PARKING BRAKE SYSTEM FOR A MOTORIZED VEHICLE AND MOTORIZED VEHICLE

Abstract

The invention relates to a parking brake system for a motorized vehicle, which uses a drive train. Furthermore, the invention relates to a drive train for a motorized vehicle, comprising a transmission drivingly couplable with a drive machine and a differential operatively connected to a output shaft of the transmission, wherein the differential has a transmission housing, a transmission input, two transmission output shafts, and a rotary gear transmission. The transmission input is operatively connected to the output shaft of the transmission and the transmission output shafts are each input-connectable to a vehicle wheel. With the drive train, at least two brake elements are provided for a parking brake, of which a first brake element is used for locking one of the transmission output shafts of the differential and a second brake element for locking the transmission input of the differential.

Claims

1. A drive train for a motorized vehicle, the drive train including a transmission drivingly couplable with a prime mover and a differential operatively connected to a pinion shaft of the transmission, the transmission including a transmission housing, a transmission input, two transmission output shafts, and a planetary transmission, through which the transmission output shafts are located in operative connection to the transmission input, whereby the transmission input is operatively connected to the pinion shaft of the transmission and the transmission output shafts each with a automotive wheel are input-connectable, whereby the drive train has at least two brake elements for a parking brake, of which a first brake element is used for locking one of the transmission output shafts of the transmission and a second brake element for locking the transmission input of the transmission.

2. The drive train according to claim 1, whereby the two brake elements are exclusively intended for locking one of the transmission output shafts and the transmission input of the differential.

3. The drive train according to claim 1, whereby a wheel brake each is allocated to the transmission output shafts, which is set up for performing a service brake function, whereby one of the wheel brakes is allocated to the first brake element.

4. The drive train according to claim 3, whereby a drive, specifically an electromotive drive, is intended for actuating the first brake element, whereby the drive is allocated to a wheel brake.

5. The drive train according to claim 1, whereby the first brake element is set up to operatively connect the transmission output shaft to the transmission housing of the differential.

6. The drive train according to claim 5, whereby a drive, specifically an electromotive drive, is intended for actuating the first brake element, which is fixed to a housing with regard to the transmission housing of the differential.

7. The drive train according to claim 1, whereby the second brake element is allocated to the transmission and is an integral part of a parking lock function of the transmission or is configured by a parking lock function of the transmission.

8. The drive train according to claim 1, whereby the second brake element is set up to operatively connect the transmission input to the transmission housing of the differential.

9. The drive train according to claim 8, whereby a drive, specifically an electromotive drive, is intended for actuating the first brake element, which is fixed to a housing with regard to the transmission housing of the differential.

10. (canceled)

11. (canceled)

12. (canceled)

13. (canceled)

14. (canceled)

15. (canceled)

16. (canceled)

Description

BRIEF DESCRIPTION OF THE FIGURES

[0035] Additional details and characteristics of the invention stem from the following description of several exemplary embodiments based on the drawing. It is shown in

[0036] FIG. 1 a possible embodiment of a drive train for a motorized vehicle with a transmission, a differential, and a parking brake system using the transmission and the differential in a schematic diagram,

[0037] FIG. 2 another possible embodiment of a drive train for a motorized vehicle with a transmission, a differential, and a parking brake system using the transmission and the differential in a schematic diagram,

[0038] FIG. 3 a possible embodiment of a drive train for a motorized vehicle with a transmission, a differential, and a parking brake system using the transmission and the differential in a schematic diagram, and

[0039] FIG. 4 another possible embodiment of a drive train for a motorized vehicle with a transmission, a differential, and a parking brake system using the transmission and the differential in a schematic diagram.

DETAILED DESCRIPTION

[0040] FIG. 1 shows a drive train 500 for a motorized vehicle as an example and simplified. The drive train 500 includes a transmission 200 drivingly couplable to a drive machine 300 and a differential 100 operatively connected or connectable to a output shaft 210 of the transmission 200. The drive machine 300 can be an internal combustion engine or an electric motor or another drive machine for moving the motorized vehicle. For force transmission of the drive machine 300 to the transmission 200, an output shaft 310 of the drive machine 300 is input-connected or input-connectable to the input of the transmission 200, specifically of an input shaft.

[0041] The transmission 200 is designed to cause different transmission ratios between its input or input shaft and its output or output shaft or output shaft 210. For example, the transmission 200 is an automatically operable transmission, specifically an automatic transmission or a semiautomatic transmission. The transmission 200 can have several (not shown in FIG. 1) switching elements, whose selective switching causes different transmission ratios between the input of the transmission 200 and its output shaft 210. The transmission 200 preferably has a parking lock function 220. For example, the parking lock function 220 is a mechanical lock, specifically a rotation lock, of the output shaft 210. The parking lock function can be achieved by actuating a selector lever by placing the selector lever to the adjustment position P. The parking lock can be the common parking lock of an automatic transmission.

[0042] The differential 100 is, for example, an axle differential. and can form a rear axle differential or a front axle differential. The differential 100 includes a transmission housing G, a transmission input 1, two transmission output shafts 2, 3, and a rotary gear transmission UG for distribution of a propulsion power affecting the transmission input 1 to the transmission output shafts 2, 3, for example, for equalization of the rpm difference between the transmission output shafts 2, 3, for example, when the motorized vehicle is cornering. The transmission input 1 is in drive connection to the transmission 200, for example, when the output shaft 210 of the transmission 200 acts upon a mating gear 22 allocated to the transmission input 1 via a drive gear 20, specifically a bevel gear or spur gear. The transmission output shafts 2 and 3 are each input-connected or input-connectable to a vehicle wheel 60 or 70. Arrows 52 and 54 point at the directions of rotation of the transmission output shafts 2, 3, or of the vehicle wheels 60 and 70 attached to them in a driving state.

[0043] Preferably, the rotary gear transmission UG has at least four transmission elements, of which two transmission elements are configured as a central gear Z1 or Z2, at least one, preferably two transmission elements as a rotary gear U1 or U2, and one transmission element as a rotary gear carrier T. The rotary gear carrier T is preferably coupled with the transmission input 1. For this reason, the mating gear 22 is non-rotatably connected or moulded to the rotary gear carrier T, for example. Preferably, one of the central gears Z1, Z2 is each coupled with, specifically non-rotatably connected to one of the transmission output shafts 2, 3. Preferably, the rotary gear U1 is engaged with the central gear Z1 and the rotary gear U2 with the central gear Z2, wherein the rotary gears U1, U2 are each rotatably mounted to the rotary gear carrier T. Preferably, the rotary gear carrier T in turn is pivotably resting against at least one of the transmission output shafts 2, 3, for example, against the transmission output shaft 2. The rotary gear transmission UG can be configured as a bevel-gear transmission. Preferably, the central gears Z1 and Z2 each are then configured as a bevel gear and also the rotary gears U1 and U2 each as a bevel gear. Preferably, the rotary gears U1 and U2 each are non-rotatably connected to a separate shaft 4 or 5 rotatably mounted to the rotary gear carrier T and transversely arranged to one of the transmission output shafts 2, 3.

[0044] A wheel brake 402, 403 each is allocated to the transmission output shafts 2, 3. The wheel brakes 402 and 403 are an integral part of a service brake system, for example, to be able to decelerate the motorized vehicle while driving. The wheel brakes 402 and 403 are preferably arranged close to the vehicle wheels 60, 70. Preferably, the wheel brakes 402 and 403 are configured as a disc brake, for example, as a floating-caliper disc brake or a fixed-caliper disc brake.

[0045] The drive train 500 is configured to take part in performing parking brakings or emergency brakings in connection with the parking brake system. For this reason, the drive train 500 has two brake elements, of which a first brake element BE1 is used for locking one of the transmission output shafts 2, 3 of the differential 100, specifically of the transmission output shaft 2, and a second brake element BE2 is used for locking the transmission 1 of the differential 100. At the drive train 500, the first brake element BE1 is allocated to one of the wheel brakes 402, 403, specifically the wheel brake 402. For example, the wheel brake 402 is a disc brake of the type floating-caliper disc brake or fixed-caliper disc brake with a caliper-integrated parking brake. There, parking braking or emergency braking with regard to the corresponding vehicle wheel 60 is performed by means of the first brake element BE1 with the aid of individual or several integral parts of the service brake provided in the wheel brake 402. Preferably, a drive, specifically an electromotive drive EM, is provided for actuating the first brake element BE1. Preferably, the electromotive drive EM is allocated to the wheel brake 402 and arranged fixed to a housing with regard to the vehicle chassis and/or the housing of the drive train and/or an integral part of the axle of the motorized vehicle.

[0046] By using the second brake element BE2 for locking the transmission input 1 of the differential 100, the other one of the wheel brakes 402, 403, for example, the wheel brake 403, can be equipped without an additional parking brake function. For example, the wheel brake 403 is then exclusively provided for service braking and, consequently, can be configured exclusively as a service brake. However, during parking braking operation, the transmission output shaft 3 allocated to the wheel brake 403 or the corresponding vehicle wheel 70 is also blocked. Inherent in the system, this is due to the differential 100, where, inherent in the system, specifically due to a self-locking feature of the rotary gear transmission UG, the transmission output shaft 3 is fixed, if the transmission output shaft 2 and the transmission input 1 are locked by means of the brake elements BE1, BE2.

[0047] With the drive train 500, the transmission 200 is used for locking the transmission input 1. There, the second brake element BE2 is allocated to the transmission 200 and an integral part of the parking lock function 220 of the transmission 200 or is formed by the parking lock function 220 of the transmission 200. In this application case, the locking of the output shaft 210 of the transmission 200 is consequently used to lock the transmission input 1 of the differential 100. For example, the parking braking or emergency braking can then happen in such a way that the parking lock function 220 of the transmission 200 is self-activated, if actuation of the electromotive drive EM is noticed or initiated for the first brake element BE1.

[0048] FIG. 2 shows another possible embodiment of a drive train 500.1 for a motorized vehicle. Integral parts of the drive train 500.1 of FIG. 2, which are identical in structure or function to the integral parts of the drive train 500 of FIG. 1, have the same reference signs; consequently, it is referred to the description for the drive train 500 of FIG. 1.

[0049] Among other things, the drive train 500.1 of FIG. 2 differs from the drive train 500 of FIG. 1 regarding the differential. With the drive train 500.1 of FIG. 2, a differential 100.1 is provided, which, among other things, differs from the differential 100 of the drive train 500 of FIG. 1 by allocating the first brake element BE1 to the differential 100.1. Consequently, a wheel brake 402 is provided with the drive train 500.1, which, for example, is only configured for performing a service brake function in line with the wheel brake 403, therefore can be equipped without a parking brake function. Preferably, the first brake element BE1 is arranged within the transmission housing G of the differential 100.1 and is protected from external forces by the transmission housing G acting as an enclosure.

[0050] For example, the transmission output shaft 2 and, as a result, the central gear Z1 operatively connected to it can be operatively connected, specifically non-rotatably connected, to the transmission housing G by the first brake element BE1. In addition, the first brake element BE1 can be a frictionally engaged brake element, for example, as part of a friction brake, specifically a fixed-caliper disc brake or a floating-caliper disc brake. In addition, the first brake element BE1 can have at least one friction surface non-rotatably arranged with regard to the transmission housing, wherein a counter friction surface is allocated to the transmission output shaft 2. By friction contact of the friction surface against the counter friction surface, a deceleration and/or locking of the transmission output shaft 2 against the transmission housing G is achieved. The counter friction surface allocated to the transmission output shaft 2 can be configured at a material section 30, which is non-rotatably connected or moulded to the transmission output shaft 2. Preferably, the material section 30 is configured disc-shaped, for example, like a brake disc.

[0051] For example, the friction surface can be moved in an axial direction and/or parallel to the axis with regard to at least one of the transmission output shafts 2, 3 by configuring the friction surface, for example, at an axially moveable piston 32 so that there is friction contact against the counter friction surface by moving the friction surface in an axial direction. In addition, an additional friction surface can be provided, which, for example, is configured at another piston 34. The additional friction surface can be arranged opposite to the friction surface so that the material section 30 is located between the friction surface and the additional friction surface and can be brought into friction contact against them.

[0052] Preferably, a drive, specifically an electromotive drive EM, is provided for actuating the first brake element BE1. Preferably, the electromotive drive EM is motion-coupled with the first brake element BE1, specifically with a friction surface, by means of a transmission element 36 so that the at least one friction surface can be axially moved by the electromotive drive EM. The electromotive drive EM is fixed to a housing with regard to the transmission housing G, for example, attached on the outside of the transmission housing G. Preferably, the electromotive drive EM is a controllable and/or adjustable electric motor, by which the braking power affecting the first brake element BE1 is variable, specifically continuously variable.

[0053] FIG. 3 shows yet another embodiment of a drive train 500.2. Integral parts of the drive train 500.2 of FIG. 3, which are identical in structure or function to the integral parts of the drive train 500 of FIG. 1, have the same reference signs; consequently, it is referred to the description for the drive train 500 of FIG. 1.

[0054] Among other things, the drive train 500.2 of FIG. 3 differs from the drive train 500 of FIG. 1 in the differential. With the drive train 500.2 of FIG. 3, a differential 100.2 is provided, which, among other things, differs from the differential 100 of the drive train 500 of FIG. 1 by allocating the second brake element BE2 to the differential 100.2. Preferably, the second brake element BE2 is arranged within the transmission housing G of the differential 100 and is protected from external forces by the transmission housing G acting as an enclosure.

[0055] With the transmission 100.2, the transmission input 1 or a transmission input shaft 1.2 of the differential 100.2 can be operatively connected, specifically non-rotatably connected, to the transmission housing G by the second brake element BE2. In addition, the second brake element BE2 can be a frictionally engaged brake element, for example, as part of a friction brake, specifically a fixed-caliper disc brake or a floating-caliper disc brake. In addition, the second brake element BE2 can have at least one friction surface non-rotatably arranged with regard to the transmission housing, wherein a counter friction surface is allocated to the transmission input 1 or the transmission output shaft 1.2. By friction contact of the friction surface against the counter friction surface, a deceleration and/or locking of the transmission input 1 or transmission output shaft 1.2 against the transmission housing G is achieved. The counter friction surface allocated to the transmission output shaft 1 can be configured at a material section 30, which is non-rotatably connected or moulded to the transmission output shaft 1 or the transmission output shaft 1.2. Preferably, the material section 30 is configured disc-shaped, for example, like a brake disc.

[0056] For example, the friction surface can be moved in an axial direction and/or parallel to the axis with regard to the transmission input shaft 1.2 by configuring the friction surface, for example, at an axially moveable piston 32 so that there is friction contact against the counter friction surface by moving the friction surface in an axial direction. In addition, an additional friction surface can be provided, which, for example, is configured at another piston 34. The additional friction surface can be arranged opposite to the friction surface so that the material section 30 is located between the friction surface and the additional friction surface and can be brought into friction contact against them.

[0057] Preferably, a drive, specifically an electromotive drive EM, is provided for actuating the second brake element BE2. Preferably, the electromotive drive EM is motion-coupled with the second brake element BE2, specifically with a friction surface, by means of a transmission element 36 so that the at least one friction surface can be axially moved by the electromotive drive EM. The electromotive drive EM is fixed to a housing with regard to the transmission housing G, for example, attached on the outside of the transmission housing G. Preferably, the electromotive drive EM is a controllable and/or adjustable electric motor, by which the braking power affecting the second brake element BE2 is variable, specifically continuously variable.

[0058] FIG. 4 shows another additional embodiment of a drive train 500.3 for a motorized vehicle. The drive train 500.3 has a differential 100.3, which is a combination of the differential 100.1 of FIG. 2 and of the differential 100.2 of FIG. 3 with regard to the first brake element BE1, the second brake element BE2 and the respectively corresponding electromotive drive EM or EM; consequently, it is referred to the description of FIGS. 2 and 3.

[0059] For performing parking braking, the parking brake system prefers an electronic control device, by means of which the electromotive drive EM or EM for the first brake element BE1 and with regard to the second brake element BE2 the transmission 200 can be controlled at the drive train 500 of FIG. 1 or at the drive train 500.1 of FIG. 2 or by means of which the electromotive drive EM or EM for the first brake element BE1 and the electromotive drive EM for the second brake element BE2 can be controlled at the drive train 500.2 of FIG. 3 or at the drive train 500.3 of FIG. 4. Preferably, the control device and the electromotive drive EM or EM or EM are then configured for setting a braking power actuated by the brake elements BE1, BE2 according to one or more set values. By means of the control device, a specific proportion of braking power, for example, in its amplitude and/or over a predetermined period of time, can be specifically set so that a controlled braking of the motorized vehicle, for example, when decelerating to a standstill or when starting from the standstill, is enabled.

[0060] In FIGS. 1 to 4, the first brake element BE1 and the second brake element BE2 are each shown opened or deactivated. The parking brake system consequently does not lock.

[0061] In the description at hand, the reference to a specific aspect or a specific embodiment or a specific configuration means that a specific characteristic or a specific property, which is described in connection with the respective aspect or respective embodiment or the respective configuration, is at least included there, but do not necessarily have to be included in all aspects or embodiments or configurations of the invention. It is explicitly stated that each combination of the different characteristics and/or structures and/or properties, which are described in reference to the invention, are covered by the invention, unless this is explicitly or unequivocally refuted by the context.

[0062] The use of individual or all examples or of an exemplary expression in the text shall only illuminate the invention and shall not constitute any restriction with regard to the scope of the invention, if nothing else is claimed. Furthermore, no expression or phrasing of the description shall be understood in such a way that it is an element unclaimed, but essential for the practice of the invention.