Park latch module

Abstract

A parking pawl module (10) comprises: a first sun gear (230a); a first actuator (100) configured to actuate the first sun gear (230a); a transmission (200) comprising: a transmission housing (210); at least one transmission gear carrier (220, 220a, 220b) received by the transmission housing (210), wherein the at least one transmission gear carrier (220, 220a, 220b) has a first carrier side (221a) and a second carrier side (221b); at least a plurality of planet gears (222, 222a, 222b) which are supported on the first support side (221a) of the at least one gear carrier (220, 220a, 220b), wherein the at least plurality of planet gears (222, 222a, 222b) are in mesh with the first sun gear (230a); and an actuating element (240, 240c) which is connected to the transmission (200);a toggle lever (310) defining a lever opening (254) configured to receive the actuating element (240, 240c) and to allow movement of the actuating element (240, 240c) within the lever opening (254); and a shaft (314) attached to the toggle lever (310); wherein the first actuating member (100) controls a rotary movement of the at least one gear carrier (220, 220a, 220b), the plurality of planet gears (222, 222a, 222b), and the actuating element (240, 240c), and a linear movement of the toggle lever (310) and the shaft (314).

Description

Technical area

[0001] This disclosure concerns an internal electronic parking actuator. background

[0002] A vehicle's transmission is one of its most important components, as it transmits the engine's power to the vehicle's wheels, allowing the wheels to rotate and the vehicle to move. Transmissions, such as automatic transmissions, have several operating modes, including park, reverse, neutral, drive, and manual shift functions. A parking pawl is a device attached to a vehicle's automatic transmission and designed to engage with the transmission. The parking pawl engages when the driver moves the transmission shift lever to the park position, meaning when the driver intends to park the vehicle and therefore moves the shift lever to the park position. The park position is typically the first position in all cars sold in the United States, due to a 1965 standard established by the Society of Automotive Engineers (SAE).

[0003] The transmission's park position configuration is typically achieved by preventing the movement of various components within the transmission. Most actuators control the park mode via a cable or mechanical linkage that connects the shift lever to the parking pawl inside the transmission. When the driver moves the transmission shift lever to the park position, the mechanical linkage actuates the parking pawl and engages the transmission's external gearing, locking all rotating components. In other known electronically actuated transmission systems, mechanical linkages are replaced by a power-actuated shift module located on or within the transmission. However, such prior art systems feature low-efficiency mechanical linkages or include reduction gears and worm gears that occupy more space outside the module.Therefore, there is a need for a parking lock latch module that takes up less space and is more efficient.

[0004] From DE 10 2006 049 229 A1, a brake actuator for an electric parking brake is known, comprising an electric motor and a planetary gear set. The axles on which the planet gears are mounted on the planet carrier are metallurgically bonded to the planet carrier, i.e., formed integrally with it or mounted on its surface by means of atomic or molecular forces. Recesses on the axles can accommodate a lubricant. Spacers between the planet carrier and the planet gears can reduce the contact area in the axial direction.

[0005] US Patent 2003 / 0221499A1 discloses an actuator for a vehicle transmission that features both a shift-by-wire mode and a manual mode. The actuator comprises a motor and a gear unit that is driven by the motor when the vehicle transmission is in shift-by-wire mode. An output element of the gear unit is configured to interact with the vehicle transmission. A disengagement element can be actuated to drive the gear unit when the vehicle transmission is in manual mode.

[0006] US Patent 2008 / 0293534A1 discloses an actuator for the electromechanical actuation of a parking or handbrake, particularly of a passenger car. The actuator comprises, downstream of the electric motor, a planetary gear set that is axially cascaded in multiple stages and includes a centering pin. Summary

[0007] One aspect of the disclosure provides a parking pawl module comprising: a first sun gear; a first actuator configured to actuate the first sun gear; and a transmission. The transmission comprises: a transmission housing; and at least one gear carrier received by the transmission housing. The at least one gear carrier has a first support side and a second support side. The transmission also comprises: at least a plurality of planet gears mounted on the first support side of the at least one gear carrier, the at least plurality of planet gears meshing with the first sun gear; and an actuating element connected to the transmission. The parking pawl module also includes a toggle lever defining a lever opening configured to receive the actuating element and to allow movement of the actuating element within the lever opening.The parking pawl module also includes a shaft attached to the toggle lever. The first actuator controls a rotary movement of at least one gear carrier, the plurality of planetary gears, and the actuating element, and a linear movement of the toggle lever and the shaft.

[0008] Embodiments of the disclosure may include one or more of the following optional features. In some embodiments of the parking pawl module, the actuating element is an actuating bolt. In some examples, the parking pawl module is connected to a parking pawl, wherein a movement of the actuating element in a first direction causes the parking pawl to be in a parked configuration, and wherein a movement of the actuating element in a second direction opposite to the first direction causes the parking pawl to be out of the parked configuration.

[0009] In some embodiments, the at least one gear carrier comprises: a first gear carrier with a first support side and a second support side; and a second gear carrier with a first support side and a second support side. The second gear carrier includes a second sun gear arranged on the first support side. In some examples, the at least one plurality of planet gears comprises a first plurality of planet gears mounted on the first support side of the first gear carrier. The first plurality of planet gears meshes with the first sun gear. The at least one plurality of planet gears also comprises a second plurality of planet gears mounted on the first support side of the second gear carrier, the second plurality of planet gears meshing with the second sun gear.The actuating element can be connected to the second support side of the second gear carrier. In some examples, an arc-shaped movement of the actuating feature causes a linear movement of the shaft around a chord path of an arc that defines the arc-shaped movement.

[0010] In some embodiments, the parking pawl module further comprises a ring gear that is integrally formed on an inner surface of the gearbox housing. The ring gear meshes with at least a plurality of planetary gears.

[0011] In some embodiments, the parking pawl module comprises a first actuator. The parking pawl module also comprises a transmission with at least one gear carrier, wherein the at least one gear carrier has a hub configured to rotate when the first actuator rotates. The pawl module also comprises a disengagement module. The disengagement module comprises: an output coupler with a first surface and a second surface; an actuating element arranged on the first surface of the output coupler; and a torsion spring with a first end connected to the output coupler and a second end connected to the hub or the at least one gear carrier. The disengagement module also comprises an actuating mechanism arranged on the second surface of the output coupler and extending away from the output coupler.The actuating mechanism is designed to engage with the hub of the transmission. The first actuator controls the movement of at least one hub, the actuating element, and the actuating mechanism.

[0012] Embodiments of the disclosure may include one or more of the following optional features.

[0013] In some embodiments, the pawl module further comprises: a toggle lever defining a lever opening configured to receive the actuating element and allow movement of the actuating element within the lever opening; and a shaft attached to the toggle lever. The movement of the actuating element causes movement of the shaft. In some examples, the movement of the actuating element in an arc-shaped motion along an arc-shaped path causes linear movement of the shaft around a chord path of an arc that defines the arc-shaped motion.

[0014] In some embodiments, the output coupler comprises at least one flange extending from a center of the output coupler. The at least one flange comprises first and second edges, the first and second edges defining at least one recess between them. In some examples, the pawl module further comprises a cam coupler. The cam coupler may comprise: a belt mounting step with a first belt mounting step side and a second belt mounting step side; a first step extending from the first belt mounting step side and having a diameter smaller than the diameter of the belt mounting step; and a second step extending from the second belt mounting step side. The second step comprises a step surface at a distal end of the second step that is not connected to the belt mounting step.The cam coupler can also include at least one cam extending away from the step surface. This at least one cam is designed to mesh with the at least one recess defined by the first and second edges.

[0015] In some embodiments, the pawl module further comprises an auxiliary motor connected to the cam coupler via a belt. The auxiliary motor is configured to rotate the cam coupler relative to the output coupler. By rotating the cam coupler, the first and / or second edge of the output coupler climbs over the at least one cam of the cam coupler, thereby displacing the output coupler axially away from the cam coupler. In some examples, the torsion spring causes the output coupler to rotate in a direction that triggers a parking configuration of a vehicle when the output coupler moves axially away from the cam coupler.

[0016] The details of one or more embodiments of the disclosure are contained in the accompanying drawings and the following description. Further aspects, features, and advantages will become apparent from the description and the drawings, as well as from the claims. Description of the drawings Fig. Figure 1 is a perspective view of an exemplary transmission parking pawl module. Fig. Figure 2 is a side view of an exemplary transmission parking pawl module. Fig. Figure 3 is an exploded view of an exemplary transmission parking pawl module. Fig. Figures 4A-4D are perspective views of the movement of the exemplary gearbox parking pawl module of the Fig. 1-3. Fig. Figure 5 is an exploded view of an exemplary transmission parking pawl module with a separating module. Fig. 6A is an exploded view of an exemplary second gear wheel carrier, which is connected to the one in Fig. The separation module shown in section 5 is used. Fig. 6B is an exploded view of an exemplary separation module with a torsion spring. Fig. 6C is an exploded view of an exemplary separation module with a cam coupler. Fig. Figure 7A is a perspective view of the exemplary separation module in an engagement position. Fig. Figure 7B is a perspective view of the exemplary separating module in a disengaged position.

[0017] Identical reference symbols in the different drawings indicate similar elements. Detailed description

[0018] In some embodiments, it is desirable to have a parking pawl module designed for easy engagement and disengagement of the park position configuration, which is compact, has high torque transmission, is modular in design, and can output both linear and rotary motions, while simultaneously reducing costs. Furthermore, under certain conditions and in certain applications, it is desirable that a self-engaging pawl module not be energized if the driver forgets to move the transmission shift lever to the park position before parking the vehicle. This is a safety requirement to prevent the vehicle from rolling away.

[0019] With reference to the Fig. In some embodiments, a parking pawl module 10 comprises a first actuator 100 and a gearbox 200. The pawl module 10 may also include a second actuator 300. The first actuator 100 may include a motor 110, such as an electric motor, but is not limited to this. The motor 110 is connected to the gearbox 200. The gearbox 200 comprises a gearbox housing 210. In some examples, as shown in the figures, a ring gear 212 is integrally formed on an inner surface of the gearbox housing 210. The gearbox 200 may include at least one gear carrier 220. In some examples, the gearbox 200 comprises a first gear carrier 220, 220a and a second gear carrier 220, 220b. The first gear carrier 220, 220a carries a first plurality of planetary gears 222, 222a on a first side 221a of the first gear carrier 220a opposite the motor 110.In other words, the first plurality of planet gears 222a is rotatably mounted on the first gear carrier 220a. As shown, the first gear carrier 220a carries three planet gears 222a, although the first gear carrier 220a can accommodate additional planet gears 222a. In examples where the transmission 200 includes a second gear carrier 220b, the second gear carrier 220b can carry a second plurality of planet gears 222, 222b. Other configurations of gear carriers 220 and planet gears 222 are also possible.

[0020] As shown in some examples, the motor 110 is connected to the gearbox 200 via a first sun gear 230, 230a. The first sun gear 230a is connected to the motor 110 and meshes with the first set of planet gears 222a. As such, the first sun gear 230a is positioned to mesh with each of the planet gears 222 of the first set of planet gears 222a. Furthermore, the first set of planet gears 222a meshes with the ring gear 212 of the gearbox housing 210. Therefore, the motor 110 rotates the first sun gear 230a, which in turn causes the planet gears 222 of the first set of planet gears 222a to rotate, which in turn causes the first gear carrier 220a to rotate within the gearbox housing 210.

[0021] The first gear carrier 220a carries a second sun gear 230, 230b, which is arranged on a second side 221b of the first gear carrier 220a opposite the first side 221a, which carries the first plurality of planet gears 222a. In some examples, the second sun gear 230, 230b is formed integrally with the first gear carrier 220a. The second sun gear 230, 230b is in mesh with the second plurality of planet gears 222b. The second gear carrier 220b includes an actuating element, such as an actuating bolt 240, which is formed integrally with the second gear carrier 220b. The actuating bolt 240 extends from a second side 221b of the second gear carrier 220b, which is opposite the first side 221a of the first gear carrier 220a. As mentioned previously, other 200 transmission configurations may also be possible.

[0022] In some embodiments, the gearbox 200 includes an end plate 250. The end plate 250 is detachably connected to the gearbox housing 210 by one or more connecting mechanisms, such as, but not limited to, screws 252. The end plate 250 defines an opening 254 designed to receive the actuating bolt 240 when the pawl module 10 is mounted. Thus, with the pawl module 10 mounted, the actuating bolt 240 extends through the opening 254. The opening 254 is dimensioned to allow movement of the actuating bolt 240 within the opening 254, so that the actuating bolt 240 follows an arcuate path 242 as desired for the actuating bolt path (as in the Fig. (shown in Figures 4A-4D). The opening 254 can be designed to allow different travel distances of the actuating bolt 240, which are limited either by the motor power or by the required travel clearance.

[0023] The second actuator 300 comprises a toggle lever 310. The toggle lever 310 defines a lever opening 312, which is designed to receive the actuating bolt 240 when the pawl module 10 is mounted. The toggle lever opening 312 is dimensioned such that the toggle lever 310 can move relative to the actuating bolt 240 along the arc path 242 (as shown in the Fig. (shown in 4A-4D). This mechanism allows the toggle lever 310 to follow a tendon path 320 of the arc path 242 described by the actuating bolt 240.

[0024] In some embodiments, the toggle lever 310 is attached to an actuating shaft 314. The toggle lever 310 can define a bore 313 configured to receive a bolt (not shown) that is held on the shaft 314, as in Fig. Figure 1 shows the shaft 314 and the toggle lever 310. In other examples, the shaft 314 and the toggle lever 310 are integrated. The shaft 314 can include a plurality of notches / grooves (not shown) that can be used to hold the shaft 314 in a desired position. In some examples, a magnet is used to hold the position of the shaft 314 in the engaged or disengaged state by means of a magnetic piston located in this notch / groove. Depending on the actuation strategy, the magnet pulls the piston out of the notch / groove, with a tensioned spring (not shown) locking the shaft 314 into the parked or home position. In some examples, the second actuator 300 includes at least one bushing 316 configured to provide a bearing surface that serves as a counter-bearing for a shaft housing / frame 330 for the linear movement of the shaft 314.

[0025] The second actuator 300 can comprise a shaft housing 330, as shown in Fig. Figure 3 shows that the shaft housing 330 can carry at least one bushing 316. The shaft 314 slides within the shaft housing 330 and moves relative to the shaft housing 330 such that the shaft 314 is in a first shaft direction D S1 and a second wave direction D S2 can move. Thus, wave 314 moves between a first position, as in Fig. 4A shown, and a second position, as in Fig. 4D representation. The second position ( Fig. 4D) is designed to prevent components within the transmission from moving and thus to bring the vehicle associated with the transmission into a parked configuration. In some embodiments, a return spring (not shown) is located concentrically to the shaft 314, which reacts against the shaft housing 330 and, in combination with a magnet (not shown), allows the shaft to lock into the standard or parked position when under tension.

[0026] In some examples, the end of shaft 314 that is not attached to the toggle lever 310 is attached to the parking pawl in the gearbox housing, which switches between two positions. Shaft 314 can first be attached to a cocked comb, which in turn is attached to the parking pawl via the device / linkage defined in the vehicle. The non-zero forces induced by shaft 314 react through the toggle lever 310, the actuating bolt 240, the second gear carrier 220b, and finally through a central bushing / bearing (not shown) to the end plate 250 between the second gear carrier 220b and the end plate 250. This force is then transmitted to the gearbox housing 210. In this way, the non-zero forces do not cause misalignment of the planetary gears of gearbox 200, which would cause jamming or blockage.

[0027] The Fig. Figures 4A-4D illustrate the conversion of the rotary motion of the actuating bolt 240 into a linear motion of the shaft 314. The figures show a front view of the second gear carrier 220b with the actuating bolt 240 and the toggle lever 310, which defines the lever opening 312 and is connected to the shaft 314. With reference to Fig. 4A the toggle lever 310 and the shaft 314 are in a first position, with the toggle lever 310 and the shaft 314 in the first shaft direction D S1 move until they no longer move in this first wave direction D S1 can move. If the actuating bolt 240 moves in the second shaft direction D S2 moved, which of the first wave direction D S1 If the direction of rotation is opposite to that in step 1, then the second gear wheel carrier 220b rotates clockwise about a pivot point C with the movement of the actuating bolt 240, whereby the toggle lever 310 and the shaft 314 rotate in the second shaft direction DS2 along the chord path 320 of the arc path 242, around which the actuating bolt 240 moves. Therefore, in step 1, the actuating bolt 240 moves in the first bolt direction D. P1 with respect to the lever opening 312 and along the arc path 242, while the shaft 314 is in the second wave direction D S2 moved. In step 2, the actuating bolt 240 continues to move in the first bolt direction D. P1 with respect to the lever opening 312 and along the arc path 242, while the shaft 314 continues in the second shaft direction D S2 moved. Fig. Figure 4C shows the position of the actuating bolt 240, located at the top of the arc path 242, with the shaft 314 halfway along its chordal path 320. In step 3, the actuating bolt 240 moves in the second bolt direction D. P2with respect to the lever opening 312 and along the arc path 242, while the wave 314 continues its movement in the second wave direction D S2 continues, thereby extending the movement of wave 314 in the second wave direction D S2 at Fig. 4D is completed and the stroke is controlled by the design of the opening 254 on the end plate 250. When this position is reached, the pawl module 10 moves the vehicle into the park position. To return to the starting position, the reversal occurs along the same arc-shaped path 242. Therefore, through steps 4 to 6, the actuating bolt 240 causes the lever 310 and the shaft 314 to move in a linear path 320 to the starting position, so that the vehicle returns to the out-of-park position. In other words, the actuating bolt 240 moves in the first bolt direction D. P1with respect to the lever opening 312 and along the arc path 242, while the shaft 314 in the first wave direction D S1 moved, which led to the in Fig. The position shown in 4C is achieved. In step 5, the actuating bolt 240 moves in the second bolt direction D. P2 with respect to the lever opening 312 and along the arc path 242, while the wave 314 continues its movement along the first wave direction D S1 continues, which leads to the in Fig. The position shown in 4B leads to this. Finally, in step 6, the actuating bolt 240 moves in the first bolt direction D. P1 with respect to the lever opening 312 and along the arc path 242, while the wave 314 carries out its movement in the first wave direction D S1 continues, which leads to the in Fig. The position shown in Figure 4A completes a full cycle of movement of the actuating bolt 240 and thus of the shaft 314. As shown, the rotation angle α of the arc path 242, along which the actuating bolt 240 moves, is designed to provide a specific linear motion of the shaft 314. In some examples, the rotation angle α allows the shaft 314 to move linearly in direction D. S1 and D S2 moved. Therefore, the rotation angle α can be adjusted so that a different range of linear motion in the directions D S1 and D S2The force is provided as required by the actuator. However, it should be noted that the designer is limited by the physically usable arc length, since the usable force at the end positions is only a component of the torque supplied by the motor-gearbox combination. A combination of the rotation angle α and the distance "r" from the center C to the arc, i.e., the arc radius, can be adjusted to make a design possible for the given space and motor power.

[0028] As shown, the shaft 314 forms an essentially perpendicular angle with the actuating bolt 240, which converts the rotary motion into the motion with respect to the Fig. The linear movement described in 4A-4D is possible. However, in some examples, the toggle lever 310 is designed such that it positions the shaft 314 essentially parallel to the actuating bolt 240, thus enabling a different movement of the shaft 314. In some examples, the shaft 314 is replaced by a direct output to allow an arc-shaped movement. In other examples, the actuating bolt 240 can be positioned in the center C of the second gear carrier 220b. In this case, the shaft 314 can extend from the actuating bolt 240 and thus perform a rotary movement ( Fig. 7A and Fig. 7B). Therefore, the pawl module 10 can be configured to provide linear motion, arc motion, or rotary motion based on the specific actuator requirement of the vehicle.

[0029] Under certain conditions, it may be necessary to move the parking actuator to a non-parking or standard position in order to tow a vehicle without power. With this in mind, a disengaging mechanism (e.g., disengaging module 400) can be added to the above embodiment to reduce the moment of inertia of the rotating mass. This would allow for a faster response time between positions and would also eliminate the need to consider the motor's cogging torque if a ratchet mechanism is designed to return to the standard position when de-energized. With reference to the Fig. 5-7 In some embodiments, the pawl module 10 comprises a separating module 400, which is arranged between the gearbox 200 and the second actuator 300. As described, the separating module 400 is used with the gearbox 200 described above. However, the separating module 400 can be used with any other gearbox 200, so that the gearbox 200 has the features described below. In this example, the gearbox 200 comprises a gearbox housing 210 similar to the one described above. With regard to Fig. 6A, however, the second gear carrier 220b includes an actuating element, such as a hub 260. The hub 260 can be mounted as a single unit with the second gear carrier 220b or by means of a bolted connection or toothed connection to facilitate assembly. The hub 260 is axially concentric with the second gear carrier 220b and includes two lug elements 264 extending from a surface 263 of the hub 260. The lug elements 264 function similarly to one half of an Oldham coupling; however, other couplings can also be used.

[0030] As in Fig. As shown in Figure 5, the end plate 250 includes an end plate bearing seat 256, which is designed to receive the separating module 400 (i.e., a first bearing stage 464 of the cam coupler 460, as shown in Figure 5). Fig. (Figure 6C shown and described). The mating surfaces between the cam coupler 460 and the end plate 250 at surfaces 465 and 257 form a sliding bearing / sliding bushing, allowing the cam coupler 460 to rotate within the end plate 250. The cam coupler 460 is concentric with the gearbox 200, but not mechanically attached to it. Furthermore, the end plate 250 also serves as a thrust bearing surface to prevent the cam coupler 460 from sliding backward toward the gearbox 200.

[0031] The separation module 400 comprises an output coupler 410 with a first surface 412 and a second surface 414 opposite the first surface 412. The output coupler 410 may include one or more flanges 416 extending from the center C. In some examples, the output coupler 410 includes at least one flange 416. As shown, the output coupler 410 includes two flanges 416 arranged symmetrically around a plane (not shown) extending from the first surface 412 to the second surface 414 and through the center of the output coupler 410. Other flange 416 configurations are also possible. Each flange 416 includes edges 419 having a substantially chamfered shape. The edges 419 and the output coupler 410 define "valleys" or recesses 417 extending between the edges 419.

[0032] In some embodiments, the pawl module 10 provides a torque output, i.e., the actuating bolt 240 is positioned in the center C of the pawl module 10 and in the Fig. 7A and Fig. 7B is shown as reference numeral 240c. In this case, the output coupler 410 can be connected to the output shaft 314 by an external toothing (not shown) instead of having the actuating bolt 240.

[0033] In some examples where the pawl module 10 provides a linear output, the output coupler 410 includes an actuating element, such as an actuating bolt 240, extending from the first surface 412 and as shown in the Fig. 5, Fig. 6B and Fig. 6C is shown to be positioned eccentrically. In this case, the actuating bolt 240 of the output coupler 410 is designed to be similar to the actuating bolt 240 of the second gear carrier 220b, as shown in the Fig. Figures 1-4D are shown. Thus, the actuating bolt 240 of the output coupler 410 is designed such that it fits into the lever opening 312 defined by the toggle lever 310 and moves within the lever opening 312, as shown in Fig. 4A-4D are shown and described.

[0034] The output coupler 410 comprises an actuating mechanism 430 extending away from the second surface 414 of the output coupler 410. The actuating mechanism 430 of the output coupler defines a groove 432 or a plurality of grooves 432 arranged uniformly around the central axis C of the output coupler 410 on a side of the actuating mechanism 430 of the output coupler distal to the side connected to the output coupler 410. The groove 432 has a shape complementary to the shape of the lug elements 264 on the hub 260 and is configured to receive the lug elements 264 in a locked position. In some examples, the lug elements 264 and the groove 432 form the opposing counterparts of an Oldham coupling. However, other couplings can also be used, so that the hub 260 is coupled to the actuating mechanism 430 of the output coupler in the assembled state.The majority of the tab elements 264 correspond in quantity to the majority of the tab elements 432 in order to fit together satisfactorily.

[0035] The tab element(s) 264 and the groove(s) 432 are coupled to each other, with the tab element(s) 264 being positioned within the groove 432, since such a rotational movement of the hub 260 (and thus of the second gear carrier 220b) also rotates the output coupler 410 in the same direction. When the output coupler 410 is axially displaced, the tab elements 264 and the groove 432 are not coupled, thus separating the output coupler 410 from the hub 260. Therefore, the hub 260 and / or the output coupler 410 can move freely without the other moving. The previously mentioned wedge connection between the output coupler 410 and the output shaft facilitates the axial displacement of the output coupler 410.

[0036] To enable the ratcheting of this rotary mechanism into the standard or park position, the disengaging module 400 includes a torsion spring 450 that connects the hub 260 to the output coupler 410. The torsion spring 450 comprises a first shaped end 452 that is connected to the second surface 414 of the output coupler 410, and a second shaped end 453 that is connected to the surface of the hub 260 at the connection point 255 or to the second gear carrier 220b and adjacent to the hub 260. The first end 452 of the torsion spring 450 is parallel to the spring axis and perpendicular to the surface 414 of the output coupler 410, so that the output coupler 410 can slide axially while still attached to the torsion spring 450. The second end 453 is closed radially to the torsion spring axis and fits into a bore on the surface 262.This causes the torsion spring 450 to engage positively with the hub 260, thus preventing any relative angular movement between them. As in . Fig. As can be seen in 6B, the torsion spring 450 is concentric to the axis of the hub 260, the output coupler 410, the hub 260, the gearbox 200 and the first actuator 100, i.e., the motor 110.

[0037] With reference to Fig. In some embodiments, the cam coupler 460 houses the torsion spring 450 and is concentric to it. The cam coupler 460 comprises a belt mounting stage 462, a first bearing stage 464 extending from the belt mounting stage 462, and a second stage 466. The belt mounting stage 462 and the first and second stages 464, 466 form a cylindrical shape and define a through-bore 468. In some examples, the belt mounting stage 462 has an outer diameter that is larger than the diameter of the first and / or second stages 464, 466. The torsion spring 450 is located within the inner diameter of the through-bore 468 and is not mechanically connected to the cam coupler 460 in any way.

[0038] The second stage 466 comprises a cam 470 extending from a step surface 467. As shown, the second stage 466 includes two cams 470, although additional cams 470 are also possible. For successful operation, the majority of the cams 470 and the recesses 417 must be identical. When the cams 470 are seated in the recesses 417, the spring 264 will engage in the groove 432, and the torsion spring 450 will be pre-tensioned or have stored its maximum energy potential.

[0039] When the parking pawl module 10 is mounted, the first bearing stage 464 of the cam coupler 460 is received by the bearing seat 256 and housed in it, as shown in the Fig. 7A and Fig. Figure 7B shows the bearing seat 256 having an inner diameter (not shown) that is larger than the inner diameter of the first bearing stage 464 of the cam coupler 460. In other examples, the bearing seat 256 has an inner diameter (not shown) that is smaller than the inner diameter of the first bearing stage 464 of the cam coupler 460. Additionally, the cams 470 of the cam coupler 460 are received by the recesses 417 of the output coupler 410. In some embodiments, the cam coupler 460 is driven by an auxiliary motor (not shown) via the belt mounting stage 462. In other embodiments, the belt mounting stage can be provided with a sprocket or gear to allow for a light chain or gear drive to the auxiliary motor.When the cam coupler 460 is rotated, the cams 470 move within the recesses 417 to the recess ends and then climb over the chamfered edge 419 to the tips of the flanges 416. Since the cam coupler 460 is located on the end plate 250 and cannot move axially, the output coupler 410 is pushed out axially. This releases the groove 432 from the tab elements 264. Once the tab-groove joint is released, the tensioned torsion spring 450 is released, which moves the output coupler 410 (i.e., the output shaft) into the standard or park position.

[0040] In some situations, a driver may not put the vehicle into park before switching it off. In this case, the locking pawl module 10 is triggered to force the vehicle into the park position, preventing, for example, the vehicle from rolling when parked on an incline. An external power source, such as a battery, powers the auxiliary motor, which drives the cam coupler 460 and performs the steps described above. Fig. Figure 7A shows normal operation of the pawl module 10. Therefore, if the driver moves the gearshift lever to the park position before switching off the vehicle, the pawl module 10 remains in this position. Fig. However, Figure 7B shows that the locking pawl module 10 is triggered if the driver does not move the gearshift lever to the park position before switching off the vehicle.

[0041] When the pawl module 10 is triggered, the torsion spring 450 has the function of enabling the output coupler 410 to ratchet away from the end plate 250. Therefore, the torsion spring 450 can be in a relaxed position ( Fig. 7B) or a tense position ( Fig. 7A). When the torsion spring 450 is in the relaxed position, the tab elements 264 and the groove 432 are not aligned, or in other words, offset, as shown in Fig. Figure 7B shows that when the torsion spring 450 is in the tensioned position, the tab elements 264 and the groove 432 are aligned and interlocked, i.e., the grooves 432 receive the tab elements 264. Therefore, in the tensioned position of the torsion spring 450, the hub 260 of the second gear carrier 220b engages with the actuating mechanism 430 of the output coupler, so that the second gear carrier 220b is connected to the output coupler 410. In the tensioned position ( Fig. 7A) The torsion spring 450 stores energy that is not used because the hub 260 of the second gear carrier 220b is engaged with the actuating mechanism 430 of the output coupler. The energy stored in the torsion spring 450 in the tensioned position ( Fig. 7A) However, the stored energy is used to latch / rotate the output coupler 410 without moving or rotating the second gear carrier 220b, thereby moving the pawl module 10 into the relaxed position when the tab-slot connection is released ( Fig. 7B) switches. The rotation of the output coupler 410 also rotates the output shaft. If the actuator had a linear mechanism, the output coupler 410 would rotate the actuating bolt 240, which in turn would cause the shaft 314 to move linearly and force the vehicle into the park position.

[0042] During normal operation, i.e., when the driver moves the gearshift lever to the park position before switching off the vehicle, the flanges 416 of the output coupler 410 move between the cams 470 of the cam coupler 460 relative to the output coupler 410, and the output coupler 410 rotates clockwise or counterclockwise relative to the cam coupler 460 without moving axially away from the cam coupler 460. This is due to the width of the angled recesses 417, which allow the cams 470 to pass through without rising above the flanges 416.

[0043] In the subsequent start-up cycle, following a detent, to the standard or park position (triggered after the driver has switched off the vehicle without moving the gearshift lever to the park position), the auxiliary motor (not shown) engages, causing the cam coupler 460 to rotate so that the edge 419 of the output coupler 410 is no longer above the cam 470 of the cam coupler 460. As the cam coupler 460 rotates, the flanges 416 of the output coupler 410 are positioned between the cams 470 of the cam coupler 460. Furthermore, the motor 110 rotates when the engine is switched on and receives power.The rotation of the motor 110 causes the torsion spring 450 to also rotate due to the rotation of the gear carriers 220, 220a, 220b, thereby aligning the rotation of the hub 260 of the second gear carrier 220b with the groove 432 defined by the actuating mechanism 430 of the output coupler 410 relative to the stationary output coupler 410. When aligned, an axial spring (not shown) causes the hub 260 of the second gear carrier 220b and the groove 432 to engage, thus tensioning the torsion spring 450, which in turn tensions the torsion spring 450 again.

[0044] In some embodiments, the pawl module 10 includes a sensor (not shown) for determining the position of the output coupler 410 relative to the second gear carrier 220b. Based on the determination of the output coupler 410's position relative to the second gear carrier 220b, the parking pawl module 10 determines whether the vehicle battery energizes the motor 110 during / after the next power cycle following the driver's shutdown of the vehicle, without moving the gearshift lever to the park position, so that the torsion spring 450 can return to its tensioned position. A sensor would also be usefully placed on the cam coupler to identify its rotational / angular position for switching the auxiliary motor on and off, as required to position the cam coupler 460 in the correct angular orientation relative to the output coupler 410.

[0045] Although the module 10 described above is assigned to a parking lock actuator, the module 10 can take over several position outputs with suitable control such as selector switches and electronic gear switches or parking brake actuators.

[0046] A number of embodiments have been described. Nevertheless, it is assumed that various modifications can be made without deviating from the spirit and scope of the disclosure. Accordingly, other embodiments are included within the scope of the following claims.

Claims

[1] Parking lock latch module (10), comprising: a first sun wheel (230a); a first actuator (100) designed to actuate the first sun wheel (230a); a gearbox (200), comprising: a gearbox housing (210); at least one gear wheel carrier (220, 220a, 220b) which is received by the gear housing (210), wherein the at least one gear wheel carrier (220, 220a, 220b) has a first carrier side (221a) and a second carrier side (221b); at least a plurality of planet gears (222, 222a, 222b) which are supported on the first support side (221a) of the at least one gear carrier (220, 220a, 220b), wherein the at least plurality of planet gears (222, 222a, 222b) are in mesh with the first sun gear (230a); and an actuating element (240, 240c) that is connected to the gearbox (200); a toggle lever (310) defining a lever opening (254) configured to receive the actuating element (240, 240c) and to allow movement of the actuating element (240, 240c) within the lever opening (254); and a shaft (314) which is attached to the toggle lever (310); wherein the first actuating element (100) controls a rotary movement of the at least one gear carrier (220, 220a, 220b), the plurality of planet gears (222, 222a, 222b), and the actuating element (240, 240c), and a linear movement of the toggle lever (310) and the shaft (314). [2] Parking lock pawl module (10) according to claim 1, wherein the actuating element (240, 240c) is an actuating bolt. [3] Parking pawl module (10) according to claim 1, wherein the parking pawl module (10) is connected to a parking pawl, wherein a movement of the actuating element (240, 240c) in a first direction triggers the parking pawl to be in a parking configuration, and a movement of the actuating element (240, 240c) in a second direction opposite to the first direction triggers the parking pawl to be outside a parking configuration. [4] Parking pawl module (10) according to claim 1, wherein the at least one gear wheel carrier (220, 220a, 220b) comprises: a first gear wheel carrier (220a) with a first carrier side (221a) and a second carrier side (221b); and a second gear carrier (220b) with a first carrier side (221a) and a second carrier side (221b), wherein the second gear carrier (220b) comprises a second sun gear (230b) positioned on the first carrier side (221a). [5] Parking pawl module (10) according to claim 4, comprising at least a plurality of planetary gears (222, 222a, 222b): a first plurality of planet gears (222a) mounted on the first support side (221a) of the first gear carrier (220a), wherein the first plurality of planet gears (222a) meshes with the first sun gear (230a); and a second plurality of planet gears (222b) mounted on the first support side (221a) of the second gear carrier (220b), wherein the second plurality of planet gears (222b) engages with the second sun gear (230b). [6] Parking lock pawl module (10) according to claim 5, wherein the actuating element (240, 240c) is connected to the second support side (221b) of the second gear wheel carrier (220b). [7] Parking pawl module (10) according to claim 6, wherein an arc-shaped movement of the actuating element (240, 240c) causes a linear movement of the shaft (314) about a chord path (320) of an arc (242) which defines the arc-shaped movement. [8] Parking pawl module (10) according to claim 1, further comprising a ring gear (212) which is integrally formed on an inside of the gearbox housing (210), wherein the ring gear (212) engages with at least a plurality of planet gears (222, 222a, 222b).

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