WO2018095544A1 - Dispositif d'entraînement conçu pour un véhicule automobile - Google Patents

Dispositif d'entraînement conçu pour un véhicule automobile Download PDF

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Publication number
WO2018095544A1
WO2018095544A1 PCT/EP2016/078927 EP2016078927W WO2018095544A1 WO 2018095544 A1 WO2018095544 A1 WO 2018095544A1 EP 2016078927 W EP2016078927 W EP 2016078927W WO 2018095544 A1 WO2018095544 A1 WO 2018095544A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive
output shaft
arrangement according
parking
drive arrangement
Prior art date
Application number
PCT/EP2016/078927
Other languages
German (de)
English (en)
Inventor
Sascha Miebach
Thorsten Fischer
Marc Absenger
Original Assignee
Gkn Automotive Ltd.
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 Gkn Automotive Ltd. filed Critical Gkn Automotive Ltd.
Priority to PCT/EP2016/078927 priority Critical patent/WO2018095544A1/fr
Publication of WO2018095544A1 publication Critical patent/WO2018095544A1/fr

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
    • F16H63/3441—Parking locks engaging axially
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
    • F16H37/0813—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one input shaft
    • 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
    • F16H63/3458—Parking lock mechanisms or brakes in the transmission with electric actuating means, e.g. shift by wire
    • 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
    • F16H63/3483—Parking lock mechanisms or brakes in the transmission with hydraulic actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • 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
    • 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
    • F16H2063/3089—Spring assisted shift, e.g. springs for accumulating energy of shift movement and release it when clutch teeth are aligned
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles

Definitions

  • the application relates to a drive arrangement for a motor vehicle, comprising a reduction gear, wherein a rotatably driven drive shaft, an output shaft and at least one gear set to a power path for transmitting torque from the drive shaft to the output shaft, a Sperrper ren founded for reversibly blocking the reduction gear and a clutch in the power path between the drive shaft and the output shaft, wherein the clutch is provided for both separating and closing the power path, as well as for actuating the parking brake device.
  • Parking locks are used in power trains of motor vehicles to optionally block a drive member in the drive train, so that the motor vehicle is prevented from rolling away unintentionally when the electric machine does not provide torque.
  • a parking brake may comprise a blocking element cooperating with a drive component of the drive train and an actuator, wherein the actuator may be provided for actuating the blocking element, for example to transfer the blocking element into a closed position in which the blocking element blocks a locking wheel.
  • the blocking element is designed to be stationary and is coupled to a drive component.
  • a parking brake assembly is provided to inhibit the rotational movement of a drive shaft of the assembly such that the motor vehicle is prevented from unintentionally rolling away.
  • the parking lock assembly includes a locking mechanism having a pawl and a lock gear, and an electromagnetic actuator for actuating the lock mechanism.
  • the lock wheel is equipped with an output shaft connected to the spur gear, which is arranged with radial offset between the drive axis of the electric motor and the axis of rotation of the differential gear.
  • a drive unit for a motor vehicle with an electric drive motor and a change gear with at least two gear ratios wherein a motor shaft of the drive motor or a drive shaft connected thereto via a constant gear set is connected to an output shaft of the transmission.
  • a parking brake device engages on a motor shaft of the drive motor or on a drive shaft connected thereto in a rotationally fixed manner.
  • the parking lock device has a locking sleeve, which is axially displaceable between a release position and a locking position. In a housing fixed portion of the drive unit, the locking sleeve is axially guided to establish the locking position.
  • An actuator assembly is used both for actuating the parking brake device, as well as for the operation of clutches for engaging or disengaging the gears, the transmission.
  • An object of the present invention is to provide a clutch assembly for a motor vehicle with a reduction gear and a parking brake device, which is structurally simpler in construction, or allows easy installation and has a more compact design, as the prior art.
  • the drive arrangement according to the invention for a motor vehicle has a reduction gear, wherein a drive shaft rotatably drivable, an output shaft and at least one gear set to a power path for transmitting torque from the drive shaft to the output shaft. Furthermore, the drive arrangement according to the invention comprises a parking brake device for reversibly blocking the reduction gear and a clutch in the power path between the drive shaft and the output shaft, wherein the switching clutch is provided for both separating and closing the power path, as well as for actuating the parking brake device.
  • the clutch has an adjustable between a drive position, a neutral position and a parking position coupling element, wherein the coupling element in the drive position coupled to the wheelset for transmitting torque and wherein the coupling element in the park position, the parking brake device is actuated such that the reduction gear is blocked.
  • the neutral position means a position of the coupling element in which the power flow is interrupted, so that no torque is transmitted, and the parking lock is just as little activated or actuated, so that the transmission gear is not blocked.
  • the transmission elements of the power path are therefore rotatable in the neutral position of the coupling element without torque to transmit.
  • the neutral position of the coupling element is particularly advantageously arranged between the drive position and the parking position, so that an adjustment of the coupling element from the drive position to the parking position and vice versa is possible only via the neutral position.
  • the gear set has a rotatably connected to the drive shaft drive wheel and a rotatably mounted on the output shaft idler gear to form the at least one switchable reduction stage.
  • the output shaft has, for example a driven gear for transmitting torque to a differential gear, wherein the parking brake device particularly preferably engages the output shaft.
  • the coupling element is designed in the form of a relative to the output shaft rotatably held and axially displaceable sliding sleeve, wherein the sliding sleeve, for example, has an internal toothing for rotationally fixed connection with an external toothing of the output shaft.
  • the external toothing of the output shaft can be formed in the form of at least two outer toothed sections, one of the outer toothed sections being provided in each case for the drive position and for the parking position of the sliding sleeve.
  • the shift clutch has an actuator, wherein the coupling element, in particular in the form of a sliding sleeve, is axially displaceable by means of the actuator.
  • the coupling element, in particular in the form of a sliding sleeve is preferably resiliently biased in the direction of the parking position.
  • the actuator in particular has a spring device in order to elastically bias the coupling element, in particular in the form of a sliding sleeve, in the direction of the parking position.
  • the parking position can be selected as a switching stage without the actuator can transfer the coupling element in the parking position, for example, because the speeds of the output shaft and the parking brake device have too large a difference.
  • the coupling element is then transferred by the bias in the parking position as soon as the speed difference has reached a value that allows activating the parking position.
  • the coupling element in the form of a sliding sleeve is preferably a skip provided gene of the corresponding teeth between the sliding sleeve and the parking brake device.
  • at least one of the parkper- renfacten teeth of the sliding sleeve is frontally tapered running.
  • the internal toothing or the external toothing of the sliding sleeve is tapered, so pointed, is particularly preferred either the corresponding outer toothed portion of the output shaft in the parking position or an internal toothing of the housing fixed portion of the parking brake assembly on a side facing the sliding sleeve tapered running frontally .
  • both the internal toothings and the external toothings can also be designed to taper at the ends.
  • the frontally tapered teeth advantageously allow skipping without causing damage to the teeth.
  • the rotational speeds of the output shaft and the parking brake device are equalized until activation of the parking brake by engaging the sliding sleeve in the park position is possible.
  • Figure 1 is a schematic representation of an embodiment of a drive arrangement according to the invention for a motor vehicle with a clutch in a neutral position;
  • FIG. 2 shows the drive arrangement according to FIG. 1 with the clutch in a parking position
  • FIG. 3 shows the drive arrangement according to FIG. 1 with the shift clutch in a drive position
  • FIG. 4 shows the drive assembly according to Figure 1 with the clutch in a neutral position at preselected parking position.
  • FIGS. 1 to 4 an embodiment of a drive arrangement according to the invention for a motor vehicle is shown schematically. The construction of the drive arrangement is identical in FIGS. 1 to 4 and will first be described jointly with reference to all figures.
  • the drive assembly comprises a reduction gear 4, wherein a drive shaft 9 driven by a drive motor 1, an output shaft 10 and a gear set 14, 15 belong to a power path for transmitting torque from the drive shaft 9 to the output shaft 10.
  • the output shaft 10 further includes a driven gear 24 for transmitting torque to a differential gear 5.
  • the drive shaft 9 and the output shaft 10 form with the wheelset 14, 15 a switchable reduction stage.
  • the drive assembly according to the invention further comprises a parking lock device 6 for reversibly blocking the reduction gear 4, wherein the parking brake device 6 engages here on the output shaft 10. It would also be conceivable that the parking brake device 6 engages the drive shaft 9 or the differential gear 5.
  • the parking brake arrangement 6 has a housing-fixed section 2 in the form of a ring aligned concentrically with the output shaft 10.
  • the drive motor 1 is preferably an electric machine 1 with a stator and a rotatable rotor (not shown), the latter drivingly drives the drive shaft 9 when the electric machine 1 is energized.
  • the rotational movement of the drive shaft 9 is transmitted to the differential gear 5 via the reduction gear 4 located downstream in the power path.
  • the electric machine 1 is supplied with electric power by a battery (not shown).
  • the electric machine 1 may operate in a motor mode, converting electrical energy into mechanical energy for driving a drive axle of the vehicle, or in a generator mode, converting mechanical energy into electrical energy, which may then be stored in the battery.
  • the reduction gear 4 is intended to translate a introduced from the drive shaft 9 rotational movement from fast to slow.
  • an input part of the Differential gear 5 by a multiple slower than the drive shaft 9 of the electric machine. 1
  • the differential gear 5 divides the introduced torque on two output shafts 23, which serve to drive the associated vehicle wheel.
  • the drive assembly according to the invention further comprises a clutch 12, which is arranged in the power path between the drive shaft 9 and the output shaft 10, wherein the clutch 12 is provided both for separating and closing the power path, as well as for actuating the parking brake device 6.
  • the clutch 12 has an adjustable between a drive position A, a neutral position N and a parking position P coupling element 7, wherein the coupling element 7 in the drive position A the gear set 14, 15 couples for transmitting torque and wherein the coupling element 7 in the parking position P the parking brake device 6 is actuated such that the reduction gear 4 is blocked, which will be further explained below with reference to the individual figures 1 to 4.
  • the clutch 12 has an actuator 3, which is designed in the present example, for example in the form of an electromechanical actuator and by an electronic control unit (not shown) can be controlled. It is understood that the actuator 3 may alternatively be designed, for example, in the form of an electromagnetic, hydraulic or pneumatic actuator.
  • the drive assembly according to the invention with the coupling element 7 in the neutral position N is shown.
  • a shown on the actuator 3 of the clutch 12 double arrow P indicates schematically a donor or selector lever, which specifies the desired or predetermined position and function, here the designated N neutral position.
  • the actuator 3 is used for axial displacement of the coupling element 7, which takes place for example via a shift fork 8.
  • the actuator 3 has a spring device 1 1 in order to elastically bias the coupling element 7 in the direction of the parking position P (FIG. 2), which will be explained in more detail later in connection with FIG.
  • the coupling element 7 is preferably designed in the form of a relative to the output shaft 10 rotatably held and axially displaceable sliding sleeve 7, wherein the sliding sleeve 7 has an internal toothing 18 for non-rotatable connection with external teeth 16, 17 of the output shaft 10, wherein the external teeth of the output shaft 10 in at least two outer teeth sections 16, 17 is formed, wherein a first outer toothing portion 16 for the drive position A ( Figure 3) and a second outer toothing portion 17 for the parking position P ( Figure 2) of the sliding sleeve 7 is provided.
  • the outer toothing sections 16, 17 and the inner toothing 18 of the sliding sleeve 7 are provided with reference numerals in the interest of clarity only in FIG.
  • the power path is interrupted, the reduction gear 4 transmits no torque.
  • the parking lock 6 is not activated.
  • the neutral position N of the coupling element 7 and the sliding sleeve 7 is disposed between the drive position A and the parking position P.
  • the sliding sleeve 7 is moved by the actuator 3 from the neutral position N to the right in the parking position P shown in Figure 2.
  • the described in connection with Figure 1 second outer toothing portion 17 is in engagement with the internal toothing 18 of the sliding sleeve 7, which is thus rotatably connected to the output shaft 10.
  • the sliding sleeve 7 has two external teeth 19, 20, a first external toothing 19 on a side facing the gear set 14, 15 and a second external teeth 20 on one of the parking brake assembly 6 facing side, provided in the interest of clarity only in Figure 2 with reference numerals are.
  • the second external teeth 20 is in the parking position P with the housing-fixed portion 2 of the parking brake assembly 6 engages and blocks the output shaft 10, and via the output gear 24, the differential gear 5.
  • the sliding sleeve 7 by the actuator 3 from the Parking position P to the left shifted back into the neutral position N shown in Figure 1.
  • the sliding sleeve 7 is moved by the actuator 3 from the neutral position N ( Figure 1) out to the left in the drive position P shown in Figure 3.
  • the first outer toothed section 16 described in connection with FIG. 1 is in engagement with the inner toothing 18 of the sliding sleeve 7, which is thus connected in a rotationally fixed manner to the output shaft 10.
  • the intermediate gear 15 facing the first outer toothing 19 of the sliding sleeve 7 is in the drive position A with an internal toothing 21 of the intermediate 15 in engagement, so that the intermediate 15 is rotatably connected to the output shaft 10.
  • the tion path is closed and torque can be transmitted from the drive shaft 9 to the output shaft 10, or from the drive motor 1, preferably an electric motor to the differential gear 5.
  • the sliding sleeve 7 is moved by the actuator 3 out of the drive position P to the right, back into the neutral position N shown in FIG.
  • the second outer toothing section 17 of the output shaft 10 and the inner toothing 18 of the sliding sleeve 7 to have a tapering tapering, such that there is a skip between the output shaft 10 and the sliding sleeve 7.
  • the second outer toothing 20 of the sliding sleeve 7 and an internal toothing 22 of the housing-fixed portion 2 of the parking brake assembly 6 on the sides facing each other be tapered on the front side, so that there is a skip between the housing fixed portion 2 and the sliding sleeve 7.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Gear-Shifting Mechanisms (AREA)
  • Braking Arrangements (AREA)

Abstract

L'invention concerne un dispositif d'entraînement conçu pour un véhicule automobile, comprenant un engrenage réducteur. Un arbre d'entraînement pouvant être entraîné de manière rotative, un arbre de sortie et au moins un train de pignons font partie d'un trajet de puissance pour transmettre le couple de l'arbre d'entraînement à l'arbre de sortie. Ce dispositif d'entraînement comprend en outre un mécanisme de stationnement conçu pour bloquer de manière réversible l'engrenage réducteur, ainsi qu'un embrayage se trouvant sur le trajet de puissance entre l'arbre d'entraînement et l'arbre de sortie, cet embrayage étant prévu pour interrompre et rétablir le trajet de puissance ainsi que pour actionner le mécanisme de stationnement.
PCT/EP2016/078927 2016-11-28 2016-11-28 Dispositif d'entraînement conçu pour un véhicule automobile WO2018095544A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/EP2016/078927 WO2018095544A1 (fr) 2016-11-28 2016-11-28 Dispositif d'entraînement conçu pour un véhicule automobile

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2016/078927 WO2018095544A1 (fr) 2016-11-28 2016-11-28 Dispositif d'entraînement conçu pour un véhicule automobile

Publications (1)

Publication Number Publication Date
WO2018095544A1 true WO2018095544A1 (fr) 2018-05-31

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Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018211113A1 (de) * 2018-07-05 2020-01-09 Zf Friedrichshafen Ag Antriebseinheit für ein elektrisch angetriebenes Fahrzeug
DE102020209516A1 (de) 2020-07-29 2022-02-03 Zf Friedrichshafen Ag Antriebsstrang für ein Hybridfahrzeug
DE102021201455A1 (de) 2021-02-16 2022-08-18 Robert Bosch Gesellschaft mit beschränkter Haftung Elektrische Antriebsachse für ein Fahrzeug und Verfahren zum Betreiben einer elektrischen Antriebsachse
WO2022268435A1 (fr) * 2021-06-24 2022-12-29 Bayerische Motoren Werke Aktiengesellschaft Véhicule à moteur doté d'un mécanisme d'accouplement et d'un dispositif de blocage de stationnement
DE102022109235B3 (de) 2022-04-14 2023-06-22 Schaeffler Technologies AG & Co. KG Abkopplungs- und Parksperreneinheit für ein Getriebe eines Fahrzeugs
DE102022201713A1 (de) 2022-02-18 2023-08-24 Zf Friedrichshafen Ag Getriebevorrichtung für ein Kraftfahrzeug
WO2023160754A1 (fr) * 2022-02-24 2023-08-31 Schaeffler Technologies AG & Co. KG Chaîne cinématique comprenant un ensemble d'actionnement et dispositif d'accouplement pour accoupler un arbre de sortie à un entraînement et pour actionner un verrou de stationnement
WO2023160954A1 (fr) * 2022-02-23 2023-08-31 Bayerische Motoren Werke Aktiengesellschaft Véhicule à moteur doté d'un mécanisme d'accouplement et d'un dispositif de verrouillage de stationnement
WO2023212395A1 (fr) * 2022-04-29 2023-11-02 Exedy Globalparts Corporation Unité de changement de vitesses à trois positions
WO2024017500A1 (fr) * 2022-07-19 2024-01-25 Eaton Intelligent Power Limited Système combiné de déconnexion d'essieu et de verrouillage de stationnement
EP4414585A1 (fr) 2023-02-10 2024-08-14 hofer powertrain innovation GmbH Chaîne cinématique dotée d'un dispositif de déconnexion et d'un frein de stationnement pour un véhicule

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6588294B1 (en) * 1999-07-28 2003-07-08 Luk Lamellen Und Kupplungsbau Beteiliungs Kg Gearbox for a motor vehicle
DE102005022926B3 (de) 2005-05-13 2007-02-01 Getrag Innovations Gmbh Antriebseinheit für ein Kraftfahrzeug
DE102009023498A1 (de) 2009-06-02 2010-12-09 Gkn Driveline International Gmbh Parksperre für ein Kraftfahrzeug und Verfahren zum Betätigen einer Parksperre
FR2963651A1 (fr) * 2010-08-05 2012-02-10 Peugeot Citroen Automobiles Sa Reducteur de vitesse de machine electrique de vehicule hybride equipe d'un dispositif de blocage
DE102011088669A1 (de) * 2011-12-15 2013-06-20 Schaeffler Technologies AG & Co. KG Antriebsvorrichtung mit einer elektrischen Antriebsmaschine und mit einer Parksperre

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6588294B1 (en) * 1999-07-28 2003-07-08 Luk Lamellen Und Kupplungsbau Beteiliungs Kg Gearbox for a motor vehicle
DE102005022926B3 (de) 2005-05-13 2007-02-01 Getrag Innovations Gmbh Antriebseinheit für ein Kraftfahrzeug
DE102009023498A1 (de) 2009-06-02 2010-12-09 Gkn Driveline International Gmbh Parksperre für ein Kraftfahrzeug und Verfahren zum Betätigen einer Parksperre
FR2963651A1 (fr) * 2010-08-05 2012-02-10 Peugeot Citroen Automobiles Sa Reducteur de vitesse de machine electrique de vehicule hybride equipe d'un dispositif de blocage
DE102011088669A1 (de) * 2011-12-15 2013-06-20 Schaeffler Technologies AG & Co. KG Antriebsvorrichtung mit einer elektrischen Antriebsmaschine und mit einer Parksperre

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018211113A1 (de) * 2018-07-05 2020-01-09 Zf Friedrichshafen Ag Antriebseinheit für ein elektrisch angetriebenes Fahrzeug
DE102020209516A1 (de) 2020-07-29 2022-02-03 Zf Friedrichshafen Ag Antriebsstrang für ein Hybridfahrzeug
DE102021201455A1 (de) 2021-02-16 2022-08-18 Robert Bosch Gesellschaft mit beschränkter Haftung Elektrische Antriebsachse für ein Fahrzeug und Verfahren zum Betreiben einer elektrischen Antriebsachse
WO2022268435A1 (fr) * 2021-06-24 2022-12-29 Bayerische Motoren Werke Aktiengesellschaft Véhicule à moteur doté d'un mécanisme d'accouplement et d'un dispositif de blocage de stationnement
DE102022201713A1 (de) 2022-02-18 2023-08-24 Zf Friedrichshafen Ag Getriebevorrichtung für ein Kraftfahrzeug
WO2023160954A1 (fr) * 2022-02-23 2023-08-31 Bayerische Motoren Werke Aktiengesellschaft Véhicule à moteur doté d'un mécanisme d'accouplement et d'un dispositif de verrouillage de stationnement
WO2023160754A1 (fr) * 2022-02-24 2023-08-31 Schaeffler Technologies AG & Co. KG Chaîne cinématique comprenant un ensemble d'actionnement et dispositif d'accouplement pour accoupler un arbre de sortie à un entraînement et pour actionner un verrou de stationnement
DE102022109235B3 (de) 2022-04-14 2023-06-22 Schaeffler Technologies AG & Co. KG Abkopplungs- und Parksperreneinheit für ein Getriebe eines Fahrzeugs
WO2023212395A1 (fr) * 2022-04-29 2023-11-02 Exedy Globalparts Corporation Unité de changement de vitesses à trois positions
WO2024017500A1 (fr) * 2022-07-19 2024-01-25 Eaton Intelligent Power Limited Système combiné de déconnexion d'essieu et de verrouillage de stationnement
EP4414585A1 (fr) 2023-02-10 2024-08-14 hofer powertrain innovation GmbH Chaîne cinématique dotée d'un dispositif de déconnexion et d'un frein de stationnement pour un véhicule
EP4414584A1 (fr) * 2023-02-10 2024-08-14 hofer powertrain innovation GmbH Chaîne cinématique dotée d'un dispositif de déconnexion et d'un frein de stationnement pour un véhicule

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