Device for a vehicle drive train with an axle differential

Abstract

A device (5) for a vehicle drive train with an axle differential (6), with a differential locking device (18) for locking and releasing the compensating function of the axle differential (6), with a parking lock (7) for locking and releasing the output (8) of the vehicle drive train (1), and with an actuating mechanism (30) drivable by a drive unit (31). The differential locking device (18) and the parking lock (7) can be actuated by the drive unit (31) via the actuating mechanism. The actuation of the parking lock (7) and the actuation of the differential locking device (18) by the drive unit (31) and the actuation mechanism (30) are coordinated with one another such that at the end of a first phase of actuation of the parking lock (7) and the actuation of the differential locking device (18), only the compensating function of the axle differential (6) can be locked and the parking lock (7) is in the disengaged state.Furthermore, the adjustment is such that at the end of a second phase of actuation of the parking lock (7) and the differential lock device (18), the compensation function of the axle differential (6) can be locked and the parking lock (7) can be engaged.

Description

[0001] The invention relates to a device for a vehicle drive train with an axle differential according to the type defined in more detail in the preamble of patent claim 1.

[0002] A safety device for securing the standstill of an electric vehicle is known from DE 10 2020 113 497 A1. The safety device comprises a transmission locking device and a differential locking device. The transmission locking device comprises a transmission locking drive and a transmission locking shaft for driving a transmission locking means between a transmission locking position and a transmission release position. The differential locking device is designed with a differential locking drive and a differential lock to drive a differential locking means between a differential locking position and a differential release position. The transmission locking shaft and the differential locking shaft are connected to each other in a drive-transmitting manner.The drive-transmitting connection refers in particular to a drive movement from the respective release position to the respective locking position of the transmission locking device and the differential locking device.

[0003] By coupling the transmission locking drive with the differential locking drive, redundant operation is achieved. Due to the redundant design of the locking device with two drive units, the locking device requires a large amount of space in a vehicle and also incurs high manufacturing costs.

[0004] The object of the present invention is to provide a space-saving and cost-effective device for a vehicle drive train, by means of which a compensating function of an axle differential can be enabled and disabled and a parking lock can be engaged and disengaged.

[0005] According to the invention, this object is achieved by a device having the features of patent claim 1.

[0006] The device according to the invention is intended for use in a vehicle drive train and is designed with an axle differential. Furthermore, the device comprises a differential lock device for locking and releasing the compensating function of the axle differential, via which speed differences between wheels of a vehicle axle can be compensated. Furthermore, the device is designed with a parking lock for locking and releasing a rotational movement of an output of a vehicle drive train and with an actuating mechanism drivable by a drive unit. The differential lock device and the parking lock can be actuated by the drive unit via the actuating mechanism.

[0007] The differential lock and the parking lock can be actuated or driven via the actuating mechanism in a space-saving and cost-effective manner by a single or precisely one drive unit. The drive unit can be designed, for example, as an electric motor, which is preferably operable in both directions of rotation.

[0008] According to the invention, the actuation of the parking lock and the actuation of the differential lock device by the drive unit and the actuating mechanism are coordinated with each other, starting from an operating state of the differential lock device in which the differential lock device releases the compensating function, and a disengaged state of the parking lock. According to the invention, the coordination is selected such that at the end of a first phase of actuation of the parking lock and actuation of the differential lock device, only the compensating function of the axle differential can be locked, and the parking lock is in the disengaged state.

[0009] In addition, the adjustment is such that at the end of a second phase of actuation of the parking lock and the differential lock device, which follows the first phase, the compensating function of the axle differential can be locked and the parking lock can be engaged.

[0010] Thus, various operating states of a vehicle drivetrain can be represented using the device according to the invention. During driving operation of a vehicle drivetrain equipped with the device, it is possible for both the compensating function of the axle differential to be enabled and for speed compensation in the area of ​​the axle differential between two wheels of a vehicle axle to be possible, while simultaneously disengaging the parking lock.

[0011] Furthermore, during driving, the parking lock must be kept in the disengaged state and only the compensating function of the axle differential must be locked in order to ensure the propulsion of a vehicle even if one of the drive wheels of a vehicle axle is not in contact with the ground.

[0012] In addition, the parking lock can be transferred to the engaged operating state in order to secure a parked vehicle against rolling away, whereby this is initially possible regardless of whether the differential lock device releases or locks the compensation function of the axle differential.

[0013] If, in the parking mode of a vehicle drive train equipped with the device, one of the drive wheels is not in contact with the ground, the device according to the invention is designed to immediately lock the compensating function of the axle differential via the differential locking device in addition to the engaged parking lock and to secure a parked vehicle against unwanted rolling away.

[0014] Furthermore, the device is designed to disengage the parking lock starting from an engaged state and to transfer the differential locking device from an operating state that blocks the compensation function to a state that releases the compensation function.

[0015] In a structurally simple and easily assembled embodiment of the device according to the invention, the actuating mechanism can have an actuating element connected to the drive unit. This allows the actuating element to transmit a drive of the drive unit partly to a parking lock coupling element of the actuating mechanism and partly to a differential coupling element of the actuating mechanism. In such an embodiment, the actuating element corresponds to a distributor element, via which the drive of the drive unit is used partly to actuate the parking lock and partly to actuate the differential lock device.

[0016] In a further structurally simple embodiment of the device according to the invention, the differential coupling element can engage in a groove of a shift sleeve. The shift sleeve can be arranged on a lateral output shaft of the axle differential, which leads to a drive wheel of the vehicle driveline, so that it can be longitudinally displaceable between a locked position and a released position, and can be connected to the output shaft in a rotationally fixed manner. It can be provided that the shift sleeve, for locking the compensating function of the axle differential, can be transferred from the differential coupling element into its locked position, in which the shift sleeve engages positively with a differential cage of the axle differential, and into its released position, in which the positive connection between the shift sleeve and the differential cage is broken.

[0017] The differential coupling element can be designed to be adjustable relative to the actuating element. In the release position of the shift sleeve, the differential coupling element can rest against a stop area of ​​the actuating element and keep the shift sleeve out of engagement with the differential cage. In this case, the travel of the differential coupling element relative to the actuating element in a first actuating direction can be limited by the stop area.

[0018] It is also possible for the actuating element to be designed with a second stop region, via which a travel of the differential coupling element relative to the actuating element is limited in a second actuating direction that is opposite to the first actuating direction. A spring unit can be arranged between the second stop region and the differential coupling element, which applies a spring force to the differential coupling element in the direction of the first stop region.

[0019] In order to avoid unduly high loads on the device according to the invention during actuation of the differential locking device, the differential coupling element can be arranged in the locking position of the shift sleeve and during a tooth-on-tooth position between the shift sleeve and the differential cage relative to the actuating element in positions between the two stop areas and can rest neither on the first stop area nor on the second stop area.

[0020] This ensures in a simple way that the differential coupling element is only acted upon by the spring force of the spring unit in the direction of its locking position, whereby the actuating force applied to the differential coupling element and also to the shift sleeve is applied to the permissible extent depending on the spring constant of the spring unit.

[0021] Furthermore, it can be provided that the parking lock coupling element is firmly connected to the actuating element. Furthermore, a parking lock cone can be arranged on the parking lock coupling element so as to be longitudinally displaceable. The parking lock cone can be subjected to a spring force from a further spring unit, which adjusts the parking lock cone on the parking lock coupling element toward a locking position in which the parking lock is held in the engaged state by the parking lock cone and the parking lock cone rests against a stop on the parking lock coupling element. This makes it easy to achieve operating states of the device in the area of ​​the parking lock, during which a so-called tooth-on-tooth position occurs during the engagement process of the parking lock, without excessively high actuating forces.

[0022] The parking lock can comprise a parking lock gear and a parking lock pawl. The parking lock gear can be connected to the differential cage in a rotationally fixed manner, and the parking lock pawl, which is fixed to the housing, holds the parking lock gear in a rotationally fixed manner when the parking lock is engaged. This allows the output of a vehicle drivetrain to be held rotationally fixed with minimal design effort, and a vehicle can be secured against rolling away when parked.

[0023] If the parking lock pawl is held out of engagement with the parking lock gear by a spring device when the parking lock is in the disengaged state, the parking lock can be operated with little effort.

[0024] When the parking lock is engaged, the parking lock pawl can be held in positive engagement with the parking lock gear by the parking lock cone against the spring force of the spring device.

[0025] The travel of the differential locking element between its release position and the lock position can be adapted to the travel of the parking lock coupling element between its release position and its lock position in such a way that the compensating function of the axle differential can already be locked before the parking lock cone actuates the parking lock pawl in the direction of the position that the parking lock pawl has when the parking lock is engaged. In the release position of the differential locking element, the shift sleeve is disengaged from the differential cage and the compensating function of the axle differential is released. In contrast, the compensating function of the axle differential is locked by the shift sleeve when the differential locking element is in the lock position. In addition, the parking lock is disengaged in the release position of the parking lock coupling element and can be engaged in the lock position of the parking lock coupling element.

[0026] In such an embodiment of the device according to the invention, the compensating function of the axle differential can be locked in a structurally simple manner while the parking lock is simultaneously engaged, in order to lock the axle differential during driving operation of a vehicle drive train equipped with the device and to be able to propel such a vehicle. This is advantageous when one of the two drive wheels connected to the axle differential is on a slippery, for example, icy, surface or is arranged at a distance from the surface.

[0027] The travel of the differential locking element between its release and locking positions can be adapted to the travel of the parking lock coupling element between its release and locking positions in such a way that the compensating function of the axle differential can be locked and the parking lock cone actuates the parking lock pawl in the direction of the position the parking lock pawl assumes when the parking lock is engaged. This allows the output of a vehicle drive train to be provided in a rotationally fixed manner via the parking lock, and a vehicle can be secured against rolling away. Since the compensating function of the axle differential can also be locked when the parking lock is engaged, a vehicle can be secured against rolling away even under unfavorable ground conditions.

[0028] In a structurally simple, space-saving, and cost-effective embodiment of the device according to the invention, the actuating element can be designed as a toothed rack that engages a gear in the area of ​​a tooth profile, which is connected to a drive shaft of the drive unit. By means of such an arrangement, a rotary drive of the drive unit can be converted into a translational actuating movement of the actuating element of the actuating mechanism in a structurally simple manner.

[0029] Furthermore, it can be provided that the actuator can be moved by the drive unit from a first position, in which the compensating function of the axle differential is released and the parking lock is disengaged, to a second position, in which the compensating function of the axle differential can be locked and the parking lock is still disengaged. Furthermore, it is possible for the actuator to be transferred from the second position to a third position, in which the compensating function of the axle differential can be locked and the parking lock can be engaged.

[0030] The differential coupling element can be adjusted in the second and third position of the actuating element and when a tooth-on-tooth position is present between the shift sleeve and the differential cage against the spring force of the spring unit and relative to the actuating element in the direction of the second stop area.

[0031] The parking lock cone can be arranged at a distance from the parking lock pawl in the second position of the actuating element. Furthermore, it is possible for the parking lock cone to rest against the parking lock pawl in the third position of the actuating element and, when a tooth-on-tooth position exists between the parking lock pawl and the parking lock gear, to be displaced against the spring force of the additional spring unit and relative to the parking lock coupling element away from the stop of the parking lock coupling element.

[0032] The invention is not limited to the specified combination of features of the independent claim or the dependent claims. Furthermore, possibilities arise for combining individual features, even if they emerge from the claims, the following description of embodiments, or directly from the drawings. The reference of the claims to the drawings by the use of reference symbols is not intended to limit the scope of protection of the claims.

[0033] Preferred developments of the invention will become apparent from the dependent claims and the following description. Exemplary embodiments of the invention are explained in more detail with reference to the drawings, without being limited thereto.

[0034] It shows: Fig. 1 a simplified representation of a vehicle drive train; Fig. 2a a schematic view of a device of the vehicle drive train according to Fig. 1 with an axle differential, with a differential locking device for locking and releasing the compensation function of the axle differential and with a parking lock for locking and releasing the output of the vehicle drive train; Fig. 2b a simplified representation of the parking lock of the device according to Fig. 2a in laid out condition; Fig. 3a a Fig. 2a corresponding representation of the device during driving operation of the vehicle drive train and in an operating state in which the parking lock is disengaged and a tooth-on-tooth position is present in the area of ​​the differential locking device; Fig. 3b a Fig. 2b corresponding representation of the parking lock in an operating state that corresponds to the Fig. 3a shown operating state of the device; Fig. 4a a Fig. 2a corresponding representation of the device in an operating state in which the compensating function of the axle differential is locked and the parking lock is disengaged; Fig. 4b a Fig. 2b corresponding representation of the parking lock in an operating state that corresponds to the Fig. 4a shown operating state of the device; Fig. 5a a Fig. 2a corresponding representation of the device in an operating state in which a tooth-on-tooth position exists both in the area of ​​the differential locking device and in the area of ​​the parking lock; Fig. 5b a Fig. 2b corresponding representation of the parking lock in an operating state that corresponds to the Fig. 5a shown operating state of the device; Fig. 6a a Fig. 2a corresponding representation of the device in an operating state in which the compensating function of the axle differential is locked and the parking lock has a tooth-on-tooth position; Fig. 6b a Fig. 2b corresponding representation of the parking lock in an operating state that corresponds to the Fig. 6a shown operating state of the device; Fig. 7a a Fig. 2a corresponding representation of the device in an operating state in which the compensating function of the axle differential is locked and the parking lock is engaged; Fig. 7b a Fig. 2b corresponding representation of the parking lock in an operating state that corresponds to the Fig. 7a shown operating state of the device; Fig. 8a a Fig. 2a corresponding representation of the device in an operating state in which the parking lock is engaged and a tooth-on-tooth position exists in the area of ​​the differential locking device; Fig. 8b a Fig. 2b corresponding representation of the parking lock in an operating state that corresponds to the Fig. 8a shown operating state of the device; and Fig. 9 an enlarged partial view of a tooth profile of a shift sleeve of the differential locking device designed as an axial claw.

[0035] Fig. Figure 1 shows a highly simplified view of a vehicle drive train 1, which in this case is designed as an electrically driven vehicle axle with a drive device 2. The drive device 2 is designed as an electric machine that can be operated both as a motor and as a generator. Furthermore, the drive device can also be designed as an internal combustion engine or comprise a combination of at least one electric machine and at least one internal combustion engine.

[0036] An output shaft 3 of the drive device 2 is connected to a device 5 via a gear 4. The device 5 comprises a Fig. 2a schematically shows an axle differential 6 and a parking lock 7, via which an output 8 of the vehicle drive train 1 can be rotationally fixed in a manner known to me in order to be able to hold a vehicle equipped with the vehicle drive train 1 safely at a standstill in a parking operating state. The axle differential 6 in this case comprises a differential cage 9, which in this case is connected to a transmission output 4A of the transmission 4 via a ring gear 10 arranged on the differential cage 9. The drive torque is transmitted from the differential housing or the differential cage 9 to differential bevel gears 11A, 11B and meshing bevel gears 12, 13, which are connected to lateral output shafts 14, 15 of the axle differential 6. The lateral output shafts 14 and 15 are in turn connected in a rotationally fixed manner to drive wheels 16, 17 of the vehicle drive axle 1.

[0037] While a vehicle equipped with the vehicle drive train 1 is traveling straight ahead, the differential bevel gears 11A, 11B do not rotate. In contrast, during cornering, the speed difference between the two drive wheels 16 and 17 is compensated by corresponding rotational movements of the differential bevel gears 11, 12. The torque is always the same at both lateral output shafts 14 and 15.

[0038] In order to be able to lock the compensating function of the axle differential 6 during certain operating situations of the vehicle drive train 1, the device 5 is designed with a differential locking device 18. The effect of the axle differential or the compensating function can be canceled or locked via the differential locking device 18. This is always necessary when one of the drive wheels 16, 17 loses traction and spins. For example, if one of the drive wheels 16 or 17 has completely lost contact with the ground, this drive wheel cannot support any drive force in the area of ​​a surface 19. Consequently, even the drive wheel 17 or 16 with good traction has zero torque, and no propulsion can occur.

[0039] The differential locking device 18 cancels the compensating effect of the axle differential 6, and the two lateral output shafts 14, 15 are connected to each other in a rotationally fixed manner. This makes it possible for the drive torque of the drive device 2 to be supported on the drive wheel 16 or 17 with good road grip, thus enabling propulsion of the vehicle equipped with the vehicle drive train 1.

[0040] The differential locking device 18 comprises a shift sleeve 20, which is arranged longitudinally displaceably in the vehicle transverse direction Y on the lateral output shaft 15 and is connected in a rotationally fixed manner to the lateral output shaft 15 in the region of a gearing 21, preferably designed as a spline gearing. Depending on an axial position of the shift sleeve 20, the shift sleeve can be brought into positive engagement with a crown gearing 23 of the differential cage 9 by means of a crown gearing 22. The lateral output shaft 15 is then connected in a rotationally fixed manner to the differential cage 9, and the compensating function of the axle differential 6 is locked.

[0041] Due to the structural design of the device 5, which is described in more detail below, it is possible to lock the compensating function of the axle differential 6 while the vehicle drive train 1 is in operation and simultaneously display the parking lock 7 in the disengaged state. In addition, it is possible to lock the compensating function of the axle differential 6 even when the parking lock is engaged, in order to lock the output 8 against rotation to the required extent even when only one of the drive wheels 16, 17 has frictional contact with the ground 19. This is the case because, when the compensating function of the axle differential 6 is enabled, the parking lock 7, in the engaged state, can only hold the output 8 in the desired manner in a rotationally fixed manner when both wheels have frictional contact with the ground 19.If one of the drive wheels 16, 17 loses contact with the ground 19, a vehicle equipped with the vehicle drive train 1 can twist and roll away due to the compensating function of the axle differential 6, which is, however, undesirable.

[0042] Fig. Figure 2a shows an operating state of the device 1 in which neither the compensating function of the axle differential 6 is blocked by the differential locking device 18 nor is the parking lock 7 engaged. The parking lock 7 comprises a Fig. 2b shows a side view of the parking lock pawl 24 in a pivoted position corresponding to a disengaged state of the parking lock 7. The parking lock pawl 24 is rotatable about a rotational axis 25 fixed on the housing and, by means of a tooth profile 26, can be brought into positive engagement with an external tooth profile 27 of a parking lock gear 28. The parking lock gear 28 is here connected in a rotationally fixed manner to the differential cage 9. As a result, the differential cage 9 can be held in a rotationally fixed manner via the parking lock gear 28 when the parking lock pawl 24 positively engages with its tooth profile 26 in the external toothing 27 of the parking lock gear 28. In addition, the parking lock pawl 24 can be held out of engagement with the parking lock gear 28 by a spring device 29.

[0043] Both the parking lock 7 and the differential lock device 18 can be actuated via an actuating mechanism 30 of the device 5 in the manner described in more detail below in order to be able to lock and release the compensating function of the axle differential 6 and to engage and disengage the parking lock 7.

[0044] In the presently considered embodiment of the device 1, the actuating mechanism 30 is connected to a rotary drive unit 31. A drive shaft 32 can be driven by the drive unit 31 in both directions of rotation. A gear 33 is arranged on the drive shaft 32 and is non-rotatably connected thereto. This gear 33 engages with an actuating element 34, here designed as a rack, of the actuating mechanism 30. A parking lock coupling element 35 and a differential coupling element 36 are operatively connected to the actuating element 34.

[0045] On the parking lock coupling element 35, a parking lock cone 38 is arranged, which is designed to be longitudinally displaceable in the longitudinal direction of the parking lock coupling element 35 against a spring force of a spring unit 37. The parking lock cone 38 is in the Fig. In the operating state of the device 5 shown in Figure 2a, the spring unit 37 presses the spring unit 37 against a stop 39 of the parking lock coupling element 35. At its end facing away from the parking lock cone 38, the spring unit 37 rests against a further stop 40 of the parking lock coupling element 35. The parking lock coupling element 35 is firmly connected to the actuating element 34, whereby an actuating movement of the actuating element 34 directly causes an actuating movement of the parking lock coupling element 35 in the engagement or disengagement direction of the parking lock 7.

[0046] The differential coupling element 36 engages at one end in a groove 41 of the shift sleeve 20, which extends over the entire circumference of the shift sleeve 20. This achieves a rotational decoupling between the shift sleeve 20 and the differential coupling element 36, which is designed to be displaceable by the actuating element 34 only in the vehicle transverse direction Y and not rotatable.

[0047] The actuating element 34 is formed with two stop regions 42, 43, which are spaced apart from one another in the vehicle transverse direction Y and limit an actuating path of the differential coupling element 36 relative to the actuating element 34. Between the differential coupling element 36 and the stop region 43, a further spring unit 44 is provided, which is supported on the differential coupling element 36 and the stop region 43 and the differential coupling element 36 in the Fig. 2a, in which the compensating function of the axle differential 6 is released by the differential locking device 18, presses against the stop area 42.

[0048] If there is a request to lock the compensation function of the axle differential 6 and / or a request to engage the parking lock 7, the actuator 34 is moved by the drive unit 31 during a first actuation phase of the differential lock device 18 and the parking lock 7 from the position shown in Fig. 2a shown first position or position first into a Fig. 3a. This actuating movement of the actuating element 34 causes an axial distance between the parking lock cone 38 and the parking lock pawl 24 to be reduced, whereby the parking lock 7 is in the position shown in Fig. 3b shown designed operating state is present. Since in the area of ​​the differential locking device 18 between the crown gear teeth 22 of the shift sleeve 20 and the crown gear teeth 23 of the differential cage 9 there is a tooth-on-tooth position, the positive connection between the shift sleeve 20 and the differential cage 9 is not yet established. Due to the actuating movement of the actuating element 34, the differential coupling element 36 is moved from its Fig. 2a shown release position into the position shown in Fig. 3a, in which the differential coupling element 36 no longer rests against the stop area 42 and the further spring unit 44 is compressed or preloaded.

[0049] As soon as a relative rotational movement occurs between the shift sleeve 20 and the differential cage 9, which releases the tooth-on-tooth position in the area of ​​the differential locking device 18, the shift sleeve 20 engages with its crown gear toothing 22 in a form-fitting manner with the crown gear toothing 23 of the differential cage 9. This is also the case without any further actuating movement of the actuating element 34, since the differential coupling element 36 is adjusted by the preloaded additional spring unit 44 in the direction of the stop area 42 and thus also the shift sleeve 20 in the direction of the differential cage 9.

[0050] In this last-described operating state of the device 5, which is Fig. 4a, the parking lock 7 is positioned as shown in Fig. 4b, the device 5 of the vehicle drive train 1 is still in the designed operating state. Such an operating state is present when the compensating function of the axle differential 6 is not advantageous, for example, during driving on slippery surfaces.

[0051] Even if only a request to engage the parking lock 7 is made based on the Fig. 2a, the device 5 is initially moved to the same extent by actuating the actuating element 34 during the first actuation phase into the operating state shown in Fig. 3a shown operating state. As soon as the actuator 34 moves the differential coupling element 36 and the parking lock coupling element 35 in the position described above, Fig. 3a from the Fig. 2a shown positions and the shift sleeve 20 in the position shown in Fig. 3a or in the Fig. 4a, the first actuation phase is followed by a second actuation phase of the device 5.

[0052] During the second actuation phase, the actuating element 30, starting from the second position, performs a further actuating movement toward the parking lock 7 and toward a third position. The actuating movement of the actuating element 34 pushes the parking lock cone 38 with its conical outer side 45 into an area between a housing 46 of the device 5 and a conical section 47 of the parking lock pawl 24. This causes a pivoting movement of the parking lock pawl 24 about the rotational axis 25 in the direction of engagement of the tooth profile 26 with the external toothing 27 of the parking lock gear 28.

[0053] At the end of the second actuation phase, the actuator is in the third position and there is the possibility that both in the area of ​​the differential lock device 18 and in the area of ​​the parking lock 7, a tooth-on-tooth position is present, which respectively prevent the locking of the compensating function of the axle differential 6 and the engagement of the parking lock 7. This operating state of the device 5 is in Fig. 5a and Fig. 5b shown.

[0054] Due to the tooth-on-tooth position in the area between the tooth profile 26 and the external toothing 27, the parking lock cone 35 is pushed away from the stop 39 of the parking lock coupling element 35 against the spring force of the spring unit 37, and the spring unit 37 is compressed accordingly. As soon as a relative rotational movement takes place between the differential cage 9 and the lateral output shaft 15, which releases the tooth-on-tooth position of the differential lock device 18, the shift sleeve 20 engages positively in the differential cage 9. The parking lock 7, however, falls as in Fig. 6a and Fig. 6b, as long as there is no relative rotational movement between the parking lock gear 28 and the parking lock pawl 24, which dissolves the tooth-on-tooth position between these two components.

[0055] As soon as the parking lock gear 28 rotates to the required extent, the parking lock pawl 24 is moved by the parking lock cone 38 in the Fig. 7a and Fig. 7b, against the spring force of the spring device 29, into the external toothing 27 of the parking lock gear 28, and the parking lock 7 is engaged. This is the case because the parking lock cone 38 is adjusted by the spring unit 37 in the direction of the stop 39, and the parking lock pawl 24, released by the parking lock gear 28, can be adjusted radially inward about the rotation axis 25 in the direction of the parking lock gear 28.

[0056] In contrast, there is also the possibility of starting from the Fig. 5a and Fig. 5b, only the parking lock 7 transitions to its engaged operating state during the second actuation phase when the parking lock gear 28 executes a relative rotational movement relative to the parking lock pawl 24, which releases the tooth-on-tooth position between the parking lock pawl 24 and the parking lock gear 28 and a corresponding relative rotational movement between the differential cage 9 and the shift sleeve 20 is omitted. This operating state of the device 5 is shown in Fig. 8a and Fig. 8b.

[0057] In order to prevent an automatic release of the positive engagement of the shift sleeve 20 in the differential cage 9, in particular during driving operation of the vehicle drive train 1, the tooth profiles of the crown gear teeth 22 of the shift sleeve 20 and the tooth profile of the crown gear teeth 23 of the differential cage 9 can be arranged in the Fig. 9, each be designed with an undercut 48. The undercuts 48 of the crown gear teeth 22 and the crown gear teeth 23 cause the teeth of the crown gear teeth 22 and 23, which respectively engage in tooth gaps 49 of the crown gear teeth 23 and 22, to interlock. This interlocking between the crown gear teeth 22 and 23 prevents a torque transmitted via the differential locking device 18 from releasing the positive connection between the shift sleeve 20 and the differential cage. Such a design of the tooth profiles of the crown gear teeth 22 and 23 results in the locking effect of the differential locking device 18 only being releasable when the axle differential 6 is not under load.

[0058] If there is a corresponding request to disengage the parking lock 7, the drive unit 31 drives the actuating element 34 via the gear 33 accordingly and adjusts the actuating element from the position shown in Fig. 7a shown position in the direction of Fig. 2a. This results in the parking lock cone 38 being increasingly pulled out of engagement with the parking lock pawl 24 and the parking lock pawl 24 being guided out of engagement with the parking lock gear 28 by the spring device 29. This is the case when a torque acting on the parking lock gear 28 and a resulting holding force that holds the parking lock pawl 24 in engagement with the parking lock gear 28 is smaller than the spring force of the spring device 29. In addition, the adjustment of the adjusting element 34 results in the adjusting element 34 coming into contact with the differential coupling element 36 with its stop area 42 and pulling the shift sleeve 20 out of engagement with the differential cage 9 and lifting it off therefrom in the load-free state of the differential lock device 18. Reference symbol 1 vehicle powertrain 2 drive device 3 Output shaft 4 gearboxes 4A Gearbox output 5 Device 6 axle differential 7 Parking lock 8 Output of the vehicle drive train 9 Differential cage 10 ring gear 11A, 11B differential bevel gears 12, 13 bevel gear 14, 15 side output shaft 16, 17 drive wheel 18 Differential locking device 19 Underground 20 Shift sleeve 21 Gearing 22 Crown gear teeth of the shift sleeve 23 Crown gear teeth of the differential cage 24 Parking lock pawl 25 axis of rotation 26 Tooth profile of the parking lock pawl 27 External toothing of the parking lock gear 28 Parking lock gear 29 Spring device of the parking lock pawl 30 Adjusting mechanism 31 Drive unit 32 Drive shaft of the drive unit 33 Drive shaft gear 34 Control element 35 Parking lock coupling element 36 Differential coupling element 37 Spring unit of the parking lock coupling element 38 Parking lock cone 39 Stop of the parking lock coupling element 40 further stop of the parking lock coupling element 41 Groove of the shift sleeve 42 Stop range of the adjusting element 43 additional stop area of ​​the adjusting element 44 additional spring units 45 conical outer side of the parking lock cone 46 housings 47 conical section of the parking lock pawl 24 48 undercuts of the crown gear teeth 22 and 23 49 Tooth gaps of the crown gear teeth 22 and 23 Y vehicle transverse direction 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 2020 113 497 A1

[0002]

Claims

[1] Device (5) for a vehicle drive train (1) with an axle differential (6), with a differential locking device (18) for locking and releasing the compensation function of the axle differential (6), with a parking lock (7) for locking and releasing the output (8) of the vehicle drive train (1) and with an actuating mechanism (30) drivable by a drive unit (31), via which the differential locking device (18) and the parking lock (7) can be actuated by the drive unit (31), characterized bythat the actuation of the parking lock (7) and the actuation of the differential lock device (18) by the drive unit (31) and the actuation mechanism (30) are coordinated with one another in such a way that at the end of a first phase of actuation of the parking lock (7) and the actuation of the differential lock device (18), only the compensating function of the axle differential (6) can be locked and the parking lock (7) is in the disengaged state, and at the end of a second phase of actuation of the parking lock (7) and the differential lock device (18), the compensating function of the axle differential (6) can be locked and the parking lock (7) can be engaged. [2] Device according to claim 1, characterized bythat the actuating mechanism (30) has an actuating element (34) which is connected to the drive unit (31) and via which a drive of the drive unit (31) can be transmitted partly to a parking lock coupling element (35) of the actuating mechanism (30) and partly to a differential coupling element (36) of the actuating mechanism (30). [3] Device according to claim 2, characterized byin that the differential coupling element (36) engages in a groove (41) of a shift sleeve (20) which is arranged on a lateral output shaft (15) of the axle differential (6) so as to be longitudinally displaceable between a locking position and a release position and is connected in a rotationally fixed manner to the output shaft (15) and which, in order to lock the compensating function of the axle differential (6), can be transferred from the differential coupling element (36) into its locking position, in which the shift sleeve (20) is in positive engagement with a differential cage (9) of the axle differential, and into its release position, in which the positive engagement between the shift sleeve (20) and the differential cage (9) is separated. [4] Device according to claim 3, characterized byin that the differential coupling element (36) is designed to be adjustable relative to the actuating element (34), wherein the differential coupling element (36) rests against a stop region (42) of the actuating element (34) in the release position of the shift sleeve (20) and holds the shift sleeve (20) out of engagement with the differential cage (9), wherein the stop region (42) limits an actuating path of the differential coupling element (36) relative to the actuating element (34) in a first actuating direction. [5] Device according to claim 4, characterized byin that the actuating element (34) is designed with a second stop region (43) via which an actuating path of the differential coupling element (36) relative to the actuating element (34) is limited in a second actuating direction which is opposite to the first actuating direction, wherein a spring unit (44) is arranged between the second stop region (43) and the differential coupling element (36), which spring unit applies a spring force acting in the direction of the first stop region (42) to the differential coupling element (36). [6] Device according to claim 5, characterized by that the differential coupling element (36) in the locking position of the shift sleeve (20) and during a tooth-on-tooth position between the shift sleeve (20) and the differential cage (9) relative to the actuating element (34) is arranged in positions between the two stop regions (42, 43) and rests neither on the first stop region (42) nor on the second stop region (43). [7] Device according to one of claims 2 to 6, characterized by in that the parking lock coupling element (35) is fixedly connected to the actuating element (34) and a parking lock cone (38) is arranged on the parking lock coupling element (35) in a longitudinally displaceable manner, the parking lock cone (38) being subjected to a spring force of a further spring unit (37) which adjusts the parking lock cone (38) on the parking lock coupling element (35) in the direction of a locking position in which the parking lock (7) is held in the engaged state by the parking lock cone (38) and the parking lock cone (38) bears against a stop (39) of the parking lock coupling element (35). [8] Device according to one of claims 3 to 7, characterized bythat the parking lock (7) has a parking lock gear (28) and a parking lock pawl (24), wherein the parking lock gear (28) is connected to the differential cage (9) in a rotationally fixed manner and the parking lock pawl (24) holds the parking lock gear (28) in a rotationally fixed manner when the parking lock (7) is engaged. [9] Device according to claim 8, characterized by that the parking lock pawl (24) is held out of engagement with the parking lock gear (28) by a spring device (29) when the parking lock (7) is in the disengaged state. [10] Device according to claim 9, characterized by that the parking lock pawl (24) is held in positive engagement with the parking lock gear (28) by the parking lock cone (38) against the spring force of the spring device (29) when the parking lock (7) is engaged. [11] Device according to one of the preceding claims, characterized bythat the travel of the differential coupling element (36) between its release position, in which the shift sleeve (20) is disengaged from the differential cage (9) and the compensating function of the axle differential (6) is released, and the locked position, in which the compensating function of the axle differential (6) is blocked by the shift sleeve (20), is adapted to the travel of the parking lock coupling element (35) between its release position, in which the parking lock (7) is disengaged, and its blocked position, in which the parking lock (7) can be engaged, in such a way that the compensating function of the axle differential (6) can already be blocked before the parking lock cone (38) actuates the parking lock pawl (24) in the direction of the position which the parking lock pawl (24) has when the parking lock (7) is engaged. [12] Device according to claim 11, characterized bythat the travel of the differential locking element (36) between its release position and its locking position is adapted to the travel of the parking lock coupling element (35) between its release position and its locking position in such a way that the compensating function of the axle differential (6) can be locked and the parking lock cone (38) actuates the parking lock pawl (24) in the direction of the position which the parking lock pawl (24) has when the parking lock (7) is engaged. [13] Device according to one of the preceding claims, characterized by that the adjusting element (34) is designed as a toothed rack which, in the region of a tooth profile, engages with a gear (33) which is connected to a drive shaft (32) of the drive unit (31). [14] Device according to one of the preceding claims, characterized bythat the actuating element (34) can be transferred by the drive unit (31) from a first position, in which the compensating function of the axle differential (6) is released and the parking lock (7) is disengaged, into a second position, in which the compensating function of the axle differential (6) can be locked and the parking lock (7) is still disengaged, and from the second position into a third position, in which the compensating function of the axle differential (6) can be locked and the parking lock (7) can be engaged. [15] Device according to claim 14, characterized by that the differential coupling element (36) is adjusted in the second position and in the third position of the actuating element (34) and when a tooth-on-tooth position is present between the shift sleeve (20) and the differential cage (9) against the spring force of the spring unit (44) and relative to the actuating element (34) in the direction of the further stop area (43). [16] Device according to claim 14 or 15, characterized by that the parking lock cone (38) is arranged at a distance from the parking lock pawl (24) in the second position of the actuating element (34) and rests against the parking lock pawl (24) in the third position of the actuating element (34) and, when a tooth-on-tooth position is present between the parking lock pawl (24) and the parking lock wheel (28), is adjusted away from the stop (39) of the parking lock coupling element (35) against the spring force of the further spring unit (37) and relative to the parking lock coupling element (35).

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