WO2021069024A1 - Dispositif d'actionnement de transmission et de verrouillage de stationnement ; transmission ; et unité d'entraînement électrique - Google Patents

Dispositif d'actionnement de transmission et de verrouillage de stationnement ; transmission ; et unité d'entraînement électrique Download PDF

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Publication number
WO2021069024A1
WO2021069024A1 PCT/DE2020/100847 DE2020100847W WO2021069024A1 WO 2021069024 A1 WO2021069024 A1 WO 2021069024A1 DE 2020100847 W DE2020100847 W DE 2020100847W WO 2021069024 A1 WO2021069024 A1 WO 2021069024A1
Authority
WO
WIPO (PCT)
Prior art keywords
parking lock
transmission
coupling mechanism
gear
sliding
Prior art date
Application number
PCT/DE2020/100847
Other languages
German (de)
English (en)
Inventor
Hartmut Faust
Holger LIETZENMAIER
Wolfgang Haas
Martin Vornehm
Original Assignee
Schaeffler Technologies AG & Co. KG
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 Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to CN202080067298.1A priority Critical patent/CN114531896B/zh
Priority to DE112020004864.0T priority patent/DE112020004864A5/de
Publication of WO2021069024A1 publication Critical patent/WO2021069024A1/fr

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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
    • 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
    • F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
    • 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
    • F16H63/304—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force
    • 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
    • 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
    • F16H63/304—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force
    • F16H2063/3056—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force using cam or crank gearing
    • 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
    • F16H63/304—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force
    • F16H2063/3059—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force using racks
    • 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 invention relates to a transmission and parking lock actuator, that is, an actuator that serves both to engage and trainee gears of a transmission, as well as to close and open a parking lock device for a drive train of a motor vehicle, such as a car, truck, bus or Other commercial vehicle, with an electric motor and a parking lock device coupled via a first Koppelmecha mechanism with a rotor shaft of the electric motor, wherein the parking lock device has a ratchet wheel and one with an external toothing of the ratchet wheel cooperating in a radial direction of the ratchet wheel pivotable and with the first coupling mechanism further having connected NEN pawl lever.
  • the invention also relates to a transmission with this transmission and parking lock actuation device and an electrical drive unit.
  • DE 100 82 2037 B4 discloses a parking lock device used in a transmission housing.
  • gearboxes are already known from the prior art in which, in addition to an actuating device for switching the transmission, an actuation for a parking lock is also housed.
  • sliding pivot switch unit designed for loading and unloading at least one gear ratio stage
  • the sliding pivot switching unit having an actuating wheel that is rotatable about an axis of rotation and also coupled to the rotor shaft of the electric motor via a second coupling mechanism has sliding sleeve displaceable along the axis of rotation by rotating the actuating wheel.
  • both the Parksperrenein direction and the sliding pivot switching unit for switching the transmission is controlled by a single electric motor. Furthermore, by implementing the sliding swivel switch unit, a construction that is as compact as possible is achieved. As a result, an actuating device is made available which takes up as little space as possible and at the same time is implemented as robustly as possible on the part of its parking lock device.
  • the sliding sleeve and the actuating wheel are advantageously coupled to one another in terms of movement via a type of screw drive / spindle drive, so that rotating the actuating wheel directly causes the sliding sleeve to move.
  • first coupling mechanism and the second coupling mechanism are designed and coordinated with one another in such a way that in a first actuation range of the rotor shaft (preferably a certain first angle of rotation range of the rotor shaft) a switching state of the sliding pivot switch unit when the parking lock device is switched between its closed Position and its open position remains unchanged and in a second actuation area of the rotor shaft following the first actuation area (preferably a certain second angle of rotation area of the rotor shaft that adjoins the first angle of rotation area) the open position of the parking lock device when switching over the Slide pivot switch unit remains unchanged between at least two switch positions.
  • the parking lock device and the sliding pivot switch unit can be controlled as easily as possible.
  • the first coupling mechanism has a link device, in which a pivoting of the pawl lever relative to the ratchet wheel for switching between the closed position and the open position of the parking lock device is achieved in a first travel range of a link path of this link device and In a second Wegbe rich of the slide path of this slide device, the open position of the parking lock device is permanently held.
  • a link device in turn has the greatest possible robustness.
  • the link device of the first coupling mechanism further preferably ent neither at least one separate connecting part forming a lever element or is formed directly by a rear side of the ratchet lever facing away from the ratchet wheel. It is also useful if the first travel range of the link path of the first coupling mechanism coincides with the first actuation range / rotation angle range.
  • the rotor shaft has at least one gear, which at least one gear interacts with the first coupling mechanism and / or the second coupling mechanism, a long-lasting torque transmission from the rotor shaft to the parking lock device or the sliding pivot switch unit is achieved.
  • the rotor shaft is equipped with a spindle drive, a spindle nut of the spindle drive interacting with the first coupling mechanism and / or the second coupling mechanism. It has also been found to be space-saving if the rotor shaft is positioned in the circumferential direction / parallel to a circumferential direction of the Klinkenra. If the parking lock device is biased into its open position, more preferably into its closed position, by means of a spring mechanism, the parking lock device works particularly reliably.
  • the invention relates to a transmission for a hybrid or purely electrically driven motor vehicle, with at least one shiftable and disengageable gear ratio and a gear and parking lock actuation device according to the invention according to at least one of the embodiments described above, wherein the sliding sleeve of the sliding pivot switch unit coaxially to a one Gear of the gear transmission stage receiving transmission shaft is arranged. More preferably, the ratchet wheel is attached directly to the gear shaft. As a result, a gear itself is implemented as compactly as possible.
  • the combination of the transmission circuitry with the parking lock actuation in the present transmission structures has the advantage that it is mechanically ensured that engaging the parking lock is always associated with disengaging the gear, i.e. disengaging the electric drive machine. As a result, the electric drive machine can coast down more slowly by itself and no shock torque is generated and damage is thus averted.
  • the transmission is preferably implemented as a single-speed transmission, more preferably as a two-speed transmission. Accordingly, the sliding pivot switching unit is then designed to implement at least three different switching positions.
  • a combined actuation of sliding swivel gear and parking lock is implemented according to the invention.
  • the parking lock is operated in the circumferential direction, while maintaining the safety requirements. It is secured directly by pivoting on the pawl. It will be a
  • Parking lock actuator is used to actuate the synchronization / sliding pivot switch unit.
  • Fig. 1 is a perspective view of a transmission and parking lock actuating device according to the invention according to a first embodiment for switching a single-speed transmission, wherein a gearwheel of a transmission ratio stage that can be coupled to a transmission shaft via a sliding pivot switching unit is shown and an electric motor is driven in such a way that the parking lock device is in its closed position and a sliding sleeve of the sliding pivot switch unit is in a first switching state in which no gear is engaged,
  • Fig. 2 is a perspective detailed view of the transmission and parking lock actuation device from a side facing away from the gear from Fig. 1, wherein the parking lock device can be seen in more detail,
  • Fig. 3 is a longitudinal sectional view of the transmission and parking lock actuator device according to Fig. 1,
  • Fig. 5 is a side view of the transmission and parking lock actuation device, similar to Fig. 4, the gear wheel of the gear ratio stage is now omitted so that a guide track of a screw drive between an actuating wheel and the sliding sleeve can be seen
  • Fig. 6 is a perspective view of the transmission and parking lock actuation device according to Fig. 1 from the side facing away from the gear.
  • Fig. 7 is a perspective view of the transmission and parking lock actuation device in a fully assembled state receiving housing part
  • Fig. 8 is a perspective view of the transmission and parking lock actuator device, similar to Fig. 1, the electric motor is now driven such that the parking lock device is open while the sliding sleeve is still arranged in its neutral position,
  • Fig. 11 is a perspective detailed view of the rear of the transmission and parking lock actuating device according to FIG. 10, wherein the parking lock device can be seen in more detail,
  • FIGS. 1 to 11 are perspective exploded views of the transmission and parking lock actuating device according to FIGS. 1 to 11,
  • FIG. 15 shows a perspective view of the transmission and parking lock actuation device, similar to FIG. 14, the electric motor now being driven in such a way that the parking lock device is opened while the sliding pivot switching unit is still in its switching state in which the first gear is engaged is
  • Figs. 20 to 25 further representations of different embodiments of the inventive transmission and parking lock actuation device.
  • Fig. 26 is a perspective view of the transmission and parking lock actuation device of Fig. 1, wherein the sliding pivot circuit used can be seen through egg NEN section of the gear,
  • FIG. 27 is a perspective view of the transmission and parking lock actuation device of FIG. 8 with a sliding swivel circuit to be recognized in section;
  • Figs. 29 and 30 a schematic representation of two further electric axle drive units, each of which has the transmission and parking lock actuation device according to FIG. 1.
  • a preferred area of use of a Ge transmission and parking lock actuator 1 according to the invention is illustrated first.
  • the also abbreviated as actuator 1 referred to transmission and parking lock actuator device 1 is used in an electric axle drive unit 30 to operate a parking lock device 5 and at the same time to operate a synonymously also known as sliding pivot circuit 10 sliding pivot switch unit 10, which in turn is a Gear ratio stage 9 of a gear 25 is engaged and disengaged.
  • the transmission 25 is implemented as a single-speed transmission 25, but can, as described below in connection with the second exemplary embodiment, be implemented more preferably as a two-speed transmission 25.
  • the electric axle drive unit 30 is implemented as an e-axle and is consequently equipped with an electric drive machine 29.
  • the transmission 25 is located in the torque transmission path between the drive machine 29 and the output wheels of the motor vehicle / a differential 39.
  • FIGS. 13 and 30 are each set to single-speed E-axes, a two-speed E-axis is implemented in FIG. 29.
  • FIG. 29 it can be seen that an additional clutch is available for gear 2.
  • FIG. 29 shows a space variation by mirroring the 1 -N-P circuit of FIG. 13 is made available.
  • 30 shows a construction space variation by arranging the 1-N-P circuit on a rotor shaft (also referred to as drive shaft) of the electric drive machine 29.
  • the existing differential in FIG. 30 is implemented with a bevel gear.
  • FIGS. 1 to 12 and 26 to 28 are shown in detail.
  • the actuating device 1 has a sliding pivot switch unit 10.
  • the sliding pivot switch unit 10 in turn has an actuating wheel 13 rotatably mounted about a central axis of rotation 11.
  • the actuating wheel 13 is coupled via a screw drive 34 to a sliding sleeve 14 which is guided axially displaceably along the axis of rotation 11.
  • the sliding sleeve 14 is immediately axially displaced and thus switching between the individual switching positions of the sliding pivot switching unit 10.
  • the sliding pivot circuit 10 is principally based on the principle described in the German patent application the file number 10 2019 100 978.2 and the filing date of January 16, 2019, the device for synchronizing and switching described is designed, so that the subject matter disclosed in this patent application already filed by the applicant applies to the objective sliding pivoting circuit 10 as integrated therein.
  • the sliding pivot switching unit 10 of the first embodiment is designed to convert only two different switching positions, the sliding sleeve 14 being arranged in a first switching position in such a way that no gear is engaged and thus the illustrated first gear 26a of the transmission ratio stage 9 is free relative to the transmission shaft 27 is rotatable. In a second shift position, the sliding sleeve 14 is displaced in such a way that the first gear wheel 26a of the transmission ratio stage 9 and the transmission shaft 27 are connected to one another in a rotationally fixed manner and consequently a gear (gear 1) of the transmission 25 is engaged.
  • FIGS. 1 to 11 only the first gear 26a of the gear ratio stage 9 is shown for the sake of clarity.
  • a second second gear 26b of the transmission ratio stage 9, which is in engagement with the first gear 26a, can be seen in FIG. 13, for example.
  • the first and second gearwheels 26a, 26b together form the gear ratio stage 9 and consequently gear 1 of the gearbox 25 when they are engaged.
  • the first gear wheel 26a is arranged along the axis of rotation 11 of the transmission shaft 27, i.e. in the axial direction next to the sliding pivot switch unit 10.
  • the sliding pivot switching unit 10 is arranged with its actuating wheel 13 and its sliding sleeve 14 coaxially to the transmission shaft 27.
  • a ratchet wheel 6 of a parking lock device 5 is then arranged.
  • the ratchet 6 is on the gear shaft 27 (coaxial to this) firmly added.
  • a common electric motor 2 also referred to as electric servomotor / actuator 2).
  • the electric motor 2 which in this embodiment is arranged with its rotor shaft 4 (also referred to as actuator shaft) parallel to the axis of rotation 11, directly drives a gear 19a implemented as a pinion.
  • the rotor shaft 4 is consequently implemented as a pinion shaft.
  • the gear 19a is with a toothed area 22 of the loading actuating wheel 13 in tooth engagement.
  • the toothing thus converted between the gear 19a and the toothed area 22 of the actuating wheel 13 is implemented as a (two-ter) coupling mechanism 12 for coupling the rotor shaft 4 to the sliding pivot switch unit 10.
  • the first coupling mechanism 3 has a (first) link device 15 directly.
  • the gate device 15 consists of a first gate track 16 introduced into a connecting part 23.
  • a sliding shoe 24 which is further coupled to a pawl lever 8 for movement, is displaced.
  • the pawl lever 8 which can be pivoted in the radial direction relative to the ratchet wheel 6, interacts with a pawl 28 directly with the external toothing 7 of the ratchet wheel 6 and engages the parking lock device 5 in a closed position into the external toothing 7, blocking a rotation of the ratchet wheel 6, and is positioned in an open position of the parking lock device 5 out of engagement with the external toothing 7.
  • the first coupling mechanism 3 and the second coupling mechanism 12 are designed according to the invention in such a way and coordinated with one another that in one first operating range, namely a first angle of rotation range, the rotor shaft 4 (preferably over a certain number of revolutions of the rotor shaft 4 in a first direction of rotation) the switching state of the sliding pivot switch unit 10 remains unchanged, while the parking lock device 5 from its closed position to its open Position switches, and that in a second actuation area adjoining the first actuation area, namely a second angle of rotation range of the rotor shaft 4 (preferably over a certain number of revolutions of the rotor shaft 4 in the first direction of rotation) the open position of the parking lock device 5 is held , while the sliding pivot switch unit 10 switches between the two existing switch positions.
  • Fig. 5 it can also be seen that in the screw drive 34 between the loading actuating wheel 13 and the sliding sleeve 14, a guide track 35 is provided, which has an exclusively in the circumferential direction (straight) extending Bahnbe rich 36, which leads to the Sliding sleeve 14 remains in the same sliding position Ver.
  • This path area 36 therefore coincides with the first path area 37 of the first link path 16.
  • the different operational states that can be implemented by the actuating device 1 with the various switching states of the sliding pivot switch unit 10 are shown in connection with FIGS. 1, 2, 8 to 11 and 26 to 28 can be recognized.
  • the electric motor 2 is in FIGS.
  • the electric motor 2 is driven in a second control state in such a way that it moves the actuating wheel 13 with the link pin 32 in the first link path 16 towards the end of the first travel range 37.
  • this operating state which represents an N mode
  • the parking lock device 5 is open, while the sliding sleeve 14 is still arranged in its first switching state.
  • a third control state is carried out.
  • the rotor shaft 4 is moved beyond the first actuation area beyond the second actuation area, as shown in FIGS. 10 and 28 can be seen. If the link pin 32 has reached an end of the second travel range 38 facing away from the first travel range 37, the sliding sleeve 14 is arranged in its second switching state and gear 1 is thus engaged while the parking lock device 5 remains in its open position.
  • a reverse switchover via the N mode back to the P mode takes place by activating the electric motor 2 in the opposite direction of rotation.
  • a second embodiment of the actuating device 1 according to the invention is then shown.
  • a spindle drive 20 can also be arranged between the rotor shaft 4 and the parking lock device 5 or the sliding pivot switch unit 10.
  • the sliding sleeve 14 is adjusted from its second switching state to its first switching state (no gear engaged) (FIGS. 15 and 16).
  • the parking lock device 5 is further open (N mode).
  • the transmission 25 is implemented in two gears, whereby after driving through the second travel range 38, the system returns to the first travel range 37, whereby the sliding sleeve 14 is shifted from its second switching state to a third switching state (second gear / gear 2 engaged) ( Figs. 16 and 17).
  • the parking lock device 5 is still open.
  • the pawl 8, 28 is raised by the spring of the spring mechanism 31 and the ratchet wheel 6 is released. Due to a flat track region 36 in the link 35 of the threaded sleeve 34 (FIG. 5), also referred to synonymously as the guide track 35, the sliding sleeve 14, also referred to synonymously as the sliding sleeve 14, remains in its position despite the rotation of the sliding ring with the sliding block.
  • the gear is engaged via the further rotation of the Ak torritzels 19a and the actuating wheel 13, shown in FIGS. 10 and 11.
  • the synchronization is actuated via the link 35 in the threaded sleeve 34, also referred to synonymously as the screw drive 34, and the sliding ring (FIGS.
  • the switching sequence can be implemented, for example, P-1-N-2.
  • Fig. 14 the shift position P is shown, parking lock 5 and gear 1 are engaged.
  • the sliding block 24 is displaced by the nut 21, also known synonymously as a threaded nut 21 or spindle nut 21, against the force of the spring of the spring mechanism 31 and the pawl 8, 28 leaves the ratchet wheel 6 (FIG. 15).
  • Gear 1 remains on the Kulis senbahn 18 in Flebel 23 of the actuating wheel 13 inserted.
  • the nut 21 is moved further and gear 1 is disengaged.
  • An exemplary switching sequence is 1-N-2. If only one (first) gear 26a is synchronized by an actuator 2 according to the training according to the invention, the freed path of the second, missing synchronization can be used for actuating the parking lock 5. For example, the switching sequence 1-N-P would be possible. If two synchronizations and a parking lock 5 are to be operated by an actuator 2, the actuator 2 receives an additional shift position, for example with the shift sequence P-1-N-2.
  • FIGS. 18 and 19 two further embodiment examples according to the invention are indicated, which are actuated to close the parking lock 5.
  • a parking lock 5, which is closed by actuation, would not have to be held in the open switching position and would thus be better for combined actuation tion of synchronization 10 and parking lock 5 fit.
  • elasticity preferably at least one spring 44a, 44b, 44c, is preferably provided in the actuation path between actuator 2 and parking lock 5.
  • FIG. 18 A possible embodiment with three springs 44a to c is shown in Fig. 18 in the actuated state.
  • the sliding shoe 24 can be displaced in the actuating element with a (first) biasing spring 44a, also referred to synonymously as compression spring 44a or spring 44a, in such a way that it drives the pawl 8, 28 against the ratchet wheel 6.
  • a biasing spring 44a also referred to synonymously as compression spring 44a or spring 44a
  • the biasing spring 44a remains tensioned until the driving tool moves minimally and the pawl 28 falls into the next tooth gap.
  • a second pressure spring 44b also called spring 44b or biasing spring 44b, pulls the sliding shoe 24 back.
  • the pawl 28 is lifted out of the ratchet wheel 6 due to the third compression spring 24c and the parking lock 5 is geöff net.
  • the link 35 of the threaded sleeve 34 can receive a flat track area 36 with a slope of 0 mm / ° in order to compensate for the path of the parking lock 5.
  • the sliding shoe 24 can on the back of the pawl 8, also known as a pawl lever 8, without actuating the parking lock 5.
  • a displaceable shaft or a displaceable pinion can be used, which is held in place on the housing when the drive gears are left.
  • Fig. 21 an example is shown in which the sliding shoe 24 is connected to the actuating wheel 13 of the sliding pivoting circuit 10 by a connecting element, for example a pin 47.
  • the sliding shoe 24 arranged in the arch moves with the actuating wheel 13.
  • the link 35 in the threaded sleeve 34 of the sliding pivoting circuit 10 again has a flat track area 36, analogous to FIG. 20.
  • a combination of pinion and screw drive is shown.
  • the parking lock 5 can be actuated via a threaded spindle 33, also referred to synonymously as spindle 33, and the sliding pivoting circuit 10, as described above, via a pinion 19a.
  • the actuation movement of the sliding pivoting circuit 10 has no effect on the parking lock 5, since the sliding shoe 24 can slide on the back of the pawl 8.
  • FIGS. 24 and 25 are examples with screw-driven Gleitschwenkschaltun gene 10 shown.
  • the example shown in Fig. 24 uses a connecting element For example, a pin 47 to connect the threaded nut 21 and the sliding shoe 24 of the parking lock 5.
  • the sliding pivoting circuit 10 can be used during actuation of the parking lock 5, as known from the previous examples, with a flat track area 36 in the threaded sleeve 34 or in the slide track 16 of the lever 23, as shown in FIG. 25, can be held in the stationary position.
  • the Verhar approximately positions can be secured by the scenes in the Flebeln for both components.

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

Abstract

L'invention concerne un dispositif d'actionnement de transmission et de verrouillage de stationnement (1) pour une chaîne cinématique d'un véhicule à moteur, ayant un moteur électrique (2) et un appareil de verrouillage de stationnement (5) accouplé, par l'intermédiaire d'un premier mécanisme d'accouplement (3), à un arbre de rotor (4) du moteur électrique (2), l'appareil de verrouillage de stationnement (5) ayant une roue à rochet (6) et un cliquet de verrouillage (8) qui interagit avec des dents externes (7) de la roue à rochet (6) et peut être pivoté dans une direction radiale de la roue à rochet (6) et est en outre raccordé au premier mécanisme d'accouplement (3), une unité de sélecteur de coulissement-pivot (10) conçue pour mettre en prise et dégager au moins un rapport de vitesse de transmission (9) étant également prévue, ladite unité de sélecteur de coulissement-pivot (10) ayant une roue d'actionneur (13) qui est montée pour tourner autour d'un axe de rotation (11) et est également accouplée, par l'intermédiaire d'un second mécanisme d'accouplement (12), à l'arbre de rotor (4) du moteur électrique (2) et a un manchon coulissant (14) qui peut être déplacé le long de l'axe de rotation (11) par la rotation de la roue d'actionneur (13). L'invention concerne également une transmission (25) comportant ledit dispositif d'actionnement de transmission et de verrouillage de stationnement (1), et une unité d'entraînement électrique (30).
PCT/DE2020/100847 2019-10-10 2020-10-02 Dispositif d'actionnement de transmission et de verrouillage de stationnement ; transmission ; et unité d'entraînement électrique WO2021069024A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN202080067298.1A CN114531896B (zh) 2019-10-10 2020-10-02 变速器和驻车锁止器操纵设备；变速器；以及电驱动单元
DE112020004864.0T DE112020004864A5 (de) 2019-10-10 2020-10-02 Getriebe- und Parksperrenbetätigungsvorrichtung; Getriebe; sowie elektrische Antriebseinheit

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019127313.7 2019-10-10
DE102019127313.7A DE102019127313B3 (de) 2019-10-10 2019-10-10 Getriebe- und Parksperrenbetätigungsvorrichtung; Getriebe; sowie elektrische Antriebseinheit

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WO2021069024A1 true WO2021069024A1 (fr) 2021-04-15

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PCT/DE2020/100847 WO2021069024A1 (fr) 2019-10-10 2020-10-02 Dispositif d'actionnement de transmission et de verrouillage de stationnement ; transmission ; et unité d'entraînement électrique

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CN (1) CN114531896B (fr)
DE (2) DE102019127313B3 (fr)
WO (1) WO2021069024A1 (fr)

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