ACTUATOR FOR A PARKING LOCK

Description

[0001] The invention relates to an actuator for a parking lock, comprising at least the following components: an axial drive means for transmitting an axial force; an actuating element with an actuating axis, which is axially movable from a park position to a drive position by means of the axial force of the axial drive means; a first energy storage element for transmitting a storage force antagonistic to the axial force, wherein the free actuating element is forced towards the park position by the storage force. The actuating actuator is further configured such that the actuating element can be fixed in the drive position independently of the axial drive means. The invention further relates to a parking lock for a parking lock device of a transmission with such an actuating actuator, a parking lock device with such a parking lock, a transmission with such a parking lock device for a drive train, a drive train with such a transmission, and a motor vehicle with such a drive train.

[0002] Parking locks are known, for example, from DE 10 2018 115 548 A1.

[0003] DE 10 2013 213 678 A1 discloses an actuating device for a parking lock unit, in which a low holding current is required for an electromagnet to lock the parking lock unit in the open operating state. Furthermore, unintentional opening of the parking lock unit can be prevented by not switching the electromagnet.

[0004] Motor vehicles with parking locks, for example, a so-called by-wire parking lock, in a normally locked configuration (i.e., with the chassis locked in the event of a system failure), which remain in the production plant for extended periods, cannot be moved freely in the plant during assembly without a power supply. It is necessary to adjust the assembly sequence and / or set up a temporary power supply. One solution for this is, for example, a release element. Such a release element is usually operated separately, for example, manually using a (self-locking) screw. This ensures that the vehicle can be moved. However, for commissioning, it must be ensured that the parking lock will again properly lock the chassis (e.g., in the event of a system failure).This is either subject to human control and is therefore prone to errors, or additional effort is required for a measuring sensor on the unlocking element.

[0005] Based on this, the present invention is based on the object of at least partially overcoming the disadvantages known from the prior art. The features of the invention are derived from independent claim 1, for which advantageous embodiments are presented in the dependent claims. The features of the claims can be combined in any technically reasonable manner, whereby the explanations from the following description as well as features from the figures can be consulted, which comprise additional embodiments of the invention. The invention is defined by the following claims.

[0006] The invention relates to an actuator for a parking lock, comprising at least the following components: an axial drive means for transmitting an axial force; an actuating element with an actuating axis, which is axially movable from a park position to a drive position by means of the axial force of the axial drive means; a first energy storage element for transmitting a storage force antagonistic to the axial force, wherein the free actuating element is forced towards the park position by the storage force.

[0007] The actuating actuator is further configured such that the actuating element can be fixed in the travel position independently of the axial drive means. The present invention is characterized in that the axial drive means comprises a guide pin, the actuating element is designed in a sleeve-like manner and is preferably a sleeve, and the sleeve-like actuating element is guided by the guide pin.

[0008] In the following, reference is made to the specified actuation axis whenever, without explicit indication to the contrary, the axial direction, radial direction, or rotational direction and corresponding terms are used. Ordinal numbers used in the preceding and following descriptions serve only to clearly distinguish them and do not reflect the order or ranking of the designated components. An ordinal number greater than one does not necessarily imply that another such component must be present.

[0009] The actuating actuator proposed here comprises an axial drive means, for example, an electric actuator with a spindle drive or a slave piston of a fluidic, i.e., pneumatic or hydraulic, actuation system. By means of the axial drive means, an axial force can be exerted along an actuation axis and transmitted to the actuating element. The actuating element comprises, for example, a plunger or rod, an axially movable spindle, or an axially movable spindle nut. The actuating element is configured to transmit the axial force of the axial drive means to a locking mechanism. The actuating element is movably guided along an actuation axis, which can be axially moved by means of the axial drive means from a (normal) first position, here the park position, to a (deflected) second position, here the drive position.In a preferred embodiment, the actuating element can be returned to the (normal) park position exclusively passively by the storage force of the first energy storage element, which is antagonistic to the axial force of the axial drive means. Alternatively, the actuating element can also be returned from the (deflected) drive position to the park position by the axial drive means. The axial force of the axial drive means, which can be transmitted by means of the actuating element, is designed to overcome an antagonistic force of the first energy storage element and a locking mechanism, whereby a (normally locking) locking mechanism can thus be transferred from the locked state (corresponding to the park position) to the free state (corresponding to the drive position). The (first) energy storage element is designed, for example, as a helical compression spring, disc spring, magnetic spring, or gas spring.Preferably, the first energy storage element is designed as a helical compression spring with a spring axis parallel or coaxial to the actuating axis.

[0010] According to the present invention, it is proposed that the actuating element be fixable in the drive position independently of the axial drive means. For this purpose, the actuating element and the axial drive means are designed in multiple parts, preferably in two parts. This allows the actuating element to be moved into the drive position, for example, in a passive state of the motor vehicle (preferably by an unlocking element), without having to carry the axial drive means along with it, or the axial drive means can return to the position corresponding to the parked position while the actuating element remains in the drive position.

[0011] In one embodiment, the actuating element is configured such that it remains self-locking in the travel position, for example by means of a locking notch in the actuating element, which is only engaged when the axial drive means overtravels. In one embodiment, a locking element is provided, by means of which the actuating element (at least, preferably alone) can be fixed in the travel position. The locking element can be operated separately, for example by hand. In a preferred embodiment, a further component, for example a gripping element or a locking pin, is provided and configured to fix the actuating element in the travel position. In order to transfer the actuating element into the travel position, in one embodiment the actuating element is moved into the travel position by means of the axial drive means.In a preferred embodiment, the actuating element is moved from its parked position to the drive position independently of the axial drive means. For example, a release element is provided by means of which the actuating element can be moved from the parked position to the drive position.

[0012] Furthermore, an embodiment of the actuating actuator is claimed, which provides that the actuating element is guided by the axial drive means, wherein the actuating element is preferably a sleeve.

[0013] In one embodiment, the axial drive means is a rail, and the actuating element is a carriage movable axially along the rail. In one embodiment, the actuating element is free from guidance by the guide pin of the axial drive means when in the travel position and the axial drive means is in the position corresponding to the park position. In a preferred embodiment, the actuating element is still guided by the guide pin of the axial drive means even when the actuating element is in the travel position and the axial drive means is independently in the position corresponding to the park position.

[0014] In a preferred embodiment, the actuating element is a sleeve.

[0015] The sleeve is guided telescopically by the guide pin of the axial drive mechanism.

[0016] Furthermore, it can be provided that the guide pin is completely immersed in the sleeve-like actuating element in the park position.

[0017] It is further proposed in an advantageous embodiment of the actuating actuator that the actuating actuator further comprises at least the following components: a stopper element; a stopper component corresponding to the stopper element; and a holding element which is movable between a released position and a locking position, wherein, while the actuating element is in the travel position, the stopper element and the stopper component are fixed to one another with the holding element in the locking position, whereby by means of the holding element fixed in the locking position Stopper element, the actuating element is held in the travel position against the storage force of the first energy storage element.

[0018] In order to be able to maintain the respective state of the locking mechanism with low energy consumption, a stopper element is proposed here, which is designed to interact with a corresponding stopper component in such a way that a frictional and / or positive connection is formed. In one embodiment, the stopper element is fixed to the axial drive means or to the actuating element, and the stopper component is fixed axially to a counter-bearing of the axial drive means, at least during the travel position of the actuating element. Alternatively, this is implemented the other way around. In one embodiment, the stopper element is formed by at least one tab with a contact point, wherein the contact point can be brought into contact with the corresponding stopper component to apply the holding force.In one embodiment, a (preferably switchable) magnetic (stopper) force is additionally generated, with which the stopping force resulting from the positive locking and / or frictional engagement is supported. In one embodiment, the stopping force provides a force that supplements the axial force, and by means of or while maintaining the stopping force, the (required) axial force to overcome the above-mentioned antagonistic storage force can be reduced, thus reducing the energy consumption of the actuating actuator. In another embodiment, the stopping force (without the cooperation of the holding element) is negligibly small, wherein preferably no magnetic force is maintained between the stopping element and the corresponding stopping component.

[0019] In a preferred embodiment, the corresponding stopper component (or stopper element) (fixed in the travel position) is axially fixed and thus fixed relative to the counterbearing of the axial drive means (e.g., the fluid cylinder of a slave piston). In an alternative embodiment, the corresponding stopper component is movable with the axial drive means or with the actuating element and is fixed in the travel position by means of a stop.

[0020] To ensure that the parking lock is in its normal state (normally locking), the stop force must be lower than the storage force of the first energy storage element that is antagonistic to the axial force of the axial drive element (if applicable, in sum with the antagonistic force of the locking mechanism), whereby the antagonistic (total) force can be transferred to transfer the actuating element from the (deflected) drive position to the (normal) park position. In a normally locking configuration of the parking lock, the axial force actively transfers the parking lock from the (normal) locking state to the (deviating) free state, whereby the park position of the actuating element corresponds to the locking state and the drive position to the free state. In the park position, no axial force needs to be exerted, so that no external energy absorption is necessary for the axial drive element.The park position of the actuating element is secured by the stored force of the first energy storage element. An axial force is required to move the actuating element to the drive position, which requires external energy absorption.

[0021] To ensure that the stopper force is sufficient to hold the actuating element in the (deflected) travel position, it is proposed that a retaining element be further provided. The retaining element is movable between a locked position and a released position. By means of the retaining element, the state of the corresponding stopper component and the stopper element is fixed in the locked position in the state that corresponds to the (deflected) travel position of the actuating element. Thus, the retaining element transmits such a force that the resulting stopper force is sufficient to overcome the force antagonistic to the axial force of the axial drive means.In the case of a purely frictional connection between the stopper element and the corresponding stopper component, an additional holding force is preferably applied by the holding element to increase the frictional adhesion, particularly preferably by means of a link, for example a ramp shape on the holding element and / or on the stopper element. At least a positive connection is formed between the holding element and the stopper element in such a way that the stopper element is prevented from any evasive movement. The possibility of an evasive movement (without the action of the holding element) is intended, so that the connection between the stopper element and the corresponding stopper component releases automatically (under the influence of the antagonistic storage force or total force) as soon as the holding element is in the released position and the axial force of the axial drive means is sufficiently low, preferably minimal (for example zero or negative).

[0022] In one embodiment, the (corresponding) stopper component is formed by means of an undercut (relative to the actuation axis), for example by means of a groove. In one embodiment, the contact point of the stopper element is an elevation, preferably at a tip of the stopper element designed as a tab, which can be countersunk axially behind the undercut, for example a groove, to form a positive connection. In one embodiment, the stopper element is formed by at least one spring tab with an axial main extension and a radial spring direction. In a preferred embodiment, an arrangement of sub-elements of the stopper element and the stopper component, and preferably of the holding element, is formed that is symmetrical to the actuation axis in order to avoid tilting forces transverse to the actuation axis, particularly preferably a ring-like arrangement.For example, the stopper element comprises a plurality of (preferably spring) tabs, and the corresponding stopper component comprises a complementary receptacle, for example, a circumferential counter surface or undercut (e.g., a groove). The retaining element is then preferably also complementary to the plurality of tabs or ring-shaped.

[0023] The at least one spring tab is made, for example, of a metallic material, such as a spring sheet. In another embodiment, the spring tab is made of a plastic. In a preferred embodiment, the at least one spring tab is integrally enclosed by the stopper element.

[0024] In one embodiment, the actuating element is configured such that it remains self-locking in the (deflected) travel position, for example, by means of the stopper element, the stopper component, and the holding element. Alternatively, a further means for holding the (separate) actuating element is provided. In the latter case, the axial drive means itself is preferably held in the travel position by means of the stopper element, the stopper component, and the holding element, and the actuating element is then fixed in the travel position solely indirectly via the axial drive means. The actuating element can then be fixed not only separately from the axial drive means, but also separately in the (deflected) travel position.

[0025] It is further proposed in an advantageous embodiment of the actuating actuator for a parking lock that a lifting magnet with a coil and a lifting piston that can be moved axially by means of a magnetic force that can be generated by the coil is provided, wherein the holding element is fixedly connected to the axially movable lifting piston.

[0026] Here, it is proposed that a lifting magnet with a coil and a lifting piston that can be moved axially by means of a magnetic force generated by the coil be provided, wherein the holding element is fixedly connected to the axially movable lifting piston. Thus, by energizing the coil, such a magnetic field can be induced with a magnetic force (which can be switched off) that results on the holding element, so that when the magnetic force is applied, the holding element is moved from the locked position to the released position. This creates an electronic switchability for fixing the actuating element in the travel position. In one embodiment, the holding element and the lifting piston are formed integrally with one another.

[0027] It is further proposed in an advantageous embodiment of the actuating actuator that the actuating element comprises a position magnet for a magnetic field sensor.

[0028] According to the embodiment proposed here, the position magnet (permanent magnet) interacts with the magnetic field sensor in such a way that the current position or at least one of the positions of the actuating element can be clearly determined by means of the magnetic field sensor. In one embodiment, the magnetic field sensor is configured such that a passive signal (e.g., no signal) is output when the position magnet is not within the detection range of the magnetic field sensor. The passive signal is then interpreted such that the actuating element is, for example, in the park position, and upon active query (e.g., in a motor vehicle with electronics activated by the ignition key), this locked state is output, for example, as an acoustic signal and / or illuminated symbol.In a preferred embodiment, a warning is issued when the actuating element is in the drive position, or only when the positions of the actuating element (in the drive position) and the axial drive means (corresponding to the park position) diverge. For example, the position of the axial drive means is determined via a pressure sensor (fluidic drive) or a revolution counter (spindle drive).

[0029] The position magnet is, for example, a separate component that is accommodated by the sleeve-like actuating element, for example, inserted into the sleeve-like actuating element and securely positioned. In another embodiment, the position magnet is applied and / or inserted onto the radially outer surface of the actuating element. The magnetic field sensor is attached, for example, to the actuating actuator, such that the magnetic field sensor is precisely aligned with the position magnet. The magnetic field sensor and actuating actuator thus form an assembly that can be easily installed in a motor vehicle during production without the need to subsequently align the magnetic field sensor with the position magnet.

[0030] According to a further aspect, a parking lock for a parking lock device of a transmission is proposed, comprising at least the following components: a locking mechanism for locking a locking wheel in a torque flow, wherein, in use, the locking mechanism blocks the locking wheel in a locking state and releases the locking wheel in a free state; an actuating actuator according to an embodiment as described above, wherein, in the drive position of the actuating element, the locking mechanism is moved out of the locking state, and wherein the parking position of the actuating element corresponds to the locking state of the locking mechanism; a locking element included in the actuating actuator and a complementary locking receptacle for holding the actuating element in the drive position;wherein the locking element is firmly connected to the axial drive means, an unlocking element which can be actuated independently of the axial drive means and which is movable between a normal position and an unlocking position, wherein the free state of the locking mechanism is maintained in the unlocking position and the normal locking function of the parking lock is ensured in the normal position; the unlocking element moves the sleeve-like actuating element from the parking position into the driving position and the locking element is firmly connected to the axial drive means and both the locking element and the axial drive means remain in a position corresponding to the parking position or return when the sleeve-like actuating element is held in the driving position by the unlocking element.. ;

[0031] The parking lock proposed here is designed in such a way that the locking mechanism blocks the locking wheel in a locking state and the locking wheel is only released from the locking mechanism in a free state.

[0032] In the free state, the locking gear is freely rotatable, for example when used in a motor vehicle transmission, the vehicle can then roll. It should be noted that the locking gear is integrated into a transmission's torque flow. If the actuating element is moved into the locking state, the locking mechanism blocks the torque flow and the transmission is locked. When the locking gear is in the locking state when used in a transmission of this type, the vehicle cannot roll. The parking lock comprises an actuating actuator with an actuating element which is connected to the locking mechanism. The actuating element is connected to the locking mechanism in such a way that when the actuating element is in the drive position, the locking mechanism is in a state which deviates from the normal state.With a parking lock in a normal-locking configuration, the free state can be actively achieved using the actuating actuator. However, the deviating state does not need to be actively maintained (i.e., by external energy input), but is passively maintained by the stopper element and the stopper component with the support of the holding element. When the solenoid coil is energized, the stopper element is separated from the stopper component, thus (preferably passively) moving the actuating element from the drive position to the park position. The locking mechanism is thus free to return to the normal state from the deviating state.

[0033] The parking lock is actuated, for example, electrically and / or fluidically, for example pneumatically or hydraulically, and in the event of an electronics failure or a drop in fluid pressure or fluid volume, the locking mechanism is transferred to the normal (preferably locking) state. With a parking lock in a normal-locking configuration, the locking wheel is then blocked. In order to deactivate this during a passive state (for example in a motor vehicle during production, transport, or in a workshop), it is proposed here that an unlocking element be provided which is movable between two positions (for example designed as a pivoting lever mounted about a pivot axis). The unlocking element is designed such that, with the unlocking element in the unlocking position, the deviating (for example free) state of the locking mechanism can be maintained without external energy absorption.In this passive state, it is ensured that when the (normally locking) parking lock is engaged in a motor vehicle's transmission, the vehicle can continue to roll. To cancel this passive state, which is undesirable during operation of the parking lock, the release element can be deactivated again (preferably repeatedly), i.e., returned to the normal position.

[0034] In a preferred embodiment, a locking element is additionally provided. The locking element is configured to hold the unlocking element in the unlocking position. If the locking element does not hold the unlocking element in the unlocking position, the free state of the locking mechanism cannot be (passively) maintained by the unlocking element. This means that the unlocking position, the deviating (and thus, in the case of a parking lock in a normal-locking configuration, the free) state of the locking mechanism, can only be (permanently) adjusted through the interaction of the unlocking element and the locking element.

[0035] In particular, it can be provided that the sleeve-like actuating element is designed as a sleeve which is displaced in the direction of the parking lock to transfer the parking lock into the drive position. The sleeve can be arranged on a guide pin, which in turn is firmly connected to a slave piston. The slave piston is a component of the axial drive means. The sleeve can then be displaced both by the slave piston of the axial drive means and independently thereof by an unlocking element. The unlocking element is independent of the axial drive means and can preferably also be actuated manually, so that a displacement of the sleeve and thus a transfer of the parking lock into the drive position is possible even if, for example, actuation of the axial drive means is not possible due to a power failure or hydraulic fault.

[0036] Upon appropriate actuation of the sleeve or the sleeve-like actuating element by means of the release element, the actuating element can be displaced toward the parking lock independently of the slave piston and the guide pin. In particular, a telescopic displacement occurs on and relative to the guide pin. Furthermore, since it can be provided that the sleeve-like actuating element carries a position magnet rather than the axial drive mechanism or the guide pin, the parking lock can be locked in the drive position even upon appropriate actuation, e.g., manual actuation, by the release element.

[0037] Furthermore, it can be provided that when the parking lock is actuated via the parking lock actuator or the axial drive means, a locking device is provided which holds a part of the axial drive means in the position corresponding to the drive position. This locking device can, for example, comprise a locking element and a complementary locking receptacle. The locking element can be a stopper element and the locking receptacle a corresponding stopper component. It can then advantageously be provided that the locking element is firmly connected to a part of the axial drive means, preferably to a slave piston. If the actuating element is now actuated with the unlocking element instead of the axial drive means, the slave piston or the part of the axial drive means is not axially displaced and the locking device is not activated.This can be particularly preferably provided if it is simultaneously provided that the locking device is designed to lock in a normal position and is only deactivated by the input of energy. For this purpose, a magnetically actuated holding element can be provided which, when the magnet or a coil is de-energized, locks the locking element and the locking receptacle relative to one another. Upon actuation via the unlocking element, the locking element then remains in the position corresponding to the park position, and the park position of the parking lock can be established even without the input of energy simply by actuating the unlocking element.

[0038] According to a further aspect, a parking lock device is proposed, comprising a locking wheel for arranging in a lockable torque flow and a parking lock according to an embodiment as described above, wherein the locking wheel can be locked by means of the locking mechanism.

[0039] The parking lock device proposed here comprises a parking lock and a corresponding locking gear. The locking gear is integrated into the drive train of a motor vehicle, preferably in a transmission, and, as described above, can be locked by means of the locking mechanism, preventing it from rotating about its wheel axis.

[0040] In one embodiment, the parking lock and the locking gear form a single structural unit. Such a structural unit can be delivered for installation as a coherent component and can be mounted at the intended installation location, for example, in a motor vehicle, without the need to disassemble this structural unit. In one embodiment, the locking mechanism, and in one embodiment also the locking gear, are a single structural unit, while the actuating actuator is formed separately. In one embodiment, the actuating actuator forms a separate, further structural unit.

[0041] The locking gear is arranged in the installation in a drive train in such a way that at least one of the consumers is prevented from transmitting or absorbing torque when the locking mechanism is in the locking state, i.e. the locking gear is blocked.

[0042] According to a further aspect, a transmission for a drive train is proposed, comprising at least the following components: a parking lock device according to an embodiment as described above; a torque transmission gear comprising the locking gear; and a gear housing surrounding a gear chamber, wherein the locking mechanism of the parking lock, preferably completely, particularly preferably the entire parking lock device, is arranged in the transmission chamber.

[0043] The transmission, for example, an automatic transmission for a motor vehicle drivetrain, includes the locking gear. For example, the locking gear forms a spur gear of a torque transmission designed as a shiftable transmission. The transmission has a torque input, for example, one or more transmission input shafts, and a torque output, for example, one or more transmission output shafts. In the transmission, the torque is redirected, reduced, increased, and / or distributed according to the required torque (as a differential).

[0044] In one embodiment, the transmission includes a clutch, for example a friction clutch or a dog clutch, in the torque flow. The torque input is located on the drive engine side, and the torque output is located on the consumer side. However, the torque direction is also possible in the opposite direction, from a consumer (during recuperation) to a drive engine or a generator. Furthermore, in an advantageous embodiment of the transmission, it is proposed that the parking lock as a whole, or solely the locking mechanism, be integrated into a transmission chamber formed by a transmission housing.

[0045] According to a further aspect, a drive train is proposed, comprising at least the following components: at least one drive motor for outputting a torque; at least one consumer for receiving a torque; and a transmission according to an embodiment as described above, wherein the at least one drive motor and the at least one consumer are connected to one another in a torque-transmitting manner by means of the transmission, wherein a torque transmission between the drive motor and the at least one consumer is prevented by means of the parking lock device in the locking state of the locking mechanism.

[0046] The drive train proposed here comprises at least one drive machine, for example an internal combustion engine and / or an electric drive machine, which forms the torque source of a torque flow at least in one main state. Furthermore, at least one consumer is included, for example drive wheels of a motor vehicle, which forms the torque sink of the torque flow at least in one main state. Interposed is a transmission according to an embodiment as described above, via which the (preferably entire wheel-side) torque flow is routed. If the transmission is locked, the torque flow is locked, and torque transmission in the drive train between the torque source and the torque sink is prevented.

[0047] The drivetrain proposed here comprises a transmission with such a parking lock device, which allows both the drive position (free state) and the park position (locking state) to be maintained passively, i.e., without external energy consumption. The transmission can be implemented with the same installation space and at only minimal additional cost compared to a parking lock device without the option of unlocking. Furthermore, the high degree of reliability ensures that the drivetrain is only activated as long as the parking lock device is unlocked.

[0048] According to a further aspect, a motor vehicle is proposed, comprising at least one drive wheel and a drive train according to an embodiment according to the above description, wherein, for propelling the motor vehicle, a torque can be delivered from the at least one drive motor of the drive train to the at least one drive wheel, and rolling of the motor vehicle is prevented by means of the parking lock device in the locking state of the locking mechanism.

[0049] The motor vehicle is, for example, a passenger car, a truck, or a motorized two-wheeler. The motor vehicle has a drive train according to an embodiment as described above. The torque output by the at least one prime mover is transmitted via the transmission to the at least one drive wheel (consumer). The transmission referred to here is preferably a switchable transmission. Alternatively, the transmission is, for example, a fixed transmission, i.e., with an unchangeable transmission ratio, or a differential or a slip clutch. The parking lock device proposed here is preferably designed as described above and particularly preferably integrated into the transmission.

[0050] A rotational movement of at least one drive wheel in a park position is only possible if the parking lock (and the legally required parking brake) are released. For further details, please refer to the above description of the parking lock device.

[0051] The motor vehicle drivetrain proposed here comprises a transmission with such a parking lock device, which allows both the drive position (free state) and the park position (locked state) to be maintained passively, i.e., without external energy consumption. The transmission can be implemented with the same installation space and at only minimal additional cost compared to a parking lock device without the option of unlocking. Furthermore, the high degree of security ensures that the motor vehicle will only be operated as long as the parking lock device is unlocked.

[0052] The invention described above is explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred embodiments. The invention is in no way limited by the purely schematic drawings, whereby it should be noted that the drawings are not to scale and are not suitable for defining proportions. It is shown in Fig. 1: a locking mechanism of a parking lock in the locking state; Fig. 2: an actuating actuator with an actuating element in the drive position; Fig. 3: the actuating actuator according to Fig. 2 with unlocking element in the unlocking position; Fig. 4: the actuating actuator according to Fig. 2 and Fig. 3 with unlocking element in normal position (parking); and Fig. 5: a drive train with a parking lock device in a motor vehicle.

[0053] In Fig. 1 is a locking mechanism21 a parking lock 2 (compare Fig. 5 ) in a normal-locking configuration in a locking state in a schematic side view with a locking wheel 22 The locking mechanism 21 includes a parking lock pawl 33, which around its pawl axis 34 is rotatably mounted and is shown here in the locked state. When the locking mechanism 21 is transferred to the locking state, the parking lock pawl engages 33 positively into the locking wheel 22 so that the locking wheel 22 is blocked. Then a traverse 35 from a preload spring 36 (shown here as a compression spring) is forced into such a position that (purely optionally by means of the support of the crossbeam 35 on a fixed frame 37, for example, part of a gearbox housing 27, compare Fig. 5) the parking lock pawl 33 in the locking state (tooth-in-gap engagement on the locking wheel 22 ) is geometrically blocked. In a free state of the traverse (not shown here) 35 is the preload spring 36 tensioned (here compressed to the left as shown). In this embodiment, the parking lock pawl 33 by means of a release spring 38 (for example a leg spring or compression spring) from a tooth gap of the locking wheel 22 highlighted.

[0054] In the normal state, the parking lock pawl 33 can only be transferred from the engaging (blocking) state to the free state by an actuating element 5 (here shown on the right) of an actuator 1 active with an axial force 4 opposite to the preload by means of the preload spring 36 against the traverse 35acts (as shown to the left) and the preload spring 36 tensioned. The actuator 1 is for example as in Fig. 2 to Fig. 4 shown. The parking lock pawl 33 remains as long as the traverse 35 from the actuating element 5 of the actuating actuator 1 is deflected, in the free state and the locking wheel 22 is free around its wheel axis 39 rotatable.

[0055] In this advantageous embodiment, the parking lock comprises 2 purely optionally a release element 24, which in the embodiment shown is a pivoting axis 40 pivoting lever. The pivot axis is purely optional 40 perpendicular to the actuating axis 6. The release element shown here 24 acts with its actuating tip 41 (purely optional directly) onto the traverse 35,so that in this embodiment, with a clockwise pivoting around the pivot axis 40 the parking lock pawl 33 can be transferred from the engaged (blocking) state to the free state. The actuating element 5 can remain in its park position.

[0056] A locking element is optional 57 provided, for example a self-locking threaded pin, which is inserted into a thread in a gearbox housing 27 (compare Fig. 5 ) is movably guided. The locking element 57 stands with the unlocking element 24 in force-transmitting contact. If the locking element 57 from the position of the locking element shown 57 is moved out (for example by screwing in the locking element 57 into the gearbox housing 27 ), the unlocking element 24from the normal position shown to the unlocking position. Then the crossbar 35 against the preload of the preload spring 36 deflected and the parking lock pawl 33 leaves the tooth-in-gap position and the locking wheel 22 becomes free around the wheel axle 39 rotatable. The locking mechanism 21 thus takes the free state, which is connected to the energy storage element (secured by the locking element 57 ) is held in the unlocking position. In the embodiment shown, the actuating element 5 remain in the park position or be returned regardless.

[0057] In Fig. 2 is an actuating actuator 1 with an actuating element 5 shown in a schematic sectional view in the travel position. The actuator 1 is for example used to operate a locking mechanism21 according to Fig. 1 The actuating element 5 is along an actuation axis 6 active by means of an axial drive 3 movable, so that as shown the actuating element 5 can be moved from right to left. The axial drive mechanism 3 is designed here as a fluidic, preferably hydraulic, slave unit. A slave piston 42 in a slave cylinder 43 (counter bearing 44 ) is pushed from a (normal) parking position into a (deflected) driving position by a fluid. The resulting axial force 4 thus forces the actuating element 5 to the left as shown. In this case, no pulling force is exerted by the slave unit on the actuating element 5 Rather, the actuating element 5 by means of a first energy storage element 7 (here one coaxial to the actuation axis6 arranged helical compression spring) is preloaded to the right as shown. It is therefore from the first energy storage element 7 one to the axial force 4 antagonistic storage power 9 on the slave piston 42 and thus on the actuating element 5 Without external energy absorption (here in the form of fluid pressure), the actuating element 5 so (passive) the normal position (compare Fig. 4 ) taken.

[0058] Here is a stopper element 10 which is connected to the axial drive 3 is firmly connected. The stopper element 10 is designed here as a locking element, more precisely as (a plurality of) spring tabs, with a contact point. The corresponding stopper component 11 is with the counter bearing 44 of the axial drive 3 firmly connected. The stopper component 11is designed here as a complementary locking receptacle, whereby the contact point of the stopper element 10 by means of a corresponding undercut. The stopper element 10 slides when there is sufficient axial force 4 of the axial drive 3 into the stopper component, which is designed here as an undercut 11 into it (positive locking), preferably in the manner of a snap closure. The stopping force 45 is so small that it alone does not provide any protection against the storage power 9 of the first energy storage element 7 Rather, the storage capacity 9 so large that the connection between the stopper element 10 and the stopper component 11 can be released so that the actuating element 5 passively into the park position. If there is insufficient axial force 4 is generated, the stopper element slides10 from the stopper component 11 out and the actuating element 5 takes the park position.

[0059] Because in a motor vehicle 32 Since the travel position is a permanent state during operation, little or no external energy consumption is desired. For this purpose, a holding element 12 By means of the holding element 12 is the stopper element 10 (at least additionally) secured against slipping out during the travel position, here by means of a positive locking (snap lock). The holding force 46 of the holding element 12 is sufficient to ensure the connection between the stopper element 10 and the stopper component 11 against the storage power 9 of the first energy storage element 7 to fix.

[0060] The holding element 12itself is in this embodiment by means of a second energy storage element 8 into the locking position shown by means of a holding force 47 pre-tensioned and thus secures the contact point of the spring tab (stopper element 10 ) in the locking groove (stopper component 11 ). If the coil 14 of the lifting magnet 13 is energized, a magnetic field is generated that in the direction of the axial force 4 pointing magnetic force 15 on the reciprocating piston 16 and thus to the holding element formed in one piece 12 is applied. The holding force 47 is overcome and the stopper element 10 detaches from the stopper component 11, if a sufficiently low (for example a negligible) axial force 4 As a result of the storage power 9 of the first energy storage element 7the actuating element 5 returned to the park position.

[0061] Furthermore, in the embodiment shown (purely optional) a magnetic field sensor 18 and a position magnet 17 (permanent magnet) is provided, whereby the magnetic field sensor 18 relative to the counter bearing 44 of the axial drive 3 is fixed and the position magnet 17 into the actuating element 5 is integrated.

[0062] This means that the position of the actuating element 5 electronically recorded or ascertainable.

[0063] Furthermore, in the embodiment shown (purely optional), the actuating element 5 separate from the axial drive means 3 formed, here the slave piston 42. This is advantageous if the locking mechanism 21 should be unlocked. Then the slave piston can 42return to the (passive) position corresponding to the park position, while the actuating element 5 is still in the drive position. In one embodiment, the actuating element 5 exclusively by means of the axial drive means 3 into the (deflected) travel position. In the embodiment shown, an additional release element is (purely optional) 24 By means of the unlocking element 24 the actuating element is activated from the outside (for example via a screw or a push button) 5 into the travel position. This is advantageous because it activates the magnetic field sensor 18 This means that a notification or electronic blocking of the commissioning of a motor vehicle 32 (for example via the vehicle’s on-board computer 32 ) is easy to implement.

[0064] According to the present invention, the axial drive means comprises 3 a guide pin 55 , which is preferably coaxial to the actuating axis 6 arranged and connected to the axial drive means 3 is firmly connected. The guide pin 55 In the park position shown here, it is completely immersed in the sleeve-like actuating element according to the invention 5 and in the embodiment shown serves only to guide the actuating element 5. In Fig. 3 is the actuating actuator 1 according to Fig. 2 with unlocking element 24 shown in the unlocking position. Without excluding the general public and purely for the sake of clarity, the figure shown is largely identical to the one shown in Fig. 2 shown embodiment is identical, so that reference is made to the description therein.

[0065] Here is now in comparison to Fig. 2 the unlocking element24 around its pivot axis 40 (here counterclockwise) to the left as shown in the illustration, into the unlocking position. In one application, a motor vehicle 32 (compare Fig. 5 ) in a passive state (discharged supply source) and, to activate the locking mechanism 21 to transfer to the free state and the motor vehicle 32 To make it rollable, the unlocking element (for example by hand) 24 into the unlocking position. Using the unlocking element 24 is due to the force-transmitting contact from the actuating tip 41 of the unlocking element 24 with the actuating head 56 of the actuating element 5, the actuating element 5 against the storage force 9 of the first energy storage element 7 into the travel position and / or held there. The axial drive mechanism 3can remain in the position corresponding to the park position or return to it. It should be noted that the actuating element 5 not by means of the stopper element 10, the stopper component 11 and the holding element 12 In the embodiment shown, the stopper element is 10 namely with the slave piston 42 firmly connected and therefore also in a position corresponding to the parking position.

[0066] The sleeve-like actuating element 5 arranged position magnet 17 is when moving from the parking position to the driving position through the monitoring area of ​​the magnetic field sensor 18 driven, or is still in the monitoring area in the state shown, so that when the vehicle is (re)commissioned 32 an active signal is issued and the motor vehicle 32is in the drive position. This means that the magnetic field sensor 18 the travel position is clearly recognizable, even if this travel position is determined by the unlocking element 24 and not from the axial drive 3.

[0067] In Fig. 4 is the actuating actuator 1 according to Fig. 2 and Fig. 3 with unlocking element 24 in normal position (parking) and operating element 5 shown in park position. Without excluding the general public and purely for the sake of clarity, the figure shown is largely identical to the one in Fig. 2 and Fig. 3 shown embodiment is identical, so that reference is made to the description therein.

[0068] So here is the axial drive 3 (as in Fig. 3 ) in the position corresponding to the park position and also the actuating element 5in the park position, while the release element 24 is returned to its normal position (to the right as shown). The magnetic field sensor 18 then detects the movement between the state after Fig. 3 In the state shown here, the magnetic field of the position magnet passes through 17. It is thus ensured and can be electronically recorded and integrated into a corresponding control system that the unlocking element 24 is in the normal position. The normal-locking configuration of the parking lock 2 is again ensured or, in this bistable embodiment, it is ensured that after taking the travel position by means of the axial drive means 3 if the retaining element is released 12 the first energy storage element 7 relaxes again and the actuating element 5is returned to the park position. In other words, no false signal will be output if the holding element 12 is solved because the actual position of the actuating element 5 (electronically) recorded.

[0069] In Fig. 5 is purely schematically a motor vehicle 32 with a drive train 25 shown in a plan view, with a drive machine 29, here optionally as an electric drive machine 29 shown perpendicular to a longitudinal axis 49, along a motor axis 50 The motor axis 50 is in the direction of travel in front of a driver's cab 51 of the motor vehicle 32 The drive train 25 is for propulsion of the motor vehicle 32 by driving a left drive wheel 30 and a right drive wheel 31(here optionally the front axle of the vehicle 32 ) by means of a torque output from the drive machine 29 via a gearbox 20 set up, and so a dashed torque flow 23 (shown here with the direction corresponding to a tensile moment). For example, a torque transmission gear 26 a part of a gearbox 20, which is operated by means of a gearshift lever 52 in the driver's cab 51 can be switched by a vehicle driver.

[0070] In the torque flow 23 is now a parking lock device 19 arranged, whereby the left drive wheel 30 and the right drive wheel 31 can be locked. The parking lock device 19 includes a locking wheel 22, for example a gear wheel of the torque transmission gear 26 of the gearbox 20or an additional wheel of the torque transmission gear 26, and a parking barrier 2, where the parking lock 2 a locking mechanism 21 and an actuating actuator 1 The locking mechanism 21 is for example as in Fig. 1 shown. Here is an embodiment of the parking lock device 19 shown, in which (optional) the locking mechanism 21 inside the gearbox compartment 28 in a gearbox housing 27 of the gearbox 20 and the actuating actuator 1 outside the gearbox housing 27 is arranged.

[0071] The locking wheel 22 is in the torque flow 23 arranged in such a way that the vehicle cannot roll away 32 can be prevented. The parking lock device 19 can be operated with at least one of the following controls: from a gearshift lever 52, for example by means of a parking switch position "P", a parking lever 53 ; and / or an ignition button 54 (alternatively an ignition key).

[0072] Furthermore, the parking lock device is preferred 19 can be operated automatically, for example when leaving the vehicle 32 (for example after locking) the parking lock 2 inserted automatically.

[0073] The actuator proposed here enables the unlocking of a normally locking parking lock with minimal design effort and minimal installation space requirements, and at the same time, this unlocking can be reliably detected. List of reference symbols 1 Actuator 32 Motor vehicle 2 Parking lock 33 Parking lock pawl 3 Axial drive means 34 Pawl axis 4 axial force 35 traverse 5 Actuating element 36 Preload spring 6 Actuating axis 37 frame 7 first energy storage element (plunger) 38 release spring 39 wheel axle 8 second energy storage element (holding element) 40 Swivel axis 41 Actuating tip 9 Storage power 42 slave piston 10 Stopper element 43 slave cylinder 11 Stopper component 44 Counter bearing 12 Holding element 45 Stopping force 13 Lifting magnet 46 Holding force 14 Sink 47 Holding force 15 Magnetic force 48 ramp 16 reciprocating piston 49 Longitudinal axis 17 Position magnet 50 Motor axle 18 Magnetic field sensor 51 Driver's cab 19 Parking lock device 52 Gearshift lever 20 Gearbox 53 Parking lever 21 locking mechanism 54 ignition button 22 Locking wheel 55 guide pin 23 Torque flow 56 Actuating head 24 Release element 57 locking element 25 Powertrain 26 Torque transmission gear 27 Gearbox housing 28 Gearbox compartment 29 drive machine 30 left drive wheel 31 right drive wheel

Claims

1. An actuator (1) for a parking lock (2), comprising at least the following components: - an axial drive means (3) for transmitting an axial force (4); - an actuating element (5) with an actuating axis (6), which is axially moveable from a parking position into a drive position by means of the axial force (4) of the axial drive means (3); - a first energy storage element (7) for transmitting a stored force (9) antagonistic to the axial force (4), wherein the free, non-fixed actuating element (5) is forced by the stored force (9) in the direction of the parking position, wherein the actuator is designed such that the actuating element (5) can be fixed in the drive position independently of the axial drive means (3) characterised in that the axial drive means (3) comprises a guide pin (55), the actuating element (5) is designed to be sleeve-like, preferably being a sleeve, and the sleeve-like actuating element (5) is guided by the guide pin (55).

2. The actuator (1) according to claim 1, wherein the guide pin (55) is fully inserted into the sleeve-like actuating element (5) in the parking position.

3. The actuator (1) according to claim 1 or claim 2, wherein the actuator (1) further comprises at least the following components: - a stopper element (10); - a stopper component (11) corresponding to the stopper element (10); and - a holding element (12) which is movable between a released position and a locking position, wherein, when the actuating element (5) is in the drive position with the holding element (12) in the locking position, the stopper element (10) and the stopper component (11) are fixed relative to one another, wherein the actuating element (5) is held in the drive position against the storage force (9) of the first energy storage element (7) by means of the stopper element (10) fixed in the locking position by the holding element (12).

4. The actuator (1) for a parking lock (2) according to claim 3, comprising at least the following components: a solenoid (13) with a coil (14) and with a piston (16) that is axially moveable by means of a magnetic force (15) generated by the coil (14) is also provided, wherein the holding element (12) is fixedly connected to the axially moveable piston (16).

5. The actuator (1) according to one of the preceding claims, wherein the sleeve-like actuating element (5) comprises a position magnet (17) for a magnetic field sensor (18).

6. A parking lock (2) for a parking lock device (19) of a transmission (20), comprising at least the following components: - a locking mechanism (21) for locking a locking wheel (22) in a torque flow (23), wherein, when the locking mechanism (21) is in a locking state, the locking wheel (22) is blocked and, in a free state, the locking wheel (22) is released; - an actuator (1) according to one of the preceding claims, wherein, in the drive position of the sleeve-like actuating element (5), the locking mechanism (21) is moved out of the locking state and wherein the parking position of the actuating element (5) corresponds to the locking state of the locking mechanism (21); - a latching element (10) encompassed by the actuator (1) and a complementary latching receptacle (11) for holding the actuating element (5) in the drive position; wherein - the latching element (10) is fixedly connected to the axial drive means (3), - a release element (24) that can be operated independently of the axial drive means (3) and is moveable between a normal position and a releasing position, wherein the free state of the locking mechanism (21) is maintained in the releasing position and the normal locking function of the parking lock (2) is guaranteed in the normal position, - the release element (24) moves the sleeve-like actuating element (5) from the parking position to the drive position and - the latching element (10) is fixedly connected to the axial drive means (3) and both the latching element (10) and the axial drive means (3) remain in or return to a position corresponding to the parking position, when the sleeve-like actuating element (5) is held by the release element (24) in the drive position.

7. A parking lock device (19), comprising a locking wheel (22) for arrangement in a lockable torque flow (23) and a parking lock (2) according to claim 6, wherein the locking wheel (22) can be blocked by means of the locking mechanism (21).

8. A transmission (20) for a drive train (25), comprising at least the following components: - a parking lock device (19) according to claim 7; - a torque transmitting transmission (26) comprising the locking wheel (22); and - a transmission housing (27) which surrounds a transmission chamber (28), wherein the locking mechanism (21) of the parking lock (2), preferably completely, particularly preferably the entire parking lock device (19), is arranged in the transmission chamber (28).

9. A drive train (25), comprising at least the following components: - at least one drive unit (29) for outputting a torque; - at least one consumer (30, 31) for receiving a torque; and - a transmission (20) according to claim 8, wherein the at least one drive unit (29) and the at least one consumer (30, 31) are connected to one another in a torque-transmitting manner by means of the transmission (20), wherein a torque transmission between the drive unit (29) and the at least one consumer (30, 31) is prevented by means of the parking lock device (19) in the locking state of the locking mechanism (21).

10. A motor vehicle (32), comprising at least one propulsion wheel (30, 31) and one drive train (25) according to claim 9, wherein a torque can be transmitted from the at least one drive unit (29) of the drive train (25) to the at least one propulsion wheel (30, 31) in order to propel the motor vehicle (32), and rolling of the motor vehicle (32) is prevented by means of the parking lock device (19) in the locking state of the locking mechanism (21).