Adjustment device for operating a parking lock for a vehicle and parking lock for a vehicle with such an adjustment device

Abstract

The invention relates to an adjusting device for actuating a parking lock for a vehicle, characterized in that an eccentric (1) is provided, which is driven by an actuator (2) to rotate about a pivot axis (3) and which interacts via a joint connection (5) with an actuating unit (7) arranged slidably perpendicular to the pivot axis (3) for actuating the parking lock, such that in only one direction of rotation of the eccentric (1) the actuating unit (7) can be moved back and forth between a position (P) activating the parking lock and a position (NP) deactivating the parking lock. The invention further relates to a parking lock for a vehicle with such an adjusting device.

Description

[0001] The invention relates to an adjusting device for actuating a parking lock for a vehicle. The invention further relates to a parking lock for a vehicle with such an adjusting device.

[0002] DE 10 2021 209 052 A1 discloses an actuating device for a parking lock device for a motor vehicle. The actuating device comprises a movably mounted actuating element designed to engage a parking lock pawl with a parking lock gear of the parking lock device in order to secure the motor vehicle against unintentional rolling away.

[0003] The invention is therefore based on the object of proposing an adjusting device and a parking lock of the aforementioned type, which enable simple actuation of the parking lock and are structurally simple and cost-effective.

[0004] The problem is solved by the features of claim 1 and alternatively by the features of claim 10. Further advantageous and claimed embodiments emerge from the respective subclaims, the description, and the drawings.

[0005] Accordingly, an adjustment device for actuating a parking lock for a vehicle is proposed. To facilitate actuation and enable a structurally simple and cost-effective design, an eccentric is provided that can be driven by an actuator to rotate about a rotational axis. This eccentric cooperates via a joint connection with an actuating unit arranged so as to be displaceable perpendicular to the rotational axis for actuating the parking lock, so that the actuating unit can be moved back and forth between a position that activates the parking lock and a position that deactivates it in only one direction of rotation of the eccentric.

[0006] This allows the use of a simple and cost-effective unidirectional actuator for actuation in only one direction, preferably in one direction of rotation, to operate the parking lock. Furthermore, the provided articulated connection allows the eccentric to be positioned perpendicular to the axis of rotation, and thus also the actuator, to the thrust movement to be transmitted. The adjustment device can thus be easily adapted to the installation conditions, and in particular, the actuator can be positioned at any distance from the parking lock.

[0007] In a preferred embodiment of the invention, a slidably arranged transmission element is provided for the articulated connection. This transmission element is articulated to an eccentric pin of the eccentric for transmitting a thrust movement, and interacts directly with the actuating unit. This allows the rotational movement to be transmitted in a particularly simple manner via the transmission element as a thrust movement to the actuating unit for linear actuation of the parking lock in one direction of rotation of the eccentric.

[0008] A preferred development of the invention provides that the transmission element has a slotted guide into which the eccentric bolt engages and is guided linearly to transmit a thrust movement to the transmission element.

[0009] In a particularly simple embodiment of the invention, the link guide is preferably designed as an elongated hole on the transmission element.

[0010] Alternatively, a connecting rod can be provided to transmit an axial thrust movement to the transmission element. Preferably, the connecting rod is pivotally connected to an eccentric pin of the eccentric on one side and pivotally connected to the transmission element on the other.

[0011] In a further advantageous development of the invention, the transmission element and the actuating unit are preferably arranged one behind the other along an imaginary common displacement axis and loosely adjacent to one another, such that only axial thrust forces can be transmitted between the transmission element and the actuating unit. In this way, the transmission element and the actuating element are decoupled from tensile forces, so that only compressive forces can be transmitted.

[0012] In addition, any transverse forces and deviations in the axial guide that may occur during operation can be compensated, and tolerances between the components can be compensated for through slight play. Operational malfunctions, particularly those caused by jamming or slip-stick effects in a linear guide between the transmission element and the actuating unit, can thus be avoided.

[0013] The applicant has discovered through experiments that linear or point contact between the transmission element and the actuating unit increases the stability of the displacement movement during actuation of the parking lock. A further particularly advantageous development of the invention therefore provides for a rounded portion, preferably on the front side of the actuating-side axial end of the transmission element, for contact with the actuating unit. This makes it easy to achieve linear or point contact with the actuating element for displacement.

[0014] The actuating unit preferably cooperates with return spring means to reset the thrust movement transmitted during actuation.

[0015] In another particularly preferred, structurally particularly simple embodiment of the invention, the transmission element is designed as a flat thrust plate. Preferably, it engages, at least in sections, in oppositely arranged guide slots on the side supports for support and guidance. It is preferably arranged with its wide, flat sides aligned perpendicular to the displacement axis. This allows it to engage in the guide slots particularly easily with its narrow, oppositely facing, material-thickness sides.

[0016] The side supports are preferably designed as flat side plates.

[0017] Alternatively or additionally, bulges running longitudinally to the displacement axis can also be provided on the side supports to guide the transmission element, into which the transmission element engages in a displaceable manner.

[0018] In another particularly preferred embodiment of the invention, the actuating unit is slidably mounted between two parallel side supports. Preferably, it is slidably guided on guide rails on the sides not facing the side supports. The latter are preferably at least partially supported on the side supports.

[0019] Preferably, the actuating unit is designed in such a way that, in the installed position, it is displaceably guided on a guide rail on the underside facing the parking lock and on the upper side facing away from it.

[0020] It is also advantageous if, preferably, common side supports are provided for guiding and supporting the transmission element and the actuating unit. These side supports extend parallel to the displacement axis and between which the transmission element and the actuating unit are movably arranged. This avoids the need for additional side supports. Alternatively, separate side supports can be provided for the transmission element and the actuating unit.

[0021] It is particularly advantageous if sheet metal is used as the material, especially for the transmission element and the side supports. This reduces the mass and weight of these components and makes them particularly easy and cost-effective to manufacture using sheet metal processing. For example, the transmission element with the slotted guide and the side supports with the guide slots or bulges can each be manufactured in a single step by punching or by punching and bending, and can be designed as a punched or punched-bent component.

[0022] In a further preferred embodiment of the invention, the actuating unit is designed as a sliding carriage. This preferably comprises two side supports spaced parallel to each other and extending parallel to the displacement axis, each of which is connected to the axial end by a flat cross member.

[0023] Preferably, the transmission element for transmission engages at a first axial end on a first cross member, and the return spring means for returning the thrust movement transmitted from the transmission element to the actuating unit in the axial direction engages at a second axial end on a second cross member. In this way, the cross member forms a mount for the side plates and, at the same time, the engagement point for the transmission element for transmitting a thrust force or for the return spring means for transmitting a preload force to the actuating element. This enables a particularly compact arrangement of the actuating unit.

[0024] In a further preferred embodiment of the invention, the actuating unit is constructed as a sliding carriage, which is particularly lightweight, simple, and cost-effective, made of sheet metal. Preferably, the side supports are designed as flat side plates, and the cross supports are designed as flat cross plates.

[0025] In a next advantageous development of the invention, the actuating unit interacts via a roller mechanism arranged between the side supports and supported thereon with a locking pawl for engagement in a locking toothing on a parking lock wheel for locking a transmission shaft of the vehicle.

[0026] The object of the invention is also achieved by a parking lock for a vehicle with an adjustment device as described above. This results in the advantages already described above.

[0027] Preferably, the axis of rotation of the eccentric of the adjusting device and thus the actuator driving it in rotation are arranged perpendicular to the axis of rotation of a parking lock wheel provided for locking a transmission shaft of the vehicle.

[0028] Alternatively, the rotational axis of the eccentric and thus the actuator that drives it can also be arranged parallel to the rotational axis of the parking lock gear.

[0029] Further claimed features of the invention will become apparent from the following description and the drawings, which further explain the present invention. They show: Fig. 1 shows an adjusting device according to the invention for actuating a parking lock for a vehicle and a parking lock according to the invention with such an adjusting device in the activated operating state in a first exemplary embodiment, Fig. 2 the adjustment device and the parking lock in a perspective partially sectioned view, Fig. 3 the adjustment device with the eccentric in the activated operating state of the parking lock in a partial plan view Fig. 4 the adjustment device Fig. 3 without the eccentric, Fig. 5 the adjustment device and the parking lock in a perspective top view, Fig. 6 the adjustment device and the parking lock in activated operating state in a partially sectioned side view, Fig. 7 the adjustment device and the parking lock Fig. 6 with hidden body edges, Fig. 8 the position of the eccentric when actuated between the activated and deactivated operating state of the parking lock Fig. 9 the adjustment device without the eccentric in deactivated operating state of the parking lock in a partial plan view, Fig. 10 the adjustment device and the parking lock in the deactivated state of the parking lock in a partially sectioned side view, Fig. 11 the adjustment device and the parking lock Fig. 10 with hidden body edges, Fig. 12 an adjusting device according to the invention for actuating a parking lock for a vehicle and a parking lock according to the invention with such an adjusting device in the activated operating state in a second embodiment Fig. 13 the adjustment device and the parking lock Fig. 12 in a perspective partially sectioned view, Fig. 14 the adjustment device and the parking lock Fig. 12 in activated operating state of the parking lock in a partially sectioned side view, Fig. 15 the adjustment device and the parking lock Fig. 14 with concealed body edges, Fig. 16 the adjustment device and the parking lock Fig. 12 in deactivated operating state of the parking lock in a partially sectioned side view, Fig. 17 the adjustment device and the parking lock Fig. 16 with concealed body edges, Fig. 18 shows an adjusting device according to the invention for actuating a parking lock for a vehicle and a parking lock according to the invention with such an adjusting device in the activated operating state of the parking lock in a third exemplary embodiment in a perspective partial side view, Fig. 19 the adjustment device and the parking lock Fig. 18 in a perspective partial plan view.

[0030] The figures illustrate various views and embodiments of an adjusting device for actuating a parking lock for a vehicle. These illustrations also illustrate the parking lock according to the invention, comprising such an adjusting device and a unidirectional actuator.

[0031] The adjustment device has Fig. 1 to 7, an eccentric 1, which is rotatably driven about a rotational axis 3 by an actuator 2, indicated by dashed lines. The eccentric 1 is connected to the actuator 2 via a shaft 4, preferably the actuator shaft, in particular the rotor shaft, preferably directly. The eccentric 1 interacts with a displaceable, spring-loaded actuating unit 7 via a joint connection 5 to transmit a thrust movement directed perpendicular to the rotational axis 3 along an imaginary displacement axis 6. The latter, in turn, acts on a pivotably arranged pawl 8 to actuate the parking lock.

[0032] The eccentric 1 can be mounted with the shaft 4 in the actuator 2 and on a stationary component, in particular the vehicle's transmission housing. It is also conceivable to mount the eccentric 1 with the shaft 4 in the actuator 2 or on a stationary component.

[0033] The pawl 8 engages in the Fig. 1 and Fig. 2, the parking lock engages with a locking tooth 9 into the toothing of a parking lock gear 10 of the parking lock. The parking lock gear 10 is arranged on a transmission shaft (not shown) of the vehicle, preferably an intermediate shaft, and is non-rotatably connected thereto, thus blocking the transmission to prevent the vehicle from accidentally rolling away when parked.

[0034] The rotational axis 3 of the shaft 4 driving the eccentric 1 and thus the actuator 2 is thus arranged perpendicular to the displacement axis 6 and perpendicular to the indicated rotational axis 11 of the locking wheel 10 or the transmission shaft of the vehicle.

[0035] The eccentric 1 comprises an eccentric disc 12 with a central through-hole 13, in which the shaft 4 driving the eccentric is connected to the eccentric disc 12 in a rotationally fixed manner for transmitting torque. An eccentric bolt 15 is fastened eccentrically to the rotational axis 3 and parallel to the axis of rotation 3 in a receiving opening 14 on the eccentric disc 12 and is arranged protrudingly on the output side. The eccentric disc 12 is oval in plan view in the area of ​​the receiving opening 14 in the area of ​​the eccentric bolt 15 fastened in the receiving opening 14.

[0036] For the articulated connection 5, a transmission element 16 is provided, which is arranged displaceably along the displacement axis 6 and, on the one hand, is articulated to the eccentric pin 15 and, on the other hand, cooperates displaceably directly with the actuating unit 7. The transmission element 16 is preferably designed as a flat, elongated thrust plate with a slotted guide 17 for the articulated connection to the eccentric pin 15. The slotted guide 17 is formed on the wide, flat sides 24, 25 of the transmission element 16 as an elongated hole extending through the plate perpendicular to the displacement axis 6.

[0037] When the eccentric disc 12 rotates, the eccentric pin 15 is moved back and forth in the guide rail 17 transversely to the displacement axis 6. As a result, the rotational movement of the eccentric disc 12 can be transferred into a pushing movement in the direction of the displacement axis 6 to the transmission element 16 and from there to the spring-loaded actuating unit 7.

[0038] The transmission element 16 and the actuating unit 7 are arranged one behind the other along the common displacement axis 6 and loosely adjacent to one another, so that only axial thrust forces can be transmitted between the transmission element 16 and the actuating unit 7.

[0039] For this purpose, the transmission element 16 is formed with a rounded, preferably convexly curved contact surface 18 on the axial end face of its actuating-side axial end, and is applied with this contact surface to the opposite axial end of the actuating unit 7. At the other axial end, the actuating unit 7 is axially preloaded against the thrust movement transmitted by the transmission element 16 by return spring means 19. The latter are preferably designed as helical compression springs.

[0040] In Fig. 8 shows the eccentric 1 in an axial plan view of the eccentric disc 12 with the eccentric bolt 15 and without the driving shaft 4. The rotation of the eccentric disc 12 during the actuation of the parking lock between an activating operating state P ( Fig. 1, 2, 5 to 7) and a deactivating operating state NP ( Fig. 10 and Fig. 11).

[0041] By a full clockwise rotation, as indicated by a curved arrow, the eccentric disc 12 with the eccentric bolt 15 can be moved from the P position, which activates the parking lock, to the NP position, which deactivates the parking lock, and from the latter back to the former. The P and NP positions are each indicated by a rotation angle range delimited by dashed lines radiating from the imaginary axis of rotation 3, in which the respective N or NP position is set and held by the adjusting device during the rotation of the eccentric disc 12. The rotational movement of the eccentric disc 12 is indicated by a dashed circular line. In the NP position, the eccentric disc 12 is indicated by dashed lines.

[0042] The operation of the parking lock using the proposed adjustment device is described in more detail below.

[0043] From the activated operating state P of the parking lock ( Fig. 1, Fig. 2, Fig. 6 and Fig. 7) is as in Fig. 2, Fig. 3 indicated by two curved arrows on the shaft 4 by the rotation of the eccentric disc 12 clockwise of the eccentric bolt 15 in the guide rail 17 from a first end 20 thereof ( Fig. 2 and Fig. 4) is guided linearly in the direction of the second end 21. In this case, a pushing movement is applied to the transmission element 16 in the direction of the displacement axis 6 in the image plane to the right, as indicated by a straight arrow in Fig. 3 indicated, transferred.

[0044] As a result, the actuating unit 7, which is in contact with the transmission element 16 with its axial end, is moved, as shown by a straight arrow in Fig. 2, is displaced to the right in the image plane against the spring force of the return spring means 19 acting at the other axial end. The pawl 8, which interacts with the actuating unit 7, is thereby partially moved out of the toothing of the parking lock gear 10 with the locking tooth 9, as the arrow indicated there illustrates.

[0045] By further rotating the eccentric disc 12 clockwise, the eccentric pin 15 is guided in the guide 17 again toward the first end 18. As a result, the transmission element 16 and the actuating unit 1 adjacent to it are further axially displaced to the right in the image plane, and the counteracting return spring means 19 are further preloaded.

[0046] As a result, the pawl 8 with the locking tooth 9 is moved further out of the toothing of the parking lock gear 10. If the eccentric bolt 15 reaches a middle position between the ends 20, 21 according to Fig. 9, the transmission element 16 and the actuating unit 7 are in the position shifted furthest to the right in the image plane as in Fig. 10 and Fig. 11. The actuating unit 7 is now in the end stop position. The pawl 8 with the locking tooth 9 is completely moved out of the toothing of the parking lock gear 10, thereby transferring the parking lock to the deactivated operating state NP.

[0047] By further turning the eccentric disc 12 clockwise, the eccentric bolt 15 in the guide rail 17 is moved further towards the first end 20 ( Fig. 4) and after passing it again in the direction of the second end 21 ( Fig. 2 and Fig. 3). Here, the actuating unit 7 is pushed back against the transmission element 16 by the spring force of the pre-tensioned return spring means 19. When the eccentric bolt 15 in the guide rail 17 reaches the middle position again ( Fig. 9) the parking lock is returned to the activated operating state P.

[0048] In this way, the transmission element 16 can be moved back and forth in a direction of rotation of the eccentric disc 12, thus in a direction of rotation of the driving shaft 4 or the actuator 2 driving it, between a position P or NP that activates the parking lock and a position that deactivates it. Accordingly, to actuate the parking lock in both operating states P and NP, the proposed adjustment device can be driven in a structurally particularly simple and cost-effective manner by a unidirectional actuator 2, i.e., one that acts in only one direction of rotation.

[0049] The transmission element 16 is arranged as a flat thrust plate between two side supports 22, 23 running parallel to the displacement axis 6 and is supported on these and guided in a sliding, linear manner ( Fig. 1 to 5). The side supports 22, 23 are designed as flat side plates. Accordingly, these and the transmission element 16 are lightweight and can be manufactured cost-effectively as a single stamped component, particularly by stamping from a sheet metal strip.

[0050] The transmission element 16 is Fig. 1 to 7 and 9 to 11, with its wide, flat sides 24, 25 aligned perpendicular to the mutually facing, wide, flat inner sides 26, 27 of the side supports 22, 23. As a result, its narrow, material-thickness sides, facing away from one another, can slidably engage in axially extending guide slots 32, 33 on the side supports 22, 23, each with two engagement sections 28, 29 and 30, 31. The engagement sections 28, 29 and 30, 31 are separated from one another by a recess. The applicant has discovered through tests that only partially engaging the transmission element 16 in the guide slots 32, 33 ensures a stable sliding movement and, in particular, avoids jerky sliding, the so-called stick-slip effect.

[0051] The guide slots 32, 33 can each be designed as a slot extending axially over the displacement length ( Fig. 1, Fig. 2) or as two separate slots arranged one behind the other corresponding to the engagement sections 28, 29 or 30, 31 ( Fig. 5) be trained.

[0052] Over several spacer elements 34, 35, 36 ( Fig. 1 and Fig. 2), which are preferably arranged at the axial ends of the side supports 22, 23 and in a central region located between them, the side supports 22, 23 can be arranged and connected in parallel at a predetermined distance from one another.

[0053] The actuating unit 7 is arranged as a sliding carriage between the side supports 22, 23 and is displaceable relative to them. The sliding carriage 7 is supported on two guide rails 37, 38 supported thereon and is guided in a displaceable linear manner ( Fig. 2 to 5). A first guide rail 37 is arranged on the underside of the sliding carriage 7 facing the pawl 8 and the parking lock gear 10, and a second guide rail 38 is arranged on the upper side of the sliding carriage 7 facing away from the pawl 8 and the parking lock gear 10.

[0054] The actuating unit 7 is designed with two flat side supports 39, 40, spaced parallel to each other and extending parallel to the displacement axis 6, which are each connected to each other at the axial ends via a flat cross member 41, 42. The guide rails 37, 38, the side supports 39, 40, and the cross members 41, 42 are each made as flat side or cross plates, preferably from a sheet metal strip by stamping, thereby achieving the aforementioned advantages.

[0055] At a first axial end of the actuating unit 7, the transmission element 16 engages a first cross member 41 and at a second axial end, the return spring means 19 engage a second cross member 42 acting against each other in the axial direction ( Fig. 2 to 7).

[0056] The cross members 41, 42 connect and secure the side members 39, 40, forming the actuating unit 7 as a stable sheet metal sliding carriage. They serve as load-bearing means for the thrust force transmitted by the transmission element 16 and for the counteracting spring force of the return spring means 19, and distribute these forces evenly across the side members 39, 40.

[0057] The first guide rail 37 forms a guide on the underside of the actuating unit 7 facing the pawl 8. It engages on its long, narrow material thickness sides facing away from each other with two protruding fastening sections 43, 44, and 45, 46, respectively, in corresponding recesses on the side supports 22, 23 for support and fastening.

[0058] A second guide rail 38 forms a guide on the upper side of the actuating unit 7, facing away from the locking pawl 8. At one axial end, the second guide rail 38 engages on its oppositely facing narrow material thickness sides with two protruding fastening sections 47 and 48, respectively, into corresponding recesses on the side supports 39, 40 for support and fastening. At the other axial end, the second guide rail 38 is attached to a fastening bolt 60 extending transversely through the side supports 22, 23 by means of a plastic holder with retaining lugs.

[0059] On the underside facing the pawl 8, the actuating unit 7 is supported with the long, narrow material thickness sides of its side supports 39, 40 on first sliding surfaces 49, 50 of the first guide rail 37 and is guided linearly ( Fig. 2 and Fig. 6). The side supports 39, 40 rest on their narrow material thickness sides with two sections 51, 52 and 53, 54, respectively, separated from each other by a concave recess, on the first sliding surfaces 49, 50. This ensures a stable sliding movement and, in particular, prevents stick-slip.

[0060] On its upper side facing away from the pawl 8, the actuating unit 7 is supported with the wide, flat inner sides of the side supports 39, 40 facing each other on second sliding surfaces 55, 56 on the second guide rail 38 and is guided linearly ( Fig. 2 and Fig. 6). The second sliding surfaces 55, 56 are arranged opposite one another and perpendicular to the first sliding surfaces 49, 50 on the first guide rail 37.

[0061] On the upper side of the actuating unit 7, the side supports 39, 40 can be guided with their narrow material thickness sides to a stationary component (not shown), for example, the vehicle's transmission housing. Accordingly, the actuating unit 7 is guided in a simple manner both in both lateral directions and on the bottom and top sides.

[0062] The actuating unit 7 comprises a roller mechanism arranged between the side supports 39, 40 and supported on these, preferably with two rollers 57, 58 arranged to roll against one another. A roller 57 interacts with a ramp contour 59 of the locking pawl 8, so that by moving the actuating unit 7 back and forth, the roller 57 runs over the ramp contour 59 and as a result the locking pawl 8 can be pivoted into engagement with the locking tooth 9 in the locking toothing of the parking lock gear 10 in the position P which activates the parking lock and out of the locking toothing again in the position NP which deactivates the parking lock.

[0063] The side supports 22, 23 are connected at the axial end region facing away from the transmission element 16 via the transverse fastening bolt 60 to two flat fastening supports 61, 62 arranged parallel to one another. Via these, the side supports 22, 23 can be fastened to a stationary component, for example a housing, in particular the transmission housing of the vehicle.

[0064] The locking pawl 8 is pivotably supported between the fastening supports 61, 62 by means of a further fastening bolt 63 extending transversely therethrough. Torsion spring means 64 are also attached to an end of the fastening bolt 63 protruding from the outside of the fastening support 61. These are preferably designed as torsion springs. A first free spring leg is supported on the fastening support 61 and a second free spring leg is supported on the underside of the locking pawl 8 facing the parking lock gear 10, so that the pivoting movement applied by the actuating unit 7 via the roller 57 on the ramp contour 59 can be reset by the spring force of the torsion spring means 64.

[0065] In Fig. Figures 12 to 17 show a second embodiment of an adjusting device according to the invention for actuating a parking lock for a vehicle. In contrast to the first embodiment, the axis of rotation 3 of the shaft 4 driving the eccentric 1, and thus the actuator 2 (not shown), is arranged axially parallel to the indicated axis of rotation 11 of the parking lock gear 10 or the transmission shaft of the vehicle. Furthermore, separate first side supports 65, 66 and second side supports 67, 68 are provided for guiding and supporting the transmission element 16 on the one hand and for guiding and supporting the actuating unit 7 on the other. The first side supports 65, 66 are indicated by dashed lines.

[0066] The latter are arranged with their wide flat sides 69, 70 each aligned with the surface normal perpendicular to the axis of rotation 11 of the parking lock wheel 10 and perpendicular to the wide flat sides 71, 72 of the second side supports 67, 68.

[0067] The transmission element 16 is aligned with its wide, flat sides 24, 25, each with the surface normal parallel to the rotational axis 11 of the parking lock gear 10. On its narrow, material-thickness sides facing away from one another, it engages with two engagement sections 28, 29 and 30, 31, each separated by a recess, in bulges 73, 74, each extending rectilinearly in the direction of the displacement axis 6, for guidance on the first side supports 65, 66. The latter can, for example, be supported and fastened to a stationary component, preferably the transmission housing of the vehicle, or to the side supports 67, 68. For further design, in particular of the transmission element 16 and the actuating unit 7, and their mode of operation, reference is made to the preceding description of the first exemplary embodiment and to the Fig. 1 to 11.

[0068] After Fig. 12 to 17, in a direction of rotation of the eccentric disc 12, thus in a direction of rotation of the driving shaft 4 or the actuator 2 driving it, the transmission element 16 and the actuating unit 7 adjacent to it for actuating the parking lock between a position P ( Fig. 12 to 15) and a deactivating position NP ( Fig. 16 and Fig. 17) can be moved back and forth in the manner described above for the first embodiment.

[0069] A third embodiment of an adjusting device according to the invention for actuating a parking lock for a vehicle is shown Fig. 18 to 19. In contrast to the first embodiment according to Fig. 1 to 11, the eccentric 1 interacts with the actuating unit 7 via the transmission element 16 and a joint 5 modified by an intermediate connecting rod 75. Here, the connecting rod 75 is connected, on the one hand, via a first pivot joint 76 to the eccentric pin 15 (not shown) of the eccentric 1 and, on the other hand, via a second pivot joint 77 to the transmission element 16. The pivot joints 76, 77 are each indicated by aligned receiving openings on the connecting rod 75 and on the eccentric disc 12 or on the transmission element 16 without the joint pin connecting it to the connecting rod 75. The eccentric disc 12 can also be circular in plan view, as shown here as an example.

[0070] The rotation of the eccentric disc 12, which is circular in plan view here, is transmitted via the connecting rod 75 and the pivot joints 76, 77 as a thrust movement in the direction of the displacement axis 6 to the transmission element 16 and the actuating unit 7 connected thereto. Accordingly, the parking lock can be actuated by the proposed adjustment device between a position P that activates it and a position NP that deactivates it in the manner described above.

[0071] To allow free movement of the connecting rod 75 during operation, the side supports 22, 23 can be offset in height in the area of ​​the connecting rod 75 by a shoulder 78, 79 as shown. For further design, in particular of the transmission element 16 and the actuating unit 7 and the mode of operation, reference is made to the preceding description of the first embodiment and to the Fig. 1 to 11. List of reference symbols 1 eccentric 2 Actuator 3 axis of rotation 4th wave 5 Articulated connection 6 sliding axis 7 Actuating unit, sliding carriage 8 pawl 9 ratchet 10 Parking lock gear 11 axis of rotation 12 Eccentric disc 13 Passage opening 14 Receiving opening 15 eccentric bolts 16 transmission element 17 Scenery guide 18 contact surface 19 Return spring means 20 End 21 End 22 side supports 23 side supports 24 wide flat side 25 wide flat side 26 wide flat inside 27 wide flat inside 28 intervention section 29 Intervention section 30 intervention section 31 intervention section 32 guide slot 33 Guide slot 34 spacer element 35 spacer element 36 spacer element 37 Guide rail 38 guide rail 39 side carriers 40 side supports 41 cross members 42 cross members 43 Fastening section 44 Fastening section 45 fastening section 46 Fastening section 47 Fastening section 48 fastening section 49 Sliding surface 50 sliding surface Section 51 Section 52 Section 53 Section 54 55 Sliding surface 56 Sliding surface 57 roller mechanism, roller, 58 roller mechanism, roller, 59 Ramp contour 60 fastening bolts 61 mounting brackets 62 mounting brackets 63 fastening bolts 64 Torsion spring means, torsion leg spring 65 side carriers 66 side carriers 67 side carriers 68 side carriers 69 flat side 70 flat side 71 flat side 72 flat side 73 bulge 74 bulge 75 connecting rods 76 first swivel joint 77 second swivel joint 78 paragraph 79 paragraph P activating position NP deactivating position QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2021 209 052 A1

[0002]

Claims

[1] Adjusting device for operating a parking lock for a vehicle, characterized by that an eccentric (1) which can be driven by an actuator (2) to rotate about an axis of rotation (3) is provided, which eccentric cooperates via an articulated connection (5) with an actuating unit (7) which is arranged to be displaceable perpendicular to the axis of rotation (3) for actuating the parking lock, in such a way that in only one direction of rotation of the eccentric (1) the actuating unit (7) can be displaced back and forth between a position (P) which activates the parking lock and a position (NP) which deactivates the parking lock. [2] Adjusting device according to claim 1, characterized by that for the articulated connection (5) a transmission element (16) is provided which is articulatedly connected to an eccentric pin (15) of the eccentric (1) for transmitting a thrust movement and is displaceably arranged, which cooperates displaceably directly with the actuating unit (7). [3] Adjusting device according to claim 2, characterized bythat the transmission element (16) has a slotted guide (17) into which the eccentric bolt (15) engages and is guided linearly to transmit a thrust movement to the transmission element (16). [4] Adjusting device according to claim 2, characterized by in that a connecting rod (76) is provided for transmitting a thrust movement to the transmission element (16), which is connected on the one hand in a pivoting manner to an eccentric bolt (15) of the eccentric (1) and on the other hand in a pivoting manner to the transmission element (16). [5] Adjusting device according to one of claims 2 to 4, characterized by that the transmission element (16) and the actuating unit (7) are arranged one behind the other and loosely adjacent to one another along a common displacement axis (6), so that only axial thrust forces can be transmitted between the transmission element (15) and the actuating unit (1). [6] Adjusting device according to one of claims 2 to 5, characterized bythat the transmission element (16) is designed as a flat thrust plate and is arranged between two side supports (22, 23, 65, 66) running parallel to the displacement axis (6) and, for support and guidance, engages displaceably at least in sections in oppositely arranged guide slots (32, 33) or bulges (73, 74) on the side supports (22, 23, 65, 66). [7] Adjusting device according to one of claims 1 to 6, characterized by that the actuating unit (7) is arranged displaceably between two side supports (22, 23, 67, 68) running parallel to the displacement axis (6) of the same and is displaceably guided on guide rails (37, 38) on the sides not directed towards the side supports (22, 23, 67, 68), and the latter are at least partially supported on the side supports (22, 23, 67, 68). [8] Adjusting device according to one of claims 2 to 7, characterized bythat the actuating unit (7) is designed as a sliding carriage with two parallel flat side supports (39, 40) which are connected to one another at their axial ends via a flat cross support (41, 42), the transmission element (16) acting on a first cross support (41) and return spring means (19) acting on a second cross support (42) for returning the actuating unit (7). [9] Adjusting device according to claim 8, characterized by that the actuating unit (7) interacts via a roller mechanism (59, 60) arranged between the side supports (39, 40) and supported thereon with a locking pawl (8) for engagement in a locking toothing on a parking lock wheel (10) for locking a transmission shaft of the vehicle. [10] Parking lock for a vehicle with an adjusting device according to one of claims 1 to 9.

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