A gear shifting apparatus for a multi-speed transmission includes a shifting unit controlling gear shifting by a torque of an actuator and a parking unit controlling a parking state by the torque of the actuator. The actuator includes a control motor transmitting a driving torque to driven gears of the shifting and parking units through a drive gear externally gear-meshed with the driven gears. The shifting unit includes a cam block connected to a first driven gear engaged with the drive gear and having a cam surface on an exterior circumference for shift-stages for controlling gear shifting. In addition, the parking unit includes a parking gear and a parking sprag having an engagement end for controlling engagement and disengagement of a parking state.

A parking lock for motor vehicle, including a parking lock wheel that can be connected to a shaft of the motor vehicle in a rotationally fixed manner, at least one blocking element, and an actuator, by which the blocking element is movable between at least one blocking position securing the parking lock wheel against rotation, and at least one release position releasing the parking lock wheel for a rotation, comprising at least one spring element, which by the actuator is to be tensioned during the moving of the blocking element into the blocking position, thus providing a spring force in the blocking position of the blocking element, by which the actuator is to be supported during the movement of the blocking element into the release position.

A brake module (1) of a wheel module (2) has an anchor plate (20) adjacent to a wheel (10) and is indefinitely rotatable about the steering axis (L) with the wheel (10). A lifting unit (30) is fixed adjacent to the anchor plate (20) and fixed about the steering axis (L). A brake wheel (21) is arranged on the wheel shaft (11) and is rotatable about the wheel axis (R) with the wheel (10). At least one transfer element (22, 22) extends from the anchor plate (20) towards the brake wheel (21). The lifting unit (30) is configured to move the anchor plate (20) from a first state to a second state. In the first state, the elements (20, 30, 22, 22) are spaced apart without any contact. In the second state, the at least one transfer element (22, 22) abuts against the brake wheel (21) generating a brake force at the brake wheel (21).

The disclosure relates to an actuator arrangement for operating a clutch and a parking lock in a driveline of a motor vehicle, comprising: a clutch having a clutch actuating member configured to drivingly connect or disconnect a clutch input part and a clutch output part; a parking lock having a locking element movable to a locking position to lock a ratchet wheel, and to a release position to release the ratchet wheel; and a parking lock actuating member for actuating the locking element; a controllable actuator with a movable actuator setting member which is movable into at least three setting positions and is operatively connected to the clutch actuating member and to the parking lock actuating member such that in a first setting position the parking lock is closed, in a second setting position the clutch is closed, and in a third setting position the clutch and the parking lock are opened.

The present disclosure relates to a parking brake system for a motorized vehicle, which uses a differential. Furthermore, the present disclosure relates to a differential for an automotive drive, which can be used by such a parking brake. The differential comprises a transmission housing, a transmission input, two transmission output shafts, and a rotary transmission for distributing performance effective on the transmission output shafts at the transmission input, the rotary transmission comprising at least four transmission elements, of which two transmission elements are configured as a central gear, at least one transmission element as a rotary gear, and a transmission element as a rotary gear carrier, wherein the rotary gear carrier is coupled with the transmission input and one of the central gears each is coupled with one of the transmission output shafts.

A parking lock arrangement for a drive train of a motor vehicle includes a controllable locking mechanism and an unlocking mechanism. The controllable locking mechanism includes a spindle drive with a spindle shaft rotationally drivable about a spindle axis, an actuator for rotating the spindle shaft and a positioning element movable by rotating the spindle shaft for actuating a blocking element. The blocking element acts at least indirectly on a drive element in a blocking or releasing manner. The unlocking mechanism includes an unlocking element and a manually operable control element. The unlocking element is movable via the control element from a normal position, in which the unlocking element is spaced apart from the spindle shaft, into an engagement position, in which the unlocking element is coupled in torque-transmitting manner to the spindle shaft for forced releasing of the locking mechanism.

A lock module assembly controls hill hold, park, and neutral states of a vehicle. The lock module assembly does all of this by controlling rotation of a wheel hub (or a shaft that rotates the wheel hub) of the vehicle. The lock module assembly includes a pocket plate fixedly secured to a rotating shaft. The pocket plate includes a locking element housed therein. A notch plate has first and second sets of notches with the first set complementing the pocket plate secured to the rotating shaft. A second set of notches complements a static pocket plate that houses at least clockwise actuator and at least one counterclockwise actuator. The actuators are used to control hill holds and park, whereas the locking element of the pocket plate disengages the wheel hub from the rotating shaft (neutral).

A commercial vehicle includes at least one driven axle, a service brake, at least one propulsion engine, and wheels. A parking brake function of the vehicle is achieved by a bistable locking means that acts on both wheels. A first and second multi-speed gearbox having respective first and second gear stages are each activated by an actuator and coupled to the wheels. The parking brake function is achieved at least in-part by concurrently activating the first and second gear stages. A computing device is configured to activate the bistable locking means when the commercial vehicle is at a standstill and configured to send a brake request via an electronic signal to an electronic brake control unit to activate the service brake.

A parking lock device for a transmission of a vehicle. The device comprising a wheel, a pawl for locking the wheel against rotation and an actuator unit arranged for movement of the pawl relative to the wheel. The pawl has a locked position where the pawl and the wheel are engaged and an unlocked position where the pawl and the wheel are disengaged. The pawl and the actuator unit are mechanically coupled to each other by a pin and slot mechanism having a guide slot and a guide pin received by the guide slot.

A transmission includes a housing, a park gear, and a vehicle park shifting system configured to selectively engage the park gear to shift the transmission into and out of a park position. The vehicle park shifting system includes a linkage operably associated with the park gear, an actuator assembly operably coupled to the linkage and configured to be actuated to selectively move the linkage into and out of engagement with the park gear, and a lost motion manual shifter assembly operably coupled to the linkage and including a shift shaft disposed at least partially within the housing. The shift shaft is configured to couple to a manual park release system utilized to manually shift the transmission into and out of park without utilizing the actuator assembly. Actuation of the actuator assembly does not impart rotational movement to the shift shaft.