WO2022053141A1 - Unité de verrouillage de stationnement pour groupe motopropulseur de véhicule à moteur, et ensemble de transmission doté d'une telle unité de verrouillage de stationnement - Google Patents

Unité de verrouillage de stationnement pour groupe motopropulseur de véhicule à moteur, et ensemble de transmission doté d'une telle unité de verrouillage de stationnement Download PDF

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Publication number
WO2022053141A1
WO2022053141A1 PCT/EP2020/075488 EP2020075488W WO2022053141A1 WO 2022053141 A1 WO2022053141 A1 WO 2022053141A1 EP 2020075488 W EP2020075488 W EP 2020075488W WO 2022053141 A1 WO2022053141 A1 WO 2022053141A1
Authority
WO
WIPO (PCT)
Prior art keywords
parking lock
actuating element
lock unit
chamber
guide sleeve
Prior art date
Application number
PCT/EP2020/075488
Other languages
German (de)
English (en)
Inventor
Sascha Miebach
Mark Schmidt
Thomas Schepanowski
Torsten Tietgen
Hans-Joachim Schmeink
Simon Broicher
Original Assignee
Gkn Automotive Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Gkn Automotive Limited filed Critical Gkn Automotive Limited
Priority to PCT/EP2020/075488 priority Critical patent/WO2022053141A1/fr
Priority to CN202080104978.6A priority patent/CN116018283A/zh
Priority to DE112020007592.3T priority patent/DE112020007592A5/de
Publication of WO2022053141A1 publication Critical patent/WO2022053141A1/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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/18—Propelling the vehicle
    • B60Y2300/18008—Propelling the vehicle related to particular drive situations
    • B60Y2300/18108—Braking
    • B60Y2300/18141—Braking for parking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/40—Actuators for moving a controlled member
    • B60Y2400/405—Electric motors actuators
    • 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
    • F16H48/00—Differential gearings

Definitions

  • the invention relates to a parking lock unit for a drive train of a motor vehicle and a transmission arrangement or an electric drive arrangement with such a parking lock unit.
  • Parking lock units for vehicle transmissions are generally known, for example for automatic transmissions or for transmission arrangements of electric drives.
  • the parking lock units assume the function of blocking or releasing the drive train as required.
  • Vehicle transmissions essentially serve to adjust the speed between the higher speeds of the drive source, for example an internal combustion engine or an electric machine, and the lower speeds of the vehicle wheels.
  • a transmission arrangement for an electric drive of a motor vehicle is known from WO 2020 001794 A1.
  • the transmission arrangement includes an input shaft, a reduction gear, a power split unit with an input part and two output parts, which are arranged in a transmission housing, and a parking lock unit, which is arranged in a parking lock housing.
  • the parking lock assembly includes a parking lock gear in the power path between the input shaft and the output parts, and a controllable lock member selectively engageable with the parking lock gear to lock the same.
  • the parking lock housing is sealed against the transmission housing so that it is liquid-tight, so that the transmission oil bath and the parking lock oil bath are separated.
  • An electric drive arrangement with a parking lock is known from WO 2018 001476 A1.
  • the motor shaft of the electric motor has a free, cantilevered shaft end, which is guided into a parking lock housing and to which a ratchet wheel is non-rotatably connected.
  • the parking lock housing forms a common space together with the housing arrangement.
  • DE 10 2010 029 400 A1 discloses a parking lock arrangement for the drive train of a motor vehicle, which has a locking mechanism and an actuator for actuating the locking mechanism.
  • the locking mechanism includes a locking element that can be moved linearly by the actuator and is guided in a guide sleeve.
  • the present invention is based on the object of providing a parking lock unit for a transmission unit of a motor vehicle, which enables rapid engagement speeds of the parking lock and is durable and easy to service. Furthermore, it should be the object of the invention to propose a transmission arrangement with such a parking lock unit whose drive train can be blocked or released correspondingly quickly.
  • a parking lock unit for a drive train of a motor vehicle comprising: a parking lock wheel which can be connected in a torque-proof manner to an element of the drive train, a locking element which can be selectively engaged or disengaged with the parking lock wheel, a controllable actuator and one of these axially adjustable actuating element, which is axially guided in a guide sleeve and interacts with the blocking element, a first chamber being formed in the guide sleeve on a first side of the actuating element, and a second chamber being formed in the guide sleeve on a second side of the actuating element; a fluid connection being provided which at least indirectly connects the first chamber to the second chamber, the fluid connection having a cross-sectional area which is at least 5% of a cross-sectional area of the guide sleeve.
  • the fluid connection allows the lubricant to quickly move out of the range of motion of the actuator when the actuator is moved into the first chamber.
  • the fact that the fluid connection has a cross-sectional area of at least 5% of the cross-sectional area of the guide sleeve results in particularly short actuation times for switching the parking lock, especially when the vehicle or the transmission arrangement is on a slope.
  • the cross-sectional area can also be larger, for example at least 7.5 or at least 10% of the sleeve cross-sectional area.
  • the cross-sectional area of the fluid connection can also be at least 10% of a largest cross-sectional area of the actuating element.
  • the actuating element is arranged in the guide sleeve so that it can move axially, with a first chamber being formed on a first axial side of the actuating element and a second chamber being formed on a second axial side of the actuating element.
  • first chamber being formed on a first axial side of the actuating element
  • second chamber being formed on a second axial side of the actuating element.
  • the guide sleeve is firmly connected to the parking lock housing, for example in a form-fitting, force-fitting and/or cohesive manner, with the guide sleeve preferably being aligned horizontally when the parking lock unit is installed.
  • the guide sleeve can have a peripherally closed first sleeve section, in particular an end section that is inserted into a bore of the parking lock housing, and an adjoining second sleeve section with a longitudinal slot into which the blocking element can move in the release position.
  • the closed sleeve section lies in the first direction of movement and is part of the first chamber.
  • the split second sleeve portion is in the second direction and is part of the second chamber.
  • the parking lock unit and the transmission unit can be sealed from one another and have separate lubricants.
  • a separate parking lock lubricant a defined supply of oil to the contact area between the parking lock wheel and the locking element can be realized when the parking lock is engaged, which has a positive effect on the engagement speed.
  • different lubricants can be used for the transmission and the parking lock, which are individually adapted to the respective requirements. In terms of maintenance, both lubricants can be replaced individually, depending on wear.
  • the parking lock unit and the transmission unit are fluidly connected to one another and use a common lubricant that lubricates both units.
  • the parking lock unit can have any desired design, with electric motor, electromagnetic or hydraulic actuators being able to be used to move the actuating element.
  • the axially movable actuating element can be moved by the actuator in the first axial direction and is acted upon by spring means in the opposite, second direction.
  • the actuating element interacts in particular with the blocking element in such a way that the actuating element releases the blocking element when moving in the first axial direction and acts on the blocking element into the closed position when moving in the second axial direction.
  • the blocking element engages in a form-fitting manner in the ratchet wheel, so that the ratchet wheel and the drive train connected thereto are blocked.
  • the ratchet wheel can rotate freely, so that a rotational movement introduced into the gear unit is transmitted to the output parts.
  • the ratchet wheel can be connected to any torque-transmitting element of the drive train, for example a shaft.
  • the actuating mechanism can have a spindle shaft that can be driven by the actuator to rotate about an axis of rotation in both directions.
  • the actuating element can be displaced axially in the first direction against the restoring force of the spring via a spindle nut.
  • the spindle shaft can have a centrifugal disk which, when the spindle shaft rotates, flings lubricant in the direction of the contact area between the parking lock wheel and the locking element.
  • the level of the lubricant is in a calm state in the vertical direction, preferably below the effective range of the parking lock wheel, which the parking lock wheel defines when rotating.
  • the level of the lubricant can be in a lower half, in particular in a lower third, of the guide sleeve in the horizontal installation position of the transmission arrangement in a calm state.
  • the blocking element can be designed in the form of a pivotably mounted pawl or, according to a second possibility, in the form of a linearly movable locking bolt.
  • Spring means can be provided which act on the blocking element in the release position.
  • the blocking element has engagement means which are designed in such a way that they can positively engage in the contour of the ratchet wheel or can be released from it.
  • the fluid connection comprises at least one longitudinal recess which is formed in a peripheral section of the actuating element and is set back radially inwards in relation to an outer guide surface of the actuating element.
  • the actuating element When the actuating element is moved axially, lubricating oil flows from the first chamber through the longitudinal recess within the sleeve in the direction of the second chamber.
  • the actuating element preferably has a plurality of longitudinal recesses, for example two, three or four, which in particular are regularly distributed over the circumference.
  • a guide surface section is formed between two circumferentially adjacent recesses, with which the actuating element is guided axially in the guide sleeve.
  • the fluid connection can have at least one longitudinal bore through the actuating element, through which lubricant can flow between the first chamber and the second chamber, depending on the direction of movement of the actuating element.
  • the longitudinal bore can be used as a central bore be designed, wherein a drive-connected to the actuator long element can be passed through the bore, for example a spindle shaft or a coupling rod.
  • an annular gap is formed as a fluid connection between the longitudinal bore and the long element, through which the parking lock lubricant can flow.
  • the cross-sectional area of the annular gap is at least 5% of the cross-sectional area of the guide sleeve or at least 10% of the cross-sectional area of the actuating element.
  • the fluid connection can have at least one transverse bore in the actuating element, through which lubricant can flow from one chamber to the other chamber when the actuating element is moved.
  • the actuating element can have two guide sections which are arranged axially offset from one another and which interact with the guide sleeve. An annular groove is formed axially between the guide sections, into which the at least one transverse bore opens.
  • the fluid connection can have at least one radial opening in the guide sleeve and a housing bore fluidically connected thereto in the parking lock housing, in which the guide sleeve is seated.
  • the fluid connection can have an external channel which is connected to the parking lock housing, with a first end of the channel being fluidically connected to the first chamber, and a second end of the channel opening into another housing area in which the hydraulic pressure is lower than in the first chamber.
  • the parking lock unit can be used for any transmission arrangement, for example for an electric transmission arrangement or an automatic transmission of a motor vehicle.
  • a gear arrangement in particular for an electric drive, comprising: a reduction gear that can reduce an input torque to a lower speed, a differential gear that can transmit a rotary motion introduced by the reduction gear to a differential carrier to two output wheels; as well as a parking lock unit, which can be designed according to one or more of the above-mentioned embodiments.
  • FIG. 1A shows a parking lock unit according to the invention in a first embodiment in a sectional representation
  • FIG. 1B shows the parking lock unit from FIG. 1A in a cross section through the actuating element
  • FIG. 1C shows the actuating element from FIGS. 1A and 1B as a detail in a perspective view
  • FIG. 1D shows the parking lock unit from FIG. 1A in a position inclined by approximately 15° from the horizontal;
  • FIG. 2 shows an actuating element for a parking lock unit according to FIGS. 1A, 1B in a modified embodiment in a perspective representation
  • FIG. 3A shows a parking lock unit according to the invention in a further embodiment in a sectional view
  • FIG. 3B shows the actuating element from FIG. 3A as a detail in longitudinal section
  • FIG. 4A shows a parking lock unit according to the invention in a further embodiment in a sectional view
  • FIG. 4B shows the parking lock unit from FIG. 4A in a cross section through the actuating element
  • FIG. 4C shows the actuating element from FIGS. 4A, 4B as a detail in a perspective representation
  • FIG. 5 shows a parking lock unit according to the invention in a further embodiment in a sectional view
  • FIG. 6 shows a parking lock unit according to the invention in a further embodiment in a sectional representation
  • FIG. 7A shows a drive arrangement according to the invention with a parking lock unit according to the invention according to FIGS. 1A to 1D in a sectional view;
  • FIG. 7B shows the drive arrangement according to section line 7B-7B from FIG. 7A in a horizontal installation position.
  • FIGS. 1A to 1D show a parking lock unit 2 according to the invention for the drive train of a motor vehicle in a first embodiment.
  • a parking lock is used to optionally block a drive component in the drive train of the motor vehicle, so that the motor vehicle is prevented from unintentionally rolling away when the drive source does not provide any torque.
  • the parking lock unit 2 comprises a parking lock housing 3, a ratchet wheel 4, which can be connected in a torque-proof manner to a shaft 5, a locking element 6, which is movably mounted in the parking lock housing 3, and an actuating mechanism with an axially adjustable actuating element 8, which interacts with the locking element 6 and is guided axially in a guide sleeve 9, and a controllable actuator 7, which is drivingly connected to the actuating element 8.
  • the parking lock unit 2 which can also be referred to as a parking lock arrangement, is filled with a lubricant 10, the level of which is shown as a dashed line L in the horizontal installation position.
  • the level L of the lubricant 10 is in the horizontal installation position of the parking lock unit 2, or a drive arrangement comprising the parking lock unit, in the calmed state below the effective range of the parking lock wheel 4. It can be seen that the lubricant level L is arranged in a lower half or a lower third of the guide sleeve 9 in the present case. This results in a particularly high level of efficiency.
  • the actuating element 8 which can be moved axially in the guide sleeve 9, has a piston-like effect, with a first chamber 12 being formed in the guide sleeve 9 on a first side of the actuating element 8 and a second chamber 13 being formed in the guide sleeve on the opposite, second side of the actuating element.
  • the first chamber 12 decreases and the second chamber 13 increases correspondingly, and vice versa. So that the lubricant 10 can escape from the chamber into which the actuating element 8 moves as quickly as possible when the actuating element 8 moves, a fluid connection 14 is provided in another area of the parking lock housing 3 .
  • the fluid connection 14 has a cross-sectional area that is preferably at least 5%, in particular at least 7.5% or at least 10% of the cross-sectional area of the guide sleeve 9 and/or at least 10% of a largest cross-sectional area of the actuating element 8.
  • the configuration of the fluid connection 14 will be discussed in more detail further below.
  • the axially movable actuating element 8 can be moved by the actuator 7 in the first axial direction R1 and is acted upon by spring means 15 in the opposite second direction R2.
  • the actuating element 8 interacts with the locking element 6 in such a way that the actuating element releases the locking element 6 when moving in the first axial direction R1 and moves the locking element 6 into the closed position when moving in the second axial direction R2.
  • the guide sleeve 9 is firmly connected to the parking lock housing 3, in particular pressed into a corresponding bore 16 of the housing.
  • the guide sleeve 9 is preferably aligned horizontally, so that the lubricant is evenly distributed when the vehicle is on level ground.
  • the guide sleeve 9 has a circumferentially closed first sleeve section 17, into which the actuating element 8 moves when actuated in the first direction R1, and a second sleeve section 18, into which the actuating element 8 moves in the second direction R2 and one Longitudinal slot 32 has.
  • the guide sleeve 9 is supported axially against the parking lock housing 3 , in particular with the interposition of a plate spring 19 .
  • the parking lock housing 3 optionally has a sleeve projection 20 arranged coaxially with the guide sleeve 9, into which the spring 15 and a drive element 22, which can be moved by the actuator 7, extend axially in the form of a spindle shaft.
  • the sleeve extension 20 can have a removable cover 21 which can be removed if required for forced unlocking of the parking lock 2 in order to introduce a torque into the drive element 22 .
  • the spindle shaft 22 is rotatably mounted by means of a bearing 11 in the parking lock housing 3 about the axis of rotation X22.
  • the actuating element 8 has an in particular conical pressure surface 27 for acting on the blocking element 6, as well as two guide sections 28, 28', with which the actuating element is guided axially in the guide sleeve 9.
  • a circumferential depression 29 is formed axially between the guide sections and forms an annular space in the guide sleeve.
  • the ratchet wheel 4 has on an outer peripheral surface a multiplicity of locking recesses 24 distributed over the circumference, in which the locking element 6 can engage with a locking tooth 25 in a form-fitting manner.
  • the blocking element 6 can be transferred into a blocking position in which it is positively connected to the ratchet wheel 4 so that the ratchet wheel 4 is prevented from rotating. In the unlocked position, the blocking element 6 is shifted outward relative to the ratchet wheel 4, so that the ratchet wheel 4 and the drive train connected thereto can rotate freely.
  • the blocking element 6 is designed in the form of a pawl, which is pivotally mounted at one end in the parking lock housing 3 about a pivot axis X6.
  • the pawl 6 is used to either fix the ratchet wheel 4 or the shaft 5 connected to it so that a drive train connected to the shaft 5 is prevented from rotating, or to release it so that the components of the drive train can rotate freely.
  • a spring element can be provided (not shown) to transfer the pawl 6 from the locked position to the release position.
  • the spring element can be designed in the form of a torsion spring, which can be supported with a first leg on the parking lock housing 3 and with a second leg on the pawl 6 can be supported.
  • the pawl has a functional surface 26 on the outside, which interacts with the conical pressure surface 27 of the actuating element 8 .
  • the functional surface 26 is inclined relative to a radial plane that contains the axis of rotation X6 and runs through the contact point between the functional surface 26 and the pressure surface 27 . In this way, a translational movement of the actuating element 8 is converted into a pivoting movement of the pawl 6 .
  • the guide sleeve 9 is provided, in which the actuating element 8 is guided with the guide sections 28, 28' in an axially movable manner.
  • the actuator 7 is designed in the form of an electromechanical actuator which can be controlled by an electronic control unit (not shown), for example an electric motor.
  • the actuator can alternatively also be designed in the form of an electromagnetic, hydraulic or pneumatic actuator, for example.
  • the actuator 7 acts on the actuating element 8 in a first axial direction R1.
  • the actuator 7 is driven in rotation via the spindle shaft 22, which interacts with a spindle nut 23 screwed onto it.
  • the spindle nut 23 serves as an axial stop or support surface for the actuating element 8.
  • the actuating element 8 is acted upon by the spring 15 in the second direction R2, ie against the spindle nut 23.
  • the spindle shaft 22 By turning the spindle shaft 22 in a first direction of rotation, the spindle nut 23 screwed onto it moves away from the actuator 7 in the first axial direction R1. In the sliding position away from the actuator, the actuating element 8 is pushed away from the functional surface 26 of the pawl 6 against the prestressing force of the spring 15, so that the pawl 6 is released and is pivoted radially outwards relative to the ratchet wheel by the spring force of the pawl spring.
  • the spindle nut 23 moves accordingly in the axially opposite, second direction R2, ie towards the actuator 7 .
  • the actuating element 8 is released ben and is acted upon by the spring 15 against the functional surface 26 of the pawl 6. If the tooth 25 is in the region of a gap in the ratchet wheel, the actuating element 8 acts on the pawl 6 in the closing direction and acts on it radially inwards.
  • the tooth 25 positively engages in one of the recesses 24 of the ratchet wheel 4, so that the latter is secured against rotation. To loosen it again, the spindle nut 33 is moved back into its first position.
  • the spring 15 is preferably designed in the form of a helical spring which is seated in a receiving space of the actuating element 8 .
  • the spring 15 is axially supported on the one hand against the actuating element 8 and on the other hand against the parking lock housing 3 .
  • the spindle shaft 22 can optionally have a centrifugal disc 37 which, when the spindle shaft rotates, throws lubricant in the direction of the contact area between the parking lock wheel 4 and the locking element 6 .
  • the parking lock unit 2 can also have a locking sensor that detects the switching position of the locking member 6 and forwards a corresponding locking signal to the control unit.
  • the locking sensor which can be fixed in the parking lock housing 3, detects whether the locking element 6 engages in the locking wheel 4 in a form-fitting manner, is in a tooth-on-tooth position, or is completely pivoted away from the locking wheel 4.
  • the fluid connection 14 comprises a plurality of longitudinal recesses 30 distributed over the circumference in the guide section 28'.
  • a guide surface section 31 is formed between two recesses 30 that are adjacent in the circumferential direction, with which the actuating element is guided axially in the guide sleeve 9 .
  • lubricating oil can flow from the first chamber 12 through the longitudinal recesses 30 to the circumferential depression 29 and from there through the longitudinal slot 32 of the guide sleeve into an upper area of the parking lock. from where the lubricant can get into the second chamber 13 behind the actuating element 8 .
  • the lubricant can flow in the opposite direction from the second chamber 14 through the longitudinal slot 32 of the guide sleeve and the longitudinal recesses 30 in the actuating cone to the first chamber 12 .
  • the cross-sectional area A14 of the fluid connection 14 is formed by the sum of the cross-sectional areas of the longitudinal recesses 30 .
  • the cross-sectional area A14 of the fluid connection 14 is at least 5% of the cross-sectional area A8 of the guide sleeve 9, preferably at least 10% of the sleeve cross-sectional area.
  • the longitudinal recesses 30 are preferably designed in such a way that their cumulative cross-sectional area A14 is at least 10% of a largest cross-sectional area A8 of the actuating element 8 .
  • lubricant 10 can quickly get out of the space in front of the actuating element 8 in the direction of movement. A hydraulic resistance formed by the lubricant is reduced, so that particularly fast reaction times of the parking lock 2 result. This applies in particular to operating states in which the vehicle or the parking lock is inclined relative to a normal horizontal position, as shown in FIG. 1D, which can result in a larger quantity of lubricant being located directly in front of or behind the actuating element.
  • FIG. 2 shows an actuating element 8 in a slightly modified embodiment.
  • the only difference from the embodiment according to FIGS. 1A to 1D is that the longitudinal recesses 30 are designed in the form of circumferentially distributed grooves.
  • FIGS. 3A and 3B show a parking lock unit 2 according to the invention in a further embodiment.
  • This largely corresponds to the embodiment according to FIGS. 1A to 1D, to the extent of which reference is made to their description with regard to the similarities. Identical or modified details are provided with the same reference symbols as in FIGS. 1A to 1D.
  • the present embodiment according to FIGS. 3A and 3B is characterized in that the fluid connection 14 has a longitudinal bore 33 through the actuating element 8.
  • the spindle shaft 22 is guided through the longitudinal bore 33, with an annular gap 34 being formed between the spindle shaft and the wall of the bore, through which the lubricant can flow.
  • the cross-sectional area of the annular gap 34 is at least 5% of the cross-sectional area A9 of the guide sleeve 9 or at least 10% of the cross-sectional area A8 of the actuating element 8.
  • FIGS. 4A to 4C show a parking lock unit 2 according to the invention in a further embodiment. This largely corresponds to the embodiment according to FIGS. 1A to 1D, to the extent of which reference is made to their description with regard to the similarities. Identical or modified details are provided with the same reference symbols as in FIGS. 1A to 1D.
  • the present embodiment according to FIGS. 4A to 4C is characterized in that the fluid connection 14 has a plurality of transverse bores 34 in the actuating element, through which lubricant can flow from one chamber to the other chamber when the actuating element is moved.
  • the transverse bores 35 connect an outer peripheral surface of the actuating element 8 with a central bore 36.
  • the two transverse bores 35 are arranged in a plane between the two guide sections 28, 28' and open into the circumferential depression 29 of the actuating cone.
  • the number and diameter of the transverse bores 35 are selected such that the cumulative cross-sectional area A14 of the fluid connection 14 is at least 5% of the cross-sectional area A9 of the guide sleeve 9 or at least 10% of the cross-sectional area A8 of the actuating element 8.
  • two transverse bores 35 are provided which are diametrically opposite one another, it being understood that a different number and arrangement is also possible.
  • FIG. 5 shows a parking lock unit 2 according to the invention in a further embodiment. This largely corresponds to the embodiment according to FIGS. 1A to 1D, on the description of which they have in common insofar is referred to. Identical or modified details are provided with the same reference symbols as in FIGS. 1A to 1D.
  • the present embodiment according to FIG. 5 is characterized in that the fluid connection 14 includes a radial opening 38 in the guide sleeve 9 and a housing bore 39 in the parking lock housing 3 which is fluidically connected thereto.
  • the actuating element 8 When the actuating element 8 is moved in the first direction R1, lubricant can flow out of the first chamber 12 through the radial opening 38 and the housing bore 39 in the direction of the ratchet wheel 4.
  • the radial opening 38 and housing bore 39 are dimensioned such that their cross-sectional area is at least 5% of the cross-sectional area of the guide sleeve 9 or at least 10% of the cross-sectional area of the actuating element 8 .
  • FIG. 6 shows a parking lock unit 2 according to the invention in a further embodiment. This largely corresponds to the embodiment according to FIGS. 1A to 1D, to the extent of which reference is made to their description with regard to the similarities. Identical or modified details are provided with the same reference symbols as in FIGS. 1A to 1D.
  • the present embodiment according to FIG. 6 is characterized in that the fluid connection 14 has an external channel 40 which is connected to the parking lock housing 3 .
  • a first end of the channel 40 is connected to the cover 21 and is thus fluidically connected to the first chamber 12 .
  • the second end of the channel 40 opens into a housing section located above the first end in the area of the ratchet wheel 4.
  • the cross-sectional area A14 of the channel of the fluid connection 14 is at least 5% of the cross-sectional area A9 of the guide sleeve 9 or at least 10% of the cross-sectional area A8 of the actuating element 8.
  • the drive arrangement 41 comprises an electric machine 42 and a gear arrangement 43 drive-connected thereto with a reduction gear 44 and a differential gear 45.
  • the electric machine 42 is accommodated in a housing section of a housing arrangement 46 and comprises a stator supported in the housing, rotating therewith about an axis of rotation X47 drivable rotor with a motor shaft 47.
  • the motor shaft 47 has a drive pinion 48 at one end of the shaft, which together with a gear 49 forms a first gear stage.
  • the gear wheel 49 is rotatably mounted on a shaft 5 with a bearing 50 and can be selectively connected to or disconnected from the shaft for the transmission of torque via a clutch unit 53 .
  • the shaft 5, which can also be referred to as an intermediate shaft, is rotatably mounted in the housing 46 by means of bearings 58, 58' about an axis of rotation X5 and extends through an opening in the intermediate plate 60 of the housing 46.
  • a drive pinion 54 is firmly connected to the shaft 5, which together with a ring gear 55 forms a second gear stage.
  • the ring gear 55 is firmly connected to a differential carrier 56 of the differential gear 45, which is rotatably mounted in the housing 46 by means of bearings 59, 59'.
  • the differential gear 45 further comprises a differential gear set 57 accommodated therein with two sideshaft gears as output parts, which are to be drivingly connected to side shafts of the vehicle.
  • the shaft 5 Adjacent to the outer bearing 58 ′, the shaft 5 has a free, cantilevered shaft end 52 which projects into a parking lock space 51 .
  • the parking lock chamber 51 is sealed against the transmission chamber 61 in a liquid-tight manner by a sealing element 62 .
  • the transmission chamber 61 is filled with a transmission lubricant, while the parking lock chamber 51 is filled with a parking lock lubricant 10 separate therefrom.
  • a pressure equalization channel can be provided to equalize the pressure between the transmission chamber 61 and the parking lock chamber 51 .
  • it is also possible for the transmission chamber and the parking lock chamber to be connected to one another and to use a common lubricant.
  • the present drive arrangement 41 or transmission arrangement 43 is characterized by the parking lock unit 2 , which is arranged in the parking lock space 51 is.
  • the fluid connection 14 allows lubricant to quickly escape from the range of movement of the actuating element 8 . This results in particularly short actuation times for switching the parking lock 2, especially when the vehicle or the transmission arrangement 43 is located on a slope.

Landscapes

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

Abstract

L'invention concerne une unité de verrouillage de stationnement (2) destinée à un véhicule à moteur, ladite unité comprenant : une roue de verrouillage de stationnement (4) ; un élément de verrouillage (6) pouvant être mis sélectivement en prise ou hors de prise avec la roue de verrouillage de stationnement (4) ; un actionneur (7) pouvant être commandé ; et un élément d'actionnement axialement réglable (8) guidé axialement dans un manchon de guidage (9). Une première chambre (12) est formée dans le manchon de guidage sur une première face de l'élément d'actionnement (8), et une seconde chambre (13) est formée dans le manchon de guidage sur une seconde face de l'élément d'actionnement (8) ; le manchon de guidage (9) est disposé au-dessous de la roue de verrouillage de stationnement (4) lors de son installation, de sorte qu'un lubrifiant puisse être collecté dans la première et la seconde chambre (12, 13) ; et une liaison fluidique (14) relie au moins indirectement la première chambre (12) à la seconde chambre (13), présentant une aire en section transversale (A14) égale à au moins 5 % de l'aire en section transversale (A9) du manchon de guidage (9). L'invention concerne en outre un ensemble de transmission comprenant une telle unité de verrouillage de stationnement (2).
PCT/EP2020/075488 2020-09-11 2020-09-11 Unité de verrouillage de stationnement pour groupe motopropulseur de véhicule à moteur, et ensemble de transmission doté d'une telle unité de verrouillage de stationnement WO2022053141A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
PCT/EP2020/075488 WO2022053141A1 (fr) 2020-09-11 2020-09-11 Unité de verrouillage de stationnement pour groupe motopropulseur de véhicule à moteur, et ensemble de transmission doté d'une telle unité de verrouillage de stationnement
CN202080104978.6A CN116018283A (zh) 2020-09-11 2020-09-11 用于机动车的驱动系的停车闭锁单元和带有这样的停车闭锁单元的传动组件
DE112020007592.3T DE112020007592A5 (de) 2020-09-11 2020-09-11 Parksperreneinheit für einen Antriebsstrang eines Kraftfahrzeugs und Getriebeanordnung mit einer solchen Parksperreneinheit

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2020/075488 WO2022053141A1 (fr) 2020-09-11 2020-09-11 Unité de verrouillage de stationnement pour groupe motopropulseur de véhicule à moteur, et ensemble de transmission doté d'une telle unité de verrouillage de stationnement

Publications (1)

Publication Number Publication Date
WO2022053141A1 true WO2022053141A1 (fr) 2022-03-17

Family

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PCT/EP2020/075488 WO2022053141A1 (fr) 2020-09-11 2020-09-11 Unité de verrouillage de stationnement pour groupe motopropulseur de véhicule à moteur, et ensemble de transmission doté d'une telle unité de verrouillage de stationnement

Country Status (3)

Country Link
CN (1) CN116018283A (fr)
DE (1) DE112020007592A5 (fr)
WO (1) WO2022053141A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100838115B1 (ko) * 2006-10-31 2008-06-13 현대 파워텍 주식회사 자동변속기의 파킹 장치용 윤활 장치
JP2010202099A (ja) * 2009-03-05 2010-09-16 Toyota Motor Corp パーキングロック装置
DE102010029400A1 (de) 2010-05-27 2011-12-01 Gkn Driveline International Gmbh Parksperrenanordnung für ein Kraftfahrzeug
WO2018001476A1 (fr) 2016-06-29 2018-01-04 Gkn Driveline Bruneck Ag Unité frein de stationnement et ensemble de propulsion électrique comprenant un frein de stationnement
WO2020001794A1 (fr) 2018-06-29 2020-01-02 Gkn Automotive Ltd Ensemble d'engrenages comprenant un frein de stationnement et entraînement électrique comprenant un ensemble d'engrenages de ce type

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100838115B1 (ko) * 2006-10-31 2008-06-13 현대 파워텍 주식회사 자동변속기의 파킹 장치용 윤활 장치
JP2010202099A (ja) * 2009-03-05 2010-09-16 Toyota Motor Corp パーキングロック装置
DE102010029400A1 (de) 2010-05-27 2011-12-01 Gkn Driveline International Gmbh Parksperrenanordnung für ein Kraftfahrzeug
WO2018001476A1 (fr) 2016-06-29 2018-01-04 Gkn Driveline Bruneck Ag Unité frein de stationnement et ensemble de propulsion électrique comprenant un frein de stationnement
WO2020001794A1 (fr) 2018-06-29 2020-01-02 Gkn Automotive Ltd Ensemble d'engrenages comprenant un frein de stationnement et entraînement électrique comprenant un ensemble d'engrenages de ce type

Also Published As

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DE112020007592A5 (de) 2023-07-27
CN116018283A (zh) 2023-04-25

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