WO2024251837A1 - Transmission assembly in a motor vehicle, the assembly comprising a locking device - Google Patents

Transmission assembly in a motor vehicle, the assembly comprising a locking device Download PDF

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Publication number
WO2024251837A1
WO2024251837A1 PCT/EP2024/065502 EP2024065502W WO2024251837A1 WO 2024251837 A1 WO2024251837 A1 WO 2024251837A1 EP 2024065502 W EP2024065502 W EP 2024065502W WO 2024251837 A1 WO2024251837 A1 WO 2024251837A1
Authority
WO
WIPO (PCT)
Prior art keywords
pinion
locking sleeve
crown
locking
transmission assembly
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/EP2024/065502
Other languages
French (fr)
Inventor
Fabrice Boisadan
Bruno CHALMETTE
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.)
Ampere SAS
Original Assignee
Ampere SAS
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 Ampere SAS filed Critical Ampere SAS
Priority to EP24731341.4A priority Critical patent/EP4724720A1/en
Priority to CN202480049282.6A priority patent/CN121925527A/en
Publication of WO2024251837A1 publication Critical patent/WO2024251837A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0059—Braking of gear output shaft using simultaneous engagement of engaging means, e.g. clutches or brakes, applied for different gear ratios
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • 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
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F16H3/0915—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft with coaxial input and output shafts

Definitions

  • TITLE OF THE INVENTION Transmission assembly in a motor vehicle and comprising a locking device
  • the invention relates to a transmission assembly comprising a locking device intended to lock an axle or wheel drive train in a motor vehicle. Particular interest is given to vehicle axles equipped with electric motorization, for the front axle or the rear axle. Also targeted is a local electric motorization system specific to a wheel.
  • the locking device of interest here by mechanical engagement of a locking member, commonly called a “parking brake”, is used conventionally in particular on vehicles with automatic transmission. This type of locking device is also used in electric or hybrid vehicles.
  • the transmission locking device is activated when the driver positions the transmission selection lever in the “P” position, generally when the vehicle is stationary.
  • the locking device in question here is distinct and complementary to another brake system called a parking brake, also present on motor vehicles, and acting directly at the wheels of the vehicle.
  • Said parking brake also acts as an emergency brake to slow down and immobilize the vehicle.
  • the parking brake which is the subject of the present invention is intended and designed to be engaged only at zero or near-zero speed.
  • the inventors sought to improve the situation and to propose a new configuration for performing the parking brake function, in particular more compact, in particular for an electric motor assembly.
  • a transmission assembly for a motor vehicle comprising a locking device by mechanical engagement of at least one locking member, the assembly comprising at least:
  • a primary shaft configured to rotate around a first axis and configured to be driven by a motor
  • a secondary shaft mounted to rotate around a second axis, equipped with a second pinion and a third pinion, with a different number of teeth, the second pinion being engaged with the first pinion,
  • a fork configured to move the locking sleeve along the first axis between the unlocking position and the locking position, characterized in that in the locking position, the locking sleeve directly connects the output ring gear to the first pinion or the primary shaft in rotation, thereby blocking rotation of the output ring gear due to the engagement between the first pinion and the output ring gear via a mutual gear ratio other than 1.
  • the characteristic “the output crown being in kinematic relation with at least one wheel of the vehicle” includes in particular either a direct engagement for the case of an electric motorization of a single wheel (the term ‘E-wheel’ is sometimes used) or an indirect engagement relating to two wheels via a differential (the term ‘E-axle’ is then used).
  • locking sleeve can also be called “coupling sleeve”, “dog clutch”, or even “sliding clutch”. It is an annular member comprising internal grooves, as will be seen in more detail below.
  • the locking sleeve forms the aforementioned locking member.
  • the parking brake function is arranged on the main axis, and the need for a specific parking brake wheel, in particular one offset from the main axis, is avoided.
  • the number of parts required to implement the function is lower in the proposed solution than in the known prior art.
  • the proposed system is therefore devoid of a specific parking brake wheel and any other component relating thereto.
  • the proposed configuration proves to be compact and simple to manufacture and assemble.
  • the proposed configuration is lighter than configurations known in the art.
  • the rest position could be on the other side, namely on the primary shaft side.
  • the motor driving the primary shaft may be an electric motor having a rotor rotatably connected to the primary shaft.
  • the motor is a motor internal combustion, the primary shaft then being driven directly or indirectly, or via a clutch by the crankshaft of this engine.
  • the output ring is connected to a single wheel of the vehicle directly or via a permanent gear (e.g. a reduction gear).
  • a permanent gear e.g. a reduction gear
  • the output ring gear is connected to two wheels of the vehicle via a differential comprising a ring gear and two satellites, the output ring gear being formed by the differential ring gear.
  • the transmission can be locked upstream of the differential and the parking brake function is provided with a single locking sleeve for two wheels of the vehicle axle.
  • This configuration is ideal for electrically powered axles, whether they are arranged at the front or rear of the vehicle.
  • the parking brake function is compatible with a differential lock function, both functions can be implemented on the axle in question.
  • the primary shaft is hollow and includes an axial through bore.
  • This bore allows the passage of a wheel shaft (also called a half-axle shaft) which extends from an output of the differential to one of the wheels.
  • a wheel shaft also called a half-axle shaft
  • the arrangement is completely coaxial, except for the secondary shaft.
  • a first axial end portion (71) equipped with first external splines, complementary to internal splines of the locking sleeve and forming a location for the rest/unlocking position of the locking sleeve, the first axial end portion being rigid in rotation with the part carrying the differential crown or the axial end portion forming an integral part of the differential crown.
  • the splines By means of the above-mentioned splines, it is possible to pass torque between the locking sleeve and the output crown.
  • the splines preferably extend parallel to the first axis.
  • the locking sleeve remains at least partly astride the first axial end portion, in particular when the locking sleeve is in the locking position. In the unlocked position, the entire locking sleeve surrounds the first axial end portion, this being its rest position.
  • the primary shaft may comprise a second axial end portion with second external splines adapted to receive internal splines of the locking sleeve.
  • entry chamfers are provided on the outer grooves of the second axial end portion, on the side where the sleeve is docked.
  • Entry chamfers can also be provided on the radially inner grooves of the locking sleeve on the side of its front face, the one which advances for the coupling.
  • the first axial end portion (71) and the second axial end portion (52) are opposite each other, face each other axially and are separated by a gap (E1) of less than 5 millimeters.
  • the first axial end portion and the second axial end portion have outer diameters of substantially the same dimension.
  • the longitudinal grooves of the locking sleeve can thus easily slide from the first axial end portion to cover the second axial end portion.
  • the number of splines can be between 20 and 40. This number makes it possible to minimize the probability of difficulty in engaging tooth against tooth and still have a sufficiently large size of the spline profiles to take up torque.
  • the locking sleeve has an outer diameter (D1) and an axial dimension (L1), the outer diameter being less than 12 cm, preferably less than 10 cm, and the axial dimension preferably less than 4 cm.
  • the proposed solution is compact.
  • the locking sleeve only absorbs torque at zero speed, so it can be dimensioned as precisely as possible. This is how it differs from a differential or gearbox locking dog clutch which must operate over a wide range of rotation speeds.
  • the first pinion comprises external splines adapted to receive internal splines of the locking sleeve. This is an alternative to the solution presented above where the receiving splines are arranged on the primary shaft. Here the splines are arranged on the primary pinion.
  • entry chamfers are provided on the outer splines of the first pinion, on the side where the sleeve is docked.
  • the invention also relates to a powertrain for a vehicle comprising an electric motor and a transmission assembly as described above.
  • the motor is an axial flux motor. In one aspect, the motor is a radial flux motor.
  • the invention also relates to an electrically powered axle for a vehicle comprising a motor, two wheels, two wheel shafts connected to a differential, and a transmission assembly as described above comprising said differential.
  • FIG.1 schematically illustrates in section an example of a transmission assembly according to the present invention, with the locking sleeve in the unlocked position;
  • FIG.2 schematically illustrates in section the transmission assembly of figure 1, with the locking sleeve in the locking position;
  • FIG.3 schematically illustrates in section another example of a transmission assembly according to the present invention
  • FIG.4 schematically illustrates in section yet another example of a transmission assembly according to the present invention
  • FIG.5 schematically illustrates in section the area of the locking sleeve
  • FIG.6 illustrates in perspective an example of a locking sleeve
  • FIG.7 illustrates in sectional view a detail of the engagement of the grooves.
  • FIGS 1 and 2 show an example of an electrically powered axle.
  • This axle may be part of the front axle of a vehicle or the rear axle of a motor vehicle. It may be a steered or non-steered wheel axle.
  • an electrically powered axle comprises a drive unit, a transmission including a differential, two axle shafts and two wheels.
  • the transmission may include a reducer, where appropriate with several selectable reduction ratios (gearbox) and optionally, as will be seen below, devices for connecting two rotating elements together.
  • such an axle comprises a left wheel and a right wheel, not shown in the figures.
  • a differential 7 is arranged in a middle portion of the axle.
  • a first output of the differential is connected in rotation to a left wheel shaft ARG which is itself connected in rotation to the left wheel.
  • the other output of the differential is connected in rotation to a right wheel shaft ARD which is itself connected in rotation to the right wheel.
  • the differential 7 makes it possible to have differentiated wheel speeds, in particular for example when the vehicle takes a turn or also when one of the wheels slips or slides.
  • a differential locking device may be provided which allows for certain phases of vehicle life, to connect in rotation one of the output shafts with the differential body.
  • the two ARG, ARD wheel shafts rotate around a first axis noted A1.
  • the body 70 of the differential also rotates around the axis A1.
  • the axle is motorized, in the example illustrated by an electric motor marked 6.
  • the axis of the electric motor coincides with the first axis A1.
  • the rotor 60 is flat and the magnetic flux is axial.
  • the motor may be a radial magnetic flux motor. It is not excluded that the electric motor has an axis different from the first axis.
  • the rotor 60 is mounted on a shaft called the primary shaft 5.
  • the primary shaft is hollow and includes an axial through bore, marked 50.
  • the left wheel shaft ARG is housed inside the bore 50 of the primary shaft 5.
  • the left wheel shaft ARG and the primary shaft 5 are coaxial. A small functional clearance is provided to allow the wheel shaft to rotate inside the bore 50 of the primary shaft.
  • the left wheel shaft ARG is connected to an output bevel gear 77 of the differential 7.
  • the primary shaft 5 On the primary shaft 5 is arranged a first pinion marked 21.
  • the first pinion may be an integral part of the primary shaft or may be an added part mounted to rotate securely on the primary shaft 5.
  • the primary shaft 5 may include shoulders, bearing surfaces, annular grooves for circlips, keyway grooves and any other device or function known per se.
  • the torque produced by the electric motor 6 is delivered downstream through the first pinion 21 and in particular its external teeth.
  • the primary shaft has an end on the differential side, the use of which will be seen later.
  • the transmission assembly comprises a secondary shaft 2.
  • the secondary shaft is rotatably mounted about a second axis denoted A2.
  • the second axis A2 is separated from the first axis A1 by a distance typically between 10 cm and 20 cm.
  • the secondary shaft 2 is equipped with a second pinion 22 and a third pinion 23.
  • the second pinion 22 and the third pinion 23 have a different number of teeth.
  • the second pinion 22 is engaged with the first pinion 21.
  • the secondary shaft may be manufactured in one piece with the second and third pinions included.
  • one of the two pinions may be an insert mounted on splines or by means of keying or pinning or by means of smooth shrink-fitting.
  • the two pinions 22, 23 may be inserts rigidly mounted on the shaft.
  • the secondary shaft 2 may be hollow or solid. As with the primary shaft, the secondary shaft may include shoulders, bearing surfaces, annular grooves for circlips, keyways and any other device or function known per se.
  • the differential 7 comprises an external crown with teeth.
  • this external crown is also called the “output crown” marked 3.
  • the output crown 3 is centered on the axis A1 and coaxial with the primary shaft 5.
  • the third pinion 23 is engaged with the output crown 3.
  • the output crown rotates more slowly than the primary shaft due to the cascade of two reductions, namely a first reduction obtained by the engagement of the second pinion on the first pinion, then that which couples the output crown with the third pinion.
  • the differential crown 3 drives the satellite axles 75, the bevel gears 76 in turn drive the bevel gears 77 connected to the respective wheel shafts.
  • the differential is not described further because it is assumed to be known per se.
  • a locking sleeve 1 is provided.
  • the differential body 70 comprises a splined bearing surface 71 for receiving said locking sleeve 1 around this splined bearing surface.
  • This splined bearing surface 71 is herein referred to as the first axial end portion.
  • the splined bearing surface 71 comprises splines herein referred to as first outer splines 73, which receive radially inner splines of the locking sleeve.
  • the locking sleeve 1 can also be called a coupling sleeve, dog clutch, dog clutch, or even a sliding clutch. It is an annular member comprising internal shapes comprising grooves 12, oriented longitudinally relative to the first axis, and visible in FIGS. 6 and 7.
  • the locking sleeve 1 comprises an annular groove 10 open towards the outside.
  • the annular groove is framed by two rims 16.
  • At least one free end of a fork 4 is engaged in the annular groove 10.
  • the fork 4 has a semicircular shape which engages in the groove over an angular range of approximately 180°.
  • the locking sleeve 1 is centered on the first axis A1.
  • the locking sleeve 1 is axially movable, between an unlocking position denoted P1 and a locking position denoted P2.
  • the fork 4 is movable along the axis A1 to cause the locking sleeve to move along the first axis A1 between the unlocking position P1 shown in FIG. 1 and the locking position P2 shown in FIG. 2.
  • the fork 4 can be moved in translation along the first axis.
  • the fork 4 can be rotatably mounted and be rotated relative to an auxiliary axis distant from the first axis and perpendicular to the latter.
  • the fork 4 does not rotate about the first axis A1 whereas in the general case when the vehicle is moving, the locking sleeve 1 rotates about the axis A1. It can be provided that in the unlocked position, at rest, the locking sleeve is in an indexed position and that the end of the fork slides without contact in the annular groove 10.
  • Q5 is the rotational speed of the primary shaft
  • Q3 is the rotational speed of the differential body.
  • control to move the fork 4 to the left, i.e. towards the coupling position is only authorized if the speed of the vehicle is zero or even optionally almost zero, i.e. less than 3 km/h.
  • a control unit is responsible for the control logic of the position of the locking sleeve, depending on the position of the transmission lever ‘P’ or Non-‘P’ and the current speed of the vehicle.
  • the locking sleeve only works in torque at zero speed, i.e. it is never subjected to a torque while it is rotating, which makes it possible to size its diameter D1 and its grooves 12 as precisely as possible. It is also possible to relax the choice of material or to do without certain heat treatments, if we compare this locking sleeve with a gearbox sliding sleeve or a differential locking sleeve.
  • the grooves 12 of the locking sleeve are provided with inlet chamfers 14 of pronounced shape, the end of the groove being in the form of a point.
  • the inlet chamfers 14 are provided in particular on the side of the front face 17 of the sleeve which advances during the translation towards the locking position.
  • the primary shaft 5 comprises a second axial end portion 52 with the splines 54 capable of receiving the radially internal splines 12 of the locking sleeve.
  • the splines 54 on the primary shaft 5 side also have entry chamfers 55.
  • the number of grooves 12 can be between 20 and 40. Of course, the number of grooves chosen is the same for the locking sleeve which forms the female part as well as the two male parts arranged end to end which are covered at least in part by the locking sleeve.
  • the inner diameter D3 of the locking sleeve is slightly larger than the diameter of the primary shaft excluding the splines.
  • the wheel shafts have an external diameter D5 smaller than the diameter D4 of the bore 50 provided in the primary shaft.
  • the locking sleeve 1 has an axial dimension L1, preferably less than 4 cm.
  • the external diameter D1 is less than 12 cm, and preferably less than 10 cm. Depending on the torque specifications, the diameter D1 can even be smaller. In an exemplary embodiment, L1 + D1 can be chosen to be less than 14 cm.
  • the first axial end portion 71 and the second axial end portion 52 are opposite each other, i.e. face each other and are separated by a gap E1 of less than 5 millimeters.
  • the gap E1 is less than 4 mm, or even less than 3 mm.
  • the first axial end portion 71 and the second axial end portion 52 have external diameters D2 of substantially the same dimension.
  • the coupling sleeve 1 covers a portion 25 of the first pinion instead of directly the primary shaft.
  • the first pinion 21 is coaxial and integrally connected in rotation with the primary shaft 5
  • the functionality is identical to what was explained above for the first embodiment.
  • this fourth pinion 44 of the third embodiment comprises a splined bearing surface for accommodating the locking sleeve, which forms the first axial end portion 71.
  • output crown refers to either the crown of a differential body or a peripheral portion of a conventional gear pinion.
  • the output crown 3 is configured to be in kinematic relationship with at least one wheel of the vehicle.
  • the characteristic “the kinematic relationship with at least one wheel of the vehicle” means a direct engagement for the case of an electric motorization of a single wheel.
  • the characteristic “the kinematic relationship with at least one wheel of the vehicle” means an indirect engagement with respect to the two wheels via the differential 7.
  • All parts of the transmission assembly are made of metal, particularly steel or cast iron.
  • the parts of the transmission assembly are lubricated by splashing oil into the bottom of the housing or forced through an oil pump.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Retarders (AREA)
  • Lock And Its Accessories (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

The invention relates to a device for locking a drivetrain transmission in a vehicle, comprising: an electric motor (6), with a rotor (60) having an axis (A1); a first pinion (21) constrained to rotate with the rotor; a secondary shaft (2) mounted rotatably about a second axis (A2) and provided with a second pinion (22) and a third pinion (23), the second pinion being engaged with the first pinion; an output ring (3) engaged with the third pinion and in kinematic relation with a wheel of the vehicle; a locking sleeve (1) centred on the first axis and axially movable between an unlocking position (P1) and a locking position (P2); and a fork (4) for moving the locking sleeve axially between the unlocking position and the locking position, wherein, in the locking position, the locking sleeve rotationally couples the first pinion directly to the output ring.

Description

DESCRIPTION DESCRIPTION

TITRE DE L’INVENTION : Ensemble de transmission dans un véhicule automobile et comprenant un dispositif de blocage TITLE OF THE INVENTION: Transmission assembly in a motor vehicle and comprising a locking device

[001 ] L’invention se rapporte à un ensemble de transmission comprenant un dispositif de blocage destiné à bloquer une chaîne cinématique d’essieu ou de roue dans un véhicule automobile. On s'intéresse en particulier aux essieux de véhicule équipés de motorisation électrique, pour le train avant ou le train arrière. On vise aussi un système de motorisation électrique local spécifique à une roue. [001] The invention relates to a transmission assembly comprising a locking device intended to lock an axle or wheel drive train in a motor vehicle. Particular interest is given to vehicle axles equipped with electric motorization, for the front axle or the rear axle. Also targeted is a local electric motorization system specific to a wheel.

[002] Le dispositif de blocage d’intérêt ici, par engagement mécanique d’un organe de blocage, appelé couramment « frein de parking », est utilisé de façon classique en particulier sur les véhicules à transmission automatique. Ce genre de dispositif de blocage est aussi utilisé dans les véhicules électriques ou hybrides. Le dispositif de blocage de la transmission est activé lorsque le conducteur positionne le levier de sélection de transmission sur la position « P », généralement lorsque le véhicule est immobile. [002] The locking device of interest here, by mechanical engagement of a locking member, commonly called a “parking brake”, is used conventionally in particular on vehicles with automatic transmission. This type of locking device is also used in electric or hybrid vehicles. The transmission locking device is activated when the driver positions the transmission selection lever in the “P” position, generally when the vehicle is stationary.

[003] Le dispositif de blocage dont il est question ici est distinct et complémentaire d'un autre système de frein appelé frein de stationnement, également présent sur les véhicules automobiles, et agissant directement au niveau des roues du véhicule. Ledit frein de stationnement fait aussi office de frein de secours pour ralentir et immobiliser le véhicule. A l'inverse, le frein de parking qui fait l'objet de la présente invention est prévu et conçu pour être engagé seulement à vitesse nulle ou quasi nulle. [003] The locking device in question here is distinct and complementary to another brake system called a parking brake, also present on motor vehicles, and acting directly at the wheels of the vehicle. Said parking brake also acts as an emergency brake to slow down and immobilize the vehicle. Conversely, the parking brake which is the subject of the present invention is intended and designed to be engaged only at zero or near-zero speed.

[004] On connaît des solutions de frein de parking où un élément pivotant à dent (loquet ou ‘pawl’) vient sélectivement interférer avec une roue dentée faisant partie de la transmission. Il s’avère toutefois que les solutions connues occupent une place conséquente, avec une roue de frein de parking spécifique, et de plus elles ne sont pas dénuées de jeu. Un exemple d’une telle solution est connu du document US2016223082. [004] Parking brake solutions are known where a pivoting toothed element (latch or ‘pawl’) selectively interferes with a toothed wheel forming part of the transmission. However, it turns out that the known solutions take up a significant amount of space, with a specific parking brake wheel, and furthermore they are not free of play. An example of such a solution is known from document US2016223082.

[005] Les inventeurs ont cherché à améliorer la situation et à proposer une nouvelle configuration pour réaliser la fonction frein de parking, en particulier plus compacte, notamment pour un ensemble de motorisation électrique. [005] The inventors sought to improve the situation and to propose a new configuration for performing the parking brake function, in particular more compact, in particular for an electric motor assembly.

[006] À cet effet, il est ainsi proposé un ensemble de transmission pour véhicule automobile, l’ensemble comprenant un dispositif de blocage par engagement mécanique d’au moins un organe de blocage, l’ensemble comprenant au moins : [006] For this purpose, a transmission assembly for a motor vehicle is thus proposed, the assembly comprising a locking device by mechanical engagement of at least one locking member, the assembly comprising at least:

- un arbre primaire configuré pour tourner autour d’un premier axe et configuré pour être entrainé par un moteur, - a primary shaft configured to rotate around a first axis and configured to be driven by a motor,

- un premier pignon solidaire en rotation de l’arbre primaire, - a first pinion rotating with the primary shaft,

- un arbre secondaire monté à rotation autour d’un deuxième axe, équipé d’un deuxième pignon et d’un troisième pignon, avec un nombre de dents différents, le deuxième pignon étant engagé avec le premier pignon, - a secondary shaft mounted to rotate around a second axis, equipped with a second pinion and a third pinion, with a different number of teeth, the second pinion being engaged with the first pinion,

- une couronne de sortie, engagée avec le troisième pignon, la couronne de sortie étant en relation cinématique avec au moins une roue du véhicule,- an output crown, engaged with the third pinion, the output crown being in kinematic relation with at least one wheel of the vehicle,

- un manchon de blocage centré sur le premier axe, déplaçable axialement, entre une position de déblocage et une position de blocage, - a locking sleeve centered on the first axis, axially movable between an unlocking position and a locking position,

- une fourchette configurée pour déplacer le manchon de blocage le long du premier axe entre la position de déblocage et la position de blocage, caractérisé en ce que dans la position de blocage, le manchon de blocage lie en rotation directement la couronne de sortie avec le premier pignon ou l’arbre primaire, ce qui bloque la rotation de la couronne de sortie du fait de l’engagement par ailleurs entre le premier pignon et la couronne de sortie via un rapport de démultiplication mutuel différent de 1 . - a fork configured to move the locking sleeve along the first axis between the unlocking position and the locking position, characterized in that in the locking position, the locking sleeve directly connects the output ring gear to the first pinion or the primary shaft in rotation, thereby blocking rotation of the output ring gear due to the engagement between the first pinion and the output ring gear via a mutual gear ratio other than 1.

[007] La caractéristique « la couronne de sortie étant en relation cinématique avec au moins une roue du véhicule » englobe notamment, soit un engagement direct pour le cas d’une motorisation électrique d’une seule roue (on utilise parfois le terme de ‘E-roue’) soit un engagement indirect relatif à deux 2 roues via un différentiel (on utilise alors le terme de ‘E-axle’). [007] The characteristic “the output crown being in kinematic relation with at least one wheel of the vehicle” includes in particular either a direct engagement for the case of an electric motorization of a single wheel (the term ‘E-wheel’ is sometimes used) or an indirect engagement relating to two wheels via a differential (the term ‘E-axle’ is then used).

[008] Le terme « engagé » désigne dans le présent document un engrènement mécanique permanent par dentures complémentaires. [008] The term “engaged” designates in this document a permanent mechanical mesh by complementary teeth.

[009] Le terme « manchon de blocage » peut aussi être nommé « manchon de couplage », « crabot », ou encore « baladeur ». Il s’agit d’un organe annulaire comprenant des cannelures intérieures, comme il sera vu plus en détails plus bas. Le manchon de blocage forme l'organe de blocage susmentionné. [009] The term “locking sleeve” can also be called “coupling sleeve”, “dog clutch”, or even “sliding clutch”. It is an annular member comprising internal grooves, as will be seen in more detail below. The locking sleeve forms the aforementioned locking member.

[010] Grâce aux dispositions présentées ci-dessus, la fonction frein de parking est disposée sur l'axe principal, et on évite d'avoir recours à une roue de frein de parking spécifique, notamment désaxée par rapport à l'axe principal. Le nombre de pièces nécessaires à implémenter pour la fonction est plus faible dans la solution proposée que dans l’art antérieur connu. Avantageusement, le système proposé est donc dépourvu de roue de frein de parking spécifique et de tout autre composant y relatif. [010] Thanks to the arrangements presented above, the parking brake function is arranged on the main axis, and the need for a specific parking brake wheel, in particular one offset from the main axis, is avoided. The number of parts required to implement the function is lower in the proposed solution than in the known prior art. Advantageously, the proposed system is therefore devoid of a specific parking brake wheel and any other component relating thereto.

[011 ] La configuration proposée s'avère compacte et simple à fabriquer et assembler. Avantageusement, la configuration proposée est plus légère que les configurations connues dans l'art. [011] The proposed configuration proves to be compact and simple to manufacture and assemble. Advantageously, the proposed configuration is lighter than configurations known in the art.

[012] Il faut noter que dans la position de déblocage, la liaison mécanique, procurée par le manchon de blocage, entre la couronne de sortie et l'arbre primaire ou le premier pignon, n'est plus établie. Selon une réalisation, le manchon de blocage se trouve alors du côté de la couronne de sortie et tourne avec elle. [012] It should be noted that in the unlocked position, the mechanical connection, provided by the locking sleeve, between the output crown and the primary shaft or the first pinion, is no longer established. According to one embodiment, the locking sleeve is then located on the side of the output crown and rotates with it.

[013] Selon une solution alternative, la position de repos pourrait se trouver de l'autre côté, à savoir du côté arbre primaire. [013] According to an alternative solution, the rest position could be on the other side, namely on the primary shaft side.

[014] Il faut remarquer que dans la présente divulgation, le moteur entraînant l'arbre primaire peut être un moteur électrique ayant un rotor lié en rotation avec l'arbre primaire. Toutefois, il n'est pas exclu que le moteur soit un moteur à combustion interne, l’arbre primaire étant alors entraîné directement ou indirectement, ou via un embrayage par le vilebrequin de ce moteur. [014] It should be noted that in the present disclosure, the motor driving the primary shaft may be an electric motor having a rotor rotatably connected to the primary shaft. However, it is not excluded that the motor is a motor internal combustion, the primary shaft then being driven directly or indirectly, or via a clutch by the crankshaft of this engine.

[015] Selon un aspect, la couronne de sortie est reliée à une seule roue du véhicule directement ou via un engrenage permanent (e.g. un réducteur). Moyennant quoi, on propose ainsi une solution élégante pour un système de motorisation électrique local spécifique à une roue. Dans un véhicule ayant plusieurs systèmes locaux de motorisation de roue, on peut choisir d'équiper un ou plusieurs systèmes d'une telle fonction frein de parking. [015] According to one aspect, the output ring is connected to a single wheel of the vehicle directly or via a permanent gear (e.g. a reduction gear). Whereby, an elegant solution is thus provided for a local electric drive system specific to a wheel. In a vehicle having several local wheel drive systems, it may be chosen to equip one or more systems with such a parking brake function.

[016] Selon un aspect, la couronne de sortie est reliée à deux roues du véhicule via un différentiel comprenant une couronne et deux satellites, la couronne de sortie étant formée par la couronne de différentiel. Moyennant quoi, on peut bloquer la transmission en amont du différentiel et la fonction frein de parking est assurée avec un seul manchon de blocage pour deux roues de l’essieu du véhicule. Cette configuration est idéale pour les essieux à motorisation électrique, qu'ils soient disposés à l'avant ou à l'arrière du véhicule. [016] In one aspect, the output ring gear is connected to two wheels of the vehicle via a differential comprising a ring gear and two satellites, the output ring gear being formed by the differential ring gear. As a result, the transmission can be locked upstream of the differential and the parking brake function is provided with a single locking sleeve for two wheels of the vehicle axle. This configuration is ideal for electrically powered axles, whether they are arranged at the front or rear of the vehicle.

[017] Dans ce contexte, il faut remarquer que la fonction frein de parking est compatible avec une fonction blocage de différentiel, les deux fonctions peuvent être implémentées sur l’essieu en question. [017] In this context, it should be noted that the parking brake function is compatible with a differential lock function, both functions can be implemented on the axle in question.

[018] Selon un aspect, l’arbre primaire est creux et comprend un alésage axial traversant. [018] In one aspect, the primary shaft is hollow and includes an axial through bore.

[019] Cet alésage permet le passage d’un arbre de roue (aussi appelé demi- arbre d’essieu) qui s'étend depuis une sortie du différentiel jusqu'à une des roues. Moyennant quoi, l’agencement est totalement coaxial, hormis l’arbre secondaire. [019] This bore allows the passage of a wheel shaft (also called a half-axle shaft) which extends from an output of the differential to one of the wheels. As a result, the arrangement is completely coaxial, except for the secondary shaft.

[020] Selon un aspect, il est prévu sur le différentiel une première portion d'extrémité axiale (71 ) équipée de premières cannelures extérieures, complémentaires de cannelures intérieures du manchon de blocage et formant emplacement pour la position de repos/déblocage du manchon de blocage, la première portion d'extrémité axiale étant rigide en rotation avec la pièce portant la couronne de différentiel ou la portion d'extrémité axiale faisant partie intégrante de la couronne du différentiel. [020] According to one aspect, there is provided on the differential a first axial end portion (71) equipped with first external splines, complementary to internal splines of the locking sleeve and forming a location for the rest/unlocking position of the locking sleeve, the first axial end portion being rigid in rotation with the part carrying the differential crown or the axial end portion forming an integral part of the differential crown.

[021 ] Grâce aux cannelures ci-dessus mentionnées, il est possible de passer du couple entre le manchon de blocage et la couronne de sortie. D'une façon générale, les cannelures s'étendent de préférence parallèlement au premier axe. Le manchon de blocage reste au moins en partie à cheval sur la première portion d'extrémité axiale, en particulier lorsque le manchon de blocage se trouve en position de blocage. En position de déblocage, tout le manchon de blocage entoure la première portion d'extrémité axiale, c'est sa position de repos. [021] By means of the above-mentioned splines, it is possible to pass torque between the locking sleeve and the output crown. Generally speaking, the splines preferably extend parallel to the first axis. The locking sleeve remains at least partly astride the first axial end portion, in particular when the locking sleeve is in the locking position. In the unlocked position, the entire locking sleeve surrounds the first axial end portion, this being its rest position.

[022] Selon un aspect, l’arbre primaire peut comprendre une deuxième portion d'extrémité axiale avec des deuxièmes cannelures extérieures aptes à recevoir des cannelures intérieures du manchon de blocage. [023] Grâce aux cannelures ci-dessus mentionnées, il est possible de passer du couple entre le manchon de blocage et l’arbre primaire lorsque le manchon est en position de blocage. [022] According to one aspect, the primary shaft may comprise a second axial end portion with second external splines adapted to receive internal splines of the locking sleeve. [023] By means of the above-mentioned splines, it is possible to pass torque between the locking sleeve and the primary shaft when the sleeve is in the locking position.

[024] Selon un aspect, il est prévu des chanfreins d’entrée sur les cannelures extérieures de la deuxième portion d'extrémité axiale, du côté de l’accostage du manchon. [024] According to one aspect, entry chamfers are provided on the outer grooves of the second axial end portion, on the side where the sleeve is docked.

[025] Cela facilite l'engagement du manchon sur l'arbre primaire. Des chanfreins d'entrée peuvent aussi être prévus sur les cannelures radialement intérieures du manchon de blocage du côté de sa face frontale, celle qui avance pour le couplage. [025] This facilitates the engagement of the sleeve on the primary shaft. Entry chamfers can also be provided on the radially inner grooves of the locking sleeve on the side of its front face, the one which advances for the coupling.

[026] Selon un aspect, la première portion d'extrémité axiale (71 ) et la deuxième portion d'extrémité axiale (52) se trouvent en vis-à-vis, se font face axialement et sont séparés par un intervalle (E1 ) de moins de 5 millimètres. [026] According to one aspect, the first axial end portion (71) and the second axial end portion (52) are opposite each other, face each other axially and are separated by a gap (E1) of less than 5 millimeters.

[027] L'intervalle à franchir pour que le manchon de blocage rejoigne et recouvre sa cible du côté de l'arbre primaire est suffisamment petit. [027] The gap required for the locking sleeve to reach and cover its target on the primary shaft side is sufficiently small.

[028] Selon un aspect, la première portion d'extrémité axiale et la deuxième portion d'extrémité axiale présentent des diamètres extérieurs substantiellement de même dimension. [028] According to one aspect, the first axial end portion and the second axial end portion have outer diameters of substantially the same dimension.

[029] Les cannelures longitudinales du manchon de blocage peuvent ainsi facilement coulisser depuis la première portion d'extrémité axiale pour venir recouvrir la deuxième portion d'extrémité axiale. [029] The longitudinal grooves of the locking sleeve can thus easily slide from the first axial end portion to cover the second axial end portion.

[030] Selon un aspect, le nombre de cannelures peut être compris entre 20 et 40. Ce nombre permet de minimiser la probabilité de difficulté d'engagement dent contre dent et d'avoir tout de même une taille suffisamment conséquente des profils de cannelure pour reprendre du couple. [030] According to one aspect, the number of splines can be between 20 and 40. This number makes it possible to minimize the probability of difficulty in engaging tooth against tooth and still have a sufficiently large size of the spline profiles to take up torque.

[031 ] Selon un aspect, le manchon de blocage présente un diamètre extérieur (D1 ) et une dimension axiale (L1 ), le diamètre extérieur étant inférieur à 12 cm, de préférence inférieur à 10 cm, et la dimension axiale de préférence inférieure à 4 cm. [031] According to one aspect, the locking sleeve has an outer diameter (D1) and an axial dimension (L1), the outer diameter being less than 12 cm, preferably less than 10 cm, and the axial dimension preferably less than 4 cm.

[032] Ainsi, la solution proposée est compacte. Le manchon de blocage n’encaisse du couple qu’à vitesse nulle, il peut être donc dimensionné au plus juste. Ce en quoi il se distingue d'un crabot de blocage de différentiel ou de boite de vitesses qui doivent fonctionner sur une large plage de régimes de rotation. [032] Thus, the proposed solution is compact. The locking sleeve only absorbs torque at zero speed, so it can be dimensioned as precisely as possible. This is how it differs from a differential or gearbox locking dog clutch which must operate over a wide range of rotation speeds.

[033] Selon un aspect, le premier pignon comprend des cannelures extérieures aptes à recevoir des cannelures intérieures du manchon de blocage. Ceci est une alternative à la solution présentée plus haut où les cannelures de réception sont disposées sur l'arbre primaire. Ici les cannelures sont disposées sur le pignon primaire. [033] According to one aspect, the first pinion comprises external splines adapted to receive internal splines of the locking sleeve. This is an alternative to the solution presented above where the receiving splines are arranged on the primary shaft. Here the splines are arranged on the primary pinion.

[034] Selon un aspect, il est prévu des chanfreins d’entrée sur les cannelures extérieures du premier pignon, du côté de l’accostage du manchon. [034] According to one aspect, entry chamfers are provided on the outer splines of the first pinion, on the side where the sleeve is docked.

[035] L'invention vise aussi un groupe motopropulseur pour véhicule comprenant un moteur électrique et un ensemble de transmission tel que décrit précédemment. [036] Selon un aspect, le moteur est un moteur à flux axial. Selon un aspect, le moteur est un moteur à flux radial. [035] The invention also relates to a powertrain for a vehicle comprising an electric motor and a transmission assembly as described above. [036] In one aspect, the motor is an axial flux motor. In one aspect, the motor is a radial flux motor.

[037] L'invention vise aussi un essieu à motorisation électrique pour véhicule comprenant un moteur, deux roues, deux arbres de roues reliés à un différentiel, et un ensemble de transmission tel que décrit précédemment comprenant ledit différentiel. [037] The invention also relates to an electrically powered axle for a vehicle comprising a motor, two wheels, two wheel shafts connected to a differential, and a transmission assembly as described above comprising said differential.

[038] L’invention sera davantage détaillée par la description de modes de réalisation non limitatifs, et sur la base des figures annexées illustrant des variantes de l’invention, dans lesquelles : [038] The invention will be further detailed by the description of non-limiting embodiments, and on the basis of the appended figures illustrating variants of the invention, in which:

- [Fig.1 ] illustre schématiquement en coupe un exemple d’un ensemble de transmission selon la présente invention, avec le manchon de blocage en position de déblocage ; - [Fig.1] schematically illustrates in section an example of a transmission assembly according to the present invention, with the locking sleeve in the unlocked position;

- [Fig.2] illustre schématiquement en coupe l’ensemble de transmission de la figure 1 , avec le manchon de blocage en position de blocage ; - [Fig.2] schematically illustrates in section the transmission assembly of figure 1, with the locking sleeve in the locking position;

- [Fig.3] illustre schématiquement en coupe un autre exemple d’un ensemble de transmission selon la présente invention ; - [Fig.3] schematically illustrates in section another example of a transmission assembly according to the present invention;

- [Fig.4] illustre schématiquement en coupe encore un autre exemple d’un ensemble de transmission selon la présente invention ; - [Fig.4] schematically illustrates in section yet another example of a transmission assembly according to the present invention;

- [Fig.5] illustre schématiquement en coupe la zone du manchon de blocage ;- [Fig.5] schematically illustrates in section the area of the locking sleeve;

- [Fig.6] illustre en perspective un exemple d’un manchon de blocage ; - [Fig.6] illustrates in perspective an example of a locking sleeve;

- [Fig.7] illustre en vue de coupe un détail de l'engagement des cannelures. - [Fig.7] illustrates in sectional view a detail of the engagement of the grooves.

[039] Sur les différentes figures, les mêmes références désignent des éléments identiques ou similaires. Pour des raisons de clarté de l'exposé, certains éléments ne sont pas nécessairement représentés à l'échelle. [039] In the various figures, the same references designate identical or similar elements. For reasons of clarity of the disclosure, certain elements are not necessarily shown to scale.

[040] On a représenté aux figures 1 et 2 un exemple de réalisation d’un essieu à motorisation électrique. Cet essieu peut faire partie du train avant d'un véhicule ou du train arrière d'un véhicule automobile. Il peut s'agir d’un train à roues directrices ou non directrices. Généralement un essieu à motorisation électrique comprend un organe moteur, une transmission incluant un différentiel, deux arbres de roue et deux roues. La transmission peut inclure un réducteur, le cas échéant avec plusieurs rapports de réduction sélectionnâmes (boîte de vitesses) et optionnellement comme il sera vu ci-après des dispositifs pour lier ensemble deux éléments tournants. [040] Figures 1 and 2 show an example of an electrically powered axle. This axle may be part of the front axle of a vehicle or the rear axle of a motor vehicle. It may be a steered or non-steered wheel axle. Generally, an electrically powered axle comprises a drive unit, a transmission including a differential, two axle shafts and two wheels. The transmission may include a reducer, where appropriate with several selectable reduction ratios (gearbox) and optionally, as will be seen below, devices for connecting two rotating elements together.

[041 ] Plus précisément, un tel essieu comprend une roue gauche et une roue droite, non représentées aux figures. Comme connu en soi, dans une portion médiane de l'essieu, on dispose un différentiel 7. Une première sortie du différentiel est reliée solidairement en rotation à un arbre de roue gauche ARG lequel est lui même relié en rotation à la roue gauche. L’autre sortie du différentiel est reliée solidairement en rotation à un arbre de roue droite ARD lequel est lui même relié en rotation à la roue droite. [041] More precisely, such an axle comprises a left wheel and a right wheel, not shown in the figures. As known per se, in a middle portion of the axle, a differential 7 is arranged. A first output of the differential is connected in rotation to a left wheel shaft ARG which is itself connected in rotation to the left wheel. The other output of the differential is connected in rotation to a right wheel shaft ARD which is itself connected in rotation to the right wheel.

[042] Le différentiel 7 permet d'avoir des vitesses de roue différenciées notamment par exemple lorsque le véhicule prend un virage ou bien également lorsque l'une des roues patine ou glisse. Il peut être prévu un dispositif de blocage du différentiel, non représenté aux figures, qui permet pour certaines phases de vie du véhicule, de solidariser en rotation un des arbres de sortie avec le corps du différentiel. [042] The differential 7 makes it possible to have differentiated wheel speeds, in particular for example when the vehicle takes a turn or also when one of the wheels slips or slides. A differential locking device, not shown in the figures, may be provided which allows for certain phases of vehicle life, to connect in rotation one of the output shafts with the differential body.

[043] Les deux arbres de roues ARG, ARD tournent autour d'un premier axe noté A1. Le corps 70 du différentiel tourne aussi autour de l'axe A1. [043] The two ARG, ARD wheel shafts rotate around a first axis noted A1. The body 70 of the differential also rotates around the axis A1.

[044] L’essieu est motorisé, dans l'exemple illustré par un moteur électrique repéré 6. L'axe du moteur électrique coïncide avec le premier axe A1. [044] The axle is motorized, in the example illustrated by an electric motor marked 6. The axis of the electric motor coincides with the first axis A1.

[045] Dans l'exemple illustré, le rotor 60 est plat et le flux magnétique est axial. Dans un exemple alternatif, le moteur peut être un moteur à flux magnétique radial. Il n'est pas exclu que le moteur électrique ait un axe différent du premier axe. [045] In the illustrated example, the rotor 60 is flat and the magnetic flux is axial. In an alternative example, the motor may be a radial magnetic flux motor. It is not excluded that the electric motor has an axis different from the first axis.

[046] Il faut noter que, sur les figures, le carter de boîte/pont n'est pas représenté et le montage et guidage par roulements n’est représenté que symboliquement. [046] It should be noted that, in the figures, the gearbox/axle housing is not shown and the assembly and bearing guidance is only represented symbolically.

[047] Le rotor 60 est monté sur un arbre appelé arbre primaire 5. L’arbre primaire est creux et comprend un alésage axial traversant, repéré 50. L'arbre de roue gauche ARG est logé à l'intérieur de l’alésage 50 de l’arbre primaire 5. L'arbre de roue gauche ARG et l’arbre primaire 5 sont coaxiaux. Il est prévu un jeu fonctionnel de petite dimension pour laisser tourner l'arbre de roue à l’intérieur de l’alésage 50 de l’arbre primaire. L'arbre de roue gauche ARG est lié à un pignon conique de sortie 77 du différentiel 7. [047] The rotor 60 is mounted on a shaft called the primary shaft 5. The primary shaft is hollow and includes an axial through bore, marked 50. The left wheel shaft ARG is housed inside the bore 50 of the primary shaft 5. The left wheel shaft ARG and the primary shaft 5 are coaxial. A small functional clearance is provided to allow the wheel shaft to rotate inside the bore 50 of the primary shaft. The left wheel shaft ARG is connected to an output bevel gear 77 of the differential 7.

[048] Sur l'arbre primaire 5 est disposé un premier pignon repéré 21. Le premier pignon peut être issu intégralement de fabrication de l'arbre primaire ou peut être une pièce rapportée montée solidaire en rotation sur l'arbre primaire 5. L'arbre primaire 5 peut comprendre des épaulements, des portées, des gorges annulaires pour circlips, des rainures de clavetage et tout autre artifice ou fonction connu en soi. [048] On the primary shaft 5 is arranged a first pinion marked 21. The first pinion may be an integral part of the primary shaft or may be an added part mounted to rotate securely on the primary shaft 5. The primary shaft 5 may include shoulders, bearing surfaces, annular grooves for circlips, keyway grooves and any other device or function known per se.

[049] Le couple produit par le moteur électrique 6 est délivré vers l'aval au travers du premier pignon 21 et notamment de sa denture extérieure. [049] The torque produced by the electric motor 6 is delivered downstream through the first pinion 21 and in particular its external teeth.

[050] L'arbre primaire présente une extrémité du côté du différentiel, dont on verra l'utilité plus loin. [050] The primary shaft has an end on the differential side, the use of which will be seen later.

[051 ] Outre le différentiel, l’ensemble de transmission comprend un arbre secondaire 2. L’arbre secondaire est monté à rotation autour d’un deuxième axe noté A2. Le deuxième axe A2 est séparé du premier axe A1 par une distance typiquement comprise entre 10 cm et 20 cm. [051] In addition to the differential, the transmission assembly comprises a secondary shaft 2. The secondary shaft is rotatably mounted about a second axis denoted A2. The second axis A2 is separated from the first axis A1 by a distance typically between 10 cm and 20 cm.

[052] L’arbre secondaire 2 est équipé d’un deuxième pignon 22 et d’un troisième pignon 23. Les deuxième pignon 22 et le troisième pignon 23 ont un nombre de dents différents. Le deuxième pignon 22 est engagé avec le premier pignon 21. [052] The secondary shaft 2 is equipped with a second pinion 22 and a third pinion 23. The second pinion 22 and the third pinion 23 have a different number of teeth. The second pinion 22 is engaged with the first pinion 21.

[053] L'arbre secondaire peut être fabriqué en une seule pièce avec les deuxième et troisième pignon inclus. En alternative, un des deux pignons peut être une pièce rapportée montée sur des cannelures ou grâce à un clavetage ou goupillage ou encore grâce à un frettage lisse. Les deux pignons 22,23 peuvent être des pièces rapportées montées rigidement sur l'arbre. [053] The secondary shaft may be manufactured in one piece with the second and third pinions included. Alternatively, one of the two pinions may be an insert mounted on splines or by means of keying or pinning or by means of smooth shrink-fitting. The two pinions 22, 23 may be inserts rigidly mounted on the shaft.

[054] L'arbre secondaire 2 peut être creux ou plein. Comme pour l’arbre primaire, l'arbre secondaire peut comprendre des épaulements, des portées, des gorges annulaires pour circlips, des rainures de clavetage et tout autre artifice ou fonction connu en soi. [054] The secondary shaft 2 may be hollow or solid. As with the primary shaft, the secondary shaft may include shoulders, bearing surfaces, annular grooves for circlips, keyways and any other device or function known per se.

[055] Le différentiel 7 comprend une couronne extérieure à denture. Dans le présent document, on appelle aussi cette couronne extérieure la « couronne de sortie » repérée 3. La couronne de sortie 3 est centrée sur l’axe A1 et coaxiale avec l’arbre primaire 5. [055] The differential 7 comprises an external crown with teeth. In this document, this external crown is also called the “output crown” marked 3. The output crown 3 is centered on the axis A1 and coaxial with the primary shaft 5.

[056] Le troisième pignon 23 est engagé avec la couronne de sortie 3. La couronne de sortie tourne plus lentement que l'arbre primaire du fait de la cascade de deux réductions, à savoir une première réduction obtenue par l'engagement du deuxième pignon sur le premier pignon, puis celle qui couple la couronne de sortie avec le troisième pignon. [056] The third pinion 23 is engaged with the output crown 3. The output crown rotates more slowly than the primary shaft due to the cascade of two reductions, namely a first reduction obtained by the engagement of the second pinion on the first pinion, then that which couples the output crown with the third pinion.

[057] Dans la configuration avec différentiel présentée selon les figures 1 et 2, la couronne du différentiel 3 entraîne les axes 75 de satellites, les satellites coniques 76 entraînent à leur tour les pignons coniques 77 liés aux arbres de roues respectifs. Le différentiel n'est pas décrit plus avant car supposé connu en soi. [057] In the differential configuration shown in FIGS. 1 and 2, the differential crown 3 drives the satellite axles 75, the bevel gears 76 in turn drive the bevel gears 77 connected to the respective wheel shafts. The differential is not described further because it is assumed to be known per se.

[058] Avantageusement selon la présente invention, il est prévu un manchon de blocage 1. [058] Advantageously according to the present invention, a locking sleeve 1 is provided.

[059] Le corps de différentiel 70 comprend une portée cannelée 71 pour accueillir ledit manchon de blocage 1 autour de cette portée cannelée. Cette portée cannelée 71 est nommée ici première portion d'extrémité axiale. La portée cannelée 71 comprend des cannelures appelées ici premières cannelures extérieures 73, qui reçoivent recevoir des cannelures radialement intérieures du manchon de blocage. [059] The differential body 70 comprises a splined bearing surface 71 for receiving said locking sleeve 1 around this splined bearing surface. This splined bearing surface 71 is herein referred to as the first axial end portion. The splined bearing surface 71 comprises splines herein referred to as first outer splines 73, which receive radially inner splines of the locking sleeve.

[060] Le manchon de blocage 1 peut aussi être appelé manchon de couplage, crabot, clabot, ou encore baladeur. Il s’agit d’un organe annulaire comprenant des formes intérieures comprenant des cannelures 12, orientées longitudinalement par rapport au premier axe, et visibles aux figures 6 et 7. [060] The locking sleeve 1 can also be called a coupling sleeve, dog clutch, dog clutch, or even a sliding clutch. It is an annular member comprising internal shapes comprising grooves 12, oriented longitudinally relative to the first axis, and visible in FIGS. 6 and 7.

[061 ] Par ailleurs, le manchon de blocage 1 comprend une gorge annulaire 10 ouverte vers l'extérieur. La gorge annulaire est encadrée par deux jantes 16. [061] Furthermore, the locking sleeve 1 comprises an annular groove 10 open towards the outside. The annular groove is framed by two rims 16.

[062] Au moins une extrémité libre d'une fourchette 4 est engagée dans la gorge annulaire 10. De préférence, la fourchette 4 présente une forme en demi-cercle qui s'engage dans la gorge sur une plage angulaire d'environ 180°. En alternative, il peut y avoir dans la fourchette deux doigts diamétralement opposés. [062] At least one free end of a fork 4 is engaged in the annular groove 10. Preferably, the fork 4 has a semicircular shape which engages in the groove over an angular range of approximately 180°. Alternatively, there may be two diametrically opposed fingers in the fork.

[063] Le manchon de blocage 1 est centré sur le premier axe A1. Le manchon de blocage 1 est déplaçable axialement, entre une position de déblocage notée P1 et une position de blocage notée P2. [063] The locking sleeve 1 is centered on the first axis A1. The locking sleeve 1 is axially movable, between an unlocking position denoted P1 and a locking position denoted P2.

[064] La fourchette 4 est déplaçable le long de l'axe A1 pour engendrer le déplacement du manchon de blocage le long du premier axe A1 entre la position de déblocage P1 représentée sur la figure 1 et la position de blocage P2 représentée sur la figure 2. [064] The fork 4 is movable along the axis A1 to cause the locking sleeve to move along the first axis A1 between the unlocking position P1 shown in FIG. 1 and the locking position P2 shown in FIG. 2.

[065] La fourchette 4 peut être déplacée selon une translation le long du premier axe. Selon une alternative, la fourchette 4 peut être montée à rotation et être pivotée par rapport à un axe auxiliaire éloigné du premier axe et perpendiculaire à ce dernier. [065] The fork 4 can be moved in translation along the first axis. Alternatively, the fork 4 can be rotatably mounted and be rotated relative to an auxiliary axis distant from the first axis and perpendicular to the latter.

[066] La fourchette 4 ne tourne pas autour du premier axe A1 alors que dans le cas général lorsque le véhicule bouge, le manchon de blocage 1 tourne autour de l'axe A1. Il peut être prévu que dans la position de déblocage, au repos, le manchon de blocage est dans une position indexée et que l'extrémité de la fourchette glisse sans contact dans la gorge annulaire 10. [066] The fork 4 does not rotate about the first axis A1 whereas in the general case when the vehicle is moving, the locking sleeve 1 rotates about the axis A1. It can be provided that in the unlocked position, at rest, the locking sleeve is in an indexed position and that the end of the fork slides without contact in the annular groove 10.

[067] Dans la position de blocage, le manchon de blocage 1 lie en rotation directement la couronne de sortie 3 avec l’arbre primaire 5. Dit autrement, le manchon de blocage 1 relie solidairement en rotation directement la couronne de sortie 3 et l’arbre primaire 5 et ainsi le manchon de blocage impose Q5 = Q3. Q5 est la vitesse de rotation de l'arbre primaire, Q3 est la vitesse de rotation du corps du différentiel. [067] In the locking position, the locking sleeve 1 directly connects the output ring gear 3 to the primary shaft 5 in rotation. In other words, the locking sleeve 1 directly connects the output ring gear 3 and the primary shaft 5 in a solid manner and thus the locking sleeve imposes Q5 = Q3. Q5 is the rotational speed of the primary shaft, Q3 is the rotational speed of the differential body.

[068] Par ailleurs, du fait de l'engrènement des pignons, nous avons la relation d’engagement Q3 = K x Q5 avec K différent de 1 , en raison de la cascade de différence du nombre de dents entre le premier pignon 21 et le deuxième pignon 22 puis entre le troisième pignon 23 et la couronne de sortie 3. K est très inférieur à 1 en pratique (réduction à taux assez important). [068] Furthermore, due to the meshing of the pinions, we have the engagement relationship Q3 = K x Q5 with K different from 1, due to the cascade of difference in the number of teeth between the first pinion 21 and the second pinion 22 then between the third pinion 23 and the output crown 3. K is much less than 1 in practice (reduction at a fairly high rate).

[069] La seule solution de ce système hyperstatique est Q5 = 0 et Q3 = 0, c’est le blocage. [069] The only solution of this hyperstatic system is Q5 = 0 and Q3 = 0, this is blocking.

[070] Ainsi, l'engagement du manchon de blocage conduit au blocage de la rotation de la couronne du différentiel du fait des engrènements de pignons avec un rapport de démultiplication en cascade différent de 1 . [070] Thus, the engagement of the locking sleeve leads to the blocking of the rotation of the differential crown due to the meshing of pinions with a cascade gear ratio different from 1.

[071 ] De préférence, la commande de déplacement de la fourchette 4 vers la gauche, c'est-à-dire vers la position de couplage, n'est autorisée que si la vitesse du véhicule est nulle voire optionnellement quasi nulle c'est-à-dire inférieure à 3 km/h. [071] Preferably, the control to move the fork 4 to the left, i.e. towards the coupling position, is only authorized if the speed of the vehicle is zero or even optionally almost zero, i.e. less than 3 km/h.

[072] Une unité de commande, non représentée aux figures, est en charge de la logique de commande de la position du manchon de blocage, en fonction de la position du levier de transmission ‘P’ ou Non-‘P’ et de la vitesse courante du véhicule. [072] A control unit, not shown in the figures, is responsible for the control logic of the position of the locking sleeve, depending on the position of the transmission lever ‘P’ or Non-‘P’ and the current speed of the vehicle.

[073] On remarque que le manchon de blocage ne travaille en couple qu'à la vitesse nulle, i.e. il n'est jamais soumis à un couple alors qu'il tourne, ce qui permet de dimensionner au plus juste son diamètre D1 et ses cannelures 12. Il est aussi possible de relaxer le choix de matière ou de se passer de certains traitements thermiques, si on compare ce manchon de blocage par rapport à un baladeur de boîte de vitesses ou à un manchon de blocage de différentiel. [073] It is noted that the locking sleeve only works in torque at zero speed, i.e. it is never subjected to a torque while it is rotating, which makes it possible to size its diameter D1 and its grooves 12 as precisely as possible. It is also possible to relax the choice of material or to do without certain heat treatments, if we compare this locking sleeve with a gearbox sliding sleeve or a differential locking sleeve.

[074] Il est prévu sur les cannelures 12 du manchon de blocage des chanfreins d'entrée 14, de forme prononcée, l'extrémité de la cannelure se présentant en forme de pointe. Les chanfreins d'entrée 14 sont prévus en particulier du côté de la face frontale 17 du manchon qui avance au cours de la translation vers la position de blocage. Ainsi, au moment où le mouvement de couplage se produit, les formes pointues des cannelures 12 s'engagent sur les cannelures 54 côté arbre primaire, avec le cas échéant une petite rotation, dans un cas défavorable où les cannelures se trouvent en face de leur vis-à-vis. [074] The grooves 12 of the locking sleeve are provided with inlet chamfers 14 of pronounced shape, the end of the groove being in the form of a point. The inlet chamfers 14 are provided in particular on the side of the front face 17 of the sleeve which advances during the translation towards the locking position. Thus, at the moment when the coupling movement occurs, the pointed shapes of the grooves 12 engage on the grooves 54 on the side primary shaft, with a small rotation if necessary, in an unfavorable case where the splines are opposite each other.

[075] L’arbre primaire 5 comprend une deuxième portion d'extrémité axiale 52 avec les cannelures 54 apte à recevoir les cannelures radialement intérieures 12 du manchon de blocage. [075] The primary shaft 5 comprises a second axial end portion 52 with the splines 54 capable of receiving the radially internal splines 12 of the locking sleeve.

[076] Les cannelures 54 du côté arbre primaire 5 possèdent elles aussi des chanfreins d’entrée 55. [076] The splines 54 on the primary shaft 5 side also have entry chamfers 55.

[077] Le nombre de cannelures 12 peut être compris entre 20 et 40. Bien entendu, le nombre de cannelures choisi est le même pour le manchon de blocage qui forme la partie femelle ainsi que les deux parties mâles disposées bout à bout qui sont recouvertes au moins en partie par le manchon de blocage. [077] The number of grooves 12 can be between 20 and 40. Of course, the number of grooves chosen is the same for the locking sleeve which forms the female part as well as the two male parts arranged end to end which are covered at least in part by the locking sleeve.

[078] Le diamètre intérieur D3 du manchon de blocage est légèrement supérieur au diamètre de l'arbre primaire cannelures exclues. [078] The inner diameter D3 of the locking sleeve is slightly larger than the diameter of the primary shaft excluding the splines.

[079] Les arbres de roue présentent un diamètre extérieur D5 inférieur au diamètre D4 de l'alésage 50 prévu dans l'arbre primaire. [079] The wheel shafts have an external diameter D5 smaller than the diameter D4 of the bore 50 provided in the primary shaft.

[080] Le manchon de blocage 1 présente une dimension axiale L1, de préférence inférieure à 4 cm. Le diamètre extérieur D1 est inférieur à 12 cm, et de préférence inférieur à 10 cm. En fonction du cahier des charges en couple, le diamètre D1 peut même être plus petit. Dans un exemple de réalisation, on peut choisir L1 +D1 inférieur à 14 cm. [080] The locking sleeve 1 has an axial dimension L1, preferably less than 4 cm. The external diameter D1 is less than 12 cm, and preferably less than 10 cm. Depending on the torque specifications, the diameter D1 can even be smaller. In an exemplary embodiment, L1 + D1 can be chosen to be less than 14 cm.

[081 ] Comme visible à la figure 5, la première portion d'extrémité axiale 71 et la deuxième portion d'extrémité axiale 52 se trouvent en vis-à-vis, i.e. se font face et sont séparés par un intervalle E1 de moins de 5 millimètres. Dans certaines réalisations, l’intervalle E1 est inférieur à 4 mm, voire inférieur à 3 mm. [081] As visible in FIG. 5, the first axial end portion 71 and the second axial end portion 52 are opposite each other, i.e. face each other and are separated by a gap E1 of less than 5 millimeters. In certain embodiments, the gap E1 is less than 4 mm, or even less than 3 mm.

[082] La première portion d'extrémité axiale 71 et la deuxième portion d'extrémité axiale 52 présentent des diamètres extérieurs D2 substantiellement de même dimension. [082] The first axial end portion 71 and the second axial end portion 52 have external diameters D2 of substantially the same dimension.

[083] On remarque que les éléments mis en jeu, dont le manchon de blocage 1 , sont lubrifiés par le barbotage d’huile de la transmission. [083] It is noted that the elements involved, including the locking sleeve 1, are lubricated by the splashing of oil from the transmission.

[084] Selon un deuxième mode de réalisation présenté à la figure 3, le manchon de couplage 1 vient recouvrir une partie 25 du premier pignon au lieu de directement l'arbre primaire. Toutefois, étant donné que le premier pignon 21 est coaxial et relié solidairement en rotation avec l'arbre primaire 5, la fonctionnalité est identique à ce qui a été exposé plus haut pour le premier mode de réalisation. [084] According to a second embodiment presented in FIG. 3, the coupling sleeve 1 covers a portion 25 of the first pinion instead of directly the primary shaft. However, given that the first pinion 21 is coaxial and integrally connected in rotation with the primary shaft 5, the functionality is identical to what was explained above for the first embodiment.

[085] Ce que l'on appelle la deuxième portion d'extrémité axiale se trouve alors sur le premier pignon 21. [085] The so-called second axial end portion is then located on the first pinion 21.

[086] On peut ainsi avoir un arbre primaire 5 de plus petit diamètre sachant que le diamètre extérieur de la deuxième portion d'extrémité axiale du premier pignon est sensiblement identique au diamètre extérieur D2 de la première portion d'extrémité axiale 71. [086] It is thus possible to have a primary shaft 5 of smaller diameter knowing that the external diameter of the second axial end portion of the first pinion is substantially identical to the external diameter D2 of the first axial end portion 71.

[087] Selon un troisième mode de réalisation représenté à la figure 4, il n'y a pas de différentiel car le système ne concerne qu'une roue et il y a un seul arbre de sortie AR vers une roue. La couronne 3 engagée par le troisième pignon 23 est une couronne d'un engrenage classique, que l'on peut appeler ici quatrième pignon 44, relié en rotation avec l'arbre de roue AR. [087] According to a third embodiment shown in Figure 4, there is no differential because the system only concerns one wheel and there is only one rear output shaft to one wheel. The crown 3 engaged by the third pinion 23 is a crown of a classic gear, which can be called here fourth pinion 44, connected in rotation with the rear wheel shaft.

[088] À l'instar de l'agencement exposé ci-dessus pour le cas du corps du différentiel, ce quatrième pignon 44 du troisième mode de réalisation comprend une portée cannelée pour accueillir le manchon de blocage, qui forme la première portion d'extrémité axiale 71. [088] Like the arrangement set out above for the case of the differential body, this fourth pinion 44 of the third embodiment comprises a splined bearing surface for accommodating the locking sleeve, which forms the first axial end portion 71.

[089] On comprend dès lors que sous le terme de couronne de sortie on désigne soit la couronne d'un corps de différentiel soit une portion périphérique d’un pignon d'engrenage classique. [089] It is therefore understood that the term output crown refers to either the crown of a differential body or a peripheral portion of a conventional gear pinion.

[090] En d'autres termes, la couronne de sortie 3 est configurée pour être en relation cinématique avec au moins une roue du véhicule. Dans le troisième mode de réalisation, la caractéristique « la relation cinématique avec au moins une roue du véhicule » signifie un engagement direct pour le cas d’une motorisation électrique d’une seule roue. Dans le premier mode de réalisation, la caractéristique « la relation cinématique avec au moins une roue du véhicule » signifie un engagement indirect vis-à-vis des deux roues via le différentiel 7. [090] In other words, the output crown 3 is configured to be in kinematic relationship with at least one wheel of the vehicle. In the third embodiment, the characteristic “the kinematic relationship with at least one wheel of the vehicle” means a direct engagement for the case of an electric motorization of a single wheel. In the first embodiment, the characteristic “the kinematic relationship with at least one wheel of the vehicle” means an indirect engagement with respect to the two wheels via the differential 7.

[091 ] Toutes les pièces de l'ensemble de transmission sont réalisées en métal notamment en acier ou en fonte. Les pièces de l'ensemble de transmission sont lubrifiées par barbotage d'huile présente dans le bas du carter ou forcée via une pompe à huile. [091] All parts of the transmission assembly are made of metal, particularly steel or cast iron. The parts of the transmission assembly are lubricated by splashing oil into the bottom of the housing or forced through an oil pump.

[092] On remarque que dans la configuration promue ici les pièces suivantes sont montées coaxialement par rapport au premier axe A1 : l'arbre primaire 5, le premier pignon 21 , la couronne de sortie 3, le manchon de blocage 1, et l’arbre de roue AR ou les arbres de roue ARG, ARD. [092] It is noted that in the configuration promoted here the following parts are mounted coaxially with respect to the first axis A1: the primary shaft 5, the first pinion 21, the output crown 3, the locking sleeve 1, and the rear wheel shaft or the rear, rear wheel shafts.

[093] On remarque qu'il n'y a pas d'éléments de friction nécessaire pour la fonction frein de parking promue ici ; il n'y a pas non plus de synchroniseur associé au manchon de blocage. [093] It is noted that there are no friction elements necessary for the parking brake function promoted here; there is also no synchronizer associated with the locking sleeve.

Claims

REVENDICATIONS 1. Ensemble de transmission pour véhicule automobile, l’ensemble comprenant un dispositif de blocage par engagement mécanique d’au moins un organe de blocage, l’ensemble comprenant au moins : 1. Transmission assembly for a motor vehicle, the assembly comprising a locking device by mechanical engagement of at least one locking member, the assembly comprising at least: - un arbre primaire (5) configuré pour tourner autour d’un premier axe (A1 ) et configuré pour être entrainé par un moteur, - a primary shaft (5) configured to rotate around a first axis (A1) and configured to be driven by a motor, - un premier pignon (21 ) solidaire en rotation de l’arbre primaire, - a first pinion (21) integral in rotation with the primary shaft, - un arbre secondaire (2) monté à rotation autour d’un deuxième axe (A2), équipé d’un deuxième pignon (22) et d’un troisième pignon (23), avec un nombre de dents différents, le deuxième pignon (22) étant engagé avec le premier pignon (21 ), - a secondary shaft (2) rotatably mounted about a second axis (A2), equipped with a second pinion (22) and a third pinion (23), with a different number of teeth, the second pinion (22) being engaged with the first pinion (21), - une couronne de sortie (3), engagée avec le troisième pignon (23), la couronne de sortie étant configurée pour être en relation cinématique avec au moins une roue du véhicule, - an output crown (3), engaged with the third pinion (23), the output crown being configured to be in kinematic relation with at least one wheel of the vehicle, - un manchon de blocage (1 ) centré sur le premier axe, déplaçable axialement, entre une position de déblocage (P1 ) et une position de blocage (P2), - a locking sleeve (1) centered on the first axis, axially movable between an unlocking position (P1) and a locking position (P2), - une fourchette (4) configurée pour déplacer le manchon de blocage le long du premier axe entre la position de déblocage (P1 ) et la position de blocage (P2), caractérisé en ce que dans la position de blocage, le manchon de blocage lie en rotation directement la couronne de sortie (3) avec le premier pignon (21 ) ou l’arbre primaire (5), ce qui bloque la rotation de la couronne de sortie du fait de l’engagement par ailleurs entre le premier pignon et la couronne de sortie via un rapport de démultiplication mutuel différent de 1 . - a fork (4) configured to move the locking sleeve along the first axis between the unlocking position (P1) and the locking position (P2), characterized in that in the locking position, the locking sleeve directly connects the output crown (3) in rotation with the first pinion (21) or the primary shaft (5), which blocks the rotation of the output crown due to the engagement between the first pinion and the output crown via a mutual gear ratio other than 1. 2. Ensemble de transmission selon la revendication 1 , dans lequel la couronne de sortie est reliée à une seule roue du véhicule directement ou via un engrenage permanent. 2. Transmission assembly according to claim 1, in which the output crown is connected to a single wheel of the vehicle directly or via a permanent gear. 3. Ensemble de transmission selon la revendication 1 , dans lequel la couronne de sortie est reliée à deux roues du véhicule via un différentiel (7) comprenant une couronne et deux satellites, la couronne de sortie étant formée par la couronne de différentiel (3). 3. Transmission assembly according to claim 1, in which the output crown is connected to two wheels of the vehicle via a differential (7) comprising a crown and two satellites, the output crown being formed by the differential crown (3). 4. Ensemble de transmission selon la revendication 3, dans lequel l’arbre primaire (5) est creux et comprend un alésage axial traversant (50). 4. Transmission assembly according to claim 3, in which the primary shaft (5) is hollow and comprises an axial through bore (50). 5. Ensemble de transmission selon l’une quelconque des revendications 3 à 4, dans lequel il est prévu sur le différentiel une première portion d'extrémité axiale (71 ) équipée de premières cannelures extérieures (73), complémentaires de cannelures intérieures (12) du manchon de blocage et formant emplacement pour la position de déblocage du manchon de blocage, la première portion d'extrémité axiale étant rigide en rotation avec la couronne de différentiel ou la portion d'extrémité axiale faisant partie intégrante de la couronne du différentiel. 5. Transmission assembly according to any one of claims 3 to 4, in which there is provided on the differential a first axial end portion (71) equipped with first external splines (73), complementary to internal splines (12) of the locking sleeve and forming a location for the unlocking position of the locking sleeve, the first axial end portion being rigid in rotation with the differential crown or the axial end portion forming an integral part of the differential crown. 6. Ensemble de transmission selon l’une quelconque des revendications 1 à 5, dans lequel l’arbre primaire (5) comprend une deuxième portion d'extrémité axiale (52) avec des premières cannelures extérieures aptes à recevoir des cannelures intérieures du manchon de blocage. 6. Transmission assembly according to any one of claims 1 to 5, in which the primary shaft (5) comprises a second axial end portion (52) with first external splines capable of receiving internal splines of the locking sleeve. 7. Ensemble de transmission selon les revendications 5 et 6, dans lequel la première portion d'extrémité axiale (71 ) et la deuxième portion d'extrémité axiale (52) se trouvent en vis-à-vis, se font face axialement et sont séparés par un intervalle (E1 ) de moins de 5 millimètres. 7. Transmission assembly according to claims 5 and 6, in which the first axial end portion (71) and the second axial end portion (52) are opposite each other, face each other axially and are separated by a gap (E1) of less than 5 millimeters. 8. Ensemble de transmission selon l’une quelconque des revendications 1 à 5, dans lequel le manchon de blocage présente un diamètre extérieur (D1 ) et une dimension axiale (L1 ), le diamètre extérieur étant inférieur à 12 cm. 8. Transmission assembly according to any one of claims 1 to 5, in which the locking sleeve has an external diameter (D1) and an axial dimension (L1), the external diameter being less than 12 cm. 9. Ensemble de transmission selon l’une quelconque des revendications 1 à 5, dans lequel le premier pignon (21 ) comprend des cannelures extérieures aptes à recevoir des cannelures intérieures (12) du manchon de blocage. 9. Transmission assembly according to any one of claims 1 to 5, in which the first pinion (21) comprises external splines capable of receiving internal splines (12) of the locking sleeve. 10. Groupe motopropulseur pour véhicule comprenant un moteur électrique et un ensemble de transmission selon l’une quelconque des revendications 1 à 9. 10. Powertrain for a vehicle comprising an electric motor and a transmission assembly according to any one of claims 1 to 9.
PCT/EP2024/065502 2023-06-09 2024-06-05 Transmission assembly in a motor vehicle, the assembly comprising a locking device Ceased WO2024251837A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP24731341.4A EP4724720A1 (en) 2023-06-09 2024-06-05 Transmission assembly in a motor vehicle, the assembly comprising a locking device
CN202480049282.6A CN121925527A (en) 2023-06-09 2024-06-05 Transmission assembly in a motor vehicle, comprising a locking device

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR2305843A FR3149661B1 (en) 2023-06-09 2023-06-09 Transmission assembly in a motor vehicle and comprising a locking device
FRFR2305843 2023-06-09

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WO2024251837A1 true WO2024251837A1 (en) 2024-12-12

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CN (1) CN121925527A (en)
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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011083985A2 (en) * 2010-01-08 2011-07-14 (주)브이이엔에스 Automobile
US20160223082A1 (en) 2013-10-10 2016-08-04 Bayerische Motoren Werke Aktiengesellschaft Parking Lock for Motor Vehicles
DE102017217829A1 (en) * 2017-10-06 2019-04-11 Zf Friedrichshafen Ag Electric final drive of a vehicle with parking brake device
US20210276409A1 (en) * 2016-08-30 2021-09-09 Dana Heavy Vehicle Systems Group, Llc Electric drive axle powerpath & the drive axle made therewith

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011083985A2 (en) * 2010-01-08 2011-07-14 (주)브이이엔에스 Automobile
US20160223082A1 (en) 2013-10-10 2016-08-04 Bayerische Motoren Werke Aktiengesellschaft Parking Lock for Motor Vehicles
US20210276409A1 (en) * 2016-08-30 2021-09-09 Dana Heavy Vehicle Systems Group, Llc Electric drive axle powerpath & the drive axle made therewith
DE102017217829A1 (en) * 2017-10-06 2019-04-11 Zf Friedrichshafen Ag Electric final drive of a vehicle with parking brake device

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FR3149661A1 (en) 2024-12-13
EP4724720A1 (en) 2026-04-15
CN121925527A (en) 2026-04-24

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