WO2022037740A1 - Verrou de stationnement - Google Patents

Verrou de stationnement Download PDF

Info

Publication number
WO2022037740A1
WO2022037740A1 PCT/DE2021/100538 DE2021100538W WO2022037740A1 WO 2022037740 A1 WO2022037740 A1 WO 2022037740A1 DE 2021100538 W DE2021100538 W DE 2021100538W WO 2022037740 A1 WO2022037740 A1 WO 2022037740A1
Authority
WO
WIPO (PCT)
Prior art keywords
parking lock
actuator
lock according
radial
locking
Prior art date
Application number
PCT/DE2021/100538
Other languages
German (de)
English (en)
Inventor
Terence KOFFMANE
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
Publication of WO2022037740A1 publication Critical patent/WO2022037740A1/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

Definitions

  • the invention relates to a parking lock for a motor vehicle, in particular for an automatic transmission or a vehicle with an electric drive.
  • Parking locks are used in motor vehicle transmissions to secure the vehicle against unintentional rolling away.
  • parking locks secure the vehicle position when the vehicle is stationary or when the engine is switched off.
  • the parking lock can be activated by the driver or indirectly via electrical aids. It then generally blocks the transmission output shaft in a form-fitting manner.
  • DE 1 043 829 A1 provides a parking lock in the form of a locking pawl which can be pivoted against a restoring force and which, by means of a ratchet tooth, can positively engage in locking teeth arranged on the outer circumference of a parking lock wheel. Once the positive connection has been established, it prevents the parking lock gear, which is arranged non-rotatably on the transmission output shaft, from moving and thus preventing the vehicle from moving.
  • the pawl is actuated by a linearly displaceable actuating unit, which has a frame-like shape as a carriage, with a selector lever acting on longitudinally running side walls of the frame-like linkage.
  • the actuation unit has two rollers mounted together, via which it acts on the pawl.
  • the pawl must be able to hold the parking lock wheel securely and engage and disengage even at low vehicle speeds up to a limit speed of around 5 km/h and on uneven ground with a gradient of up to 30°.
  • forces in the double-digit kN range occur. Accordingly, in the case of a meshing contact, the components must be dimensioned larger, which in turn is associated with a higher mass.
  • the pawl (locking element that engages the parking lock wheel in the drive train via a mechanism) must be solid to absorb these high loads.
  • Static forces that act in the parked position are offset by dynamic forces that occur when the pawl is deflected from the limit speed, so-called ratcheting, occur to distinguish.
  • ratcheting occurs to distinguish.
  • very high accelerations occur mainly during the ratcheting process, which result in high dynamic inertial forces and have to be absorbed.
  • the parking lock when the parking lock is engaged, especially on slopes, holding the entire vehicle creates high supporting forces in the drive train in addition to the torsional moment.
  • the reason for this is the one engagement contact, which produces a circumferential force component for holding the vehicle and a radial force component.
  • the radial force component acts in one direction on the shaft bearing and in the other direction on the pawl support in the housing. This requires the use of larger shaft bearings and measures to absorb the high contact pressure between the pawl and the housing.
  • DE 10 2016 201 228 A1 proposes locking using a plurality of locking elements.
  • the disadvantage is that the locking elements spring in independently of one another and consequently the maximum load when the parking lock is engaged is also supported by only one locking element.
  • the object of the invention is to avoid the shortcomings of the known solutions and to create a parking lock that is lightweight and compact.
  • the object of the invention is achieved by a parking lock according to claim 1. Since the actuator actuates the parking lock in the circumferential direction, it can be arranged coaxially with the parking lock wheel and takes up very little space. In particular, a swept angular range of a pawl is eliminated. Furthermore, it can thereby be arranged spatially close to the teeth of the parking lock wheel, as a result of which tolerances that occur can be minimized. It is particularly advantageous to form the actuator in the shape of a ring. An annular actuator can act on one or more locking elements at the same time and thus reliably support the forces that occur when the parking lock is engaged.
  • An actuator that can move axially or in the circumferential direction is particularly advantageous when there is little radial installation space available, for example when the parking lock is integrated into an electrically driven axle.
  • the ring-shaped actuator can be arranged offset axially to the parking lock wheel or surround it radially.
  • the use of several locking elements actuated at the same time results in the following advantages: On the one hand, the reaction forces on the transmission bearings can be reduced or even eliminated through a targeted arrangement of the locking elements.
  • the blocking elements are preferably arranged rotationally symmetrically. As a result, the radial force components of the individual contacts partially or ideally completely cancel each other out.
  • the required installation space can be reduced by better stressing of the components or reducing the load in the individual intervention. It is advantageous to act on the blocking elements via ramp contours.
  • the simultaneous and therefore simultaneous movement of the blocking elements ensures that the load is actually distributed over several blocking elements.
  • the blocking elements can have a small amount of play in their direction of movement, so that when the blocking elements are loaded unevenly at first, there is a compensation between the blocking elements via the actuator.
  • the simultaneous engagement or synchronization of all locking elements is a major advantage of a parking lock with multiple contacts, since all elements are only engaged when they are in their predetermined position relative to the mating component.
  • the synchronized insertion is effected by the actuator.
  • the blocking elements are all or partially guided through the actuator, so that the latter forms a carrier element for the blocking elements.
  • the blocking element carrier can be constructed like a cage and have a plurality of pockets, in each of which at least one blocking element is arranged.
  • the blocking elements are preferably designed as balls.
  • the parking lock can be returned from the locked state (locked position) to the unlocked state (unlocked position) by a carriage that can be displaced in the direction of the axis about which the parking lock wheel can be rotated.
  • the parking lock according to the invention is suitable for vehicles, in particular motor vehicles.
  • the locking elements can be brought into engagement with the radial recesses. To do this, they can engage in the radial recesses. As an alternative or in addition, they are secured after they have engaged in the radial recesses, so that further movement is precluded.
  • the parking lock is compact, since the tooth height of the parking lock gear does not have to accommodate the complete locking element in the radial direction, but forms a pocket together with the component radially surrounding the parking lock gear, so that the parking lock is radially small. Only a slight axial displacement is required for the actuator, so that the parking lock is also constructed in a compact manner in this direction. In particular, no space is required, which is swept by a lever-like pawl.
  • Figure 1 shows a first parking lock according to the invention in a partially sectioned, perspective view
  • 2 shows the parking lock according to FIG. 1 with a twisted actuator
  • FIG. 3a the actuator of the parking lock according to Figure 1
  • FIG. 3b shows the actuator according to FIG. 3 in a rear view
  • Figure 3c shows an enlarged section of the actuator of Figure 3b
  • FIG. 4 shows a further, enlarged section of the parking lock according to FIG. 1 in a different sectional plane
  • FIG. 5 shows an enlarged section of the parking lock according to FIG. 4,
  • FIG. 6 shows a cross section of the parking lock according to FIG. 1 in the disengaged state
  • FIG. 7 shows a cross section of the parking lock according to FIG. 1 in the engaged state
  • FIG. 8 shows a detail of the parking lock according to FIG. 6,
  • FIG. 9 shows a detail of the parking lock according to FIG. 7,
  • FIGS 1 to 9 show a parking lock 1 according to the invention with a transmission shaft-fixed parking lock wheel 2.
  • the parking lock wheel 2 has teeth with teeth 22 and tooth gaps 23, which form radial recesses 3, on its outer circumference.
  • the radial recesses 3 accommodate locking elements 4 and their contour is adapted to that of the locking elements 4, although not necessarily designed to complement them.
  • a support body 21 surrounds the parking lock wheel 2 radially and has pockets 7 . Exactly one blocking element 4 is arranged in each pocket 7 and guided axially through the carrier body 21 .
  • the carrier body 21 also has a flange section 29 with through-holes 30, via which it can be screwed to a transmission housing.
  • the blocking elements 4 are designed as balls.
  • the parking lock gear 2 is also surrounded radially by an actuator 5 .
  • the actuator 5 can be rotated in the circumferential direction relative to the axis of rotation 12 of the parking lock wheel 2 and has ramp contours 24 along which the locking elements 4 can slide or roll.
  • the ramp contours 24 are part of locking element pockets 31 of the actuator 5, which border the locking elements 4 radially on the outside.
  • the actuator 5 thus forms a blocking element carrier 6 .
  • the locking elements 4 are located radially on the outside of a ramp contour 24 of the actuator 5.
  • the actuator 5 has a locking element holder 25 which is arranged radially inside the carrier body 21 and the locking elements 4 are prevented from falling into the tooth gaps 23 of the parking lock wheel 2 .
  • the blocking element holder 25 can be designed as an independent component or can be permanently connected to the actuator 5 or the carrier body 21 .
  • the locking element holder 25 is a retaining lug 32 formed in one piece with the actuator 5. The retaining lugs ensure that the locking elements 4 are always pressed radially outwards against the ramps of the actuator 5 in the open state.
  • an actuating rod 20 moves in the direction of insertion 10, to the left in the drawing, and releases the rotational movement of the actuator 5 about the axis of rotation 12 counterclockwise.
  • the actuating rod 20 is part of a linear actuator with an axis that moves in and out (not shown).
  • an actuating contour that is movable parallel to the axis of rotation 12 or a rotary actuator with a gear wheel whose axis of rotation lies parallel to the central axis and engages in additional counter-toothing provided on the actuator 5 are conceivable.
  • the shape of the blocking elements and the contour design of the tooth gap 23 on the parking lock wheel 2 deflect the locking elements 4 radially above the limit engagement speed of the vehicle take place outside. Accordingly, the actuator 5 is rotated back in the circumferential direction about the axis of rotation 12 counter to the spring force F1.
  • the locking elements 4 dip into the next tooth gap 23 of the parking lock wheel 2 .
  • the actuator 5 rotates to the left in the circumferential direction via the compression spring 28 up to an end stop (not shown) on the actuator 5 or on the carrier body 21 .
  • the ramp contours 24 end in a cylindrical area 33 which forms the minimum inside diameter of the actuator 5 . As soon as the cylindrical area 33 is above the locking elements 4, they can no longer be pressed radially outwards and the parking lock 1 is closed.
  • the torque for holding the vehicle is transmitted via the vehicle wheel to the transmission shaft to the parking lock wheel 2 and from here via the locking elements 4 which are in contact to the carrier body 21 to the transmission housing.
  • the locking element carrier 6 forms the actuator 5 itself and synchronizes the movement of all locking elements 4 by synchronously taking them along via the corresponding counter-contour of the parking lock wheel 2 .
  • the locking elements 4 tooth gaps 23 of the parking lock wheel 2 are located before the parking lock 1 is disengaged.
  • the actuator rod 20 moves to the right and presses the actuator 5 against the spring force F1 of the compression spring 28.
  • the actuator 5 rotates about the axis of rotation 12 clockwise.
  • the radial movement of the blocking elements 4 is released by the actuator 5, they are pressed radially outwards by the torque applied to the parking lock gear 2 via the ball and tooth flank contour.
  • the actuator rod 20 presses the actuator 5 in the circumferential direction up to a specific stroke distance or a fixed stop on the carrier body 21 .
  • the actuator rod 20 remains in this position and is also locked if necessary, as a result of which the parking lock 1 remains in the open state and the parking lock wheel 2 can rotate freely with the transmission shaft.
  • the actuator 5 is secured axially on the carrier body 21 via three pins 34 which are pressed into the actuator 5 and engage in a groove 33 in the carrier body 21 .
  • an annular securing element such as a snap ring, a securing ring or the caulking of the actuator 5.
  • a separate axial securing device can also be dispensed with.

Landscapes

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

Abstract

L'invention concerne un verrou de stationnement (1) pour un véhicule, comprenant une roue de verrou de stationnement (2) qui a une pluralité de dents (22) et des espaces interdentaires (23) en tant qu'évidements radiaux (3) et qui, dans l'état déverrouillé, peut tourner autour d'un axe de rotation (12), et comprenant un élément de verrouillage (4) qui, dans l'état verrouillé, vient en prise avec l'un des évidements radiaux (3), et un actionneur (5) qui met en prise ou désaccouple le verrou de stationnement (1) en se déplaçant dans la direction circonférentielle.
PCT/DE2021/100538 2020-08-17 2021-06-25 Verrou de stationnement WO2022037740A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020121493 2020-08-17
DE102020121493.6 2020-08-17

Publications (1)

Publication Number Publication Date
WO2022037740A1 true WO2022037740A1 (fr) 2022-02-24

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Family Applications (1)

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PCT/DE2021/100538 WO2022037740A1 (fr) 2020-08-17 2021-06-25 Verrou de stationnement

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DE (1) DE102021120885A1 (fr)
WO (1) WO2022037740A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1043829B (de) 1956-08-02 1958-11-13 Gen Motors Corp Parksperre fuer Kraftfahrzeuge
DE102005042348A1 (de) * 2005-09-07 2007-03-22 Zf Friedrichshafen Ag Parksperrenvorrichtung eines Getriebes
US20150267811A1 (en) * 2014-03-21 2015-09-24 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Parking mechanism arrangement for a motor vehicle transmission
CN106499815A (zh) * 2015-09-07 2017-03-15 甘亚冰 组合式楔块机构、杠杆式防超越锁扣及汽车防倒溜器
DE102016201228A1 (de) 2016-01-28 2017-08-03 Schaeffler Technologies AG & Co. KG Parksperrenanordnung für ein Getriebe eines Kraftfahrzeugs
DE102018108596A1 (de) * 2018-04-11 2019-10-17 Gkn Automotive Ltd. Parksperreneinheit und Getriebeanordnung mit einer solchen Parksperreneinheit

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018108531B4 (de) 2018-04-11 2020-08-06 Schaeffler Technologies AG & Co. KG Getriebeausgangsanordnung und dreirädriges Kleinkraftfahrzeug

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1043829B (de) 1956-08-02 1958-11-13 Gen Motors Corp Parksperre fuer Kraftfahrzeuge
DE102005042348A1 (de) * 2005-09-07 2007-03-22 Zf Friedrichshafen Ag Parksperrenvorrichtung eines Getriebes
US20150267811A1 (en) * 2014-03-21 2015-09-24 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Parking mechanism arrangement for a motor vehicle transmission
CN106499815A (zh) * 2015-09-07 2017-03-15 甘亚冰 组合式楔块机构、杠杆式防超越锁扣及汽车防倒溜器
DE102016201228A1 (de) 2016-01-28 2017-08-03 Schaeffler Technologies AG & Co. KG Parksperrenanordnung für ein Getriebe eines Kraftfahrzeugs
DE102018108596A1 (de) * 2018-04-11 2019-10-17 Gkn Automotive Ltd. Parksperreneinheit und Getriebeanordnung mit einer solchen Parksperreneinheit

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Publication number Publication date
DE102021120885A1 (de) 2022-02-17

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