A parking lock actuator includes a blocking cam, an actuating device, an energy store, a blocking drive, and an intermediate element. The blocking cam is arranged for positive engagement with a tooth gap of a parking lock gear and the actuating device is for transferring an actuating force to the blocking cam. The energy store is for transferring the actuating force from the actuating device to the blocking cam, the blocking drive is for displacing the actuating device, and the intermediate element is freely displaceable relative to the blocking drive over a predetermined intermediate path for displacing the actuating device. The blocking cam is arranged to positively engage the tooth gap to block rotational movement of the parking lock gear when the actuating device is in a blocked position, and the parking lock gear is rotatable when the actuating device is in an open position.

The invention relates to a device for actuating a park lock in an automatic transmission of a motor vehicle, in which a gear position selector can be used to set t at least one drive-, neutral- and park position, and in which, when the park position is selected, a park lock that is operatively connected to the automatic transmission can be actuated, and it can then be activated or deactivated by means of an emergency actuator device that can be operated manually. The emergency actuating device has a toothed wheel (gear) that can be made to engage with a spur gear that is configured as an intermediate toothed wheel (gear). According to the invention, a first engaging element engages into a control cam provided on the spur gear and, when the spur gear moves, said first engaging element can be moved in order to activate and deactivate the park lock in the control cam.

A parking lock arrangement for an electromotively driven motor vehicle, including a parking lock wheel which is rotationally conjoint with respect to a shaft in the drive train and which has multiple cutouts, a lock element which is movable between a locking position and a release position along a movement path and which, in the locking position, engages in a form-fitting manner into a cutout of the parking lock wheel and, in the release position, is out of engagement with the cutouts of the parking lock wheel, a parking lock actuator which is operatively connected to the lock element and wherein the lock element is adjustable between the locking position and the release position along its movement path. The movement path of the lock element can be rectilinear.

A shift range control device for a shift range switching mechanism that is rotatably coupled with a shift actuator and includes a rotation member having multiple recesses and a locking portion rotationally positioning the rotation member by being locked to one of the multiple recesses, controls a motor of the shift actuator to switch a shift range. The shift range control device includes: an angle acquisition unit that acquires a rotation angle of an output shaft of the shift actuator; a valley position learning unit that performs valley position learning for learning, as a valley position, the rotation angle of the output shaft; and a temperature acquisition unit that acquires an environmental temperature.

A gear shifting assembly of a transmission, a transmission, and an automobile. The present disclosure aims to address the problem of complicated structure existing in a gear shifting assembly or the like. To this end, the gear shifting assembly of a transmission according to the present disclosure includes a P-gear mechanism and a forward-gear mechanism, wherein the gear shifting assembly further includes a drive mechanism and a shifting mechanism, and the shifting mechanism is configured to be capable of switching the drive mechanism so that the P-gear mechanism or the forward-gear mechanism is in an operational state. By employing the common drive mechanism, the gear-shifting function of forward gears and the function of parking at the P-gear can be realized without interference, and on the basis of function integration, elements are saved so that the gear shifting assembly is made more compact in structure.

A device for locking a piston rod of a piston of an actuator is provided. An electrically actuatable electromagnet includes an armature rod, which is axially movable counter to a first preloading spring and on which two actuating elements are axially displaceably mounted between two stops of the armature rod. A second preloading spring is axially mounted between the two actuating elements. The actuating elements each include actuating contours, which are associated with latching mechanisms, via which the piston is mechanically fixable in a disengaged condition and in a engaged condition of the parking lock.

One embodiment relates to a gearbox and an actuator comprising same, the gearbox comprising: a housing having an opening; a cover arranged at the opening; a first gear part arranged so that one side thereof is supported by the housing, and the other side thereof is supported by the cover; and a second gear part and a third gear part arranged so that the first gear part is interposed therebetween. The first gear part comprises: a first shaft arranged so that one side thereof is supported by the housing, and the other side thereof is supported by the cover; a bearing arranged on the outer side of the first shaft; and a first gear arranged on the outer side of the bearing.

A six-gear automatic transmission device is provided for automobiles with a brushless control-by-wire centrifugal ball arm engagement. One brushless control-by-wire centrifugal ball arm engagement device is provided between each gear input gear and each gear driving gear; and by controlling the engagement and disengagement of the brushless control-by-wire centrifugal ball arm engagement device, the shifting control of the six-gear automatic transmission for automobile with a brushless control-by-wire centrifugal ball arm engagement device is performed. The technology provides advantages including compact structure, being capable of dynamic gear-shift, no mechanical or hydraulic gear-shift components and low operational energy consumption.

An angle calculation unit acquires a motor rotation angle signal, output from a motor rotation angle sensor detecting a rotational position of a motor, and calculates a motor angle. A signal acquisition unit acquires an output shaft signal that is output from an output shaft sensor and has a value changing stepwise in accordance with a rotational position of an output shaft, the output shaft sensor detecting a rotational position of an output shaft to which the rotation of the motor 10 is transmitted. A drive control unit controls the drive of the motor such that the motor angle becomes a target motor angle value corresponding to a target shift range. A range determination unit determines an actual range based on the output shaft signal and the motor rotation angle signal.

A transmission for a motorcycle includes a housing; at least one shaft at least partially accommodated in the housing, a locking device which has at least one first locking element which can be rotated with the shaft and at least one second locking element which can be moved relative to the housing, relative to the shaft, and relative to the first locking element. The second locking element can move between at least one release position in which the locking elements do not engage in one another and the shaft is released for rotation, and at least one locking position in which the locking elements engage in one another to secure the shaft against rotation relative to the housing. The transmission further includes an actuating device configured to move the second locking element out of the release position into the locking position via at least one intermediate position.