extremely rigid. The passive parking mechanism 8th thus ensures that the blocking position is normally assumed.

The parking mechanism 8th acts as an actuating means 9 (active) counter. The actuator 9 here is from a spindle drive 17th and a lock-up drive providing torque 13 along the actuation axis 49 active, i.e. energizing the barrier drive, which is designed here as an electric motor 13 , movable. The spindle drive 17th , here (optionally) designed as a ball screw drive, includes a spindle 10th , which is rotationally fixed and axially movable here. The spindle 10th here forms (optionally) the actuating means in one piece 9 . The spindle 10th is from one with the rotor shaft 16 the lock drive 13 fixed spindle nut 18th driven so that the operating force 11 on the parking mechanism 8th (here about the traverse 47 ) is transferable against the bias and then the pawl 3rd (automatically) takes the exemption and the parking lock wheel 6 releases. As torque support for the spindle 10th (here optionally in the motor housing 20th ) a driving backdrop 12 provided which with a cross pin 21st cooperates. The leading backdrop 12 is mostly covered here, but the inclined holding section 15 can be seen. The cross pin 21st is in the guide section (hidden here) during the blocking position 14 (compare 2nd ).

In 2nd is a section of a parking lock in the same configuration for the sake of clarity 1 shown in spatial sectional view. In this regard, reference is made to the above description. Here is the actuator 9 transferred to the end position corresponding to the open position (open position end), in which the cross pin 21st the spindle 10th by a predetermined angle of rotation 19th compared to the purely axial actuation movement along the actuation axis 49 (compare 1 ) is twisted and brought to a stop. This is the lead setting 12 provided, which here optionally as a breakthrough in the wall of the motor housing 20th and regardless of this as paired tracks on both sides of the cross pin 21st is comprehensively formed. The leading backdrop 12 guides the cross pin 21st and has a (here purely) axially aligned guide section 14 and an inclined holding portion 15 on. The holding section 15 is inclined towards the open position and the actuating means 9 performed when the stopping section is moved down 15 continue an axial stroke towards the open position. The friction between cross pin 12 and driving backdrop 12 is under axial load in the holding section 15 larger than in the guide section 14 , so that this friction helps to keep the open position and the necessary power of the lock drive 13 reduced.

In 3rd is schematically a driving backdrop 12 shown. For a spindle drive, this is the guide link 12 shown unrolled. The leadership section 14 has an (here purely) axial orientation 40 on. The holding section 15 points towards the guide section 14 , and thus in this embodiment also with respect to the axial alignment 40 , a rub angle 41 from here, for example, 15 ° to the right angle to the axial alignment 40 on.

In 4th is purely schematically a motor vehicle 23 shown, in which the left front vehicle wheel 28 and the right front vehicle wheel 29 by means of the parking lock device 22 , for example as in 1 and 2nd shown, can be blocked. This is the parking lock device 22 with the parking lock 1 and with a parking lock wheel 6 in a vehicle transmission 2nd (here optionally inside the gearbox 33 in a gearbox 32 ) in the torque flow 34 arranged such that the motor vehicle rolls away 23 is preventable. Between the prime mover 27th and the front vehicle wheels 28 and 29 is a powertrain 24th for the motor vehicle 23 formed, the prime mover 27th via a torque input 25th , for example the crankshaft of an internal combustion engine, with the vehicle transmission 2nd and again the vehicle transmission 2nd via the torque output 26 (pars-pro-toto only marked on the right here) with the left front vehicle wheel 28 and the right front vehicle wheel 29 is connected to transmit torque.

• - von einem Getriebeschalthebel 35, beispielsweise mittels einer Parkschaltstellung „P“,
• - einem Parkhebel 36; und
• - einem Zündknopf 37, auch beispielsweise mit einem konventionellen Zündschlüssel betreibbar.

The parking lock device 22 can be operated with at least one of the following controls:

• - from a gear shift lever 35 , for example by means of a parking switch position "P",
• - a parking lever 36 ; and
• - an ignition button 37 , can also be operated with a conventional ignition key, for example.

The prime mover 27th is shown here as a 3-cylinder internal combustion engine. The vehicle transmission 2nd is or comprises, for example, a switchable transmission gear, which is by means of the gear shift lever 35 and / or can be switched automatically for a different transmission ratio of the torque. In the direction of the longitudinal axis 39 behind the driver's cabin 38 of the motor vehicle 23 are still a left rear vehicle wheel 30th and a right rear vehicle wheel 31 provided, which in an alternative embodiment, for example via a cardan shaft, in the torque flow 34 are switched so that the parking lock wheel 6 only for the rear vehicle wheels 30th and 31 or for all vehicle wheels 28 to 31 in the locked position of the parking mechanism 8th in the torque flow 34 is arranged so that the motor vehicle rolls away 23 is prevented. Alternatively, the drive train shown is 24th in the back of the vehicle 23 arranged and / or for driving the two rear vehicle wheels 30th , 31 set up.

With the proposed normal locking parking lock, a compact construction is made possible, so that the parking lock can be integrated into a vehicle transmission with almost no installation space.

Reference symbol list

1

Parking lock

2nd

Vehicle transmission

3rd

Pawl

4th

Locking cam

5

Tooth gap

6

Parking lock wheel

7

Rotary motion

8th

Parking mechanism

9

Actuating means

10th

spindle

11

Operating force

12

Leading scenery

13

Lock drive

14

Guide section

15

Holding section

16

Rotor shaft

17th

Spindle drive

18th

Spindle nut

19th

Angle of rotation

20th

Engine housing

21st

Cross pin

22

Parking lock device

23

Motor vehicle

24th

Powertrain

25th

Torque input

26

Torque output

27th

Prime mover

28

left front vehicle wheel

29

right front vehicle wheel

30th

left rear vehicle wheel

31

right rear vehicle wheel

32

Gear housing

33

Gearbox

34

Torque flow

35

Gear shift lever

36

Parking lever

37

Ignition button

38

Driver's cabin

39

Longitudinal axis

40

axial alignment

41

Friction angle

42

Lock axis

43

Wheel axle

44

Lock pin

45

Closing energy storage

46

Preload axis

47

traverse

48

Support surface

49

Actuation axis

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 102017102804 A1 [0002]

Claims (9)

Parking lock (1) in a normally locked configuration for integration into a vehicle transmission (2), wherein the parking lock (1) has at least the following components: - a pawl (3) with a locking cam (4), the locking cam (4) can be introduced into a tooth space (5) of a parking lock wheel (6) in such a way that a rotational movement (7) of the associated parking lock wheel (6) is locked by means of positive engagement in the tooth space (5), the locking pawl (3) being movable such that the locking cam (4) can be lifted out of the tooth gap (5); - A parking mechanism (8) which is normally in a locking position, wherein in the locking position the parking mechanism (8) forces the pawl (3) into the tooth space (5) of a parking lock wheel (6); - A self-locking actuating means (9) for axially transferring an opposing actuating force (11) to the parking mechanism (8), so that the parking mechanism (8) can only be actively moved from the blocking position into an open position by means of the actuating means (9), in the open position that Parking lock wheel is freely rotatable, and wherein the actuating means (9) is guided in a guide link (12); and - a lock drive (13) for moving the actuating means (9), characterized in that the guide link (12) is inclined at least in sections when the parking mechanism (8) is open with respect to a purely axial orientation. Parking lock (1) after Claim 1 , wherein the locking drive (13) comprises a rotor shaft (16) and a spindle drive (17), the spindle drive (17) being set up to translate a rotation of the rotor shaft (16) into an axial feed of the actuating means (9). Parking lock (1) after Claim 2 , wherein the actuating means (9) comprises an axially movable spindle (10) or an axially movable spindle nut (18) of the spindle drive (17), the actuating means (9) being axially and at least partially predetermined by the guide link (12) by a limited angle of rotation (19) is movable. Parking lock (1) according to one of the preceding claims, wherein the lock drive (13) has a motor housing (20), and wherein the guide link (12) is integrated in the motor housing (20). Parking lock (1) according to one of the preceding claims, wherein the actuating means (9) has a single cross pin (21), the cross pin (21) being guided in the guide link (12), the guide link (12) preferably having paired tracks and the cross pin (21) extends through both of the paired tracks. Parking lock device (22) for preventing a standing motor vehicle (23) from rolling away, comprising at least the following components: - A parking lock wheel (6) for a drive train (24) of a motor vehicle (23), preferably on the transmission output side in a vehicle transmission (2); and - A parking lock (1) according to any one of the preceding claims, wherein the parking lock gear (6) is prevented from rotating (7) upon positive engagement of the locking cams (4). Vehicle transmission (2) for a drive train (24) of a motor vehicle (23), comprising at least the following components: - a torque input (25) for receiving a torque from a drive machine (27); - a torque output (26) for delivering an absorbed torque to at least one vehicle wheel (28, 29); and - a parking lock device (22) according to Claim 6 for locking the parking lock wheel (6), the parking lock wheel (6) forming a wheel of the vehicle transmission (2). Vehicle transmission (2) after Claim 7 The parking lock device (22) is integrated in a transmission space (33) of the vehicle transmission (2) formed by a transmission housing (32). Motor vehicle (23), comprising at least one drive machine (27), at least one vehicle wheel (28, 29, 30, 31), and a drive train (24) connecting the drive machine (27) and the vehicle wheel (28, 29) with at least one torque-transmitting Vehicle transmission (2) after Claim 7 or 8th The parking lock wheel (6) of the parking lock device (22) is connected to the torque flow (34) at least in a parking shift position such that the at least one vehicle wheel (28, 29) is rotationally fixed to the parking lock wheel (6), so that the vehicle wheel in question (28, 29) can only be rotated when the actuating means (9) actively forces the parking mechanism (8) into the open position.

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