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
• • 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
  • F16H63/3491—Emergency release or engagement of parking locks or brakes
• • 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
  • F16H63/3433—Details of latch mechanisms, e.g. for keeping pawls out of engagement
• • 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

Definitions

• the invention relates to a parking lock in a normally locked configuration for a parking lock device of a transmission, having at least the following components:
• a locking mechanism for locking a ratchet wheel in a torque flow, the ratchet wheel being blocked by the locking mechanism in a blocking state and the ratchet wheel being released in a free state;
• the parking lock is primarily characterized in that the unlocking element comprises a latching receptacle and the locking device comprises a pretensioned latching element for folding the unlocking element in the unlocking position by means of locking engagement in the latching receptacle.
• the invention further relates to a parking lock device, a transmission with such a parking lock device for a drive train, a drive train with such a transmission, and a motor vehicle with such a drive train.
• Parking locks are known, for example, from DE 102018 115548 A1.
• Motor vehicles with a parking lock for example with a so-called by-wire parking lock, in a normally locked configuration, i.e. with a blocked chassis in the event of a system failure, which remain in the production plant for a long time, cannot be freely moved in the factory during assembly without an energy supply.
• One solution for this is, for example, an emergency opening screw contained in the parking lock for the duration of the stay in the factory. It is essential that this must be loosened before the vehicle is delivered by means of manual intervention to loosen the emergency opening screw.
• the invention relates to a parking lock in a normally locked configuration for a parking lock device of a transmission, having at least the following components:
• a locking mechanism for locking a ratchet wheel in a torque flow wherein in use of the locking mechanism in a locking state the ratchet wheel is blocked and in a free state the ratchet wheel is released;
• An actuation actuator with an actuation element movable along an actuation axis between a passive position and an active position, by means of which the locking mechanism is guided out of the locking state in the active position of the actuating element and the passive position of the actuating element corresponds to the locking state of the locking mechanism;
• An unlocking element by means of which the free state of the locking mechanism can be retained in an unlocking position and the normal locking function of the parking lock is ensured in a normal position; and - A locking device for holding the unlocking element in at least the unlocking position.
• the parking lock is primarily characterized in that the unlocking element comprises a latching receptacle and the locking device comprises a pretensioned latching element for holding the unlocking element in the unlocking position by means of locking engagement in the latching receptacle.
• the parking lock proposed here is set up in a normally locked configuration, so that in the event of a system failure, for example a power failure due to a discharged battery, the locking mechanism blocks the ratchet wheel and the ratchet wheel is only released by the locking mechanism in an energized state.
• the ratchet wheel In a released state, the ratchet wheel can be freely rotated, for example used in a transmission of a motor vehicle, and the motor vehicle can be rolled.
• the motor vehicle In a locked state of the ratchet wheel, the motor vehicle cannot be rolled in such an application in a transmission.
• the parking lock is actuated by means of the (for example electrical and / or fluidic, for example pneumatic or hydraulic) actuation actuator or its actuation element.
• the actuating element can be moved along its actuating axis, for example as a piston or spindle. In its passive position, no external energy consumption is necessary; for example, the actuating element is in the held passive position. In the active position, an external energy absorption is necessary, the counterforce of the possibly existing energy storage element (for biasing the actuating element into the passive position) and the locking mechanism being overcome by supplying external energy, for example in the form of an electrical voltage or a supply a hydraulic fluid in a slave chamber of the actuation actuator.
• the locking mechanism In the event of a failure of the electrical supply or loss of a fluid supply, the locking mechanism is switched to the locking state and thus the locking wheel is blocked.
• a passive state also referred to as transport mode, for example in a motor vehicle during production, transport or in a workshop
• an unlocking element be provided, which is set up in such a way that the released state of the ratchet wheel contrary to the normally locked configuration of the parking lock is durable.
• this passive state it is ensured that when the parking lock is used in a transmission of a motor vehicle, the motor vehicle can continue to roll.
• the unlocking element In order to cancel this passive state, which is undesirable when the parking lock is in operation, the unlocking element can be deactivated again.
• the locking device is designed to hold the unlocking element in the unlocking position. If the locking device does not hold the unlocking element in the unlocking position, the free state of the locking mechanism from the unlocking element cannot be maintained. This means that the unlocking position and thus the free state of the locking mechanism can only be set (permanently) in cooperation between the unlocking element and the locking device.
• the locking device is self-retaining at least in that (unlocking) position corresponding to the unlocking position of the unlocking element, for example by means of a latch or a counter nut. It is proposed here that the locking device comprises a pretensioned latching element and the unlocking element comprises a latching receptacle corresponding to the latching element.
• the locking element engages in the locking receptacle as a result of the bias, so that the unlocking position of the unlocking element is then held without an external power supply.
• the locking element is designed, for example, as a pin which is pretensioned axially in the direction of the locking receptacle by means of an energy storage element (on the fixed part side), for example a helical compression spring.
• the latching element is deflected from a contour of the unlocking element when the latching receptacle of the unlocking element is not in the relative deflection in which the latching element can engage in the latching receptacle.
• the locking device comprises a further element, for example an emergency release element, by means of which the latching element can be held in a deflected manner.
• a switching device is also included, by means of which engagement of the latching element in the latching receptacle is blocked in a blocking position and is possible in an unlocking-free position.
• a switching device is also provided, by means of which it is possible to switch whether the latching element can engage in the latching receptacle or not.
• the switching device is part of the locking device and can be actuated, for example, by means of an emergency release element.
• the switching device is part of the unlocking element and can be actuated, for example, by means of the actuating element.
• the switching device can be actuated both by an external element, for example an emergency release element, and by the actuating actuator, for example by means of the actuating element. It is also proposed in an advantageous embodiment of the parking lock that the unlocking element and the switching device are designed to be pivotable, preferably about a common pivot axis.
• the unlocking element is pivotably mounted in such a way that it is pivotably mounted between its unlocking position and its normal position about a pivot axis which is arranged obliquely to the actuation axis.
• the pivoting area of the unlocking element is at least in the unlocking position in an overlapping area with the actuating element of the actuating actuator, so that in the unlocking position the actuating element is blocked or, according to another embodiment, can be taken along by the unlocking element.
• Such a pivotable unlocking element can be manufactured inexpensively and a pivot axis can be easily integrated into a gear housing.
• the position of the unlocking element, in which the normally-locking function (according to the normally-locked configuration) of the parking lock is not hindered, is accordingly referred to here as normal.
• the switching device is pivotably mounted, so that the named installation space advantages can also be achieved and / or a mechanical connection to the actuating element can be created for switching the switching device.
• a mechanical connection is, for example, direct contact with the actuating element (at least when switching).
• the unlocking element and the switching device can be pivoted about a common pivot axis, particularly preferably mounted by means of the same component.
• the unlocking element and the switching device are designed as disk segments which have a contour on their respective circular segment surface.
• the contour of the unlocking element comprises at least the latching receptacle, which preferably deflects the latching element during a pivoting movement in the direction of unlocking and / or causes the latching element to be lifted out of the latching receptacle in the direction of release by means of a ramp (on the unlocking side).
• the contour of the switching device comprises at least one blocking element, by means of which the latching element is prevented from engaging in the latching receptacle.
• the contour preferably further comprises a (switching-side) ramp, by means of which the engagement of the latching element in the latching receptacle is released directly or indirectly by means of the actuating element during a pivoting movement in the direction of the latching element.
• the switching device can be moved between the blocking position and the unlocking-free position by means of the unlocking element.
• an indirect contact via the unlocking element to the actuating element or an emergency unlocking element is created.
• a (second) stop is formed between the unlocking element and the switching device, which is activated as a result of taking the release position of the actuating element and / or a corresponding position of an emergency unlocking element in such a way that the switching device is transferred from the unlocking element to the blocking position.
• a (first) stop is preferably also or alternatively provided, which becomes active as a result of leaving the release position of the actuating element and / or a corresponding position of an emergency unlocking element in such a way that the switching device is transferred from the unlocking element to the unlocking-free position. It is also proposed in an advantageous embodiment of the parking lock that the actuating element is coupled to the unlocking element and is lifted out of the passive position at least in the unlocking position of the unlocking element.
• the unlocking element be coupled to the actuating element, at least in the unlocking position of the unlocking element.
• the actuating element is thus moved out of the passive position when the unlocking element is in the unlocking position.
• This different position of the actuating element can be detected, for example, by means of the control electronics of the actuating element.
• a reproduction of the released state of the ratchet wheel, for example for an interface in the production line or in the workshop and / or a display in the driver's cab when used in a motor vehicle and / or a blocking of the operational release can thus be set up.
• no control of the locking element is necessary, and no additional measuring electronics are necessary for the unlocking element.
• the switching device can be moved by the actuating element between the blocking position and the unlocking-free position, preferably by means of the unlocking element according to an embodiment according to the above description.
• the latching element can be introduced electronically or fluidically into the latching receptacle, with no relative coordination of the position of the unlocking element or the latching receptacle and the latching element being carried out must become. Rather, with a predetermined path of the actuating element, a corresponding latching position is provided in which the switching device is in the unlocking-free position is switched and the latching receptacle is aligned with the latching element in such a way that the latching element (automatically) engages in the latching receptacle and thus transfers the locking mechanism into the free state.
• the locking element is forced into the locking receptacle by means of spatial assignment (for example by means of gravity) and / or by means of pretensioning.
• the switching device is designed in such a way that the latching element can be transferred from the unlocking-free position to the blocking position by means of the switching device alone.
• This movement can preferably also be triggered by the actuating actuator, particularly preferably by the actuating element. For example, a corresponding release position is reached with a predetermined path of the actuating element.
• the switching device has an elevation for blocking the latching receptacle and a ramp (on the switching side) for deflecting the latching element.
• the latching position of the actuating element is on a section of the actuating path in which the free state of the locking mechanism is set. Then the release position of the actuating element is located downstream of the latching position in the direction of the active position. The active position is congruent with the release position or downstream of the release position. At the latest when the active position is reached, the switching device remains in the blocking position. In this embodiment, the latching position is passed through with each (complete) stroke of the actuating element.
• the latching position of the actuating element is arranged downstream of the actuating path as an overtravel, that is to say it is provided as an extension of the actuating path towards the active position. Then the release position of the actuating element is located downstream of the latching position in a further extension of the actuating path. At the latest when the release position is reached, remains the switching device in the blocking position. In this embodiment, the latching position is not passed through during a regular stroke of the actuating element between the passive position and the active position.
• an emergency unlocking element is provided, by means of which the unlocking element can be held in the unlocking position, the emergency unlocking element preferably being a, particularly preferably self-locking, threaded pin.
• an emergency unlocking element is also provided, by means of which the unlocking element can additionally or alternatively be transferred into the unlocking position by means of the emergency unlocking element. This is advantageous, for example, in the event of a breakdown and a failure of a supply voltage or a supply pressure, so that an external energy supply is not initially necessary in order to set the free state of the locking mechanism.
• the emergency unlocking element by means of which the unlocking element can be held at least in the unlocking position, is formed by a threaded pin.
• the threaded pin is designed to be self-locking, so that the threaded pin remains in the respective set position without further measures having to be taken or another Device, such as a lock nut or a locking device, must be provided.
• a parking lock device comprising a locking wheel for arrangement in a lockable torque flow and a parking lock according to an embodiment according to the above description, wherein the locking wheel can be locked by means of the locking mechanism.
• the parking lock device proposed here comprises a parking lock and a corresponding locking wheel.
• the ratchet wheel is integrated in the drive train of a motor vehicle, preferably in a transmission, and can be blocked as described above so that it is prevented from rotating about its wheel axis.
• the parking lock and the ratchet wheel form a structural unit.
• a structural unit can be delivered for installation as a coherent component and can be assembled at the intended assembly location, for example in a motor vehicle, without the need to disassemble this structural unit again.
• the locking mechanism, and in one embodiment also the locking wheel is a structural unit, while the actuating actuator is formed separately, wherein in one embodiment the actuating actuator forms a separate further structural unit.
• the ratchet wheel When installed in a drive train, the ratchet wheel is arranged in such a way that at least one of the consumers is prevented from transmitting or absorbing torque when the locking mechanism is in the locking state, that is, the ratchet wheel is blocked.
• the parking lock device proposed here is, among other things, particularly simple in design, can be used in an existing installation space, and the unlocking function is ensured with simple means, and preferably also A released state of the ratchet wheel can be easily detected without additional measuring electronics and / or can be set without manual intervention from outside (in the factory or in the workshop if there is a short-term power supply) by means of the actuation actuator (transport mode).
• a transmission for a drive train having at least the following components:
• a torque transmission gear comprising the ratchet wheel
• a transmission housing which surrounds a transmission space, the locking mechanism of the parking lock, preferably completely, particularly preferably the entire parking lock device, being arranged in the transmission space.
• the transmission for example an automatic transmission for a motor vehicle, comprises the ratchet wheel.
• the ratchet wheel forms a spur gear designed as a shiftable transmission gear
• Torque transmission gear The 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.
• the torque is diverted, reduced, translated and / or distributed (as a differential) in accordance with the acceptance.
• the transmission comprises a clutch, for example a friction clutch or a dog clutch, in the torque flow.
• the torque input is on the drive machine side and the torque output is on the consumer side.
• the direction of torque is also reversed from a consumer (in a main state) to a drive machine or a generator.
• the parking lock as a whole or only the locking mechanism is integrated into a transmission space of the transmission formed by a transmission housing.
• the transmission proposed here is, among other things, particularly simple, can be implemented in a space-neutral manner and the unlocking function is ensured with simple means.
• a released state of the ratchet wheel can be easily detected without additional measurement electronics and / or can be set without manual intervention from outside (in the factory or in the workshop if there is a short-term power supply) by means of the actuating actuator (transport mode).
• the unlocking element and / or the switching device is pivotably mounted in the transmission housing, and / or the threaded pin according to an embodiment according to the description above is accommodated in a nut thread of the transmission housing, forming a thread pairing preferably an outer space is sealed off from the gear space of the gearbox housing by means of the threaded pin, preferably solely by means of the thread pairing.
• the unlocking element is pivotably mounted directly in the gear housing.
• a receptacle for a fitting screw is provided in the gear housing, on which the unlocking element is held and the screw axis of which is aligned congruently with the pivot axis of the unlocking element.
• an energy storage element on the unlocking side is designed as a leg spring and (approximately) mounted coaxially on the fitting screw.
• the emergency release element is designed as a threaded pin, which is received directly in the gear housing, which has a corresponding nut thread, preferably designed as a threaded hole, for the screw thread of the threaded pin.
• a thread pairing is formed by the screw thread and the nut thread, with which a corresponding translation is created, and preferably a self-locking is set, as described above.
• the gear space is sealed off from the outside space (for example the surroundings) in that the threaded pin has a corresponding seal, for example a sealing ring.
• the seal is formed solely by means of the thread pairing, that is, no further sealing means is provided, this thread seal preferably being achieved by means of a corresponding coating on the threaded pin and / or on the nut thread.
• the emergency release element is visibly shifted from the outside in that position corresponding to the unlocking position of the unlocking element, so that the relocation of the emergency release element (for example in the front gap between the bumper and the gearbox in a motor vehicle) allows the immediate conclusion as to whether the unlocking element is in the unlocking position Position or not.
• the emergency release element is color-coded and, as a result of the displacement, the color marking is no longer visible and / or an area around the emergency release element is color-coded, this area only becoming visible when the emergency release element is no longer in that position corresponding to the normal position of the unlocking element (normal ) Position.
• this emergency unlocking is electronically recorded when the system is restarted, for example by means of a distance measuring unit or by means of the control electronics of the actuation actuator.
• a distance measuring unit is set up, for example, to detect a distance between the actuation actuator and / or the actuation element and the cross member of the locking mechanism.
• control electronics of the actuation actuator include, for example, an odometer which, when there is a coupled connection between the actuation element and the unlocking element, detects a position of the actuation element outside of the passive position.
• a drive train is proposed having at least the following components:
• the drive train proposed here comprises at least one drive machine, for example an internal combustion engine and / or an electric drive machine, which at least in one main state forms the torque source of a torque flow. Furthermore, at least one consumer is included, for example a utility unit and / or drive wheels of a motor vehicle, which at least in one main state forms the torque sink of the torque flow. Interposed is a transmission according to an embodiment according to the preceding description, via which the (preferably entire wheel-side) torque flow is passed. If the transmission is locked, the torque flow is locked and torque transmission in the drive train between the torque source and the torque sink is prevented.
• the drive train proposed here comprises a transmission which has a parking lock device in a normally locked configuration with the possibility of unlocking.
• the transmission can be implemented with the same installation space and with only minor additional costs compared to a parking lock device without the possibility of unlocking.
• a released state of the ratchet wheel can be easily detected without additional measurement electronics and / or can be set without manual intervention from outside (in the factory or in the workshop if there is a short-term power supply) by means of the actuating actuator (transport mode).
• a motor vehicle having at least one drive wheel and a drive train according to an embodiment according to the above description, wherein a torque from the at least one drive machine of the drive train can be output to the at least one drive wheel to drive the motor vehicle, and a rolling of the Motor vehicle is prevented by means of the parking lock device in the locking state of the locking mechanism.
• the motor vehicle is, for example, a passenger car, a truck or a motorized two-wheeler.
• the motor vehicle has a drive train according to an embodiment according to the preceding description.
• the torque that can be output by the at least one drive machine is output to the at least one drive wheel (consumer) via the transmission.
• the transmission referred to here is preferably a switchable transmission gear.
• the transmission is, for example, a fixed transmission, i.e. with an unchangeable transmission, or a differential or a slip clutch.
• the parking lock device proposed here is preferably designed as described above and particularly preferably integrated into the transmission.
• a rotary movement of the at least one propulsion wheel is only possible in a parking switch position if the parking lock (and the legally prescribed parking brake) are released.
• the parking lock and the legally prescribed parking brake
• the motor vehicle proposed here comprises a transmission which has a parking lock device in a normally locked configuration with the possibility of unlocking.
• the transmission can be implemented with the same installation space and with only minor additional costs compared to a parking lock device without the possibility of unlocking.
• a released state of the ratchet wheel can also be easily detected without additional measuring electronics and / or without manual intervention from outside (in the factory or in the Workshop with short-term energy supply) adjustable by means of the actuation actuator (transport mode).
• FIG. 2 a schematic representation of the parking lock according to FIG. 1 in the passive state
• FIG. 4 the parking lock in the schematic representation according to FIG. 2 in the unlocking state (transport mode);
• FIG. 5 the parking lock in the schematic representation according to FIG. 2 when the unlocking is canceled
• a parking lock 1 is shown in a gear housing 17 without a locking mechanism 4 (see Fig. 3) in a side view.
• the common pivot axis 26 of the disk segment-like unlocking element 10 and the switching device 52 runs perpendicular to the image plane.
• the actuation axis 8 of the actuation actuator 7 runs in the plane of the drawing and is arranged obliquely to the pivot axis 26.
• the actuation actuator 7 comprises an actuation element 9, which along the Actuating axis 8 can be moved between a passive position shown here and an active position (see FIG. 5) and puts a ratchet wheel 5 of a parking lock device 2 (see FIG. 3) in the blocked state or released state.
• the ratchet wheel 5 In the normally locked configuration of the parking lock device 2, in the event of a system failure, the ratchet wheel 5 is blocked by forcing the actuating element 9 into the passive position by means of the energy storage element 54 on the actuator side.
• An unlocking element 10 coupled to the actuating element 9 is provided here, which is set up in such a way that the released state of the ratchet wheel 5, contrary to the normally locked configuration of the parking lock 1, can be maintained without the supply of external energy.
• the unlocking element 10 comprises an (unlocking-side) energy storage element 14, here a leg spring mounted on a fitting screw 35 defining the pivot axis 26, the unlocking element 10 being pretensioned against its unlocking position by means of the energy storage element 14 and thus the locking mechanism 4 without a further mechanical Coupling remains securely in a blocking state.
• the unlocking element 10 has a (preferably rounded) actuation tip 49 which engages in a corresponding groove-like actuation receptacle 36 (see FIG. 2) of the actuation element 9.
• the unlocking element 10 and the actuating element 9 are thus brought into force-transmitting contact.
• the actuating element 9 is moved, the unlocking element 10 is pivoted about its pivot axis 26 and (optionally also) conversely, the actuating element 9 is moved along its actuating axis 8 by means of the unlocking element 10.
• the unlocking element 10 has a latching receptacle 50 which is provided for receiving a corresponding latching element 51 of the locking device 11 in order to keep the unlocking element 10 in the unlocking position, that is, in the released position State of the ratchet wheel 5 to keep.
• the unlocking element 10 comprises a corresponding contour on its circular segment surface arranged on the left as shown in the illustration with an unlocking-side ramp 55 and the unlocking-side shoulder 56 formed as a locking receptacle 50, the unlocking-side ramp 55 and the shoulder 56 in direct contact with the energy storage element 57 by means of a fixed part-side energy storage element 57, here (optional) a helical compression spring, prestressed latching element 51, designed here as a pin, are available.
• a switching device 52 is now additionally arranged (optional) behind the unlocking element 10 as shown, by means of which engagement of the locking element 51 in the locking receptacle 50 is blocked in a blocking position and is possible in an unlocking-free position.
• the switching device 52 is (optionally) designed as a disk segment and, on its circular segment surface, has a contour with a blocking element 58 and a ramp 59 on the switching side. In the corresponding position, the blocking element 58 prevents the latching element 51 from engaging the latching receptacle 50 (blocking position).
• the switch-side ramp 59 serves to release the engagement of the latching element 51 in the latching receptacle 50.
• the switching device 52 has a first stop 60 on the edge delimiting the upper circle segment according to the illustration and a second stop 61 on the edge delimiting the lower circle segment according to the illustration.
• the unlocking element 10 is mounted pivotably between the second stop 61 and the first stop 60 relative to the switching device 52. By means of the stops 61, 60, the switching device 52 is also pivoted when the unlocking element 10 is pivoted (for example by means of the actuating element 9).
• a switching element 62 is arranged on an imaginary circular path, as shown, to the left of the locking device 11, which in the embodiment shown here is structurally identical to the locking device 11.
• a pin pretensioned by means of an energy storage element 63 on the switching side is in the corresponding switching receptacle 64 in the switching device 52 recorded.
• the switching receptacle 64 is formed like a notch in the circular segment surface of the switching device 52.
• An undefined position of the switching device 52 is excluded by means of the switching element 62. Rather, the switching device 52 can be pivoted solely by means of the interaction of the unlocking element 10 and the stops 61, 60 described above.
• an emergency release element 53 is also provided (optional) in the form of a threaded pin 13, which forms a thread pairing 23 with its screw thread 42 (indicated here as hidden edges) and the nut thread 24 in the gear housing 17.
• the emergency unlocking element 53 is set up for transferring the unlocking element 10 into the unlocking position by screwing the threaded pin 13 in the screwing direction 30 into the gear space 18 and against the unlocking element 10.
• the threaded pin 13 is preferably self-locking so that the threaded pin 13 remains in the respective set position and the unlocking element 10 actuated by the threaded pin 13 also remains in that position corresponding to the set position of the emergency unlocking element 53.
• the position of the threaded pin 13 itself can be adjusted in the nut thread 24 from the outer space 25, for example by hand, whereby in a preferred embodiment the thread pairing 23 acts as a seal (particularly preferably the only one in the emergency release element 53) between the outer space 25 and the gear space 18 is set up.
• the actuation actuator 7 optionally has a position detector 12, for example a magnetic field sensor 37, which interacts with the permanent magnet 38 integrated in the actuation element 9 with north pole 39 and south pole 40 (see FIGS. 2 to 6) aligned along the actuation axis 8.
• a position detector 12 for example a magnetic field sensor 37, which interacts with the permanent magnet 38 integrated in the actuation element 9 with north pole 39 and south pole 40 (see FIGS. 2 to 6) aligned along the actuation axis 8.
• the magnetic field of the permanent magnet 38 is aligned with the magnetic field sensor 37 such that the magnetic field sensor 37 outputs a passive signal or preferably does not output a signal, which is then a passive signal Parking lock 1 is engaged, interpreted and, when the query is active (for example in a motor vehicle 22 with electronics activated by means of the ignition key), is output, for example as an illuminated symbol.
• FIG. 2 shows a schematic representation of the parking lock 1 according to FIG. 1.
• the actuating actuator 7 is in the passive position and the unlocking element 10 is arranged in relation to the switching device 52 in an initial state, for example shortly after installation in the gear housing 17.
• the unlocking element 10 is already in this initial state coupled to the actuating element 9 via the actuating tip 49 and the actuating receptacle 36.
• the unlocking element 10 rests against the second stop 61 of the switching device 52 and the latching element 51 of the locking device 11 is held at a distance from the unlocking element 10 by means of the switching device 52 such that the unlocking element 10 can be freely pivoted.
• the unlocking element 10 is free of contact with the locking device 11.
• the switching device 52 is guided by the second stop 61 from the unlocking element 10 into the pivoted position shown and is fixed by the switching element 62 in cooperation with a corresponding switching receptacle 64.
• the unlocking element 10 for coupling to the actuating element 9 can be easily, for example blindly, mounted.
• the actuating element 9 is preferably moved a little in the direction of the active position (see FIG. 3).
• the parking lock 1 is shown in the schematic representation of FIG. 2 in a parking lock device 2 in the locked state.
• the pivot axis 26 of the unlocking element 10 the wheel axis 27 of the ratchet wheel 5 and the ratchet axis 28 of the parking lock pawl 29 optionally run parallel to one another, perpendicular to the image plane as shown.
• the locking mechanism 4 of the parking lock 1 is also shown here.
• the locking mechanism 4 comprises a parking lock pawl 29, which around their The ratchet axle 28 is pivotably mounted and is shown here in the locking state, so that the ratchet wheel 5 of the parking lock device 2 is blocked because the parking lock pawl 29 engages positively in the ratchet wheel 5 (tooth-in-gap position).
• the parking lock pawl 29 is held in the tooth-in-gap position by a traverse roller 65 of a traverse 31 against its bias by means of a pawl-side energy storage element 32.
• the traverse 31 is in turn pretensioned by a biasing spring 34 supported on a fixed frame 33 (here a separate component which is connected to the transmission housing 17) in such a way that the parking lock pawl 29 in FIG locking position is geometrically blocked.
• the parking lock pawl 29 can only be transferred from the engaging (locking) state to the releasing state in that the actuating actuator 7 acts by means of the actuating element 9 along its actuating axis 8 against the cross member 31 in the unlocking direction 41 (downward as shown) and its pretensioning spring 34 cocks.
• the locking mechanism 4 remains (only then) in the free state or the parking lock pawl 29 in a releasing position as long as the actuating element 9 (active, for example, while absorbing a power current) deflects the biasing spring 34 pressing against the cross member 31, the parking lock pawl 29 the releasing position Assumes position and ultimately the ratchet wheel 5 is freely rotatable about its wheel axle 27.
• the traverse 31 and the actuating element 9 do not collide with the parking lock pawl 29, which then assumes the releasing position, when moving into the active position. Rather, with the same arrangement as shown schematically here, the components are arranged at least in the collision area in different planes (parallel to the image plane) or the components are arranged differently to one another, for example nested.
• the actuating element 9 is (again) in the passive position, the latching element 51 of the locking device 11 is already on the ramp 55 on the unlocking side, this state being reached as a result of the actuating element 9 being drawn into the passive position.
• the relative position of the unlocking element 10 to the switching device 52 has accordingly also changed.
• the unlocking element 10 now rests against the second stop 61 of the switching device 52.
• Fig. 4 the parking lock 1 is shown in the schematic representation of FIG. 2 in the unlocking state.
• the actuating element 9 has now been moved in the unlocking direction 41 so far that the unlocking-side ramp 55 of the unlocking element 10 is overcome by the associated pivoting of the unlocking element 10 in the clockwise direction and the locking element 51 is received in the locking receptacle 50.
• the actuating element 9 is now blocked and thus held in the active position. No supply of external energy is necessary to maintain this position.
• the actuating element 9 is held in a form-fitting manner by means of cooperation between the latching element 51 and the latching receptacle 50.
• the unlocking element 10 is fixed in the unlocking position by means of the bias from the unlocking-side energy storage element 14 and the latching element 51 is fixed by the fixed part-side energy storage element 57.
• Fig. 5 the parking lock 1 is shown in the schematic representation of FIG. 2 when the unlocking is canceled.
• the actuating element 9 has been moved further in the unlocking direction 41 with an overtravel, that is to say downward as shown in the illustration.
• the switching device 52 is pivoted clockwise from the actuating element 9 by means of the unlocking element 10 and thus overcomes the switching-side ramp 59.
• the locking element 51 is received in the (here optionally notch-like) blocking element 58 of the switching device 52, by means of which the locking element 51 is prevented from moving into the rearward movement of the unlocking element 10 Engage latching receptacle 50 of the unlocking element 10 (see FIG. 6).
• the unlocking element 10 can thus be pivoted between the first stop 60 and the second stop 61 of the switching device 52 without being blocked.
• Fig. 6 the parking lock 1 is shown in the schematic representation of FIG. 2 in an intermediate position.
• the actuating element 9 has again been moved against the unlocking direction 41, upwards as shown.
• the unlocking element 10 is thus pivoted counterclockwise to the second stop 61, as shown.
• the ramp 55 on the unlocking side dips under the latching element 51, which is prevented by the blocking element 58 of the switching device 52 from engaging in the latching receptacle 50 of the unlocking element 10.
• the actuating element 9 is actively or only passively transferred by the energy storage element 54 on the actuator side into the passive position.
• the unlocking element 10 takes the switching device 52 with it by means of the second stop 61, so that the position as shown in FIG. 3 is then set again. This sequence from FIGS. 3 to 6 is repeated with each complete stroke of the actuating element 9.
• a section of a parking lock 1 is shown in an alternative embodiment in a schematic representation.
• the unlocking element 10 has only one radial elevation which, in the illustration below, forms the latching receptacle 50 and opposite the unlocking-side ramp 55.
• the locking receptacle 50 pivots when the unlocking position of the unlocking element 10 is reached into the angular position that of the locking device 11 by means of the fixed part side
• Energy storage element 57 latches the latching element 51 preloaded into the latching receptacle 50.
• the first stop 60 of the switching device 52 has not yet been reached or the switching device 52 has not yet been pivoted too much, that the blocking element 58 can prevent the latching element 51 from latching. Only after an overstroke of the unlocking element 10 (preferably and of the actuating element 9, compare FIG. 5) is the switching device 52 carried along by the unlocking element 10 by means of the first stop 60 in such a way that the switching-side ramp 59 pushes the latching element 51 onto the blocking element 58. An engagement of the latching element 51 in the latching receptacle 50 of the unlocking element 10 is thus prevented.
• the latching element 51 can only be latched to the latching element 51 when the cross member 31 overtravel, so that the actuating element 9 can be actively held in a releasing position without the locking device 11 interlocking the unlocking element 10 (i.e. without absorbing external energy ) can hold. This ensures the normal locking function of the parking lock 1, but at the same time a transport mode can be set.
• FIG. 8 shows, purely schematically, a motor vehicle 22 with a drive train 15 in a top view, with a drive machine 19, here optionally shown as an electric drive machine, in a transverse frontal arrangement, transverse to the longitudinal axis 43 and in front of the driver's cab 44 of the motor vehicle 22 is arranged.
• the drive train 15 is set up to propel the motor vehicle 22 by driving a left propulsion wheel 20 and a right propulsion wheel 21 (here optionally the front axle of the motor vehicle 22) by means of a torque output from the drive machine 19 via a transmission 3, and thus the torque flow 6 shown in dashed lines (show here with the direction corresponding to a tensile moment).
• a left propulsion wheel 20 and a right propulsion wheel 21 here optionally the front axle of the motor vehicle 22
• Torque transmission gear 16 is a part of the gear 3 which can be switched by a vehicle driver by means of the gear shift lever 45 in the driver's cab 44.
• a parking lock device 2 is now arranged in the torque flow 6, with which the left drive wheel 20 and the right drive wheel 21 can be blocked.
• the parking lock device 2 comprises the parking lock 1 and a locking wheel 5, for example a gear wheel or an additional wheel of the torque transmission 16.
• the parking lock 1 comprises a locking mechanism 4 and an actuating actuator 7, the locking mechanism 4 being designed as shown in FIG.
• the parking lock device 2 in which (optionally) the locking mechanism 4 is arranged inside the gear compartment 18 in the gear housing 17 of the gear 3 and the actuating actuator 7 is arranged outside the gear housing 17 open to the exterior 25 (also generally referred to as the engine compartment).
• the ratchet wheel 5 is arranged in the torque flow 6 in such a way that it can prevent the motor vehicle 22 from rolling away.
• the parking lock device 2 can be actuated here with at least one of the following operating elements:
• an ignition button 47 (alternatively an ignition key).
• the parking lock device 2 can preferably be actuated automatically: for example, when you leave the motor vehicle 22 (for example after locking) the parking lock 1 is automatically engaged.
• a driver in the driver's cab 44 receives feedback when the locking mechanism 4 is (permanently) unlocked by means of the locking element and thus the normal locking function of the parking lock device 2 is deactivated.
• Such feedback is, for example, visual and / or acoustical and / or starting the journey is prevented, for example the ignition or switching to operational readiness of the drive machine 19 is prevented.
• the parking lock proposed here ensures that a free state of the locking mechanism can be set with simple means in a small installation space.
• Bezuqs Delliste Parking lock 35 Dowel bolt, parking lock device 36 Gearbox actuation mechanism 37 Magnetic field sensor, locking mechanism 38 Permanent magnet, ratchet wheel 39 North pole of torque flow 40 South pole of actuation actuator 41 Unlocking direction of actuation axis 42 Screw thread of actuation element 43 Longitudinal axis of unlocking element 44
• Driver's cab locking device 45 Gear shift lever Position detector 46 Parking lever, threaded pin 47 Ignition button, energy storage gearbox, drive train 50 51 Latching element, gear housing 52 Switching device, gear space 53 Emergency unlocking element, drive machine 54 Actuator-side left propulsion wheel Energy storage element, right propulsion wheel 55 Unlocking-side ramp, motor vehicle 56 Unlocking-side shoulder, thread pairing 57 Fixed part-side nut thread Energy storage element outside space 58 Blocking element, pivot axis 59 Switching-side ramp R ad axi

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Gear-Shifting Mechanisms (AREA)
• Braking Elements And Transmission Devices (AREA)

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• 2020
  • 2020-06-05 DE DE102020114932.8A patent/DE102020114932B4/de active Active
• 2021
  • 2021-05-10 WO PCT/DE2021/100425 patent/WO2021244701A1/de active Application Filing
  • 2021-05-10 KR KR1020227036034A patent/KR20220153640A/ko unknown
  • 2021-05-10 CN CN202180032104.9A patent/CN115485492B/zh active Active

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