Actuator with travel-dependent variable actuating gear

Abstract

The invention relates to an actuating actuator (1) with a path-dependent variable actuating gear (2), comprising at least the following components: - a control actuator (3) for outputting a torque about an actuator axis (4), comprising a control shaft (5) and a control wheel (6) with a control axis (7), which are rotatable about the control axis (7) by the torque of the control actuator (3); and - a gear wheel (8) with a gear axis (9), wherein the gear wheel (8) has a gear wheel circumference (10) with a variable radius (11) relative to the gear axis (9), wherein the adjusting shaft (5) is connected via the adjusting wheel (6) to the gear wheel (8) via the gear wheel circumference (10) in a torque-transmitting manner. The actuating actuator (1) is characterized primarily in that the adjusting wheel (6) is mounted such that it can be tilted relative to a tilt axis (12) and can thus be tilted in accordance with the variable radius (11) of the gear wheel circumference (10) of the gear wheel (8). With the actuating actuator proposed here, a path-dependent torque transmission can be easily achieved using a simple actuating actuator.

Description

[0001] The invention relates to an actuating actuator with a travel-dependent variable actuating gear, a parking lock with such an actuating actuator for a parking lock device of a transmission gear, a parking lock device with such a parking lock, a transmission gear with such a parking lock device for a drive train, a drive train with such a transmission gear, and a motor vehicle with such a drive train.

[0002] For many applications, it is necessary to provide an actuating stroke with a non-constant force requirement. This means that a corresponding actuating actuator often has to be designed for the maximum load requirement. One alternative is to use a gearbox, which achieves a transmission ratio that is variable over the actuating stroke with a control actuator that is as weak and / or small as possible. Common examples include toggle levers, active transmission switching, and other configurations. Particularly in the automotive sector, there is high cost pressure, the demand for as many identical parts as possible, and severely limited available installation space. Furthermore, (especially in the automotive sector) the loads for an actuating actuator are not yet finally clarified at the time the order is placed and must be adjusted at a very late stage, as space-neutrally as possible.

[0003] Relevant actuators are known, for example, from DE 28 06 904 A1, US 2015 / 0 337 957 A1, US 5 282 523 A and EP 3 657 049 A1.

[0004] Based on this, the present invention is based on the object of at least partially overcoming the disadvantages known from the prior art. The features of the invention are derived from the independent claims, for which advantageous embodiments are presented in the dependent claims. The features of the claims can be combined in any technically reasonable manner, whereby the explanations from the following description as well as features from the figures, which comprise additional embodiments of the invention, can also be consulted for this purpose.

[0005] The invention relates to an actuating actuator with a path-dependent variable actuating gear, comprising at least the following components: - a control actuator for outputting a torque about an actuator axis, comprising a control shaft and a control wheel with a control axis, which are rotatable about the control axis by the torque of the control actuator; and - a gear wheel with a gear axis, wherein the gear wheel has a gear wheel circumference with a variable radius to the gear axis, wherein the adjusting shaft is in torque-transmitting connection with the gear wheel via the adjusting wheel over the gear wheel circumference.

[0006] The actuating actuator is primarily characterized in that the adjusting wheel is mounted so as to be tiltable relative to a tilting axis and can thus be tilted according to the variable radius of the gear wheel circumference of the gear wheel.

[0007] Unless explicitly stated otherwise, ordinal numbers used in the preceding and following descriptions serve only to clearly distinguish them and do not reflect the order or ranking of the designated components. An ordinal number greater than one does not necessarily imply that another such component must be present.

[0008] The actuator proposed here comprises a travel-dependent variable actuation gear. This means that, depending on the travel or stroke, a force or torque is not constant over the entire travel, but rather variable. It should be noted that the gear ratio is not freely variable, but rather predefined for each travel point. At the same time, however, the progression of the (travel-dependent variable) gear ratio is freely adjustable within wide limits for the respective need, i.e., the load requirement, so that a gear ratio can be adjusted at a later date and / or replaced cost-effectively (at least with virtually no impact on installation space).

[0009] For this purpose, a gear wheel is provided which has a gear wheel circumference with a variable radius, i.e., a radius that is not constant in the direction of rotation, relative to its gear axis. Thus, a torque transmission (or torque reduction) with a different transmission ratio for the actuating wheel of the actuating actuator is achieved across the gear wheel circumference. In one embodiment, a torque transmission (and speed reduction) is set in an area with a large radius, and correspondingly, a torque transmission (and speed reduction) with a correspondingly lower transmission ratio, down to a torque reduction (and speed reduction), is set in an area with a small radius.

[0010] The actuating actuator is designed conventionally, for example as an electric drive or as a hydraulic drive. An actuating shaft can be supplied with a torque about the actuating axis and can also rotate (preferably endlessly) about the actuating axis. The actuating shaft is connected to the actuating wheel in a torque-resistant manner. It should be noted that in one embodiment, a spindle drive is used, for example with a planetary roller screw drive, in which case preferably no spindle nut is used, but rather the gear wheel circumference is in direct force-transmitting contact with the spindle, or the spindle nut is used like a rack (with or without teeth). The actuating actuator is preferably a simple electric rotary drive with a stator and rotor, wherein the rotor can rotate about the actuator axis with a resulting torque as a result of the interaction with the stator by means of the circulating magnetic field.

[0011] A torque from the actuator is thus transmitted via the adjusting wheel to the gear wheel, so that the latter can be transmitted to a consumer around the gear axis. In an advantageous embodiment (but not necessarily), the adjusting wheel and the gear wheel circumference have corresponding teeth. Preferably, the adjusting wheel has a constant adjusting radius relative to the adjusting axis or a constant adjusting wheel circumference relative to a force-transmitting contact surface effective with the gear wheel circumference.

[0012] Because the radius of the gear wheel is not constant, the distance between a fixed point on the actuating actuator and the circumference of the gear wheel is not constant. For this purpose, it is proposed that the actuating wheel be mounted so that it can tilt about a tilting axis. In one embodiment, the actuating shaft comprises a shaft joint between a motor-side shaft section (with an actuator axis) and a gearbox-side shaft section (with the actuating axis). In this embodiment, the tilting axis preferably runs through the shaft joint and the motor-side shaft section and the actuating actuator are fixed relative to the gearbox axis. In an advantageous embodiment, the actuating actuator is connected to the actuating shaft and the actuating wheel via an intermediate gear (e.g. spur gear, bevel gear, or crown gear) in a torque-transmitting manner. The actuating actuator is preferably fixed with its actuator axis relative to the gearbox axis.The actuator axis and the control axis can then be moved relative to each other (parallel or inclined to each other) around a tilt axis to achieve the required tilting. Preferably, the actuator itself is tiltable around the tilt axis, and the control shaft is continuous, meaning the actuator axis is congruent with the control axis.

[0013] It should be noted that for most applications, the required tilt angle travel is small, for example, below an angular value of 45° [forty-five degrees of 360°], preferably below 30°, and particularly preferably 15°. At the same time, a ratio of 4 [four], 5, or even 10 between the smallest radius and the largest radius of the gear wheel circumference relative to the gear axis can be used. For many applications, however, even doubling or tripling the gear ratio (relative to the smallest gear ratio) is a huge advantage. It should also be noted that the largest and smallest radii do not necessarily have to be present at the respective endpoints, and that a (local or global) extremum of this radius can be used multiple times, for example, in a waveform. This can be adapted within wide limits to the respective load requirements.

[0014] It is further proposed in an advantageous embodiment of the actuating actuator that the adjusting wheel is held pre-tensioned towards the gear wheel circumference of the gear wheel by means of an energy storage element.

[0015] Here, it is proposed that an energy storage element is provided to ensure a constantly defined relative position between the adjusting wheel and the gear wheel circumference.

[0016] The energy storage element comprises, for example, a coil spring (e.g., helical compression spring), spiral spring, gas spring and / or a rubber-elastic body.

[0017] In one embodiment, the torque-transmitting connection between the adjusting wheel and the gear wheel circumference is force-free. This is achieved by providing additional counter-support, for example, by means of a link (see the following description).

[0018] It is further proposed in an advantageous embodiment of the actuating actuator that the gear wheel has a slotted guide corresponding to the circumference of the gear wheel and that the adjusting wheel is fixed to a guide element guided by the slotted guide, wherein the adjusting wheel is aligned to the gear wheel circumference by means of the interaction of the guide element and the link. In one embodiment, the gear wheel circumference simultaneously serves as the counter-bearing surface for the adjusting wheel, wherein the adjusting wheel is preferably pressed against the gear wheel circumference with a predetermined preload force from an energy storage element. In the alternative embodiment proposed here, a separate link is provided on the gear wheel and a guide element is provided on the adjusting wheel, so that these functions are separated from one another. In one embodiment, the link is a rail and the guide element is a sliding element in this rail, wherein preferably no preload force is applied to the adjusting wheel. In one embodiment, the link is a track, and the guide element slides or rolls on this track as the gear wheel rotates about its gear axis, wherein preferably a preload force is applied to the adjusting wheel or the guide element, for example as described above by means of an energy storage element.In one embodiment, the guide element is guided by the guide via a cable pull, which is wound up or unwound on the guide, wherein the radius is then designed to be purely decreasing or purely increasing in a circumferential direction.

[0019] The (complementarily interacting) slotted guide and the guide element, i.e., the guide, are designed to correspond to the circumference of the gear wheel. In one embodiment, the guide is designed for parallel guidance to the circumference of the gear wheel, for example, a slotted guide with a correspondingly variable radius depending on the travel. Alternatively, a travel-dependent variable relative displacement between the adjusting wheel and the gear wheel circumference is desired (for example, for displaced force introduction points on the adjusting wheel), and a purely parallel guide with a corresponding relative displacement is superimposed.

[0020] It is further proposed in an advantageous embodiment of the actuating actuator that the actuating actuator is mounted with the actuating shaft and the actuating wheel so that it can be tilted about the tilting axis.

[0021] In one embodiment, the actuator itself or its actuator housing is mounted so that it can be tilted directly about the said tilt axis by means of a tilting bearing. In one embodiment, the actuator is arranged close to the adjusting wheel and is mounted so that it can be tilted and connected to a corresponding tilting bearing via a lever element.

[0022] It is further proposed in an advantageous embodiment of the actuating actuator that the adjusting wheel is a worm wheel and is aligned parallel to a radial extension of the tilting axis, or the adjusting wheel is a spur gear, preferably with spur gear teeth, and is aligned transversely to a radial extension of the tilting axis.

[0023] In the embodiment with the adjusting wheel as a worm wheel, the adjusting axis is (at least approximately) aligned tangentially to a circle around the gear axis or to the gear wheel circumference.

[0024] In the embodiment with the adjusting wheel as a spur gear, a tangent to its circumferential surface at the point of engagement is (at least approximately) aligned tangentially to a circle around the gear axis or to the gear wheel circumference.

[0025] Preferably, the rotation axis of the spur gear is aligned parallel to the gear axis.

[0026] According to a further aspect, a parking lock for a parking lock device of a transmission gear is proposed, comprising at least the following components: - a locking mechanism for locking a locking wheel in a torque flow, wherein in use the locking mechanism blocks the locking wheel in a locking state and releases the locking wheel in a free state; and - an actuating actuator according to an embodiment as described above, wherein the respective states of the locking mechanism can be adjusted by rotating the gear wheel about its gear axis.

[0027] The parking lock proposed here is configured such that the locking mechanism blocks the locking gear in a locking state, and the locking gear is only released from the locking mechanism in a free state. In the free state, the locking gear is freely rotatable. For example, when used in a transmission gear of a motor vehicle, the motor vehicle can then roll. It should be noted that the locking gear is integrated into a torque flow of a transmission gear. When the actuating element is moved into the locking state, the torque flow is blocked by means of the locking mechanism, and the transmission gear is blocked. When the locking gear is in the locking state, the motor vehicle cannot roll when used in such a transmission gear. The parking lock comprises an actuating actuator with an actuating element that is connected to the locking mechanism.The actuating element here is a shaft which is torque-fixedly connected to the gear wheel and can be rotated about the gear axis, or which is actuated by such a shaft of the gear wheel. The actuating element is connected to the locking mechanism in such a way that when the actuating element is in the active position, the state in the locking mechanism deviates from the normal state. In a parking lock in a normally locking configuration, the free state can therefore be actively brought about by means of the actuating actuator. However, the state deviating from the normal state does not have to be maintained actively (i.e. by external energy absorption), but is held passively, for example by means of self-locking. For example, such self-locking is achieved by means of the adjusting wheel designed as a worm gear in interaction with the gear wheel.

[0028] The travel-dependent variable actuation gear of the actuating actuator allows, in one configuration, a high actuating force to release the locking state or to lock, and a long (virtually force-free) actuation path to quickly travel to the free state. For this purpose, a high torque ratio is set up in the locking state, and a comparatively high speed ratio is set up outside the locking state until the (sufficiently safe) free state is reached. Preferably, a comparatively high torque ratio is set up in the free final state, for example, for self-locking (which is undesirable during the transition between the final states).

[0029] The parking lock proposed here is configured in one embodiment in a bistable configuration, such that the locking mechanism is held in a locked state when de-energized and in a free state when de-energized. The locking mechanism blocks the locking gear in the locked state, and in the free state, the locking gear is freely rotatable, so that, for example, when used in a transmission gear of a motor vehicle, the motor vehicle can roll. When the locking gear is locked, the motor vehicle cannot roll when used in such a transmission gear. The parking lock is actuated by means of the (e.g., electrically driven) actuating actuator or its actuating element. The actuating element is movable along its actuating axis, for example as a piston or spindle.In its passive park position, no external energy input is required; for example, the actuating element is held in the park position by static friction. To move it to the drive position, external energy input is required; the counterforce of the self-locking mechanism is overcome by supplying external energy, for example, in the form of an electrical voltage. When the actuating element is in the drive position, no external energy input is required, and the locking mechanism can be maintained in the free state without power. In the event of a power failure, the locking mechanism remains in the free state, allowing the locking wheel to rotate.

[0030] In one embodiment, the actuating actuator is configured such that (normally locking) in the active position of the actuating element, the locking mechanism is moved out of the locking state, and the inactive position of the actuating element corresponds to the locking state of the locking mechanism. In an alternative embodiment, the actuating actuator is configured such that (normally free) in the inactive position of the actuating element, the locking mechanism is moved out of the locking state, and the active position of the actuating element corresponds to the locking state of the locking mechanism. Preferably, maintaining only one of the two positions requires external energy input, for example, providing an electrically generated torque from the actuating actuator. Alternatively, as described above, both positions can be maintained without energy.

[0031] According to a further aspect, a parking lock device is proposed, comprising a locking wheel for arranging in a lockable torque flow and a parking lock according to an embodiment as described above, wherein the locking wheel can be locked by means of the locking mechanism.

[0032] The parking lock device proposed here comprises a parking lock and a corresponding locking gear. The locking gear is integrated into a lockable torque flow of a motor vehicle drive train, preferably in a transmission gear, and can be locked as described above.

[0033] In one embodiment, the parking lock and the locking gear form a structural unit. Such a structural unit can be delivered for installation as a coherent component and can be mounted at the intended installation location, for example in a motor vehicle, without the need to disassemble this structural unit. In one embodiment, the locking mechanism, and in one embodiment also the locking gear, are a structural unit, while the actuating actuator is formed separately, wherein in one embodiment the actuating actuator forms a separate further structural unit. When installed in a drive train, for example of a motor vehicle, the locking gear is arranged in such a way that at least one of the consumers is prevented from transmitting or absorbing torque when the locking mechanism is in the locking state, i.e. the locking gear is blocked.In one embodiment, the actuating actuator of the actuating actuator (and preferably also of the locking mechanism and locking wheel) is a separate unit that can be replaced, for example, during maintenance work.

[0034] According to a further aspect, a transmission gear for a drive train is proposed, comprising at least the following components: - a parking lock device according to an embodiment as described above; - a transmission gear comprising the locking wheel; and - a gearbox housing surrounding a gearbox chamber, wherein the locking mechanism of the parking lock, preferably completely, particularly preferably the entire parking lock device including the actuating actuator of the actuating actuator, is arranged in the transmission chamber.

[0035] The transmission, for example, an automatic transmission for a motor vehicle drivetrain, includes the locking gear. For example, the locking gear forms a spur gear of a transmission, e.g., a switchable torque transmission. The transmission has a torque input, for example, one or more transmission input shafts, and a torque output, for example, one or more transmission output shafts. In the transmission, the torque is redirected, reduced, increased, and / or distributed according to the required torque (as a differential).

[0036] In one embodiment, the transmission gear comprises a clutch, for example a friction clutch or a dog clutch, in the torque flow.

[0037] The torque input is located on the drive engine side, and the torque output is located on the consumer side. However, the torque direction is also possible in the opposite direction, from a consumer (during recuperation) to a drive engine or a generator. In an advantageous embodiment of the transmission gear, it is further proposed that the parking lock as a whole, or solely the locking mechanism, be integrated into a transmission chamber of the transmission gear formed by a transmission housing. In one embodiment, the actuating actuator is located outside the transmission housing or protrudes from or into it. Alternatively, the actuating actuator is located entirely within the transmission housing.

[0038] According to a further aspect, a drive train is proposed, comprising at least the following components: - at least one drive machine for delivering torque; - at least one consumer for absorbing a torque; and - a transmission gear according to an embodiment as described above, wherein the at least one drive machine and the at least one consumer are connected to each other by means of the transmission gear in a torque-transmitting manner, wherein a torque transmission between the drive engine and the at least one consumer is prevented by means of the parking lock device in the locking state of the locking mechanism.

[0039] The drive train proposed here comprises at least one prime mover, for example an internal combustion engine and / or an electric prime mover, which forms the torque source of a torque flow at least in one main state. Furthermore, at least one consumer is included, for example drive wheels of a motor vehicle, which forms the torque sink of the torque flow at least in one main state. Interposed is a transmission gear according to an embodiment as described above, via which the (preferably entire wheel-side) torque flow is routed. If the transmission gear is locked, the torque flow is locked, and torque transmission in the drive train between the torque source and the torque sink is prevented.

[0040] The drive train proposed here comprises a transmission gear having such a parking lock device with which a relatively weak actuating actuator can be used because, by means of the path-dependent variable transmission, both a high torque transmission for a high actuating force and a high speed transmission for rapid actuation can be provided.

[0041] According to a further aspect, a motor vehicle is proposed, comprising at least one drive wheel and a drive train according to an embodiment according to the above description, wherein, for propelling the motor vehicle, a torque can be delivered from the at least one drive motor of the drive train to the at least one drive wheel, and rolling of the motor vehicle is prevented by means of the parking lock device in the locking state of the locking mechanism.

[0042] The motor vehicle is, for example, a passenger car, a truck, or a motorized two-wheeler. The motor vehicle has a drive train according to an embodiment as described above. The torque output by the at least one prime mover is transmitted to the at least one drive wheel (consumer) via the transmission. The transmission referred to here is a (preferably switchable) torque transmission. Alternatively, the transmission is, for example, a fixed torque transmission, i.e., with a fixed transmission ratio, or a differential or a slip clutch. The parking lock device proposed here is preferably designed as described above and particularly preferably integrated into the transmission.

[0043] A rotational movement of at least one drive wheel in a park position is only possible if the parking lock (and the legally required parking brake) are released. For further details, please refer to the above description of the parking lock device.

[0044] The drive train proposed here comprises a transmission gear having such a parking lock device with which a relatively weak actuating actuator can be used because, by means of the path-dependent variable transmission, both a high torque transmission for a high actuating force and a high speed transmission for rapid actuation can be provided.

[0045] The invention described above is explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred embodiments. The invention is in no way limited by the purely schematic drawings, whereby it should be noted that the drawings are not to scale and are not suitable for defining proportions. It is shown in Fig. 1: schematically shows an actuating actuator with a path-dependent variable actuating gear in a first embodiment; Fig. 2: schematically shows an actuating actuator with a path-dependent variable actuating gear in a second embodiment; Fig. 3: schematically shows an actuator with a path-dependent variable actuation gear in a third embodiment; and Fig. 4: a drive train with a parking lock device in a motor vehicle.

[0046] In Fig. 1 schematically shows an actuating actuator 1 with a travel-dependent variable actuating gear 2 in a first embodiment. On the right of the illustration, a gear 8 with a (travel-dependent) variable radius 11 is shown, which in this purely exemplary embodiment is reflected in the spiral section shape of the gear circumference 10. This gear 8 can be pivoted about its gear axis 9 by approximately 180° [one hundred and eighty degrees of 360°], whereby it should be noted that in a simple embodiment, a pivot angle of up to almost 360° is achievable. To the left of the gear 8, a setting actuator 3 with a setting shaft 5 and a setting wheel 6 is shown, wherein the setting actuator 3 can output a torque about the actuator axis 4 or the (here purely optionally congruent) setting axis 7. The actuating gear 2 is formed by the setting wheel 6 and the gear 8.The adjusting wheel 6 is designed here, for example, as a worm gear 16, which engages with a corresponding spur gear toothing of the gear wheel 8 formed on the gear wheel circumference 10. The adjusting shaft 5 can be tilted here (purely optionally together with the actuating actuator 3) about a tilt axis 12, and the adjusting wheel 6 can thus track the variable radius 11 of the gear wheel 8.

[0047] In the preferred embodiment shown, a slotted guide 14 is formed on the gear wheel 8, which runs parallel to the gear wheel circumference 10. A guide element 15 (for example, a roller) is supported on the slotted guide 14, so that the torque transmission is separated from the tracking of the adjusting wheel 6. In addition, an energy storage element 13 is provided, optionally independent of the slotted guide 14 and / or the co-tiltable adjusting actuator 3, which is schematically illustrated here as a compression spring. Here, the adjusting actuator 3 is supported by the energy storage element 13, preloaded in the direction of the gear wheel 8.

[0048] In Fig. 2 schematically shows an actuator 1 with a travel-dependent variable actuation gear 2 in a second embodiment. For the sake of clarity, the illustration is as in Fig. 1 is selected. Reference is made to the previous description in this regard. In this case, no gate 14, no guide element 15, and no energy storage element 13 are provided. For example, the adjustment axis 7 is designed to automatically track in the Earth's gravitational field, with a downward direction in the plane of the page.

[0049] Here, purely by way of example, a second position of the gear wheel 8 and the corresponding position of the adjusting wheel 6 are shown, one of which is represented by a dashed line and the other by a solid line. The reference numerals (apart from the two exemplary radii 11) are only shown in solid lines when depicted.

[0050] In Fig. Figure 3 schematically shows a third embodiment of an actuator 1 with a travel-dependent variable actuation gear 2. For the sake of clarity, the gear wheel 8, as well as the tilting axis 12, are shown in the same manner as in the previous figures. Reference is made to the previous description in this regard.

[0051] Unlike the other two embodiments, here the actuator 3 with its actuator axis 4, as well as the actuating shaft 5 with its actuating axis 7, are aligned parallel to the tilt axis 12. This makes it possible to design the actuating wheel 6 as a spur gear 17.

[0052] In Fig. 4 shows a purely schematic plan view of a motor vehicle 30 with a drive train 24, wherein a drive machine 27, here optionally shown as an electric motor, is arranged perpendicular to a longitudinal axis 31, along a motor axis 32. The motor axis 32 is arranged in the direction of travel in front of a driver's cab 33 of the motor vehicle 30. The drive train 24 is configured to propel the motor vehicle 30 by driving a left drive wheel 28 and a right drive wheel 29 (here optionally the front axle of the motor vehicle 30) by means of a torque output from the drive machine 27 via a transmission gear 20 (here purely optionally designed as a manual transmission), thus forming a torque flow 23 shown in dashed lines (here shown with the direction corresponding to a traction torque).For example, the transmission gear 20 designed as a manual transmission can be switched by a vehicle driver using a gearshift lever 34 in the driver's cab 33.

[0053] A parking lock device 19 with a locking gear 22 is now arranged in the torque flow 23, with which the left drive gear 28 and the right drive gear 29 can be locked. The parking lock device 19 comprises a locking gear 22, for example a (gear) wheel of the transmission gear 20 or an additional wheel of the transmission gear 20, and a parking lock 18, wherein the parking lock 18 comprises a locking mechanism 21 and an actuating actuator 1. The locking mechanism 21 is, for example, as shown in Fig. 1 to Fig.3. Here, an embodiment of the parking lock device 19 is shown, in which (optionally) the locking mechanism 21 is arranged within the transmission chamber 26 in the transmission housing 25 of the manual transmission and (optionally) the drive unit of the parking lock device 19 is arranged outside the transmission housing 25.

[0054] The locking wheel 22 is arranged in the torque flow 23 in such a way that the motor vehicle 30 can be prevented from rolling away. The parking lock device 19 can be actuated with at least one of the following control elements: - by a gearshift lever 34, for example by means of a parking position “P”, - a parking lever 35; and / or - an ignition button 36 (alternatively an ignition key).

[0055] Furthermore, the parking lock device 19 can preferably be actuated automatically, for example, when leaving the motor vehicle 30 (for example after locking it), the parking lock 18 is automatically engaged.

[0056] With the actuating actuator proposed here, a path-dependent torque transmission can be easily achieved using a simple actuating actuator.

Claims

[1] Actuating actuator (1) with a path-dependent variable actuating gear (2), comprising at least the following components: - a control actuator (3) for outputting a torque about an actuator axis (4), comprising a control shaft (5) and a control wheel (6) with a control axis (7), which are rotatable about the control axis (7) by the torque of the control actuator (3); and - a gear wheel (8) with a gear axis (9), wherein the gear wheel (8) has a gear wheel circumference (10) with a variable radius (11) to the gear axis (9), wherein the adjusting shaft (5) is connected via the adjusting wheel (6) to the gear wheel (8) via the gear wheel circumference (10) in a torque-transmitting manner, characterized by , that the adjusting wheel (6) is mounted so as to be tiltable relative to a tilting axis (12) and can thus be tilted in accordance with the variable radius (11) of the gear wheel circumference (10) of the gear wheel (8). [2] Actuating actuator (1) according to claim 1, wherein the adjusting wheel (6) is held pre-tensioned by means of an energy storage element (13) towards the gear wheel circumference (10) of the gear wheel (8). [3] Actuating actuator (1) according to claim 1 or claim 2, wherein the gear wheel (8) has a slotted guide (14) corresponding to the gear wheel circumference (10) and the adjusting wheel (6) is fixed to a guide element (15) guided by the slotted guide (14), wherein the adjusting wheel (6) is aligned with the gear wheel circumference (10) by means of the interaction of the guide element (15) and the link (14). [4] Actuating actuator (1) according to one of the preceding claims, wherein the actuating actuator (3) with the actuating shaft (5) and the actuating wheel (6) is mounted so as to be tiltable about the tilting axis (12). [5] Actuating actuator (1) according to one of the preceding claims, wherein the adjusting wheel (6) is a worm wheel (16) and is aligned parallel to a radial extension of the tilting axis (12), or the adjusting wheel (6) is a spur gear (17), preferably with spur gear teeth, and is aligned transversely to a radial extension of the tilting axis (12). [6] Parking lock (18) for a parking lock device (19) of a transmission gear (20), comprising at least the following components: - a locking mechanism (21) for locking a locking wheel (22) in a torque flow (23), wherein in use the locking mechanism (21) blocks the locking wheel (22) in a locking state and releases the locking wheel (22) in a free state; and - an actuating actuator (1) according to one of the preceding claims, wherein the respective states of the locking mechanism (21) can be adjusted by rotating the gear wheel (8) about its gear axis (9). [7] Parking lock device (19) comprising a locking wheel (22) for arranging in a lockable torque flow (23) and a parking lock (18) according to claim 6, wherein the locking wheel (22) is lockable by means of the locking mechanism (21). [8] Transmission gear (20) for a drive train (24), comprising at least the following components: - a parking lock device (19) according to claim 7; - a transmission gear (20) comprising the locking wheel (22); and - a transmission housing (25) which surrounds a transmission chamber (26), wherein the locking mechanism (21) of the parking lock (18), preferably completely, particularly preferably the entire parking lock device (19) including the actuating actuator (3) of the actuating actuator (1), is arranged in the transmission chamber (26). [9] Drive train (24) comprising at least the following components: - at least one drive machine (27) for delivering a torque; - at least one consumer (28, 29) for absorbing a torque; and - a transmission gear (20) according to claim 8, wherein the at least one drive machine (27) and the at least one consumer (28, 29) are connected to one another in a torque-transmitting manner by means of the transmission gear (20), wherein a torque transmission between the drive machine (27) and the at least one consumer (28, 29) is prevented by means of the parking lock device (19) in the locking state of the locking mechanism (21). [10] Motor vehicle (30), comprising at least one drive wheel (28, 29) and a drive train (24) according to claim 9, wherein, for propelling the motor vehicle (30), a torque can be delivered from the at least one drive motor (27) of the drive train (24) to the at least one drive wheel (28, 29), and rolling of the motor vehicle (30) is prevented by means of the parking lock device (19) in the locking state of the locking mechanism (21).

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