LOCKING MECHANISM, PARKING LOCK AND VEHICLE

Abstract

The invention relates to a locking mechanism (2), more particularly for a vehicle, between a locking actuator and a rotatable, lockable element (4) having a cutout (6), into which an actuatable form-locking element FE of the locking actuator can be partly interlockingly moved in an axial stroke movement in order to lock the element (4). The locking actuator has, outside of a region of form-locking connection between the form-locking element FE and the lockable element (4), a degree of freedom of motion for the form-locking element perpendicular to the axial stroke movement of the form-locking element FE and up to an associated stop (14), up to which the form-locking element FE can be deflected during a locking process and after the end of the locking process. By means of this degree of freedom of motion, positioning inaccuracies between the form-locking element FE and the cutout (6) can be compensated for during the locking process. Furthermore, by means of this degree of freedom of motion, dynamic torque loads of a drive train can be reduced during the locking process and in particular after the end of the locking process. The invention also relates to a park lock and a vehicle having a locking mechanism of this type.

Description

[0001] Description

[0002] Locking mechanism, parking lock and vehicle

[0003] The invention relates to a locking mechanism, a parking lock and a vehicle.

[0004] An object underlying the invention is to provide a compact and cost-effective locking mechanism, in particular for a vehicle.

[0005] A further object underlying the invention is to provide an improved locking mechanism, in particular for a vehicle.

[0006] This object is achieved by a locking mechanism proposed and protected according to claim 1.

[0007] A locking mechanism, in particular for a vehicle or a parking lock of a vehicle, is proposed between a locking actuator and a rotatable, lockable element with at least one recess or cutout into which an actuatable form-locking element of the locking actuator can be moved in sections in an axial stroke movement in order to lock the element.

[0008] Outside of a form-locking area between the form-locking element and the lockable element, the locking actuator has a degree of freedom of movement for the form-locking element relative or transverse to the axial stroke movement of the form-locking element and up to an associated stop, up to which the form-locking element can be deflected or moved during a locking process and after completion of the locking process.

[0009] This degree of freedom of movement of the form-locking element up to the stop compensates for positioning inaccuracies between the form-locking element and the recess during the locking process. On the other hand, this degree of freedom of movement of the form-locking element up to the stop reduces dynamic torque loads in the form of torque peaks in a drive train, both during the locking process and especially after the locking process has been completed.

[0010] Such torque peaks manifest themselves in relation to the locking mechanism in the form of shock loads which act on the locking actuator and its form-locking element.

[0011] During the locking process, or particularly after the locking process has been completed, any torque loads of this type – or residual torque loads – that may not be completely or entirely dissipated across this degree of freedom of movement of the form-locking element up to the stop are absorbed by the stop in the form of the aforementioned shock loads and transferred to a suitable location on a periphery of the locking actuator. This location is a location on a periphery of a drive train, in particular of a vehicle.

[0012] With this proposed degree of freedom of movement of the locking mechanism, with appropriate design, even greater positioning or alignment inaccuracies during the joining or locking process between the form-locking or joining elements can be compensated for in a space-saving, energy-saving, and cost-effective manner. This is particularly energy-saving when only the form-locking element of the locking actuator is moved during the joining process, and not the drivetrain element to be locked, and thus the drivetrain as well.

[0013] In addition, especially when the element is locked, dynamic load peaks in the form of torque peaks, as described above, are ideally completely absorbed across the degree of freedom of movement, i.e., before the form-locking element reaches the aforementioned stop. At the very least, however, any shock load acting on the form-locking area between the form-locking element and the lockable element is significantly reduced and shifted accordingly to the stop outside the form-locking area.

[0014] The stop can be designed such that it rests on a suitable location on the periphery of a drive train for force absorption, such as on a housing of a drive unit with an electric motor and a (reduction) gearbox. The stop can rest on a housing section of an electric motor housing or a (reduction) gearbox housing.

[0015] By providing or implementing a stop of the form-locking element outside the form-locking area between the form-locking element and the lockable element, the installation space available on the actuator side of a periphery of a drive train can be advantageously used or utilized in the best possible way.

[0016] In one embodiment, the form-locking element has a first form-locking element section which can be joined for form-locking and which has a taper in the region of its free end, as well as a second form-locking element section which is wider than the first form-locking element section - with regard to the longitudinal extent of the form-locking element or lengthwise to the form-locking element - and which interacts with the stop provided outside the form-locking area to reduce the aforementioned torque peaks. When the taper of the first form-locking element section interacts with the recess or gap, the second form-locking element section can be deflected or moved transversely to the axial stroke movement of the form-locking element and up to the stop of the locking actuator assigned to it. This deflection is achieved by a play between the second form-locking element section and this stop or gap.by a play of the second form-locking element section relative to this stop.

[0017] This play enables the previously mentioned degree of freedom of movement outside the form-locking area between the form-locking element and the recess or cutout and transverse to the axial stroke movement of the form-locking element.

[0018] In a further embodiment, the form-locking element can be deflected against the stop by acting against at least one spring. This spring can be arranged between the form-locking element or the second form-locking element section and the stop. In the unjoined state of the form-locking element, i.e., when the form-locking element is located outside the recess or gap of the lockable element, this at least one spring acts to return the form-locking element to an initial position relative to the previously described stop of the locking actuator.

[0019] In another embodiment, the form-locking element can be electrically actuated. The axial stroke movement of the form-locking element can be implemented, for example, via an electric motor-driven screw drive, which converts the rotary motion of an electric motor into a translational or linear motion. Alternatively, the axial stroke movement of the form-locking element can also be generated using a so-called plunger coil, which can generate linear or rotary movements depending on the design.

[0020] Furthermore, a parking lock for a vehicle with a locking mechanism of the type described above is proposed and protected (claim 7).

[0021] Furthermore, a vehicle with such a parking lock or locking mechanism of the type described above is proposed and protected (claim 8). A vehicle is understood to mean any type of vehicle or motor vehicle that is powered by an electric motor, but in particular passenger cars and / or commercial vehicles. These are preferably semi-autonomous and, in particular, fully autonomous vehicles.

[0022] The invention will be explained in detail below with reference to the figures. Further advantageous developments of the invention will become apparent from the dependent claims and the following description of preferred embodiments. These schematically show:

[0023] Fig. 1 a locking mechanism;

[0024] Fig. 2 shows a proposed improved locking mechanism;

[0025] Fig. 3 shows the locking mechanism shown in Fig. 2 in a further

[0026] representation; and

[0027] Fig. 4 a shaft with recesses for such a

[0028] locking mechanism.

[0029] Fig. 1 illustrates a locking mechanism 2 between a locking actuator and a rotatable, lockable element 4 with a recess 6, into which an electrically actuated form-locking element FE of the locking actuator can be moved in an axial stroke movement in sections to lock the element 4. This locking mechanism is particularly based on a parking lock of a vehicle.

[0030] When the vehicle is parked at a standstill, the positive locking element FE can engage in the recess 6 or be actuated in the recess 6 to lock or block the element 4 and thus the vehicle, for example at the request of a driver who activates the parking lock. In one embodiment, the positive locking element FE has the shape of a locking bolt, with a circular cross-section, for example, and the recess 6 has the shape of a hole, e.g. a circular hole, wherein the hole can be designed as a blind hole or through hole. The hole 6 is formed in a lockable element 4 in the form of a torque-transmitting shaft. Such a hole 6 can be provided longitudinally or transversely to the longitudinal extent of the shaft 4.

[0031] Whether the element 4 can be locked in a parking position of the vehicle depends on a positioning or alignment of the recess 6 relative to the form-locking element FE in this parking position and on a so-called tolerance position, which compensates for positioning or alignment inaccuracies between the joining elements FE, 4.

[0032] Fig. 1 a) illustrates a tolerance position that does not allow joining of the joining elements FE, 4. The tolerance position according to Fig. 1 b), however, allows joining because the underlying clearance or tolerance is sufficiently large. In these two Figs. 1 a) and 1 b), the form-locking element FE is aligned parallel to the wall of the recess 6.

[0033] Fig. 1 c) illustrates a joint in which the form-locking element FE is tilted relative to the recess 6. For example, imagine a shaft 4 on which a hole 6 is formed transversely to its longitudinal extension and into which the form-locking element FE engages.

[0034] The worse or less precise the alignment of the recess 6 relative to the form-locking element FE, the greater the said play or tolerance between the dimension of the recess 6 (e.g. diameter di of the hole 6) and the dimension of the form-locking element FE (e.g. diameter d2 of the locking bolt FE) must be in order to move the form-locking element FE into the recess 6 and thus bring about the form-locking. Depending on how poor or inaccurate this alignment is, joints arise in which the form-locking element FE is tilted to a greater or lesser extent relative to the recess 6. Accordingly, depending on the degree or strength of the tilt, different edge pressures KP arise between the joining elements 4, FE. The greater the tilting, the shorter the form-locking element FE protrudes into the recess 6 and the stronger the said edge pressures KP are.

[0035] Fig. 2, however, illustrates an improved locking mechanism 2, which compensates or at least strongly compensates such tilting between the joining elements 4, FE.

[0036] Corresponding features are identified by identical reference numerals, so that reference is made to the above description and only differences are discussed below.

[0037] The locking mechanism 2 shown in Fig. 2 compensates for positioning or alignment inaccuracies between the joining elements FE, 4 by means of a degree of freedom of movement outside a positive locking area between the positive locking element FE and the lockable element 4 and transverse to the axial stroke movement of the positive locking element FE. Fig. 2 illustrates a representation without tilting.

[0038] The form-locking element FE has a first form-locking element section 8 which can be joined for the form-locking connection and which is tapered in the region of its free end or has a taper 10, as well as a second form-locking element section 12 which adjoins it and is wider than the first form-locking element section 8.

[0039] In contrast to Fig. 1, the clearance Si between the form-locking element FE and the recess 6 is significantly smaller, so that their dimensions (or their diameters di, d2 in the case of the previously exemplified configurations with circular cross-sections) are comparatively close or significantly closer to each other. Also shown is a clearance Sn between the form-locking element section 12 and an associated stop 14 of the locking actuator.

[0040] This play Sn enables the previously mentioned degree of freedom of movement of the locking mechanism outside the said form-locking area, over which the form-locking element FE can move transversely to its axial stroke movement and up to the said stop 14.

[0041] With a corresponding design of the clearance Sn, the dimensions of the first form-locking element section 8 and the recess 6 (or their diameters di, d2) can be very close to each other, so that the form-locking element section 8 and the recess 6 represent a clearance fit with, for example, slight to noticeable clearance. The description "slight to noticeable clearance" is known to those skilled in the art and will therefore not be described in detail.

[0042] Fig. 3 illustrates an actuator-side compensating movement of the proposed locking mechanism, in which a positive-locking element FE of a locking actuator is arranged transversely – or in this illustrated case even orthogonally – to a lockable shaft 4 (see Figs. 3a) to 3c)). As the taper 10 of the positive-locking element section 8 interacts with the hole 6 of the shaft 4, the positive-locking element section 12 – and thus the positive-locking element FE – is deflected in the direction of the associated stop 14, i.e., transversely – or in this example orthogonally – to the axial stroke movement of the positive-locking element FE, and thereby maximally up to the stop 14.

[0043] Relative to stop 14, this compensating movement or deflection of the form-locking element FE is a translational or linear movement, specifically transversely or in the transverse direction Y - Y to the aforementioned axial stroke movement of the form-locking element FE in the X - X direction. Relative to hole 6, however, this compensating movement or deflection of the form-locking element FE is a translational or linear movement in both the longitudinal direction X - X and the transverse direction Y - Y. In addition, however, there is also a pivoting or pivoting movement relative to hole 6 (or relative to the shown Z - Z direction).

[0044] Fig. 3d) illustrates a tilting of a joined form-locking element section 8 with respect to or relative to the hole 6 that is significantly reduced compared to Fig. 1c). This is also accompanied by a significant reduction in the said edge pressures KP.

[0045] Fig. 3 illustrates a tolerance position in which, based on the two previously mentioned tolerances (see the two shown clearances Si, Sn in Fig. 2), the said positioning or alignment inaccuracies between the joining elements FE, 4 are compensated.

[0046] In an embodiment according to Fig. 4, a shaft 4 comprises a plurality of holes 6 which are evenly distributed over the circumference of the shaft 4 and are formed radially in or on the shaft 4, into which a locking bolt FE can be moved radially to the shaft 4.

[0047] In a further embodiment, the rotatable and lockable element is designed in the form of a gearwheel, in whose tooth gaps the positive-locking element can engage. Alternatively, a correspondingly designed disc with recesses or cutouts can be provided. The positive-locking element can be arranged longitudinally or transversely to a longitudinal axis of the gearwheel or disc.

[0048] According to the invention, it is proposed to provide a tolerance position with the smallest possible clearance Si in order to create as many recesses 6 as possible on the lockable element 4, via which a vehicle can be locked or blocked in a parking position at any time. This results, for example, in a shaft 4 as shown in Fig. 4, in a maximum number of holes 6 along its circumference.

[0049] The stop 14, which is illustrated schematically in Figs. 2 and 3 - outside the said form-locking area - can represent a single stop element or a plurality of individual stop elements arranged relative to one another - and possibly spaced apart.

[0050] This stop 14 can advantageously be arranged or provided at a suitable location on the periphery of a drive train according to the respective installation space conditions in a vehicle and can be appropriately spaced from the said form-fitting area between the form-fitting element FE and the recess 6. This facilitates the freedom to design or dimension the stop 14 according to the respective installation space conditions in a vehicle in order to be able to absorb so-called torque peaks that may occur. A suitable material selection for the stop 14 also supports this. The stop 14 can also be combined with at least one suitable and correspondingly designed damping element and / or spring element to reduce torque peaks.

[0051] Accordingly, Figs. 2 and 3 and the locking mechanism underlying them provide a certain degree of design freedom with regard to the positioning and design of the stop 14 within a vehicle, namely at a suitable location on the periphery of a drive train in accordance with the respective installation space conditions in the vehicle.

[0052] The positive locking element section 8, which locks via an associated first stop formed by the shaft 4 (locking function), can absorb a static torque load acting on the locking mechanism, for example, caused by a so-called downhill force occurring on a road with an incline on which a vehicle is parked. The positive locking element section 12, on the other hand, can absorb a dynamic torque load that may not be completely or entirely dissipated via the play Sn or the degree of freedom of movement up to the associated second stop 14 by interacting with the associated second stop 14 (stop function).

[0053] Dynamic torque load refers to a short-term, dynamic torque load that can occur, for example, when a vehicle collides with a parked vehicle. In such an event, an external force acting on the vehicle generates such a short-term, dynamic torque in the vehicle's drivetrain.

[0054] In the locking mechanism according to Fig. 1, however, the form-locking element FE in the said form-locking area absorbs both static and dynamic torque loads occurring in a drive train via the associated stop, which is formed by the shaft 4.

[0055] In the locking mechanism proposed according to Figs. 2 and 3, dynamic load peaks in the form of torque peaks, as previously described, which manifest themselves in the form of shock loads with respect to the locking actuator and its form-locking element FE, are ideally absorbed entirely via the said clearance Sn.

[0056] Any dynamic torque loads that are not completely or entirely dissipated via the aforementioned clearance Sn (or the degree of freedom of movement) are thus dissipated by the second form-locking element section 12 interacting with or striking the stop 14. The stop 14 thereby introduces such differential or residual loads at a suitable location into a periphery of a drive train, in particular of a vehicle.

[0057] And even if the ideal case described above does not occur, the shock loads acting on the said form-fitting area of ​​the locking mechanism are at least significantly reduced and shifted accordingly to the stop 14 for absorption by the said periphery - in contrast to Fig. 1.

[0058] Although exemplary embodiments are explained in the foregoing description, it should be noted that numerous modifications are possible. Furthermore, it should be noted that the exemplary embodiments are merely examples and are not intended to limit the scope of protection, applications, or structure in any way. Rather, the foregoing description provides the skilled person with a guide for implementing at least one exemplary embodiment, whereby various modifications, particularly with regard to the function and arrangement of the described components, can be made without departing from the scope of protection as it results from the claims and equivalent combinations of features.

Claims

Patent claims 1. Locking mechanism (2), in particular for a vehicle, between a locking actuator and a rotatable, lockable element (4) with at least one recess (6) into which an actuable positive locking element (FE) of the locking actuator can be moved in a section-by-section positive locking motion in an axial stroke movement in order to lock the element (4), wherein the locking actuator has a degree of freedom for the positive locking element outside a positive locking area between the positive locking element (FE) and the lockable element (4) transversely to the axial stroke movement of the positive locking element (FE) and up to an associated stop (14), up to which the positive locking element (FE) can be deflected during a locking process and after completion of the locking process.to compensate for positioning inaccuracies between the positive locking element (FE) and the recess (6) during the locking process and to reduce dynamic torque loads of a drive train during the locking process and especially after completion of the locking process.

2. Locking mechanism (2) according to claim 1, wherein the positive locking element (FE) has a first positive locking element section (8) with a taper (10) in the region of its free end and a second positive locking element section (12) which is wider than the first positive locking element section (8) and longitudinally to the positive locking element (FE), and which, when the taper (10) interacts with the recess (6), can be deflected transversely to the axial stroke movement within a clearance between the second positive locking element section (12) and the stop (14) of the locking actuator and up to the stop (14).

3. Locking mechanism (2) according to claim 1 or 2, wherein the positive locking element (FE) is deflectable against at least one spring acting against the stop (14).

4. Locking mechanism (2) according to any one of the preceding claims, wherein the stop (14) is supported against a housing of a drive unit.

5. Locking mechanism (2) according to claim 4, wherein the stop (14) is supported against a housing section of an electric motor housing or a (reduction) gearbox housing.

6. Locking mechanism (2) according to one of the preceding claims, wherein the positive locking element (FE) is electrically actuated.

7. Parking lock with a locking mechanism (2) according to any one of claims 1 to 6.

8. Vehicle with a parking lock according to claim 7 or a Locking mechanism (2) according to any one of claims 1 to 6.