WO2013013940A1 - Frein de stationnement - Google Patents

Frein de stationnement Download PDF

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Publication number
WO2013013940A1
WO2013013940A1 PCT/EP2012/062918 EP2012062918W WO2013013940A1 WO 2013013940 A1 WO2013013940 A1 WO 2013013940A1 EP 2012062918 W EP2012062918 W EP 2012062918W WO 2013013940 A1 WO2013013940 A1 WO 2013013940A1
Authority
WO
WIPO (PCT)
Prior art keywords
parking brake
pawl
actuator
drive
toothing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2012/062918
Other languages
German (de)
English (en)
Inventor
Axel Feuersenger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of WO2013013940A1 publication Critical patent/WO2013013940A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/005—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles by locking of wheel or transmission rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D63/00—Brakes not otherwise provided for; Brakes combining more than one of the types of groups F16D49/00 - F16D61/00
    • F16D63/006—Positive locking brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/3458—Parking lock mechanisms or brakes in the transmission with electric actuating means, e.g. shift by wire
    • F16H63/3466—Parking lock mechanisms or brakes in the transmission with electric actuating means, e.g. shift by wire using electric motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/14—Mechanical
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/18—Electric or magnetic
    • F16D2121/24—Electric or magnetic using motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
    • F16D2125/34—Mechanical mechanisms converting rotation to linear movement or vice versa acting in the direction of the axis of rotation
    • F16D2125/40—Screw-and-nut

Definitions

  • the invention relates to a parking brake for a motor vehicle, in particular for a gearbox or a vehicle with electric drive.
  • Parking locks are used in gearboxes of motor vehicles to secure the vehicle against unintentional rolling away.
  • non-mechanical components are installed in a drive train of a motor vehicle, as in automatic transmissions with hydrodynamic torque converters, parking locks secure the vehicle position in the event of a vehicle standstill or when the engine is stopped.
  • the parking brake can be activated by the driver or indirectly via electrical aids. As a rule, it then positively blocks the transmission output shaft.
  • a parking brake in the form of a force against a restoring pawl is provided, which can intervene by means of a ratchet tooth in a formally arranged on a parking lock gear locking teeth.
  • the actuation of the pawl is effected by a linearly displaceable actuating unit, which has a frame-like shape as a carriage, wherein a selector lever on longitudinal side walls of the frame-like linkage eng attacks.
  • the operating unit has two rollers mounted together, via which it acts on the pawl.
  • the pawl must be able to safely hold the pawl wheel even at low vehicle speeds up to about 5 km / h and on uneven track with up to 30 ° incline and engage and disengage.
  • forces occur as a function of the vehicle weight up to the two-digit kN range.
  • the actuators adjusting actuators must be relatively powerful. Such a parking brake also requires a relatively large amount of space.
  • the object of the invention is therefore to provide a compact parking brake, in which the applied actuating forces are reduced.
  • the object is achieved by a method according to claim 1 and a parking brake according to claim 8.
  • the invention makes use of the fact that the teeth, which is usually formed as a ring gear teeth of a parking lock gear, is movable by an external drive and uses this mobility to reduce the forces required for the actuation and release of the parking brake.
  • the adjustment lever actuating the pawl and the actuator acting on the adjustment mechanism can be dimensioned substantially smaller. This smaller dimensioning allows for a the integration of the actuator in the parking brake housing as well as the use of less complex adjustment mechanisms.
  • the actuating mechanism of the locking can be simplified ke, which in turn may allow a simpler molded rear pawl contour. Nevertheless, the pawl must continue to support the maximum holding forces safely.
  • the inventive method and the parking brake according to the invention are provided for securing electric axles of vehicles, differentials and shafts in industrial applications.
  • the invention will be described below using the example of motor vehicles to be secured. In particular, it is intended for use in transmissions of double clutches and torque converter machines.
  • the method according to claim 1 not only allows a wear-free engagement and disengagement of the parking brake, but also increases the comfort by not relieved when releasing the secured by means of the parking lock ratchet teeth must be relieved. Rather, a load-free release can take place, so that the laying is barely noticeable to the operator. Furthermore, disturbing noises are avoided by the gentle laying out of the parking brake, which inevitably arise when designing a strained parking brake.
  • a parking lock gear is usually arranged on the transmission shaft, which has radially on the outside a locking toothing.
  • a pawl can be releasably engaged with a pawl tooth.
  • the ratchet teeth may be formed as a single tooth gap, as a toothed belt or, when it is rotationally fixed to a shaft, as a toothing on the shaft or a wheel arranged on the shaft.
  • the pawl for reasons of space is often shaped so that the required to secure the parking brake radial engagement is applied by an actuator that acts tangentially.
  • the actuating unit transfers the tangential force into the normal force required for the latch operation with the rotatably mounted pawl.
  • the drive Under a main drive, the drive is stood, which serves to propel the vehicle. As a rule, this is an internal combustion engine or an electric motor. For vehicles with multiple drives such as hybrid vehicles and the second serving for locomotive drive can be consulted.
  • the parking brake is initially relieved or during the laying process, so that only those forces are required for laying out, which are required for the insertion of the parking brake. This reduces the required force to up to 20% of the value that would be required without the drive. In some cases, a reduction to less than 10% is possible.
  • a maximum of 50N ideally less than 30N, is required to deploy the parking brake.
  • novel actuators can replace the previously required, large actuators, which had to muster 300N and more.
  • the pawl is mechanically actuated.
  • a spring mechanism may be provided, which relaxes a coil spring for engaging the parking brake, so that the parking brake also energizes the parking lock wheel, which is safety-relevant for many applications.
  • an actuator can be provided which returns the pawl directly to the unlocked position, either directly or via a translational aid.
  • the force required to disengage the pawl will be reduced to a minimum when no external moments are applied to the parking lock gear.
  • the torque applied by the external drive equalizes the other moments.
  • a Motor vehicle which is parked on the mountain and secured by the parking brake, it is therefore necessary to first select the preferably lowest gear in the forward or reverse direction and to bring a moment by the engine on the transmission output shaft, which by the Hangabtriebs- force introduced neutralized moment.
  • the torque applied by the drive to the parking lock wheel is controlled by a Control unit is controlled or regulated.
  • the control unit may be part of the transmission control and / or engine control.
  • the parking brake is not relieved in principle, but only in certain situations in which the force applied by the actuator force is not sufficient for unlocking. As a result, the parking brake can be released even if the main drive is not ready. A parked on a level road and secured with such a parking brake motor vehicle can then be towed, for example, still.
  • a mechanically interacting transmission element can be arranged as a transmission gear, which further reduces the applied Aktuator mechanism.
  • a small actuator for actuating the parking brake can be used, which can be well integrated into the parking brake.
  • the invention makes it possible by the actuator-external release of the tension just to dispense with additional transmission elements.
  • the parking lock requires fewer components and builds compact.
  • the actuator has a rotor shaft which forms part of the actuator.
  • the rotor shaft may be part of an electromagnet or solenoid, so that the Akuator builds very simple and short.
  • actuator housing for example, by being flanged to the gear housing or the parking lock housing or a part form this housing. This achieves a compact construction of the overall device.
  • the rotor shaft is arranged coaxially to the actuating unit.
  • the actuator may be arranged radially outside the actuating unit, preferably it is axially offset. While the first alternative is particularly short in axial construction, in the second alternative, easier assembly of the actuator motor outside the transmission housing is possible. If the actuator motor is an electric motor, it is easier to connect to an external power supply. In addition, he is not exposed to such high temperatures.
  • the actuator can be designed as an electromechanical actuator or as an electrohydraulic actuator.
  • the actuator has a low-wear brushless DC motor (BLDC motor) as the actuator motor.
  • BLDC motor low-wear brushless DC motor
  • the electrical release of the parking brake is provided instead of a mechanical.
  • the preloaded parking lock is permanently energized while driving, ie in the unlocked state.
  • the invention allows a relief of the on-board power supply system, since permanently lower holding forces are required because of the translation. The energy requirement of the parking brake thus decreases by about half, the on-board power supply system is relieved.
  • the disadvantage of increased self-locking which initially speaks against the use of a Planetenxxlzgetriebes in a parking brake, not important, because in case of failure of the power supply no open hold the pawl must be geared. Rather, in this critical state, the lock should be used to secure the gear to be locked with the parking brake.
  • the actuator coaxially connects to the actuator unit.
  • the actuating unit and the actuator are coaxial, but axially offset, that is arranged one behind the other.
  • the components of the Planetenxxlzgetriebes and the parking brake are preferably without cutting, for example, produced by a rolling process. Alternatively, however, a cutting production is possible.
  • FIG. 1 shows a parking lock according to the invention with an electric motor as
  • Actuator a translationally movable actuator by the actuator, which actuates a pawl via a three-bearing arrangement, in the unlocked position in cross-section,
  • Figure 4 shows another parking lock according to the invention with a coaxial arrangement of a connected via a Planetenskylzgewindetrieb
  • FIG. 5 shows a cross section through a transmission with a parking lock gear and engaging in this parking brake.
  • FIG. 1 The basic operation of a parking brake 1 can be seen in FIG.
  • An actuator 2 acts on an actuating unit 5.
  • the actuator 2 is shown schematically here and can be formed both mechanically as a linkage, a cable or a lever as well as an electric motor. In particular, when hydraulic or compressed air means are available close to the actuator, the actuator 2 may also be formed as an accumulator. It is arranged coaxially to the translational force direction 51 of the actuating unit 5 and integrated into the parking lock housing 1 1.
  • a coaxially arranged hollow-shaft electric motor 22 mechanically engages in an actuating rod 52 via a planetary roller gear.
  • the circular cylindrical actuating rod 52 is shown only schematically and has on its radial surface 59 a thread 53 on.
  • the thread 53 is a spindle of a sun gear via planetary 30 with a ring gear 40 in engagement ( Figures 1 to 3).
  • the invention makes such a Planetendoilzgetriebe but unnecessary.
  • the actuating unit 5 has an actuating rod 52 with a blind hole 61 in which a spring element 6 is supported.
  • the spring element 6 is designed as a helical spring adapted in its cross section to the diameter of the blind hole 61. It is thus guided tipping safe. With its spring end 62, it is supported on the parking lock housing 1 1.
  • the actuating rod 52 is partially hollow and the spring element 6 can be guided inside the actuating rod 52, the radial outer sheath 59 is available as a functional surface 92 for mechanical engagement or due to now small distances for an electromagnetic interacting field.
  • the actuating rod 52 acts on its side opposite the blind hole 61 on an also belonging to the actuator unit 5 intermediate element 4 ( Figure 6), which is in operative connection with both the actuating rod 52 and the pawl 3.
  • the intermediate element 4 has three rolling bearings 41, 41 ', 41 ", whose inner rings are formed by bolts 42, 42', 42".
  • the bolts 42, 42 ', 42 are connected to each other via a cage 43, which is displaceable by this actuating rod 52.
  • Das Rolling bearing 41 ' rolls with its thick-walled outer ring 44' on the rear side profile 17 of the lever arm 34 of the pawl 3 and thereby pivots the pawl 3 about a pivot point 32.
  • the pawl 3 is biased by a remindstellarrettechnik 33 against the parking brake housing 1 1 so in that it returns to its initial position without being acted upon by the actuating element 52 or the intermediate element 4.
  • the actuating unit 52 acts via the roller bearings 41, 41 ', 41 "on the pawl 3.
  • two identical roller bearings 41, 41' are provided, which are in rolling contact with each other, wherein the first one Roller bearings 41 on the parking lock housing 1 1 rolls and the second rolling bearing 41 'on the pawl 3.
  • Their inner rings are connected as bolts 42, 42' with the cage 43. So that the parking brake 1 despite the friction reduction has the necessary strength, the Rolling 41, 41 'designed as a needle bearing with very thin needles as rolling elements 46 and have very solid outer rings 44, 44' on.
  • FIG. 5 shows the installation situation of a parking brake 1 in a transmission 84 of a motor vehicle.
  • the transmission 84 has a transmission housing 85 with a radially directed window 80.
  • the window 80 is a recess having an approximately rectangular shape, which receives the parking lock housing 1 1 and corresponds to the shape thereof.
  • the window 80 has parallel, radially directed retaining walls 86, on which the parking lock housing 1 1 can be supported.
  • the housing plate 7 has a circumferential edge 73, with which it rests on the retaining walls 86. Via transverse walls 72, the parking brake 1 can additionally be supported on the gear housing 85.
  • FIGS. 1 to 3 show a parking lock 1 in the unlocked state (FIG. 1), in the pretensioned state (FIG. 2) and in the locked state (FIG. 3).
  • the parking brake 1 has, as main components, the rolling bearing pawl 3, the operating unit 5 and the parking lock housing 1 1 with a housing plate 7.
  • the actuating unit 5 and the pawl 3 are almost parallel to one another. are directed so that a compact design is possible.
  • the housing plate 7 is formed as a flat piece of sheet metal, which by means of screws 70 fixed to the transmission housing 85 ( Figure 9) is connectable and forms a cover for the transmission housing 85.
  • the actuator 2 in the form of an electric motor is attached to the holding plate 7.
  • the pawl 3 has a pawl tooth 31 which engages in a tooth gap 81 of a radially directed locking toothing 82 of the parking lock wheel 8.
  • the spring force of the spring element 6 exceeds that of the remindstellarret ist 33, so that the spring element 6 is relaxed in the locked state of the parking brake 1.
  • an automatic locking of the parking brake 1 can be made in case of failure of the actuator 2.
  • the actuating unit 5 has an actuating rod 52 as a hollow tube 60 with a stepped through-hole 63.
  • the step is formed as a circular cylindrical annular shoulder 64 on which the spring element 6 is supported.
  • an actuating pin 65 is arranged so that the spring element 6 is also guided on the inside. In the region of the through-hole 63, which has the smaller diameter, the actuating pin 65 is in positive contact with the actuating rod 52.
  • the actuating pin 65 has a head 66 which engages behind the end plate 45 of the cage 43. The actuating pin 65 can thus act as a pull pin for the intermediate element 5.
  • a disk 68 is arranged, on which the spring end 62 is supported, and a magnet 69 as a signal transmitter for a sensor 75.
  • the actuating pin 65, the actuating rod 52 and the spring element 6 together form the actuating unit 5.
  • the Planetenskylzgetriebe 9 has as sun gear, the actuating rod 52 of the actuator unit 5.
  • the actuating rod 52 is provided at its outer periphery with a thread 53 which is engaged with threads of planetary gears 30.
  • the planet gears 30 have a much larger axial than radial extent, so that it is ensured that always sufficient threads for torque transmission are available.
  • the threads of the planet gears 30 are in turn with a mating thread 54 of a ring gear 40 in engagement.
  • the ring gear 40 is rotatably enclosed by a sleeve 93.
  • the sleeve 93 tapers in the direction of the rotor shaft 10 and is firmly connected thereto.
  • the rotor shaft 10 is supported via a bearing 94 on the housing plate 7 and driven by the actuator motor 50.
  • the sleeve 93 has a free space 95 which can receive the actuating unit 5 as an axially displaceable sun gear 20.
  • Figures 6a and 6b show the balance of power in a parking brake according to the prior art ( Figure 6a) and a parking brake according to the invention ( Figure 6b). Shown schematically is a vehicle axle 100 with wheels 101, to which a gear 102 can be driven.
  • the transmission 102 can be connected to the vehicle drive 103 via a clutch (not shown) and contains a parking lock 104.
  • the parking lock 104 can be engaged and disengaged by an actuating unit with an actuator 105.
  • the required insertion force F E is the same in both cases and is applied by the actuating mechanism, if necessary supplemented by the auxiliary force of an actuator 105.
  • the required disengaging force F A is applied in the prior art solely by the actuating mechanism and the actuator 105 of the parking brake, while according to the invention, the disengaging force F A is initiated by two independently operating mechanisms, wherein the forces F H and F A * to the force F A complete. In this case, the largest possible proportion of the required total force is applied by the vehicle drive 103. Since the dimensioning of the actuator 103 depends on the maximum delivery force to be applied, it can be dimensioned to be smaller. Any hangabstellagen the vehicle and its mass can therefore be disregarded in the dimensioning of the actuator 103. This allows a more universal use of the parking brake in different vehicle classes, so that larger quantities in the same part design are possible.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Braking Arrangements (AREA)
  • Gear-Shifting Mechanisms (AREA)

Abstract

L'invention concerne un procédé pour enclencher et désenclencher un frein de stationnement (1, 104), qui présente une roue (8) de frein de stationnement dotée d'une denture (82) et un cliquet d'arrêt (3) pour l'engrenage bloquant dans la denture (82). Le cliquet d'arrêt (3) peut être déplacé à l'aide d'un mécanisme de déplacement (5) par rapport à la roue (8) de frein de stationnement de manière telle qu'il bloque ou libère la roue (8) de frein de stationnement. La roue (8) de frein de stationnement peut être déplacée par un mécanisme d'entraînement (103) fonctionnant indépendamment du mécanisme de déplacement (5). Avant ou pendant l'enclenchement ou le désenclenchement du frein de stationnement (1, 104), le dispositif d'entraînement (103) repositionne la roue (8) de frein de stationnement par rapport au cliquet d'arrêt (3) ou la roue (8) de frein de stationnement est soumise à un couple de telle sorte que les forces d'enclenchement ou de désenclenchement à appliquer par le mécanisme de déplacement (5) sont diminuées. Un frein de stationnement (1) qui exploite un tel procédé est également décrit.
PCT/EP2012/062918 2011-07-22 2012-07-03 Frein de stationnement Ceased WO2013013940A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011079618A DE102011079618A1 (de) 2011-07-22 2011-07-22 Parksperre
DE102011079618.5 2011-07-22

Publications (1)

Publication Number Publication Date
WO2013013940A1 true WO2013013940A1 (fr) 2013-01-31

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ID=46598471

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2012/062918 Ceased WO2013013940A1 (fr) 2011-07-22 2012-07-03 Frein de stationnement

Country Status (2)

Country Link
DE (1) DE102011079618A1 (fr)
WO (1) WO2013013940A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014207997A1 (de) * 2014-04-29 2015-10-29 Zf Friedrichshafen Ag Verfahren und Steuergerät zum Auslegen einer Parksperre unter Zuhilfenahme eines elektrischen Traktionsantriebs
WO2024184122A1 (fr) * 2023-03-07 2024-09-12 Vitesco Technologies GmbH Procédé d'apprentissage d'au moins une position de verrouillage d'un actionneur de blocage, programme informatique, produit-programme informatique et véhicule

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013205409B3 (de) * 2013-03-27 2014-05-28 Zf Friedrichshafen Ag Verfahren zur Entriegelung einer Parksperre, Steuerungseinrichtung zur Durchführung des Verfahrens und Parksperren-System
DE102013216161A1 (de) * 2013-08-14 2015-02-19 Zf Friedrichshafen Ag Verfahren zur Reduzierung des Energieverbrauchs einer Parksperre eines Kraftfahrzeugs umfassend ein Automatgetriebe
DE102017110941A1 (de) * 2017-05-19 2018-11-22 Lucas Automotive Gmbh Feststellbremsanlage für ein Kraftfahrzeug und Kraftfahrzeug
DE102019113166B4 (de) * 2019-05-17 2022-06-30 Schaeffler Technologies AG & Co. KG Verfahren zur Steuerung eines elektrisch betriebenen Kupplungsaktors
DE102019219670A1 (de) * 2019-12-16 2021-06-17 Zf Friedrichshafen Ag Getriebevorrichtung für ein Kraftfahrzeug
DE102021205592A1 (de) 2021-06-01 2022-12-01 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Einrollen eines elektrisch angetriebenen Fahrzeugs in eine Parksperrenvorrichtung

Citations (4)

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Publication number Priority date Publication date Assignee Title
DE1043829B (de) 1956-08-02 1958-11-13 Gen Motors Corp Parksperre fuer Kraftfahrzeuge
US5807205A (en) * 1996-04-22 1998-09-15 Toyota Jidosha Kabushiki Kaisha Electric vehicle parking lock device control apparatus, adapted to activate electric motor to reduce engagement load between lock gear and pawl upon releasing of lock
US20080051252A1 (en) * 2006-08-28 2008-02-28 Toyota Jidosha Kabushiki Kaisha Apparatus for facilitating release of the parking lock
DE102009023498A1 (de) * 2009-06-02 2010-12-09 Gkn Driveline International Gmbh Parksperre für ein Kraftfahrzeug und Verfahren zum Betätigen einer Parksperre

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Publication number Priority date Publication date Assignee Title
US6935451B2 (en) 2002-10-29 2005-08-30 Arvinmeritor Technology, Llc Axle assembly with parallel drive system for electric hybrid vehicles

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1043829B (de) 1956-08-02 1958-11-13 Gen Motors Corp Parksperre fuer Kraftfahrzeuge
US5807205A (en) * 1996-04-22 1998-09-15 Toyota Jidosha Kabushiki Kaisha Electric vehicle parking lock device control apparatus, adapted to activate electric motor to reduce engagement load between lock gear and pawl upon releasing of lock
US20080051252A1 (en) * 2006-08-28 2008-02-28 Toyota Jidosha Kabushiki Kaisha Apparatus for facilitating release of the parking lock
DE102009023498A1 (de) * 2009-06-02 2010-12-09 Gkn Driveline International Gmbh Parksperre für ein Kraftfahrzeug und Verfahren zum Betätigen einer Parksperre

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014207997A1 (de) * 2014-04-29 2015-10-29 Zf Friedrichshafen Ag Verfahren und Steuergerät zum Auslegen einer Parksperre unter Zuhilfenahme eines elektrischen Traktionsantriebs
DE102014207997B4 (de) 2014-04-29 2022-11-10 Zf Friedrichshafen Ag Verfahren und Steuergerät zum Auslegen einer Parksperre unter Zuhilfenahme eines elektrischen Traktionsantriebs
WO2024184122A1 (fr) * 2023-03-07 2024-09-12 Vitesco Technologies GmbH Procédé d'apprentissage d'au moins une position de verrouillage d'un actionneur de blocage, programme informatique, produit-programme informatique et véhicule

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