Parking barrier device for a vehicle and method for operating a parking barrier device in a vehicle

Description

[0001] The present invention relates to a parking lock device for a vehicle and a method for operating a parking lock device in a vehicle. State of the art

[0002] Conventional parking locks can be used with an electric drive device, such as an electric axle, and advantageously create a locking effect for a driving or rolling movement of the vehicle and advantageously prevent it from unintentionally rolling away, or at least reduce the probability of doing so.

[0003] A parking lock wheel can be rigidly connected to a drive shaft and rotates along it as soon as the electric motor of an e-axle turns. When the parking lock is triggered, the actuator initiates a rotary movement which, via a switching mechanism, presses the pawl into the parking lock wheel. The engagement of the pawl in the parking lock wheel, through positive locking, abruptly stops the drive shaft. This means that the e-axle's electric motor can stop within milliseconds. A very high torque can occur during this process. It is therefore desirable to mitigate and dampen this abrupt stop and the associated high torque, especially at high vehicle speeds.

[0004] When the parking lock is triggered, the entire e-axle can stop in fractions of a second, and an enormous torque is then suddenly applied to the drive shaft, transmission shaft and their bearings, the parking lock wheel, the pawl, and the housing. Therefore, these components, as well as the ball bearings and the housing, can be made very robust.

[0005] In known parking lock systems, the mechanical or hydraulic structure can be designed such that, under certain operating conditions, a default state can be assumed in which a parking state with a locking effect can be active (default-to-park). Typically, a vehicle can assume a parked state even if an operational fault occurs.

[0006] WO 2015 / 128083 A1 describes a method for actuating a braking device of a vehicle drive train having an automatic transmission, with a transmission-side parking lock, with a service brake, and with a parking brake that can be actuated independently of the service brake.

[0007] From DE 10 2008 001 976 A1, a parking lock device for a vehicle is known, comprising a locking pawl and a parking lock wheel with at least one recess into which the locking pawl can engage, thereby generating the locking effect. The parking lock device includes an actuator with which the locking pawl can be actuated and moved into and / or out of the recess. The parking lock device also includes an electromechanical auxiliary actuator with which the locking pawl can be actuated and moved into the recess. Furthermore, a control device is provided with which the actuation of the locking pawl by the actuator can be controlled, and with which the actuation of the locking pawl by the electromechanical auxiliary actuator can be controlled in the event of an operational fault in the vehicle's power supply or on-board electrical system.With an auxiliary power source, the electromechanical auxiliary actuator device can be operated in the event of an operational fault in the vehicle's power supply or vehicle electrical system.

[0008] Similar parking barrier devices are known from WO 2019 / 001831 A1 and from DE 10 2014 211390 A1. Disclosure of the invention

[0009] The present invention provides a parking lock device for a vehicle according to claim 1 and a method for operating a parking lock device in a vehicle according to claim 8. Preferred embodiments are the subject of the dependent claims. Advantages of the invention

[0010] The idea underlying the present invention is to provide a parking lock device for a vehicle and a method for operating a parking lock device in a vehicle, wherein the locking torque can be applied to the components of the parking lock device using an electromechanical auxiliary actuator device, thereby providing a redundant possibility for applying the locking effect in the event of an operational fault in the power supply in the vehicle.

[0011] According to the invention, the parking lock device for a vehicle comprises a pawl; a parking lock wheel with at least one recess into which the pawl can engage and thereby generate the locking effect; an actuator device with which the pawl can be actuated and moved into and / or out of the recess; a control device with which actuation of the pawl with the actuator device can be controlled; an electromechanical auxiliary actuator device with which either the pawl can be actuated and moved into and / or out of the recess, wherein actuation of the pawl with the electromechanical auxiliary actuator device can be controlled with the control device in the event of an operational fault in a power supply of the vehicle or an on-board network of the vehicle;or an auxiliary locking pawl is actuable and movable into and / or out of the recess, wherein the control unit enables the auxiliary locking pawl to be actuated by the electromechanical auxiliary actuator in the event of an operational fault in the vehicle's power supply or vehicle electrical system; and an auxiliary power source with which the electromechanical auxiliary actuator can be operated in the event of an operational fault in the vehicle's power supply or vehicle electrical system, wherein the parking lock device is configured such that above a predetermined vehicle speed the electromechanical auxiliary actuator can be operated via recuperation from an electric machine of the vehicle and below the predetermined speed the electromechanical auxiliary actuator can be operated via the auxiliary power source.

[0012] The auxiliary actuator can function as a redundant system for engaging a locking action on the parking lock wheel. In other words, the auxiliary actuator can represent a secondary actuator for engaging an auxiliary pawl on the parking lock wheel or on a mechanism for engaging the pawl, so that in the event of a malfunction, it can still initiate or maintain a locking action on the parking lock wheel. Furthermore, in the event of a power supply failure in the vehicle, the auxiliary actuator can still function because it is advantageously powered by the auxiliary power source, which itself can be a redundant power source within the vehicle. The auxiliary actuator can advantageously be designed to have lower power consumption than the actuator that serves as the primary actuator for engaging the locking action.The auxiliary actuator can be spring-loaded, for example, with a pin, and therefore have lower energy and power consumption than the actuator itself. The auxiliary actuator can also include a coil with which the pin, i.e., the auxiliary pawl, can be held or moved against the force of a spring, thus advantageously moving it out of a locked position on the parking pawl wheel. The auxiliary actuator can also include the pin, i.e., the auxiliary pawl. Since the auxiliary pawl can be smaller than the (primary) pawl, the coil for the auxiliary pawl can also be smaller.To move the auxiliary pawl out of the locked position via the coil or to hold it outside of this position, a lower current can therefore be used to supply the coil of the auxiliary actuator device than for the (primary) actuator device, which advantageously makes the auxiliary actuator device easy to operate from the auxiliary power source and allows the auxiliary power source to be of a smaller size than the power source for the (primary) actuator device.

[0013] The parking lock device can be used in an electric drive axle to prevent an electric car from unintentionally rolling away, or at least to reduce the risk of doing so.

[0014] The aforementioned control of the parking lock device according to the invention can advantageously take place during and / or after an operational fault in the power supply of the vehicle's electrical system (12V network), the control unit, or other vehicle components. It is advantageous to engage the locking function regardless of whether the locking function was already active before the operational fault occurred and then set it as the new initial state.

[0015] A parking position with a locking effect can be activated by a spring, which may encompass the parking lock mechanism, provided this spring is capable of tensioning the pawl. The spring can be pre-tensioned, causing the pawl to engage in the recess when there is no longer sufficient counterforce to prevent engagement. Such counterforce can be generated by a hydraulic piston, which may encompass the parking lock mechanism and control the pawl's movement. The piston can be mechanically connected to the pawl via a linkage, which may also encompass the parking lock mechanism. A coil can hold the piston in a position where the pawl is not engaged. During driving, the coil can be continuously energized to maintain a piston position that prevents the pawl from engaging (against the force of the pre-tensioned spring).By applying hydraulic pressure to the piston from a hydraulic system, which may include the parking lock mechanism, it can be additionally held against the spring tension in a position below which the pawl does not engage. In this way, at least two mechanisms can be redundantly employed to counteract the engagement of the locking action. Such a system with its respective components can be incorporated into the parking lock mechanism.

[0016] In the event of an operational error, a reduction in hydraulic pressure, at least partially, can typically occur.

[0017] On the other hand, a malfunction can occur in the power supply of the vehicle's electrical system (12V system), the control unit, or other vehicle components. In this case, the coil can release the piston. When the vehicle stops and the transmission / gearbox stops rotating, a mechanically controlled oil pump can switch off, and the hydraulic pressure decreases. The piston can then be pushed into the parking position (locking action), the so-called default-to-park position.

[0018] In the case of an existing electric drive shaft, where hydraulic pressure is not constantly present, an electromechanical system may be in place to achieve a locking effect as a default state (default-to-park) when an operational fault occurs in the power supply.

[0019] The coil can be energized, and pressure can be applied to the piston, which can move the pawl from its locked position to a non-locking position. Alternatively, the coil can remain energized and mechanically hold the piston in place.

[0020] This coil can then remain powered and keep the transmission / gearbox outside of a park position.

[0021] This action is necessary because the fluid pressure in a hydraulic system drops when the pump is not working with the machine switched off.

[0022] The locking effect can be engaged in the event of a detected and present operating error and within the limits of the speed / operating parameters according to a specification, such as values ​​for the operating parameters and / or speed.

[0023] In order to achieve the parking state as a basic state with a locking effect, the locking pawl can also be engaged in the event of an operational error, advantageously below a predetermined speed of the vehicle or within a predetermined operating mode of the driving operation, measured, for example, by the engine speeds, the engine power, the speed or similar operating parameters.

[0024] According to a preferred embodiment of the parking lock device, the parking lock wheel is connected to a drive shaft of an engine of the vehicle.

[0025] According to a preferred embodiment of the parking lock device, the motor comprises an electric machine with a rotor and the drive shaft is connected to the rotor.

[0026] By connecting to the rotor, the locking effect can be directly transferred to the movement and torque of the rotor, and the movement of the rotor can be stopped.

[0027] If the electromechanical auxiliary actuator can be operated with lower energy consumption than the actuator, an auxiliary power source can advantageously be dimensioned smaller than the main power source, thereby saving costs and installation space.

[0028] In the parking lock device according to the invention, above a predetermined speed of the vehicle, the electromechanical auxiliary actuator device can be operated via recuperation from an electric machine of the vehicle, and below the predetermined speed, the electromechanical auxiliary actuator device can be operated via the auxiliary power source.

[0029] Above the predetermined speed, the locking effect can be suspended until the vehicle has decelerated sufficiently to reduce its speed to or below a specific limit. The vehicle may include a voltage converter and operate the actuator and / or auxiliary actuator in accordance with the standard 12V electrical system (vehicle electrical system). In the event of an operational fault, the converter can adjust the current or voltage of other available power sources, such as recuperation or the auxiliary power source, to supply the actuator and / or auxiliary actuator.

[0030] According to a preferred embodiment of the parking lock device, above a predetermined vehicle speed, the electromechanical auxiliary actuator device can be operated via recuperation from an electric machine of the vehicle, and a locking effect can only be engaged when the vehicle speed falls below a predetermined limit speed and an operating voltage of the auxiliary power source can be regulated below a predetermined limit voltage.

[0031] Below the predetermined vehicle speed or when stationary, energy can flow to the auxiliary actuator from the auxiliary power source, such as a capacitor, which can be recharged via a conventional power source, such as a high-voltage battery, provided there are no operational faults. Above the predetermined vehicle speed, kinetic energy can be utilized via the inverter and the electric motor, for example, from recuperation.

[0032] It may be possible that a vehicle's high-voltage battery cannot be used for electric propulsion if there is an operational fault, in which case a connection to the high-voltage battery may be interrupted.

[0033] A few seconds after an operational fault occurs in the 12V electrical system, an active discharge can take place, for example of the capacitor, in order to keep a predetermined limit voltage at the capacitor or in a supply line to the control unit and / or to the auxiliary actuator unit below, for example, 60 V.

[0034] According to a preferred embodiment of the parking lock device, the control unit is configured to detect an operational fault in the vehicle control system and / or the vehicle's power supply and to control the actuator even in the presence of such a fault. According to a preferred embodiment of the parking lock device, the auxiliary power source comprises a capacitor, and the control unit is configured to force a discharge of the capacitor below the predetermined limit voltage.

[0035] According to a preferred embodiment of the parking lock device, the auxiliary power source comprises a capacitor.

[0036] According to a preferred embodiment of the parking lock device, the auxiliary locking pawl comprises a spring-loaded pin mechanism with a coil, with which a locking pin can be held in an open position and pressed into a locked position by a spring, advantageously with a sufficiently low current from the coil.

[0037] In an open position, it is advantageous that no blocking effect is active.

[0038] According to a preferred embodiment of the parking lock device, it comprises a manual locking release device by means of which the locking pawl or the auxiliary locking pawl can be manually moved out of the recess.

[0039] The manual lock release device allows a user to manually override the locking effect.

[0040] According to the invention, the method for operating a parking lock device in a vehicle involves providing a parking lock device according to the invention in the vehicle, detecting an operating fault in a power supply of the vehicle or an on-board network of the vehicle; an engagement of the locking effect at the auxiliary locking pawl or at the locking pawl with the electromechanical auxiliary actuator device, wherein the electromechanical auxiliary actuator device is operated with an auxiliary power source in the event of an operational fault, wherein above a predetermined speed of the vehicle the electromechanical auxiliary actuator device is operated via recuperation from an electromechanical machine of the vehicle and below the predetermined speed the electromechanical auxiliary actuator device is operated via the auxiliary power source.

[0041] The parking barrier device can also be distinguished by the features and advantages mentioned in connection with the procedure, and vice versa.

[0042] Further features and advantages of embodiments of the invention will become apparent from the following description with reference to the accompanying drawings. Brief description of the drawings

[0043] The present invention will be explained in more detail below with reference to the exemplary embodiments shown in the schematic figures of the drawing.

[0044] They show: Fig. 1 a schematic representation of a parking lock device according to an embodiment of the present invention; Fig. 2 a schematic representation of the power supply of the parking lock device according to an embodiment of the present invention; Fig. 3 a timing diagram for one operating mode of the parking lock device; Fig. 3 a timing diagram for another operating mode of the parking lock device; Fig. 4 a circuit diagram for operating the parking lock device in one operating mode according to an embodiment of the present invention; Fig. 4 a circuit diagram for operating the parking lock device in one operating mode according to another embodiment of the present invention; Fig. 5 a representation of a voltage curve during operation of an auxiliary power source in a parking lock device according to an embodiment of the present invention; Fig.Fig. 6 shows an auxiliary locking pawl in a parking lock device according to an embodiment of the present invention; Fig. 7 shows a manual locking release device in a parking lock device according to an embodiment of the present invention; and Fig. 8 shows a block diagram of process steps of the method for operating a parking lock device according to an embodiment of the present invention.

[0045] In the figures, identical reference symbols denote identical or functionally equivalent elements.

[0046] Fig. 1 shows a schematic representation of a parking lock device according to an embodiment of the present invention.

[0047] A parking lock device 10 may comprise a pawl SP; a parking lock wheel 1 with at least one recess VT into which the pawl SP can engage and thereby generate the locking effect; an actuator device AE, for example a piston A with a coil (for example also a hydraulic system), with which the pawl SP can be actuated and moved into and / or out of the recess VT; a control device SE with which the actuation of the pawl SP in a specific direction can be controlled depending on the speed of the vehicle, wherein the speed can be determined from an acceleration of the vehicle and the pawl SP can only engage when the speed and / or the acceleration is less than a predetermined limit value, and wherein a value of the acceleration can be received by the control device SE from an acceleration sensor device;and include an auxiliary power source 3 with which the control unit SE and the actuator unit AE can be operated.;

[0048] Fig. 2 shows a schematic representation of the energy supply of the parking lock device according to an embodiment of the present invention.

[0049] A parking lock device 10 for a vehicle comprises a locking pawl SP; a parking lock wheel 1; an actuator device AE with which the locking pawl SP can be actuated; an electromechanical auxiliary actuator device HAE with which the locking pawl SP and / or an auxiliary locking pawl HK can be actuated; and a control device with which actuation of the locking pawl SP with the actuator device AE can be controlled and with which actuation of the locking pawl SP and / or the auxiliary locking pawl HK with the electromechanical auxiliary actuator device HAE can be controlled in the event of an operational fault in the vehicle's power supply or vehicle electrical system. Furthermore, an auxiliary power source 3 is provided with which the electromechanical auxiliary actuator device HAE can be operated in the event of an operational fault in the vehicle's power supply or vehicle electrical system.The vehicle can include an electric drive unit with an electric motor EM, a battery Batt to supply power to the electric motor, and an inverter INV to operate the electric motor. The pawl SP can be powered and operated via a converter WD using either the battery Batt or the electric motor EM. The auxiliary power source 3 can include a capacitor that can be charged by the battery Batt. In the event of a malfunction, the battery Batt can be disconnected from the vehicle's electrical system, and the auxiliary pawl can be powered by the auxiliary power source 3. Normally, the vehicle can operate the pawl SP via the vehicle's electrical system BN (via W1).In the event of an operational fault, above a predetermined vehicle speed, the electromechanical auxiliary actuator HAE can be operated via recuperation W2 from the vehicle's electric machine EM. Below the predetermined speed or when the vehicle is stationary, the electromechanical auxiliary actuator HAE can be operated via the auxiliary power source 3 in energy flow W3, or the pawl SP itself can be actuated if the energy flow W3 is sufficient. The converter WD can regulate both the second energy flow W2 from the electric machine and the third energy flow W3 from the auxiliary power source 3 to a voltage level, for example 12V, of a first energy flow W1, which is sufficient for auxiliary pawl operation.

[0050] The converter can be used jointly for the inverter (e.g., for emergency operation) and for the parking lock device, or separate converters can be provided for each.

[0051] The converter can be a DC-DC converter, perhaps one that is already known.

[0052] This can involve converting voltages to or from other voltages besides 12 V, such as 15 V, 18 V, or others. Additional capacitors may be present, for example, on the low-voltage side of a circuit (the inverter), which can be used to power an actuator coil. A control unit for the parking lock mechanism can be part of the inverter or a separate, independent component.

[0053] Fig. 3a shows a time diagram for an operating mode of the parking lock device.

[0054] The presentation of Fig. 3a corresponds to a timing diagram for the operation of the circuit from the Fig. 2 Following a malfunction in the 12V electrical system, the vehicle's electrical system voltage can fail, corresponding to a step function shown in the uppermost line diagram. Shortly thereafter, the voltage from the battery (Batt) can be cut off, as represented by the curve Dis. Again shortly thereafter, the locking or braking action of the parking pawl can be activated, as represented by the line PLS, although this can be deactivated at a later time. The voltage (HV) across the auxiliary power supply capacitor can drop with or after the activation of the locking pawl or the auxiliary locking pawl, advantageously allowing the capacitor to discharge and ideally be kept below 60V. The speed (v) can always remain below the limit value (L) when the locking action is activated and can decrease further once the locking action is engaged.When using friction-based systems, which may be present, a delay in braking can occur, whereby the speed can only be reduced to the limit L before the pawl engages. The auxiliary pawl may, instead of a pawl with a locking effect, also include a friction-based braking system, or only such a system.

[0055] Fig. 3b shows a time diagram for another operating mode of the parking lock device.

[0056] In the event that the velocity v initially exceeds the limit L, the locking effect is advantageously not activated immediately, but only after deceleration to below the limit L. Thus, the locking effect PLS only takes effect when the velocity v falls below the limit L.

[0057] Following a malfunction in the vehicle's electrical system, an active discharge can be initiated at the auxiliary power source, acting as a capacitor to keep it below 60 V. To utilize the vehicle's kinetic energy via the motor and inverter, a sawtooth voltage can be generated for discharge operation, effectively switching between a freewheeling mode and an active short circuit. Fig. 3a can represent an active discharge for the capacitor and the Fig.3b a sawtooth voltage for discharge operation at the capacitor.

[0058] Furthermore, the timeline corresponds to the operation from the Fig. 3a , regarding the operational error and the disconnection of the battery.

[0059] Fig. 4a shows a circuit diagram for operating the parking lock device in an operating mode according to an embodiment of the present invention.

[0060] The wiring option (in the inverter) of Fig. 4a The diagram shows three transistors (IGBTs) in the top row, which are not conducting, i.e., switched off (high side). A freewheeling diode FD is connected at the end of the top row. The UVW inputs of the electric machine EM can be short-circuited to contact T-, while the bottom row of transistors can be conducting (each transistor individually). Fig. 4a This indicates an active short circuit of the lower transistors (low side, low-voltage side).

[0061] The phases of the electric machine (UVW) are connected to the T- terminal via the lower row of transistors and to the T+ terminal via the upper row of transistors, the latter via the freewheeling diode FD. A freewheeling diode may also be connected to the lower row in the same manner. In freewheeling mode, energy can be transferred from the electric machine to the power grid (T-, T+ terminals), which can depend on the voltage generated by the electric machine. The inverter can be in an active torque mode to control the recuperation and operation of the electric machine. In freewheeling mode, the voltage generated by the electric machine can be proportional to the rotational speed. If this voltage exceeds the battery voltage, unregulated charging can be applied to the battery as a function of the electric machine's characteristics. In torque mode, the voltage, and thus the charging current, can be regulated via the electric field.

[0062] The principle of active discharge on the low-voltage side (low side, bottom row) is therefore in the Fig. 4a The inverter can be protected with hardware and software safety functions. One of these is active discharge (also called active short-circuiting). In this process, all three phases of the electric motor (electric machine) can be connected together to T+ or to the T potential, effectively short-circuiting the connections to the electric machine. This can be achieved by making either all IGBTs on the lower side (low-voltage side) or all IGBTS on the high-voltage side (top row) conductive. IGBTs are bipolar transistors with insulated gate electrodes. Active discharge of the DC link capacitor can be implemented by generating power losses within the inverter. Typically, the electric machine can be short-circuited at the lower IGBTs, while the upper ones can be clocked. The currents flowing through the closed circuit can generate losses in the components, allowing the DC link to discharge.

[0063] Fig. 4b shows a circuit diagram for operating the parking lock device in an operating mode according to a further embodiment of the present invention.

[0064] The interconnection possibilities of Fig. 4b shows a freewheeling circuit where the bottom row of transistors can be non-conducting and the UVW inputs can be exposed to high impedances.

[0065] Depending on the rotational speed of the electric machine, a voltage can be generated that exceeds the potential difference between the T- and T+ terminals. This can occur, for example, during the freewheeling phase of the wheels / machine, which can correspond to the dynamo principle. In this case, the freewheeling diodes, which may be integrated into the inverter, can become conductive, leading to an uncontrolled current flow from the electric machine into the T- / T+ power network (uncontrolled recuperation). Therefore, the inverter can include a software function to monitor the rotational speed of the electric machine and limit this voltage to maintain a predetermined voltage range between T+ and T-.

[0066] The principle of the freewheel can be explained according to the Fig. 4b A switching operation takes place, after which all IGBTs are switched to a non-conducting state. Therefore, no current flows in the stator windings and the rotor can be turned in both directions without generating a braking torque.

[0067] Fig. 5 shows a representation of a voltage curve during the operation of an auxiliary power source in a parking lock device according to an embodiment of the present invention.

[0068] The voltage curve UC across the capacitor over time shows a sawtooth pattern and is also shown relative to the machine speed V-EM (rotational or travel speed). A freewheeling phase FW can be significantly shorter than an active short-circuiting ASC, the latter of which can immediately follow the freewheeling phase FW. For comparison, the torque behavior of the machine M-EM is also shown, revealing a pronounced spike in the torque value immediately after the freewheeling phase FW.

[0069] If the electric motor is driven when the inverter is switched off (T15 and / or T30, which could be labeled "Terminal 15" or "Clamp 15," indicating a switched positive from the ignition switch of an ignition circuit and the "ignition on" status; "Terminal 30" or "Clamp 30" could be a battery positive, i.e., a positive directly from the battery), and if the battery (HV) is disconnected from the electric motor, an extremely high voltage can be generated in the HV system (power supply) by induction from the electric motor. Therefore, if the induced voltage exceeds 38 V, an ASC capacitor (on the low-voltage side) can be activated or connected. ASC (active short circuit) refers to the component for active discharge.

[0070] As long as the inverter is operated in the freewheeling phase (where all power semiconductors are switched off), the capacitor (auxiliary power source) can be charged with a current through diodes, which is generated in the 3-phase system (of the electric machine).

[0071] Active discharge can be activated when the voltage across the capacitor exceeds 38 V (this may correspond to a nominal value of a lower hysteresis to its switch-on threshold, which may depend on temperature) in order to keep the voltage across the capacitor below 60 V.

[0072] During active discharge, the capacitor is not charged, and the voltage across it decreases to the threshold of 38 V, which can activate the freewheeling mechanism. This process can be repeated until the electric machine rotates and an induced voltage (or speed of the machine / vehicle) is sufficiently high. A threshold of 38 V, for example, can be considered sufficient, allowing the induced voltage to reach 38 V or higher.

[0073] During automatic shutdown (ASC), losses can occur in the inverter, causing it to overheat. Rotating the machine is not recommended if the inverter and any cooling circuit are deactivated.

[0074] Fig. 6 shows a representation of an auxiliary locking pawl in a parking lock device according to an embodiment of the present invention.

[0075] The presentation of Fig. 6 This is just one possible example of the applicable mechanics. Optionally, a speed sensor can be included in the parking lock mechanism to ensure that the locking pawl is only activated below a predetermined speed. This is optional because the speed can be determined from the operation of the electric motor / vehicle and its speed sensors. A parking lock wheel can include recesses VT into which the locking pawl engages. The parking lock wheel can be connected to a gear ZR, the rotation of which allows a speed sensor VS to infer the speed of the parking lock wheel. It can be assumed that the parking lock wheel can be connected to a drive wheel of the vehicle, and the rotation of the drive wheel can allow inferences about the vehicle's speed.The parking lock device can include a position sensor PS, which monitors the position of the drive mechanism of the pawl SP. The position of a permanent magnet can also be monitored (the permanent magnet can be located opposite the position sensor). If this magnet is positioned at a specific point on the movable drive mechanism of the pawl SP, it can be determined whether the pawl engages in the recess or not. The actuator AE can move the drive mechanism of the pawl SP. The auxiliary pawl HK can be equipped with an auxiliary actuator HAE, which may include an electrifiable coil, and can include a pin that can be inserted into the drive mechanism when the pawl is in an open or locked position.The drive mechanism of the pawl can include a spring, whereby when the spring relaxes, the pawl can be pressed into the recess. The pin of the auxiliary pawl can then engage in such a way that the spring is held in the relaxed position. Alternatively, the pin can also fix the spring in a compressed position, and when the auxiliary actuator (HAE) then releases the pin, the spring can engage the pawl.

[0076] The parking lock device may include a manual locking release device (MSV) wherein a lever can push back the position of the actuator device so that the drive mechanism can be pushed back into a position in which the locking pawl can be outside the locking action (recess).

[0077] Fig. 7 shows a representation of a manual locking release device in a parking lock device according to an embodiment of the present invention.

[0078] In the Fig. 7 A manual locking release device is shown, such as that used in the parking lock mechanism of the Fig. 6 is applicable. A cable A can be pulled, thereby pulling a lever B upwards, which then engages the drive mechanism with the spring device of the Fig. 6 It can be moved into a position where the pawl no longer engages in the recess. The auxiliary pawl can also be pulled out of the locked position.

[0079] Fig. 8 shows a block diagram of process steps of the method for operating a parking barrier device according to an embodiment of the present invention.

[0080] In the method for operating a parking lock device in a vehicle, a parking lock device according to the invention is provided S1 in the vehicle, and an operating fault in a power supply of the vehicle or an on-board network of the vehicle is detected S2; an engagement S3 of a locking effect on an auxiliary pawl and / or on a pawl with the electromechanical auxiliary actuator device, wherein the electromechanical auxiliary actuator device is operated with an auxiliary power source in the event of an operational fault, wherein above a predetermined speed of the vehicle the electromechanical auxiliary actuator device is operated via recuperation from an electromechanical machine of the vehicle and below the predetermined speed the electromechanical auxiliary actuator device is operated via the auxiliary power source.

[0081] Although the present invention has been fully described above with reference to the preferred embodiment, it is not limited thereto, but can be modified in many ways, the present invention being defined by the following claims.

Claims

1. Parking lock device (10) for a vehicle (F), comprising: - a locking pawl (SP); - a parking lock wheel (1) having at least one recess (VT) into which the locking pawl (SP) can be latched and a locking effect can be produced in the process; - an actuator device (AE) with which the locking pawl (SP) can be actuated and moved into and / or out of the recess (VT); - a control device (SE) with which actuation of the locking pawl (SP) with the actuator device (AE) can be controlled; - an electromechanical auxiliary actuator device (HAE) with which either the locking pawl (SP) can be actuated and moved into and / or out of the recess (VT), wherein actuation of the locking pawl with the electromechanical auxiliary actuator device (HAE) can be controlled with the control device (SE) in the event of an operating fault in a power supply of the vehicle or an on-board electrical system of the vehicle; or an auxiliary locking pawl (HK) can be actuated and moved into and / or out of the recess (VT), wherein actuation of the auxiliary locking pawl with the electromechanical auxiliary actuator device (HAE) can be controlled with the control device (SE) in the event of an operating fault in a power supply of the vehicle or an on-board electrical system of the vehicle; - and an auxiliary power source (3) with which the electromechanical auxiliary actuator device (HAE) can be operated in the event of the operating fault in the power supply of the vehicle or the on-board electrical system of the vehicle, - wherein the parking lock device (10) is configured such that the electromechanical auxiliary actuator device (HAE) can be operated by means of recuperation from an electric machine of the vehicle above a predetermined speed of the vehicle and the electromechanical auxiliary actuator device (HAE) can be operated by means of the auxiliary power source (3) below the predetermined speed.

2. Parking lock device (10) according to Claim 1, in which the electromechanical auxiliary actuator device (HAE) can be operated by means of recuperation from an electric machine of the vehicle above a predetermined speed of the vehicle and in the process the locking pawl or the auxiliary locking pawl can be moved into the recess only when the speed of the vehicle falls below a predetermined limit speed and in the process an operating voltage of the auxiliary power source (3) can be adjusted below a predetermined limit voltage.

3. Parking lock device (10) according to Claim 2, in which the auxiliary power source (3) comprises a capacitor, and the control device is designed to force discharge of the capacitor below the predetermined limit voltage.

4. Parking lock device (10) according to either of Claims 1 and 2, in which the auxiliary power source (3) comprises a capacitor.

5. Parking lock device (10) according to any of Claims 1 to 4, which comprises a manual locking release device, by means of which the locking pawl (SP) or the auxiliary locking pawl (HK) can be manually moved out of the recess.

6. Vehicle having a parking lock device (10) according to any of Claims 1 to 5, in which the parking lock wheel (1) is connected to a drive shaft of a motor of the vehicle.

7. Vehicle having a parking lock device (10) according to Claim 6, in which the motor comprises an electric machine (EM) having a rotor and the drive shaft is connected to the rotor.

8. Method for operating a parking lock device (10) in a vehicle (F), comprising the steps of: - providing (S1) a parking locking device (10) according to any of Claims 1 to 5 in the vehicle (F); - identifying (S2) an operating fault in a power supply of the vehicle or an on-board electrical system of the vehicle; - applying (S3) the locking effect at the auxiliary locking pawl (HK) or at the locking pawl with the electromechanical auxiliary actuator device (HAE), wherein the electromechanical auxiliary actuator device (HAE) is operated with an auxiliary power source (3) in the event of the operating fault, wherein the electromechanical auxiliary actuator device (HAE) is operated via recuperation from an electric machine of the vehicle above a predetermined speed of the vehicle and the electromechanical auxiliary actuator device (HAE) is operated via the auxiliary power source (3) below the predetermined speed.