# US 11,440,513 B2 · Parking brake for an electric vehicle with multi-speed gearbox > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 11,440,513 B2 - Document ID: US11440513B2 - Status: Granted - Kind: B2 - Application number: 16/893,082 - Filed: 2020-06-04 - Published: 2021-12-09 - Granted: 2022-09-13 - Earliest claimed: 2020-06-04 - Assignees: Bendix Commercial Vehicle Systems LLC - Applicants: Bendix Commercial Vehicle Systems, LLC - Inventors: William Plow; Zsombor Gyoerke; Janos Toth; Sven Krueger; Levente Hos; Michael Blessing; Huba Nemeth; Peter Kovacsik; Andreas Buch - Web page: https://patentgrep.com/patent/US11440513B2 ## CPC - B60T 1/005: {by locking of wheel or transmission rotation} - B60K 1/00: Arrangement or mounting of electrical propulsion units (B60K7/00 takes precedence; arrangement or mounting of plural diverse prime-movers for mutual or common propulsion B60K6/00) - B60K 17/08: of mechanical type - B60T 1/062: {acting on transmission parts} - B60T 7/042: {by electrical means, e.g. using travel or force sensors} - B60T 7/085: {by electrical means, e.g. travel, force sensors} - B60T 13/662: {characterised by specified functions of the control system components} - B62D 63/04: Component parts or accessories - F16D 11/14: with clutching members movable only axially (F16D11/02, F16D11/08 take precedence) - F16H 3/08: exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts - F16H 3/089: all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved - F16H 3/44: using gears having orbital motion - F16H 61/0059: {Braking of gear output shaft using simultaneous engagement of engaging means, e.g. clutches or brakes, applied for different gear ratios} - F16H 61/20: Preventing gear creeping {; Transmission control during standstill, e.g. hill hold control} - F16H 63/3416: {Parking lock mechanisms or brakes in the transmission} - F16H 63/48: Signals to a parking brake {or parking lock; Control of parking locks or brakes being part of the transmission} - B60K 1/02: comprising more than one electric motor - B60K 17/16: of differential gearing - B60K 2001/001: {one motor mounted on a propulsion axle for rotating right and left wheels of this axle} - B60T 7/045: {with locking and release means, e.g. providing parking brake application} - B60Y 2200/91: Electric vehicles - B60Y 2200/92: Hybrid vehicles - F16D 2011/002: {using an external and axially slidable sleeve for coupling the teeth of both coupling components together} - F16H 3/00: Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion (speed-changing or reversing mechanisms F16H59/00 - F16H63/00) - F16H 63/3491: {Emergency release or engagement of parking locks or brakes} - F16H 63/486: {Common control of parking locks or brakes in the transmission and other parking brakes, e.g. wheel brakes} - F16H 2061/205: {Hill hold control, e.g. with torque converter or a friction device slightly engaged to keep vehicle stationary} - F16H 2200/0021: specially adapted for electric vehicles - F16H 2200/0034: the gear ratios comprising two forward speeds - F16H 2200/0039: the gear ratios comprising three forward speeds - B60T: VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL (electrodynamic brake systems for vehicle, in general B60L; brakes per se, i.e. devices where braking effect occurs, including ultimate brake actuators, F16D); ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES - 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 - B62D: MOTOR VEHICLES; TRAILERS (steering, or guiding on a desired track, of agricultural machines or implements A01B69/00; wheels, castors, axles, increasing wheel adhesion B60B; vehicle tyres, tyre inflation or tyre changing B60C; connections between vehicles of a train or the like B60D; vehicles for use on rail and road, amphibious or convertible vehicles B60F; suspension arrangements B60G; heating, cooling, ventilating or other air treating devices B60H; windows, windscreens, non-fixed roofs, doors or similar devices, protective coverings for vehicles not in use B60J; propulsion plant arrangements, auxiliary drives, transmissions, controls, instrumentation or dashboards B60K; electric equipment or propulsion of electrically-propelled vehicles B60L; power supply for electrically-propelled vehicles B60M; passenger accommodation not otherwise provided for B60N; adaptations for load transportation or to carry special loads or objects B60P; arrangement of signalling or lighting devices, the mounting or supporting thereof or circuits therefor, for vehicles in general B60Q; vehicles, vehicle fittings or vehicle parts not otherwise provided for B60R; servicing, cleaning, repairing, supporting, lifting, or manoeuvring, not otherwise provided for, B60S; brake arrangements, brake control systems or parts thereof B60T; air-cushion vehicles B60V; motor-cycles, accessories therefor B62J, B62K; testing of vehicles G01M) - F16D: COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES - F16H: GEARING - B60Y: INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY ## Abstract A commercial vehicle with at least one driven axle, at least one service brake, at least one propulsion engine, and wheels characterized in that the parking brake function of the vehicle is solved by a bistable locking means acting on both wheels. At least one multi-speed gearbox is provided to concurrently activate a first gear stage and a second gear stage having different ratios. ## Claims ### Claim 1 A vehicle drivetrain for achieving a bistable locking parking brake function, comprising: a multi-speed gearbox comprising: a plurality of driving stages; an actuator to activate a first driving stage of the plurality of driving stages of the multi-speed gearbox; a first clutch to engage only the first driving stage via the actuator; a second clutch to engage only a second driving stage; and an elastic coupling to permit rotation of an input of the multi-speed gearbox to rotationally align the first clutch with the first driving stage while the second clutch is engaged with the second driving stage and without rotating the second driving stage, wherein the actuator can activate the first driving stage concurrently with the second driving stage. ### Claim 2 (depends on 1) The vehicle drivetrain of claim 1, wherein the actuator is a first actuator and the vehicle drivetrain further comprises: a second actuator to activate the second driving stage concurrently with the first driving stage activated by the first actuator. ### Claim 3 (depends on 2) The vehicle drivetrain of claim 2, wherein the multi-speed gearbox is a first multi-speed gearbox and the vehicle drivetrain further comprises: a second multi-speed gearbox comprising: a plurality of driving stages; and a third actuator and a fourth actuator to concurrently activate a first driving stage and a second driving stage of the plurality of driving stages of the second multi-speed gearbox. ### Claim 4 (depends on 1) The vehicle drivetrain of claim 1, wherein the multi-speed gearbox is a first multi-speed gearbox and the vehicle drivetrain further comprises: an output shaft lock to mechanically couple an output of the first multi-speed gearbox with an output of a second multi-speed gearbox while the first driving stage and the second driving stage are concurrently activated, wherein the activated second driving stage is of the plurality of driving stages of the first multi-speed gearbox or of a plurality of driving stages of the second multi-speed gearbox. ### Claim 5 (depends on 2) The vehicle drivetrain of claim 2, wherein the multi-speed gearbox is a first multi-speed gearbox and the vehicle drivetrain further comprises: an input shaft lock, when activated, to mechanically couple an input of the first multi-speed gearbox with an input of a second multi-speed gearbox; and an output shaft lock, when activated, to mechanically couple an output of the first multi-speed gearbox with an output of the second multi-speed gearbox. ### Claim 6 (depends on 1) The vehicle drivetrain of claim 1, wherein the first driving stage comprises a first ratio; and the second driving stage comprises a second ratio different from the first ratio. ### Claim 7 (depends on 1) The vehicle drivetrain of claim 1, further comprising: an auxiliary device to manually deactivate the first driving stage or the second driving stage. ### Claim 8 (depends on 1) A commercial vehicle comprising: at least one driven axle, at least one service brake, at least one propulsion engine, a pair of wheels, and the vehicle drivetrain of claim 1. ### Claim 9 (depends on 8) The commercial vehicle of claim 8, further comprising: an elastic coupling, wherein a sliding clutch comprises the first and second clutch, and the sliding clutch further comprises: a toothed selector ring coupled to the elastic coupling that allows for limited rotational movement of the toothed selector ring about a sliding axis of the sliding clutch. ### Claim 10 (depends on 8) The commercial vehicle of claim 8, further comprising: a sliding clutch, when actuated by the actuator, to engage the first driving stage and the second driving stage concurrently. ### Claim 11 (depends on 8) The commercial vehicle of claim 8, further comprising: a differential lock to mechanically link the pair of wheels. ### Claim 12 (depends on 11) The commercial vehicle of claim 11, wherein the differential lock is configured to be activated to mechanically link the pair of wheels in response to, or simultaneously with, the concurrent activation of the first and second driving stages. ### Claim 13 A vehicle drivetrain for achieving a bistable locking parking brake function, comprising: a first multi-speed gearbox comprising: a plurality of driving stages; and at least one actuator to activate a first driving stage of the plurality of driving stages of the first multi-speed gearbox, wherein a first actuator of the at least one actuator can activate the first driving stage concurrently with a second driving stage; a first clutch of the first multi-speed gearbox to engage the first driving stage; a second clutch of the first multi-speed gearbox to engage the second driving stage; and an elastic coupling disposed between the first clutch and the second clutch, wherein the elastic coupling permits limited relative rotation between the first clutch and the second clutch. ### Claim 14 (depends on 8) The commercial vehicle of claim 8, wherein the bistable locking parking brake function acts on both wheels of the pair of wheels. ### Claim 15 (depends on 8) The commercial vehicle of claim 8, wherein the bistable locking parking brake function permits each wheel of the pair of wheels to rotate in opposite directions. ### Claim 16 A vehicle drivetrain for achieving a bistable locking parking brake function, comprising: a first clutch of a multi-speed gearbox to engage a first driving stage or a second driving stage via a first actuator; a second clutch of the multi-speed gearbox to engage the second driving stage via a second actuator; and an elastic coupling mechanically linked to the second clutch, wherein the elastic coupling permits rotation of an input of the multi-speed gearbox to align the first clutch with the first driving stage while the second clutch is engaged with the second driving stage. ### Claim 17 (depends on 16) The vehicle drivetrain of claim 16, wherein the first and second actuators are configured to activate the first and second driving stages concurrently; and the elastic coupling permits rotation of the input of the multi-speed gearbox to align the first clutch with the first driving stage while the second driving stage is concurrently activated and without rotating the second driving stage.