DE102007010292B4 - Switching device for a transmission, in particular a dual clutch change gear - Google Patents

Abstract

Shifting device for a transmission, in particular a double-clutch change-speed transmission for motor vehicles, having a plurality of actuators (54) which each shift one gear and preselect a gear in the change gear (10) divided into two sub-transmissions (A, B), wherein one idler gear each ( 34, 38) of the gear stages (32, 34 and 36, 38) turned on in the power flow and alternately a clutch is closed, wherein gear stages (32, 34 and 36, 38) each of a sub-transmission (A, B) adjacent to each other and by means of a common actuator (54) are switchable and / or vorwählbar, characterized in that the two loose gears (34, 38) of the gear stages (32, 34, 36, 38) by means of a double synchronizer clutch (50) are switchable or preselected, by means of the two idler gears (34, 38) are alternately or together coupled such that either both individual idler gears (34, 38) of the gear stages (32, 24 and 36, 38), and both idler gears (34, 38) of the gear stage en (32, 34 and 36, 38) with a synchronous body (62) of the double synchronous coupling (50), that is, with each other, are connectable.

Description

The invention relates to a switching device for a transmission, in particular a dual clutch change gear for motor vehicles according to the preamble of claim 1.

Such a dual clutch change gear show, for example, the DE 10 2005 005 942 A1 or the DE 10 2004 049 832 A1 , The gearboxes are divided into two each associated with a separating clutch associated sub-transmission and thus enable a part of a gear to turn a gear and at the same time select the next gear in the second part of the second gear in the open second clutch. The gear change can then be done accordingly quickly by switching the two disconnect couplings. The actuators (electrical, electromechanical, hydraulic actuators) usually act on double synchronizer clutches, each serving two mutually structurally adjacent grades (gear stages).

From the US 2006/0225527 A1 is a generic switching device for a dual-clutch change gear known. From the DE 10 2004 043 939 A1 is another dual-clutch transmission for a front-transverse drive of a motor vehicle known.

The object of the invention is to propose a switching device for a dual-clutch change gear that allows greater structural and transmission-related degrees of freedom while maintaining only one actuator for adjacent grades.

This object is achieved by the features of claim 1. Advantageous developments of the invention describe the other claims.

According to the invention, it is proposed that gear stages of each subtransmission are arranged adjacent to one another and can be switched and / or pre-selected by means of a common or a single actuator. As a result of the proposed measure, individual, mutually adjacent gear stages of both partial transmissions can also be switched using only one actuator and possibly additionally preselected so that a rapid gear change can even be carried out between the adjacent gear stages.

In a structurally particularly advantageous manner, the two idler gears of the gear ratios are switchable or preselectable by means of a modernized double synchronizer clutch, by means of which both idler gears can be coupled alternately or together.

In this case, manufacturing technology favorable cooperating with gear teeth of the adjacent idler gears shift sleeve of the Doppeltelsynchronkupplung be divided into two sleeve rings, which are separated by means of the single actuator switchable.

The sleeve rings of the split sliding sleeve can advantageously each carry a radially outwardly projecting annular collar, which cooperate ring collars with an axially displaceable over the actuator shift fork for switching and / or preselection of the gear stages.

Structurally and functionally particularly simply, the sleeve parts of the sliding sleeve can be connected to one another by means of at least one tension spring prestressing the sleeve parts in a neutral position uncoupling the loose wheels. In particular, the at least one tension spring is designed so that its spring force under load standing gear is less than the force required to decouple the gear, but greater than the force required in the no-load operation of the gear to decouple the gear. Accordingly, by means of the actuator and the shift fork, the gear ratios are positively controlled switched or preselected, while the decoupling of the gear when the clutch is released (ie no load) on the at least one prestressed tension spring is effected.

The at least one tension spring may preferably be a coil spring anchored to both sleeve rings. To achieve a specific spring characteristic or a hysteresis of the tension spring and two or more coil springs may be provided, which are anchored to a respective sleeve ring and which are arranged engaging one another or one above the other.

Structurally particularly favorable, the spiral spring (s) can be arranged within the two annular collars around the sleeve rings and optionally radially inside the shift fork.

Finally, to ensure stable guidance of the sleeve rings on the corresponding synchronizer body with nevertheless small axial space of the synchronizer clutch, the mutually facing end faces of the sleeve rings in the neutral position of the synchronizer clutch interlocking notches (or gears) to be provided.

Two embodiments of the invention are explained in more detail below. The schematic drawing shows in:

1 a block diagram of a dual clutch change gear for motor vehicles according to the first embodiment, with in two Partial transmission divided six speed stages and two part of the transmissions associated separating clutches, wherein the gear ratios via dual synchronous clutches by means of an actuator are switchable or preselected;

2 a longitudinal section along line II-II of 1 characterized in the neutral position by the modernized double synchronizer clutch of the two gear stages, which are each associated with a partial transmission of the gearbox;

3 the double synchronizer clutch according to the second embodiment according to the 2 wherein a gear is engaged;

4 the double synchronous coupling according to 3 , in addition to the second gear in a preselected state;

5 the double synchronous coupling according to 4 , with dissolved first gear and switched second gear.

According to 1 is the roughly schematically illustrated dual-clutch change gear 10 together from a double disconnect clutch 12 , their abortive coupling elements 14 . 16 with a first input shaft 18 and a second input shaft 20 are connected by love. The input shafts 18 . 20 are as shown coaxially arranged, wherein the input shaft 20 is designed as a hollow shaft. Parallel to this is an output shaft 22 in the transmission housing, not shown, of the transmission 10 stored.

Between the input shafts 18 . 20 and the output shaft 22 are different gear ratios forming gear stages or gears with the gears 24 . 26 . 28 . 30 . 32 . 34 . 36 . 38 . 40 . 42 . 44 . 46 provided, of which on the input shafts 18 . 20 arranged gears 24 . 28 . 32 . 36 . 40 . 44 Fixed gears and those on the output shaft 22 arranged gears 26 . 30 . 34 . 38 . 42 . 46 Loszahnräder are, by means of each arranged between two adjacent idler gears double synchronizer clutches 48 . 50 . 52 optionally switchable or preselected.

The double synchronous couplings 48 . 50 . 52 are by means of arrows only 54 indicated actuators and over shift forks 56 actuated. The actuators 54 can be in a conventional manner electrical, electro-mechanical or hydraulically operated adjusting devices, the shift forks 56 axially shift or pivot in the direction of arrows for switching or selecting the gear stages.

The double clutch 12 can z. B. be connected to the power output shaft of an internal combustion engine, while the output shaft 22 is drivingly connected to at least one differential of a driven axle of the motor vehicle.

The input shaft 18 with the gear steps 36 . 38 . 40 . 42 . 44 . 46 forms a first partial transmission A with three gear ratios and is driving with the first separating clutch 14 connected. Further, the second input shaft forms 20 with the gear steps 24 . 26 . 28 . 30 . 32 . 34 and the disconnect clutch 16 the second partial transmission B. Both partial transmissions A and B act as shown on the common output shaft 22 ,

By assigning the double synchronizer clutch 52 to the first partial transmission A and the double synchronizer clutch 48 to the second part of the transmission B, the corresponding gear ratios can be switched alternately and preselected. For example, at switched gear ratio 24 . 26 of the partial transmission B, the gear ratio 40 . 42 of the partial transmission A already inserted or preselected. Of course, the disconnect clutch 14 respectively. 16 each selected (not yet effective) gear opened.

As far as described so far, the dual-clutch transmission 10 be known and conventional design with all its transmission elements. The double synchronous couplings 48 . 52 and the idler gears interacting with them 26 . 30 . 42 . 46 The gear stages can be positioned locally instead of their fixed gears and vice versa (ie not on the output shaft 22 but on the input shafts 18 . 20 ).

The adjacent gear steps 32 . 34 and 36 . 38 however, deviating from each associated with a partial transmission A and B, but are of a single actuator 54 via a shift fork 56 switched and preselected as described below:
The on the output shaft 22 arranged double synchronous coupling 50 ( 2 ) Is not described in detail known type and has one on the output shaft 22 attached synchronizer body 60 on, on the over an external toothing 60a two sleeve rings 62 . 64 with a corresponding internal toothing axially displaceable but are mounted non-rotatably. The sleeve rings 62 . 64 act like a conventional, one-piece sliding sleeve with the adjacent synchronizer rings 66 and one at the loose gears 34 . 38 respectively arranged switching toothing 34a . 38a together.

The sleeve rings 62 . 64 carry on their outer circumference each a radially projecting annular collar 62a . 64a , between which on the mutually facing flanks of the annular collars 62a . 64a the the sleeve rings 62 . 64 semicircular comprehensive shift fork 56 starts. With appropriate operation of the shift fork 56 to the left or right can thus the gear 32 . 34 of the partial transmission B or the gear ratio 36 . 38 of the partial transmission A are switched or preselected.

Between the sleeve rings 62 . 64 or their mutually facing hub portions 62b . 64b are several circumferentially distributed tension springs 68 according to 2 in the form of Schraubenzugfedern (it is only a tension spring 68 apparent) anchoring the sleeve rings 62 . 64 bias against each other. The sleeve rings 62 . 64 are axial (eg by stop rings, not shown on the synchronizer body 60 or by axially formed stops on the front sides of the hub portions 62b . 64b ) secured in the neutral position, on the other hand, no by the tension springs 68 caused bias on the shift fork 56 exercise.

The 2 shows the neutral position of the double synchronizer clutch 50 in which no gear is engaged or preselected.

According to 3 is the double synchronizer clutch 50 by moving the sleeve rings 62 . 64 (or only the sleeve ring 62 ) on the drawing to the left by means of the actuator 54 and the shift fork 56 switched so that the lottery gear 34 with the output shaft 22 (not shown) coupled and thus the gear ratio 32 . 34 of the partial transmission B connected (with closed disconnect clutch 16 ) or preselected (with the disconnect clutch open 16 ) is, depending on the selected, effective gear ratio.

Instead of the tension springs 68 is in the embodiment, according to 3 but a coil spring 70 around the hub sections 62b . 64b arranged in the area of the ring collars 62a . 64a at the hub sections 62b . 64b by radially inwardly into corresponding holes projecting spring ends 70a is anchored. The right side sleeve ring 64 is thus of the coil spring 70 as can be seen the axial displacement of the shift fork 56 tracked.

The 4 shows a further switching position of the double synchronizer clutch 50 in which both loose gears 34 . 38 or both gears 32 . 34 and 36 . 38 are switched. It is understood that in this constellation a separating clutch 14 or 16 must be open.

Assuming the disconnect clutch 16 the partial transmission B is closed and thus the gear ratio 32 . 34 effectively switched as a gear ratio. In this case, the gears are running 32 . 34 under load, with the flow of power from the switched idler gear 34 and the gearing 34a over the socket ring 62 and the coupling body 60 on the output shaft 22 runs. Furthermore, in resilient couplings conventional way resilient locking means (not shown) are provided which the sleeve ring 62 hold in the switched position.

Should the adjacent gear 36 . 38 be selected, so will the shift fork 56 over the actuator 54 moved to the right on the drawing.

The tension spring 68 (according to 2 ) or the coil spring 70 ( 3 and 4 ) is now designed so that their spring force under standing gear under load (here 32 . 34 ) is smaller than that for disengaging the Loszahnrades 34 required force, but greater than that in no-load operation of the gear ratio 32 . 34 required force for uncoupling.

As a result, despite the axial displacement of the shift fork 56 to the right and corresponding bias of the coil spring 70 the gear ratio 32 . 34 remains switched and with the separating clutch open 14 the gear ratio 36 . 38 is preselected.

Should also the preselected gear 36 . 38 be switched to effective gear, so first the disconnect clutch 16 open, reducing the gear 32 . 34 circulates without load. Accordingly, the restoring force of the spiral spring predominates 70 (or the tension springs 68 ) and the sleeve ring 62 uncouples the idler gear 34 where he is the shift fork 56 is tracked.

This position shows the 5 , Deviating from the 3 and 4 are in the execution according to 5 instead of a spiral spring 70 two spiral springs 72 . 74 (hatched, unshaded), one of each on a sleeve ring 62 . 64 as described above anchored and the one another are positively connected to a spring unit with a defined hysteresis effect.

Will the double synchronizer clutch 50 by means of the actuator 54 and the shift fork 56 back to the neutral position (see 2 ) is switched by the force of the coil springs 72 . 74 the sleeve ring 64 also led back to the starting position.

The mutually facing end faces of the sleeve rings 62 . 64 are in the neutral position of the double synchronizer clutch 50 interlocking notches 62c . 64c Mistake. The notches 62c . 64c are circumferentially offset so that their projecting portions each engage in the adjacent groove portions of the other sleeve ring, whereby the double synchronizer coupling 50 can be made shorter axially.

Claims (9)

Switching device for a transmission, in particular a double-clutch change-speed transmission for motor vehicles, with a plurality of actuators ( 54 ), which in the case of the two-speed transmission (A, B) divided gearbox ( 10 ) one gear each and preselect a gear, each with a loose wheel ( 34 . 38 ) of the gears ( 32 . 34 respectively. 36 . 38 ) is turned on in the power flow and alternately a clutch is closed, wherein gear stages ( 32 . 34 respectively. 36 . 38 ) each of a sub-transmission (A, B) arranged adjacent to each other and by means of a common actuator ( 54 ) are switchable and / or vorwählbar, characterized in that the two loose gears ( 34 . 38 ) of the gears ( 32 . 34 . 36 . 38 ) by means of a double synchronous coupling ( 50 ) are switchable or preselected, by means of the two loose gears ( 34 . 38 ) are alternately or together coupled such that either individual loose gears ( 34 . 38 ) of the gears ( 32 . 24 respectively. 36 . 38 ), as well as both loose gears ( 34 . 38 ) of the gears ( 32 . 34 respectively. 36 . 38 ) with a synchronous body ( 62 ) of the double synchronous coupling ( 50 ), that is, with each other, are connectable. Switching device according to claim 1, characterized in that the with Schaltverzahnungen ( 34a . 38a ) of the adjacent Loszahnräder cooperating shift sleeve of the double synchronizer clutch ( 50 ) in two sleeve rings ( 62 . 64 ) divided by the single actuator ( 54 ) are switchable separately. Switching device according to one of the preceding claims, characterized in that the sleeve rings ( 62 . 64 ) of the split sliding sleeve each a radially outwardly projecting annular collar ( 62a . 64a ), which ring collars ( 62a . 64a ) with one above the actuator ( 54 ) axially displaceable shift fork ( 56 ) interact. Switching device according to one of the preceding claims, characterized in that the sleeve rings ( 62 . 64 ) of the sliding sleeve by means of at least one of the sleeve rings ( 62 . 64 ) in a the idler gears uncoupling neutral position biasing tension spring ( 68 ; 70 ; 72 . 74 ) are interconnected. Switching device according to claim 4, characterized in that the at least one tension spring ( 68 ; 70 ; 72 . 74 ) is designed so that its spring force under load standing gear is less than the force required to decouple the gear, but greater than the power required in the no-load operation of the gear to decouple the gear. Switching device according to one of the preceding claims, characterized in that the at least one tension spring anchored on both sleeve rings spiral spring ( 70 ). Switching device according to one of the preceding claims 1 to 5, characterized in that two or more coil springs ( 72 . 74 ) are provided as tension springs, each on a sleeve ring ( 62 . 64 ) are anchored and which are arranged engaging one another or one above the other. Switching device according to one of the preceding claims, characterized in that the spiral spring ( 70 ; 72 . 74 ) within the two annular collars ( 62b . 64b ) around the sleeve rings ( 62 . 64 ) is arranged around. Switching device according to one of the preceding claims, characterized in that the mutually facing end faces of the sleeve rings ( 62 . 64 ) in the neutral position of the double synchronous coupling ( 50 ) interlocking notches ( 62c . 64c ) are provided.

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