EP4341588A1 - Module de verrouillage de stationnement - Google Patents

Module de verrouillage de stationnement

Info

Publication number
EP4341588A1
EP4341588A1 EP22718679.8A EP22718679A EP4341588A1 EP 4341588 A1 EP4341588 A1 EP 4341588A1 EP 22718679 A EP22718679 A EP 22718679A EP 4341588 A1 EP4341588 A1 EP 4341588A1
Authority
EP
European Patent Office
Prior art keywords
parking lock
lock module
shaft
transmission
wheel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22718679.8A
Other languages
German (de)
English (en)
Inventor
Mario Reimann
Manfred SARETZKI
Moritz Gauger
Ingo Drewe
Robert Hecht
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP4341588A1 publication Critical patent/EP4341588A1/fr
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/3425—Parking lock mechanisms or brakes in the transmission characterised by pawls or wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/11—Passenger cars; Automobiles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles

Definitions

  • the invention relates to a parking lock module with a servomotor and an actuating mechanism that can be moved in rotation, which is arranged on a transmission that is driven by an electric machine. Furthermore, the invention relates to the use of the parking lock module in the drive train with an electric machine and a transmission of a commercial vehicle or a passenger car.
  • the parking lock includes a pawl that can be pivoted about an axis of rotation. This has a ratchet tooth which is intended to engage in a locking tooth system.
  • An actuating unit can be mechanically coupled to the pawl, via which the ratchet tooth can be reversibly engaged against the ratchet teeth.
  • the transmission includes a transmission housing with an opening.
  • the parking lock which is manufactured separately from the transmission housing, is inserted into this opening as a separate structural unit. As a result, the opening is partially closed as part of the transmission housing.
  • An actuator for actuating the parking lock is offset from the direction of actuation of a pawl of the parking lock.
  • the pawl is designed as a cam and is pivoted about an axis of rotation.
  • DE 10 2011 086 239 A1 relates to a parking lock.
  • This has a pawl which can be pivoted about an axis of rotation and has a ratchet tooth for engaging in a ratchet tooth system.
  • an actuation unit that can be mechanically coupled to the pawl is provided, via which the ratchet tooth can be reversibly engaged with the ratchet teeth and can be displaced translationally by means of an actuator.
  • DE 10 2010053 861 A1 also relates to a parking lock.
  • This comprises a pawl, which can be pivoted about an axis of rotation, with a ratchet tooth for engaging in a ratchet tooth system.
  • An actuating unit that can be mechanically coupled to the pawl is provided, via which the ratchet tooth can be reversibly engaged against the ratchet teeth.
  • the actuating unit can be moved in a translatory manner by an actuator via a functional surface, with the functional surface being arranged on the lateral surface of the actuating unit that is not at the end face.
  • a parking lock wheel into which a pawl engages.
  • the parking lock wheel is firmly connected to one of the transmission shafts of the transmission and is provided with coarse teeth.
  • the pawl is rotatably mounted in and bears against the transmission housing and is actively held in the unlocked position by a pawl spring, allowing the parking lock gear to rotate freely.
  • the parking lock is actuated, the pawl is pressed in the direction of the parking lock wheel by a mechanical locking element and thus blocks the releasing of the pawl when the teeth of the pawl and the parking lock wheel are in mesh with one another.
  • a parking lock module with a servomotor and an actuating mechanism that can be moved in rotation is proposed, the parking lock module being arranged on a transmission that is driven by an electric machine.
  • the parking lock module includes a parking lock wheel, which is mounted in a torque-proof manner on a shaft that is designed in a length that reduces its torsional rigidity and is connected in a torque-proof manner to a gear wheel of the transmission.
  • a separate parking lock module can be made available, which can be installed at different installation locations on the transmission and, due to its soft coupling via a relatively long shaft, allows a reduction in the torques and shocks acting on the rotor of the electric machine.
  • the gear wheel of the transmission is formed on a hollow shaft which is connected to the shaft in a torque-proof manner via at least one shaft-hub connection.
  • the servomotor in the parking lock module has a 90° offset in relation to the actuating mechanism.
  • a reduction gear comprising at least one worm wheel is arranged in the parking lock module between the servomotor and the actuating mechanism.
  • the parking lock module proposed according to the invention can be arranged on the transmission in a first installation position or in a second installation position, so that the variance of the installation options is increased and a cost and competitive advantage can be achieved due to the greater variability.
  • the parking lock module proposed according to the invention is advantageously arranged on the transmission in such a way that both in the first installation position and in the second installation position of the parking lock module, an output flange for the cardan shaft in the drive train and the parking lock wheel are aligned.
  • the hollow shaft in which the shaft is mounted in a rotationally fixed manner via at least one shaft-hub connection, is mounted in at least two roller bearings.
  • the parking lock module In the blocked state of the parking lock module, the parking lock module generates a power flow that runs via the shaft into the at least one shaft-hub connection and from there via the hollow shaft and the gear wheel formed on it into the transmission. This ensures that the rotational movement of the transmission components is blocked when the parking lock module is activated.
  • a position of the parking lock actuator is advantageously sensed via a sensor and a magnet, with both the sensor and the magnet being accommodated axially with respect to the actuating shaft of the parking lock actuator.
  • the parking lock module proposed according to the invention can be assigned to a first gear ratio of the transmission in the first installation position and to a second gear ratio of the transmission in a second installation position.
  • the invention relates to the use of the parking lock module in the drive train with an electric machine and a transmission of an electrically powered commercial vehicle or an electrically powered passenger car.
  • the parking lock module proposed according to the invention advantageously offers the possibility of attaching it to both transmission outputs.
  • a compact design of the parking lock module is realized by arranging the servomotor of the parking lock module offset by 90° in relation to an actuating mechanism. Furthermore, a reduction gear in the form of a worm gear between the servomotor and the actuating mechanism is part of the parking lock module. The reduction gear is self-locking, which represents an additional safety aspect. The axial length of the parking lock module can be extremely reduced due to the 90° offset of the servomotor of the parking lock module in relation to the actuating device.
  • the parking lock position is sensed on the face side axially with respect to an actuation shaft of the actuation mechanism, which also includes an element designed as a pivotable cam.
  • the parking lock module proposed according to the invention is characterized in particular by the fact that the parking lock module is softly connected to the transmission via a relatively long shaft, so that shocks and vibrations that can affect the rotor and other components of the electric machine due to the reduced torsional rigidity of the Wave are significantly dampened, which is seen over the service life of the electric drive train of a commercial vehicle or a passenger car is an advantage.
  • the parking lock wheel is mounted on the shaft by means of a sleeve part.
  • Figure 1 is a schematic representation of a drive train for an electrically powered vehicle
  • FIG. 2 shows a side view of the components of the parking module in a perspective representation
  • FIG. 4 shows a side view of a transmission with components of the parking lock module
  • Figure 5 shows the connection between the parking lock wheel in the parking lock module and an output flange to the cardan shaft
  • Figure 6 shows an embodiment of the drive train with parking lock module in a first installation position
  • FIG. 7 shows a representation of the drive train of a commercial vehicle with the parking lock module in a second installation position.
  • FIG. 1 shows a vehicle 10 or its drive train 12 which includes a driven axle 14 .
  • the driven axle 14 is the rear axle of the vehicle 10, for example.
  • the transmission 24 comprises a first transmission stage 26 and a second transmission stage 28.
  • a parking lock module 30 proposed according to the invention is flanged to an end face of the transmission 24, in particular opposite a cardan shaft 32.
  • the differential gear 16 is driven by the gear 24 via the cardan shaft 32.
  • the transmission 24 can also contain further transmission stages.
  • FIG. 2 shows a parking lock module 30 which is flanged onto the transmission 24 as shown in FIG.
  • the parking lock module 30 includes a sensor.
  • the sensor is arranged in particular opposite an actuation shaft of an actuation mechanism 42, preferably axially thereto.
  • a worm wheel 38 of a reduction gear 56 is driven by the servomotor 34 .
  • servomotor 34 is oriented perpendicularly with respect to the actuating shaft of actuating mechanism 42, resulting in an extremely compact design of parking lock module 30 seen in the axial direction.
  • the servomotor 34 drives an actuating shaft 58 with a worm, which is part of a reduction gear 56, as is the worm wheel 38.
  • Reference number 74 designates a shaft on which a parking lock wheel 46 (cf. illustration according to FIG. 3) is arranged in a rotationally fixed manner and in whose external toothing engages a pawl 44, which is blocked or actuated by the actuating mechanism 42.
  • FIG. 3 shows the perspective view of a transmission 24 as partially shown in FIG.
  • On the actuation shaft of the actuation mechanism 42 is - assigned to the sensor 36 according to Figure 2 - a magnet 40 for detecting the parking lock position.
  • the actuating mechanism 42 also includes a cam above the pawl 44 that can be pivoted via the actuating shaft and is spring-biased.
  • the actuating mechanism 42 executing a rotational movement is actuated via the actuating shaft of the actuating mechanism 42 .
  • the pawl 44 is controlled via the cams of the actuating mechanism 42 , the pawl tooth of which snaps into latching free spaces 50 which are delimited by latching teeth 48 on the circumference of a parking lock wheel 46 of the parking lock module 30 .
  • the parking lock gear 46 is non-rotatable, but received damped by a sleeve part 90 on the shaft 74 (see FIG. 5).
  • the schematic representation of parking lock module 30 according to FIG. 3 shows that due to the positioning of actuating shaft 58 with a worm, which is driven by servomotor 34, which is not shown in FIG Versions, the components of a parking lock module are rather arranged one behind the other in the axial direction.
  • a third roller bearing 70 is shown, which supports the shaft 74, which will be described in more detail in connection with FIG.
  • the servomotor 34 is arranged at a 90° offset 54 with respect to an actuation direction for actuating the rotationally movable actuation mechanism 42 with the actuation shaft and cam.
  • the 90° offset 54 results in a compact construction of the parking lock module 30.
  • FIG. 4 also shows that the actuating mechanism 42 is arranged above a pawl 44 .
  • the pawl 44 has engaged in a detent free space 50 which is delimited by the flanks of two detent teeth 48 of the parking lock gear 46 lying next to one another.
  • the parking lock wheel 46 in turn is non-rotatable - but dampened via a sleeve part 90 - on the shaft 74 was added (see FIG. 5).
  • Figure 5 shows the representation of a connection between an output flange 72 for the cardan shaft 32 and the parking lock wheel 46 of the parking lock module 30.
  • the output flange 72 is non-rotatably on an end face of a shaft 74 recorded.
  • the parking lock wheel 46 of the parking lock module 30 is also located on its circumference in a non-rotatable arrangement.
  • the shaft 74 is surrounded by a hollow shaft 62 .
  • a toothed wheel 60 of the transmission 24, which corresponds, for example, to the second transmission step 28, is accommodated on the hollow shaft 62.
  • the hollow shaft 62 and the gear wheel 60 of the transmission 24 form one component.
  • the hollow shaft 62 is connected in a rotationally fixed manner to the shaft 74 passing through it via at least one shaft-hub connection 64 .
  • the at least one shaft-hub connection 64 serves at the same time as a guide element 78 between the hollow shaft 62 and the shaft 74.
  • This is designed with a shaft length 76 that significantly reduces its torsional strength, so that the drive train or its components, for example a cardan shaft 32 and vibrations occurring in the output flange 72 are transmitted to components such as a rotor of the electrical machine 22 arranged in the drive train 12 in a significantly dampened manner and, ideally, are not transmitted to the rotor of the electrical machine 22 at all, since they are now dissipated.
  • the hollow shaft 62 is mounted in the housing of the transmission 24 via a first roller bearing 66 and a second roller bearing 68 .
  • another third roller bearing 70 can be accommodated on shaft 74 beyond parking lock gear 46, so that the arrangement of hollow shaft 62 and shaft 74 is mounted in at least two roller bearings 66, 68 or in three roller bearings 66, 68, 70, which Smoothness influenced in an advantageous manner.
  • the parking lock module 30 is provided with a further, fourth roller bearing 98 .
  • the first roller bearing 66, the second roller bearing 68 and the roller bearings 70, 98 can be designed, for example, as cylindrical roller bearings.
  • the design of the shaft 76 depends on the installation space that is available within the housing of the gear 24 and on the material that is used for the shaft 74 .
  • the shaft 76 is designed to minimize its torsional stiffness and maximize its ability to dampen torsional vibrations.
  • the Parking lock wheel 46 rotatably by means of the sleeve part 90 on the shaft 74, but added damped.
  • a power flow 96 that occurs when the parking lock gear 46 is in the locked state runs via this to a non-rotatable connection 92, from there via the sleeve part 90 into the shaft 74 to the output flange 72. This blocks the rotation of the cardan shaft 32 by the locked parking lock gear 46 and also the other components of the transmission 24 are unable to perform any rotational movement.
  • FIG. 6 shows a first embodiment variant of a drive train 12 for a vehicle 10, in particular for a commercial vehicle. It is apparent from FIG. 6 that the drive train 12 with the components driven axle 14 , differential gear 16 , electric machine 22 , gear 24 and the parking lock module 30 is accommodated on a vehicle chassis 80 . It can be seen from FIG. 6 that parking lock module 30 is in a first installation position 82 . Reference number 74 indicates the shaft shown in detail in FIG. This drives the first driven wheel 18 and the second driven wheel 20 on the driven axle 14 . The representation according to FIG. 6 shows that in this embodiment variant of the drive train 12 the parking lock module 30 and the electric machine 22 are located on an input side 86 of the transmission 24 .
  • the parking lock module 30 is arranged in such a way that its parking lock wheel 46 and the output flange 72 for the cardan shaft 32 are aligned with one another.
  • the gear wheel 60 shown in FIG. 5 corresponds to a second transmission stage 28 of the transmission 24, as shown in FIG.
  • the output flange 72 On an output side 88 of the transmission 24 is the output flange 72, via which the cardan shaft 32 is connected to the output side 88 of the transmission 24, here the second transmission stage 28 of the transmission 24.
  • FIG. 7 shows an embodiment variant of the drive train 12, which includes the parking lock module 30, the transmission 24 and the electric machine 22.
  • the parking lock module 30 mounted on the transmission 24 in a second installation position 84 .
  • the parking lock wheel 46 which is part of the parking lock module 30, is aligned with the output flange 72 for connecting the cardan shaft 32.
  • the shaft 74 is also indicated schematically in FIG. 7, which is shown in detail in FIG. 5, and the parking lock wheel 46 of the parking lock module 30 according to its shaft length 76 with the output flange 72 to connect the cardan shaft 32.
  • the input side 86 and the output side 88 of the transmission 24 coincide with one another, ie the electric machine 22 lies parallel to the cardan shaft 32 of the drive train 12.
  • the parking lock wheel 46 of the Parking lock module 30 also with the output flange 72 for connecting the cardan shaft 32.
  • Figure 7 shows that in this embodiment variant of the output flange 72 is on the first gear stage 26 of the transmission 24 (see FIG. Representation according to FIG. 1).
  • the parking lock module 30 proposed according to the invention can be installed on both transmission outputs of the transmission 24 .
  • it is of very compact design, which is made possible by the 90° offset 54 of the servomotor 34 relative to the actuating mechanism 42 .
  • the position of the actuating mechanism 42 is sensed on the front side by the sensor 38 or the magnet 40 assigned to it Connection of the cardan shaft 32 and the parking lock wheel 46 of the parking lock module 30 are included, allowing a reduction in torsional rigidity, whereby the components of the electric machine 22, which is installed within the drive train 12, are protected against vibrations to a considerable extent.
  • the parking lock proposed according to the invention can be used in electrically powered commercial vehicles as well as in electrically powered vehicles and can be accommodated very variably with regard to its installation positions 82, 84, which has a favorable effect on their variability and brings with it a considerable cost advantage.
  • the invention is not limited to the exemplary embodiments described here and the aspects highlighted therein. Rather, within the range specified by the claims, a large number of modifications are possible, which are within the scope of expert action.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Gear-Shifting Mechanisms (AREA)

Abstract

L'invention concerne un module de verrouillage de stationnement (30) comportant un moteur d'actionnement (34) et un mécanisme d'actionnement mobile en rotation. Le module de verrouillage de stationnement (30) est agencé sur une boîte de vitesses (24) qui est entraînée au moyen d'une machine électrique (22). Le module de verrouillage de stationnement (30) comprend une roue de verrouillage de stationnement (46) qui est montée à demeure sur un arbre (74) en vue d'une rotation conjointe. L'arbre (74) est conçu en longueur (76) de façon à réduire sa rigidité en torsion, et est relié à demeure à un roue dentée (48, 60) de la boîte de vitesses (24) en vue d'une rotation conjointe. En outre, l'invention concerne l'utilisation du module de verrouillage de stationnement (30) dans la transmission (12) d'un véhicule à propulsion électrique, en particulier une voiture de tourisme ou un véhicule utilitaire.
EP22718679.8A 2021-05-17 2022-03-28 Module de verrouillage de stationnement Pending EP4341588A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021204936.2A DE102021204936A1 (de) 2021-05-17 2021-05-17 Parksperrenmodul
PCT/EP2022/058081 WO2022242943A1 (fr) 2021-05-17 2022-03-28 Module de verrouillage de stationnement

Publications (1)

Publication Number Publication Date
EP4341588A1 true EP4341588A1 (fr) 2024-03-27

Family

ID=81386819

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22718679.8A Pending EP4341588A1 (fr) 2021-05-17 2022-03-28 Module de verrouillage de stationnement

Country Status (3)

Country Link
EP (1) EP4341588A1 (fr)
DE (1) DE102021204936A1 (fr)
WO (1) WO2022242943A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116158650B (zh) * 2023-04-25 2023-08-15 北京共展数字技术有限公司 一种传媒车展用的车辆展示传动组件

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010053861A1 (de) 2010-12-08 2012-06-14 Schaeffler Technologies Gmbh & Co. Kg Parksperre
DE102011086239A1 (de) 2010-12-08 2012-06-14 Schaeffler Technologies Gmbh & Co. Kg Parksperre
DE102011086547A1 (de) 2010-12-08 2012-06-14 Schaeffler Technologies Gmbh & Co. Kg Parksperre
DE102011016584A1 (de) 2011-04-07 2012-10-11 Magna Powertrain Ag & Co. Kg Sperrmechanismus
DE102011080236A1 (de) 2011-08-02 2013-02-07 Zf Friedrichshafen Ag Antriebsvorrichtung für ein einzelnes Rad eines Kraftfahrzeugs
DE102017103317A1 (de) * 2017-02-17 2018-08-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Parksperre für ein Automatikgetriebe sowie Verfahren zum Betreiben einer solchen Parksperre
DE102017217829B4 (de) 2017-10-06 2020-03-19 Zf Friedrichshafen Ag Elektrischer Achsantrieb eines Fahrzeuges mit Parksperrenvorrichtung
EP3814658B1 (fr) * 2018-06-28 2024-05-01 GKN Automotive Limited Agencement d'actionneur et entraînement électrique comprenant un tel agencement d'actionneur
DE102019205105B3 (de) 2019-04-10 2020-07-16 Zf Friedrichshafen Ag Elektrischer Achsantrieb und Verfahren zum Betreiben desselben
DE102019213298A1 (de) * 2019-09-03 2021-03-04 Robert Bosch Gmbh Parksperre für ein Getriebe
DE102020106613A1 (de) 2020-03-11 2021-09-16 Schaeffler Technologies AG & Co. KG Elektromechanische Antriebsvorrichtung

Also Published As

Publication number Publication date
DE102021204936A1 (de) 2022-11-17
WO2022242943A1 (fr) 2022-11-24

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