DE10328019A1 - Drive train for vehicle with automatic transmission, comprising parking lock linked to manual hand brake for cases of emergency - Google Patents

Abstract

The drive train, assembled of the engine, the transmission gear with a parking lock with an integrated emergency function, a clutch, connecting the components, and a drive shaft, is equipped with a gear shift device operated with at least one rail for use with two different gears. The parking lock with a second rail can be operated using the same control element. The recesses provided at the at least two rails for the temporary accommodation of the control element are arranged in alternating positions.

Description

The present invention relates to comprising a drive train, in particular for a motor vehicle a drive motor, a manual transmission with a parking lock emergency operation, a coupling connecting this and a drive shaft.

In addition to drive trains with manual transmissions and automatic transmissions it has also become known, automated Manual transmission in drive trains of motor vehicles to use. With the automated manual transmission becomes an actuator in the form of, for example, an electric motor or two electric motors for the dialing process and the shifting process used the gear change to the gear change program-controlled or carried out by the driver can.

Such an automated manual transmission with the actuators, the clutch for separating the drive train and the operating devices for operating the transmission are designed as a "by-wire" system, in which the actuator or actuators via electronic control pulses can be controlled and a mechanical power transmission link between the selector lever arranged in the vehicle and the transmission is no longer provided. Automated at such be done Transmission in the form of, for example, an automated manual transmission or a double clutch transmission with two clutches and electromotive Actuators are known to provide a parking lock, so that vehicle equipped with it prevented from unintentionally rolling away can be. The output shaft of the transmission and so that the drive train is blocked. The parking lock will be there operated by its own additional actuator according to the prior art.

The present invention lies based on the task of specifying a drivetrain, one compared to the State of the art requires fewer actuators and the parking lock contained therein can be operated manually in an emergency to couple the parking brake. This problem is caused by one Powertrain especially for a motor vehicle, comprising a drive motor, a manual transmission with a parking lock with emergency operation, a coupling connecting this and a drive shaft released, at which the manual transmission a selector for gear selection with an arrangement of at least a first shift rail and a parking lock switch rail for actuating the parking lock and one Shift finger, the one with the first shift rail and the parking lock shift rail is to be engaged. The parking lock shift rail is included as an additional Shift rail in the selection device for gear selection with an arrangement integrated with at least a first switching rail. The parking lock shift rail can by the same shift finger with which the shift rails actuated for gear selection can be actuated become. The transmission of the drive train according to the invention requires therefore no additional Actuator for actuation the parking lock.

Preferably in the manual transmission drive train according to the invention several switching rails available. With each of the shift rails two can Gears engaged so that the number of shift rails corresponds to the number of gears.

Preferably, the shift finger be moved by a gear actuator. The gear actuator enables this a translational movement of the shift finger in the axial direction the shift shaft on which the shift finger is arranged, and a rotary movement of the shift finger around the longitudinal axis of the shift shaft. The Gear actuator is preferably operated electrically.

In a preferred embodiment of the drive train according to the invention it is provided that the displacement path of the parking lock switch rail is bigger than the path of the shift rails. In another preferred embodiment it is provided that the switching mouth of the parking lock switch rail across from the switch panels the shift rail is shifted. These measures enable it that the displacement path for inserting the parking lock is twice as large as the displacement path for engaging a gear. This double displacement path can be used by a suitable reduction, a corresponding exert high strength too can, without a change to have to make on the actuators.

A shift is preferred of the shift finger in the alley of the parking lock shift rail in each Position of the shift rails possible. This means that the parking lock regardless of the gear engaged actuated can be. For example, an even and an odd gear or just one of the aisles be inserted, in addition the parking lock can be inserted as desired.

Alternatively, it can be provided that shifting the shift finger into the alley of the parking lock shift rail is only possible in certain positions of the adjacent switch rails. For example this can mean that only when the first gear is engaged or for example only when reverse gear is engaged the alley of the parking lock switch rail is accessible. Especially at a gearbox with just one clutch can thus be guaranteed be that the parking lock only in a certain operating condition can be inserted.

The problem mentioned at the beginning is also caused by a drive train, in particular for a Motor vehicle comprising a drive motor, a manual transmission with a parking lock with emergency actuation, a coupling connecting this and a drive shaft solved, in which the parking lock can be opened by a hydraulic parking lock slave cylinder, wherein the parking lock slave cylinder can be actuated by a master cylinder of a hydraulic clutch system. The master cylinder of the hydraulic clutch system is preferably actuated by an electrically operated actuator. The manual transmission is preferably a so-called automatic manual transmission, in which both the gear selection and the clutch actuation are carried out by electronically controlled and electrically operated actuators. In the manual transmission of the drive train according to the invention, no separate master cylinder is now necessary to actuate the parking lock. This function is also taken over by the master cylinder for clutch actuation.

Is preferably between the parking lock slave cylinder and the master cylinder of the hydraulic clutch system a first Valve arranged. This valve enables the parking lock slave cylinder to disconnect or connect to the hydraulic system as required and such an activity to enable or prevent.

Between the parking lock slave cylinder and the master cylinder of the hydraulic clutch system is preferred a changeover valve arranged in a first switching position pour in of hydraulic fluid in the parking lock slave cylinder and in a second switching position hydraulic fluid from the parking lock slave cylinder. In addition, is preferably between the parking lock slave cylinder and the master cylinder of the hydraulic Coupling system a check valve arranged that in the first switching position of the envelope valve a backflow of hydraulic fluid prevented from the parking lock slave cylinder. This measure prevents engaging the parking lock in the event of a pressure drop in the hydraulic System, for example in the event of a malfunction or a leak in the hydraulic system.

The one for actuating the parking lock slave cylinder Hydraulic pressure is necessary in a first variant of the manual transmission of the drive train according to the invention less than that for actuation of the clutch slave cylinder necessary hydraulic pressure. At a activity of the master cylinder is so initially the parking lock opened, then the clutch is opened. The previously mentioned check valve in connection with a suitable valve position of the changeover valve prevents backflow of the hydraulic fluid and thus the closing the parking lock. Special measures to decouple the slave cylinder of the clutch in this case not necessary because of the higher one necessary pressure for actuation of the clutch slave cylinder compared to that for actuating the Parking lock slave cylinder necessary pressure first an actuation of the Parking lock can be done.

Alternatively, the manual transmission comprise a second valve with which the clutch slave cylinder can be disconnected from the hydraulic line. In this case can be used for actuation of the parking lock slave cylinder necessary operating pressure may also be higher than the one for actuation operating pressure required for the clutch.

The problem mentioned at the beginning will also by a hydraulic system, especially for motor vehicles, comprising a master cylinder, a Nehmerzy cylinder for actuating a Motor-gear coupling and a pressure medium line connecting them solved, where the master cylinder over another hydraulic line with a parking lock slave cylinder for actuation is connected to a parking lock.

The problem mentioned at the beginning will also comprising a drive train, in particular for a motor vehicle a drive motor, a manual transmission with a parking lock emergency operation, a coupling connecting this and a drive shaft released, at which the parking lock can be opened by an actuator and additionally with a manually operated lever opened can be. An advantageous embodiment of the invention provides before that the emergency operation the parking lock in the passenger compartment from the lever of the parking brake during Driving operation is covered to ensure that before loosening the Parking lock the vehicle inevitably is safely parked by means of its parking brake.

In a further advantageous embodiment the invention provides for the parking lock by means of at least an adapter or connecting element with the foot or hand operated Connect the parking brake firmly in an emergency. This connector can be a cotter pin or a screw, for example. In the event of failure the actuators to open the Parking lock, for example if the entire electrical system fails of the vehicle or in the event of a fault in the actuator for actuating the Parking lock, the parking lock can be opened in this way and made the vehicle capable of rolling for towing, for example become.

For this purpose, the lever is preferably via a transmission means with an actuator with connected to the parking lock. The means of transmission can be, for example, a Bowden cable or the like. alternative other pulling or pushing actuators are also possible here.

The transmission means is preferably eccentrically arranged on the lever. This way, a translation when actuated realized the lever, so it is a comparatively large path at a comparatively small force to actuate the transmission means.

The transmission means is preferably by means of of a bolt arranged eccentrically on the lever. In this way let yourself flip the lever about 180 °.

In a further development of the drive train according to the invention the lever covers a screw in a driving operating position manual operation a clutch actuator. The lever takes one in this way second function, it prevents the possibility of actuating the Manual actuation screw of the clutch actuator during normal operation.

The screw is preferably in a recess arranged, preferably from a cap elastic material is covered. The depression is preferred dustproof and / or waterproof covered by the cap. This measure prevents damage or contamination of the screw for manual operation of the Clutch actuator.

The invention further relates to a method for controlling a drive train of a motor vehicle, wherein the drive train is a drive motor, a transmission, a this connecting coupling, a drive shaft and one with the Drive shaft rotatably connected shaft brake includes.

The shaft brake of the drive train is usually used as a parking brake or as a supporting service brake. According to the invention is now provided by the shaft brake in certain operating states additional Applying the holding torque. In this way, the range of uses the shaft brake can be expanded.

In particular, it can be provided that for starting the motor vehicle on a slope through the Wave brake an additional Holding torque is applied. It is preferably provided that the sum of the holding torque applied by the shaft brake and the clutch torque of the clutch corresponds to the torque that is required to hold the motor vehicle on an incline. This will reduce the thermal load and wear on the clutch reduced.

Preferably the shaft brake Completely open, as soon as the torque applied by the clutch is greater than the moment necessary to stop the motor vehicle. In this Operating state, the torque applied by the clutch is sufficient to start the vehicle. With a closed shaft brake would therefore this counteract the starting torque.

In a further development of the invention it is provided that for shifting the gearbox on a slope the shaft brake an additional one Holding torque is applied. Especially in overrun mode thereby an undesirable Acceleration of the vehicle prevented.

In a further development of the invention it is intended that the additional Holding torque is applied until after inserting a new one Ganges the engine speed of the drive motor is synchronized and the clutch can be closed almost without torque. This measure allows shifting of the transmission without thermal load or Wear the clutch.

The invention is illustrated below the accompanying drawings explained.

Show

1 a schematic representation of a parking lock in the locked state;

2 a schematic representation of a parking lock in the unlocked state;

3 an arrangement of shift rails, a shift finger and design geometries;

4 a first example of a switching state;

5 a second example of a switching state;

6a - d Sketches on how the arrangement works 3 ;

7 - 9 further embodiments as circuit diagrams for parking lock actuation;

10 a first embodiment of a hydraulically operated parking lock;

11 a second embodiment of a hydraulically operated parking lock;

12 a first embodiment of a lever for actuating an emergency release device;

13 a second embodiment of a lever for actuating an emergency release device in a first position;

14 the second embodiment of a lever for actuating an emergency release device in a second position;

15 a solution to the emergency operation under the lever of the parking brake

16 another solution of an emergency operation for a parking lock

17 a drive train of a motor vehicle with a shaft brake;

18 a schematic diagram of a drive train of a motor vehicle.

18 shows a schematic diagram of a drive train 80 of a motor vehicle 70 , A four-wheeled vehicle is shown 70 where a drive motor 71 via a clutch 72 and a gear 73 as well as a drive shaft 74 about a differential 75 an axis 76 with wheels arranged in it 77 drives. The drive train shown is basically identical in a vehicle with front-wheel drive and rear-wheel drive, only the arrangement of the transmission and downstream drive means change. The principle shown can also be used be applied to a four-wheel drive vehicle.

A parking lock wheel 1 according to 1 is non-rotatable on a transmission output shaft 2 arranged. The transmission output shaft is connected to drive wheels, not shown here, of a motor vehicle via a differential gear and associated drive shafts. A parking pawl 3 is with the gearbox shown only schematically 4 by means of a schematically shown rotatable suspension 5 connected. The parking pawl 3 can be about the suspension 5 turn and is in a first position as a parking position 1 with the parking lock wheel 1 engaged and thus puts the parking lock wheel 1 and the transmission output shaft 2 opposite the gearbox 4 firmly. In a second position as the driving operating position according to 2 is the parking pawl 3 not with the parking lock wheel 1 engages and thus enables free rotation of the transmission output shaft 2 , The parking pawl 3 is by a spring 6 in the locked position according to 1 drawn. Against the force of the spring 6 can be an actuator 7 the parking pawl 3 in the unlocked position according to 2 to press. The actuator 7 can be done, for example, by a shift finger, not shown here, which is actuated by actuators moved by an electric motor. By means of a holding element 8th , which can be an electrical actuator, for example, becomes the parking pawl 3 in the driving position according to 2 held. The holding element 8th can be, for example, an electromagnet, the parking pawl with a low holding current 3 in the driving operating position according to 2 can hold.

3 shows a dialing device 10 for gear selection in a manual transmission. The basic arrangement of four shift rails, namely a first shift rail, is shown 11 , a second shift rail 12 , a third shift rail 13 and a fourth shift rail 14 , In addition there is a parking lock switch rail 15 intended. The respective shift rails 11 . 12 . 13 . 14 are about a shift 27 to shift a gear. The displacement route 28 to insert the parking lock is like the sketches 3 to 5 can be seen immediately, significantly larger, here about twice as large as the displacement path for gear actuation 27 ,

The first to fourth shift rails are each connected to shift forks that serve to shift the individual gears. In the present case, the transmission has 7 forward gears and one reverse gear, the assignment is in each case with digits 1 to 7 as well as the letter R. The parking lock shift rail 15 is with the in 1 and 2 shown actuator 7 connected. The shift rails can be from a shift finger 16 on a selector shaft 17 is arranged to be moved. The shift finger can each in a shift mouthpiece 19 in the shift rails 11 . 12 . 13 . 14 . 15 intervention. On the control shaft 17 are furthermore at least two design geometries 18 arranged. The layout geometries 18 can each with the shift rails 11 to 15 interact where there is currently no engagement with the shift finger 16 given is. The shift shaft 17 is rotatable about its longitudinal axis and in the representation of the 1 can be moved in the vertical direction in the drawing plane so that the shift finger 16 with every shift rail 11 to 15 can be engaged. The shift rails 11 to 15 are usually referred to as alleys. The shift rails move by rotating the shift shaft 17 around its axis, so that the backdrop-like guides of the shift rails 11 to 15 by means of the shift finger 16 in the level of 3 can be moved from left to right or vice versa.

The parking lock shift rail connected to the parking lock 15 is shifted by half the actuation path compared to the other shift rails, like 3 immediately made clear. In the representation of the 3 the transmission is in the neutral position, the parking lock is in the open position. The wide shift mouth of the shift rail of the parking lock is shifted compared to the other shift rails.

4 shows a shift state in which the gears 4 and 5 the parking lock is still open. In 5 is opposite to the representation of the 4 the parking lock is also inserted. In the 3 to 5 can be seen that the path of the parking lock switch rail 15 is twice as large as that of the aisles 4 and 5 belonging second and fourth shift rail 12 respectively. 14 , Due to the staggered arrangement of the shift mouthpiece in 3 it is still possible to select, switch on or off all gears and the parking lock. Due to the larger actuation path of the parking lock switch rail 15 opposite the shift rails for inserting the aisles, the parking lock shift rail 15 for actuating the parking lock at a specified torque for rotating the selector shaft 17 overall a larger job can be done. In particular, the geometry of the shift finger 16 and the parking lock switch rail 15 or the part of the parking lock switch rail 15 with the shift finger 16 is in engagement, designed so that the highest possible force can be exerted. In this way, a considerably greater force for actuating the parking lock can be applied with a relatively low-power actuator for actuating the manual transmission.

6a . 6b . 6c such as 6d illustrate the functionality of the based on the 3 to 5 circuit shown. The shift finger is shown 16 with the fifth shift rail 15 or the third shift rail 13 is engaged.

In 6a is the shift finger 16 in the middle position and so is to any Shift rail can be moved and positioned. By moving the shift finger 16 takes place in the representation of the 6b inserting the parking lock. The layout geometries 18 are in this position of the shift finger 16 , ie if this with the parking lock switch rail 15 can be engaged outside the first to fourth shift rails 11 to 14 , so that the gears are not shifted out again. In other words, the fifth shift rail 15 the only shift rail that can be operated without affecting the switching status of the first to fourth shift rails. The layout geometries 18 are otherwise arranged such that the fifth or seventh gear is automatically switched off when the first gear is shifted, for example, or the second or fourth gear is automatically switched off when the sixth gear is shifted.

6c shows the shift finger 16 turned back to the middle position. Other alleys can be found here as well as in the illustration in the 6a can be controlled. By turning the shift finger 16 as shown in 6d the parking lock can be removed again.

Due to the enlarged way of parking lock actuation the actuator can be dimensioned smaller, a balanced design between the actuating forces for synchronizing and laying out the parking position is possible. This is also in view on the path resolution and dynamics of the actuators required because the use of a stronger motor also increase the time constant would.

In the 3 to 6 Shifting schemes shown are usually used in transmissions with a double clutch and two gear trains, in which all odd gears are served by one gear train with one clutch and all even gears are served by one gear train with another clutch. With such gearshifts, it is permissible that an even and an odd gear are engaged at the same time, since these are ultimately operated by different clutches. Such transmissions also enable the transmission of a torque during the shifting process by preselecting the next higher gear, so that a similarly smooth acceleration can be achieved with a manual transmission as with an automatic transmission.

7 illustrates a further embodiment of the parking lock actuation according to the invention. In this case, a transmission with an input shaft that can be rotated by a single clutch is assumed. With such a transmission, only one gear can and may be engaged at a time. The shift gate is with a first shift rail 21 , a second shift rail 22 and a third shift rail 23 equipped, in which the shift finger, not shown here, can be moved into the other aisle in the middle position of the shift rails. This ensures that two gears can never be engaged at the same time. A change in the alley of the parking lock is shown in the 7 only possible from first gear. For the movement of the parking lock switch rail 15 So there is twice the way of actuation compared to engaging a gear.

8th illustrates an arrangement according to 7 , in which the parking lock can only be engaged from the reverse gear designated REV.

9 illustrates another alternative embodiment, in which between the parking lock shift rail 25 and the other shift rails 21 to 23 a gap is inserted so that along the dashed line 26 an outward movement of the shift finger and thus an additional selection movement is required.

10 shows a sketch of a hydraulically operated parking lock. A master cylinder is shown 31 that has a hydraulic line 32 can act on a clutch slave cylinder of a clutch, not shown here, between an engine and a transmission of a motor vehicle. The master cylinder 31 is actuated by an electrical actuator, not shown here, for example. At a junction 34 is to the hydraulic line 32 a second hydraulic line 35 connected. The second hydraulic line 35 is with a parking lock slave cylinder 36 connected. In the second hydraulic line 35 is also a check valve 37 as well as a changeover valve 38 arranged. The changeover valve 38 enables a hydraulic line of the parking lock slave cylinder 36 either via the second hydraulic line 35 or a third hydraulic line 40 to the hydraulic line 30 to dock. In the representation of the 10 is the changeover valve 38 in a position in which the second hydraulic line 35 with the hydraulic line 39 of the parking lock cylinder 36 connected is. The check valve 37 allows a flow only in the direction of the parking lock slave cylinder, this is by an arrow 41 indicated. A dashed arrow 42 in 10 indicates the second position of the changeover valve 38 on. In this switching state of the changeover valve 38 can hydraulic fluid in both directions, but especially from the parking lock slave cylinder 36 towards the master cylinder 31 stream. In the by the arrow 41 in 10 indicated first switching position of the changeover valve 38 can only flow the hydraulic fluid in the direction of the parking lock slave cylinder 36 take place so that when the master cylinder is actuated 31 the only schematically arranged parking lock 43 is opened. This happens against the force of a return spring 44 , In the by the dashed arrow 42 in 10 indicated second position of the order switching valve 32 hydraulic fluid can flow in the opposite direction, ie the parking lock slave cylinder 36 is, for example, by the force of the return spring 44 emptied so that the parking lock 43 is closed.

In the embodiment as described for 10 it is assumed that the actuation pressure for actuating the parking lock is lower than the pressure for actuating the clutch and slave cylinder 33 , If this is not the case, an alternative embodiment as shown in FIG 11 are used. Here is in the hydraulic line 32 in front of the clutch slave cylinder 33 a second valve 45 arranged that switching the hydraulic fluid on and off to the clutch slave cylinder 33 allows. In 11 the closed second valve is shown 45 , The changeover valve 38 enables in the representation of the 11 a flow in the direction of the parking lock slave cylinder 36 , This combination of valve positions can be done using the master cylinder 31 over the parking lock slave cylinder 36 the parking lock 43 be opened. When the second valve closes 45 prevents the check valve 37 an outflow of the hydraulic fluid from the parking lock slave cylinder 36 , At the in 11 with the arrow 41 shown valve position of the changeover valve 38 and closed second valve 45 can the clutch slave cylinder via the master cylinder 33 be operated. Will the changeover valve 38 in the in 11 with the dashed arrow 42 indicated position, so hydraulic fluid due to the force of the return spring 44 from the parking lock slave cylinder 36 flow back and actuates the parking lock 43 ,

12 shows an eccentric lever for actuating the emergency release device of a parking lock. A lever 50 is about a pen 51 with a guided bolt 52 connected, which in turn with a Bowden cable 53 connected is. The bolt is mounted eccentrically in the lever so that when the lever is actuated 1 that is on a base plate 54 supports the Bowden cable 53 is pulled. The lever 50 has flat surfaces on both sides 55 over an arc 56 are interconnected. Through the flat surfaces 55 of the lever 1 ensures that the respective end position of the lever 50 through one on the Bowden cable 53 Exerted force is maintained because of the radial distance between the pin 51 and the point of contact between the base plate 54 and lever 50 increases when the lever is moved from its end position and therefore a greater actuation force is required. In 1 the rest position is shown as a solid line 57 , where the Bowden cable 53 as can be seen immediately, is not attracted; an actuation position is shown as a dashed line 58 , where the Bowden cable 53 is dressed. When operating the lever 50 is not to overcome the force acting on the Bowden cable, but only one from the flat surfaces 55 and the circular arc 56 cam gear formed reduced force. The Bowden cable 53 is for example with an actuator 7 corresponding 2 connected and capable of this in the driving operating position 2 to move. Instead of a Bowden cable 53 Any other pulling or pushing means, for example ropes, rods or the like, can also be used as transmission means.

13 and 14 show a further embodiment of an emergency actuation of a parking lock. As with the previous one using the 12 embodiment shown is a lever 50 over a pen 51 eccentric with a bolt 52 connected, which in turn with a Bowden cable 53 connected is. In 13 the normal operating position is shown, ie the emergency actuation of the parking lock is closed. The lever 50 hides one in a recess 59 arranged adjusting screw 60 for manual actuation of the clutch actuator. To seal the screw 60 or the deepening 59 The depression is in normal operation with respect to the environment and to avoid contamination 59 from a cap 61 that on the lever 50 is arranged, covered. 14 shows the lever 50 after activating the parking lock ( 43 ) by folding the lever 50 , As can be seen, the lever is asymmetrical and has several surfaces 62 that lock the lever in different positions. Alternatively, a lever configuration can also be used here 12 be applied. After operating the lever 50 corresponding 14 is the screw 60 accessible for manual actuation of the clutch actuator and can be actuated manually, for example, using an Allen key, a screwdriver or the like. The cap 61 covers the recess 59 and with it the screw 60 dustproof and / or protected against splash water.

15 shows a solution of a parking lock emergency operation in combination with a parking brake ( 30 )

17 shows a transmission arrangement in a motor vehicle. A four-wheeled vehicle is shown 70 where a drive motor 71 via a clutch 72 and a gear 73 as well as a drive shaft 74 about a differential 75 a rear axle 76 with wheels arranged in it 77 drives. There is a shaft brake on the drive shaft 78 arranged. In the present example, this is designed as a conventional disc brake. Brake calipers (not shown) of the disc brake are actuated by a hydraulic system (not shown here). A pressure cylinder (not shown) can be used to exert a variable pressing force on the brake shoes of the brake calipers, so that the braking torque of the shaft brake 78 can be controlled. Instead of a hydraulic control, here a mechanical, pneumatic or electrical control system can also be provided. The brake is self-determining, which means that the braking force is applied via a spring; the brake is released by applying the hydraulic pressure. If the pressure in the system decreases, the brake is closed. In this way, the function of a parking brake can be realized. The exact design of the shaft brake can vary widely, the only condition being that the device works proportionally and not only knows the position without a fix, as is the case, for example, with parking brakes with claw-like elements. Instead of the disc brake, an eddy current brake or the like can alternatively be used here, for example.

The coupling 72 is designed in the present case as an automatically controlled clutch; the gearbox is corresponding 73 designed as an automatic manual transmission. In order to implement the function of a traction aid on gradients, the clutch is only partially closed while the vehicle is stationary and the service brakes are released, with a low starting gear being selected. If the vehicle is on a slight incline with the forward gear engaged, the sliding, partially closed clutch can be sufficient to hold the vehicle motionless on a slope. Be this operating condition can be an extraordinary thermal load and a corresponding wear of the clutch 72 entail. The driver can increase the engine speed by changing the accelerator pedal position and thus bring about a greater holding force on larger inclines. This measure increases the thermal load and wear on the clutch 72 additionally.

Instead of the vehicle by means of a sliding clutch 72 Holding the moment applied to the slope now becomes the shaft brake 78 closed. In addition, rolling away of the vehicle in the opposite direction, here downhill, can be prevented by a torque applied by the clutch by partially closing it. A delay in applying a sufficient torque to bring the vehicle to a standstill can be countered by initially applying a torque using the shaft brake 78 , If the clutch torque exceeds a specified torque, the vehicle speed is simultaneously below a minimum speed, the starting gear is selected or engaged at the same time, the engine is idling or at least close to idling and the brake pedal applies a braking force below a minimum force, the shaft brake will 78 closed as a starting aid or to hold the vehicle on an incline. The one from the shaft brake 78 applied holding force or that on the drive shaft 74 applied torque is chosen so that the shaft brake 78 generated holding torque added with the drive torque applied by the clutch via the transmission corresponds to the desired drive torque for holding the vehicle. The moment of the wave brake 78 is increased until the clutch 72 torque to be applied becomes zero. This until the shaft brake does the maximum 78 applicable moment is reached.

As soon as the driver increases the engine speed or for the clutch 72 If a torque is selected that is greater than the required holding torque, the shaft brake 78 slowly opened the clutch 72 is closed slowly so that the vehicle starts. The starting process is finished as soon as the clutch 72 is completely closed.

If the driver wants to continue stopping the vehicle on the slope and this is demonstrated, for example, by an increased pedal force on the service brake, the shaft brake becomes in return 78 opened so that the vehicle is only held on the slope by the service brake.

With the drive system shown above, switching assistance can also be implemented when driving downhill. If, for example, a downshift is made when driving downhill, there may be high torque differences on the clutch. As a result, strong changes in the deceleration can occur when shifting and generate correspondingly high loads on the clutch. By means of the shaft brake 78 A holding torque can now be applied to the drive train so that the drive or holding torque to be generated in the new gear to be engaged can be applied for a short time. The vehicle is thus using the shaft brake during the switching process 78 kept at a constant speed or constant or desired deceleration. In this way it is possible, after engaging the next gear, to synchronize the engine speed with the transmission speed in such a way that the clutch is engaged more or less without torque 72 is made possible.

If the clutch output torque 72 is less than 0, in other words the motor 71 the vehicle is prevented from accelerating, usually referred to as overrun mode, at the same time the vehicle speed is above a minimum speed and a gear change is requested or carried out, so the shaft brake 78 activated. The braking torque generated by this is set so that it is currently on the clutch 72 applied torque minus that from the shaft brake 78 applied torque the desired clutch torque on the clutch 72 equivalent. This process continues until the moment at the clutch 72 applied moment is zero. At this moment the gear change is carried out and the drive motor 71 with the gearbox 73 synchronized so the clutch 72 can be closed without torque. As soon as the gear change is finished, the gear change has been interrupted or the vehicle speed is below a minimum speed, the shaft brake will 78 applied moment slowly shut down. That from the drive motor 71 applied moment minus that from the shaft brake 78 The torque applied corresponds to the desired torque on the clutch 72 , The one from the shaft brake 78 The torque applied is reduced until it is zero and the brake is fully opened.

All torque information in the previous description is either on the drive shaft 74 or the engine torque 72 to normalize. This means that when considering the clutch 72 and the shaft brake 78 torque generated in each case the gear ratio 73 must be taken into account.

The submitted with the registration claims are suggestions for wording without prejudice for the Obtaining further patent protection. The applicant reserves the right before, still more, so far only in the description and / or drawings claimed combination of features.

Relationships used in subclaims point to the further training of the subject of the main claim by the features of the respective subclaim; you are not as a waiver of achieving an independent, subject Protection for the combinations of characteristics of the back-related under claims to understand.

Since the subjects of the subclaims with regard own and independent inventions based on the state of the art on the priority day the applicant retains imagine they are the subject of independent claims or Declarations of division do. You can still self-employed Inventions contain a design that is independent of the objects of the preceding subclaims exhibit.

The exemplary embodiments are not as a limitation to understand the invention. Rather, within the scope of the present Revelation numerous changes and modifications possible, in particular such variants, elements and combinations and / or materials, which, for example, by combining or modifying individual into Link to those in the general description and embodiments and the claims described and features or elements contained in the drawings or Process steps for the expert with regard to the solution of the task can be removed are and through combinable features to a new item or lead to new process steps or process step sequences, too as far as they manufacture, test and work procedures.

Claims (34)

Drive train, in particular for a motor vehicle, comprising a drive motor, a manual transmission with a parking lock with actuation, a coupling connecting this and a drive shaft, characterized in that the manual transmission has a selector for gear selection with an arrangement of at least a first shift rail and a parking lock shift rail for actuating the parking lock and a shift finger to be engaged with the first shift rail and the parking lock shift rail. Drive train according to the preceding claim, characterized in that that there are several shift rails. Drive train according to one of the preceding claims, characterized characterized in that the shift finger is moved by a gear actuator can be. Drive train according to one of the preceding claims, characterized characterized that the displacement path of the parking lock shift rail is bigger than the path of the shift rails. Drive train according to one of the preceding claims, characterized characterized that the switching mouth of the parking lock shift rail across from the switch panels the shift rails is shifted. Drive train according to one of the preceding claims, characterized characterized that a shift of the shift finger in the Alley of the parking lock shift rail in any position of the shift rails possible is. Drive train according to one of the preceding claims, characterized characterized that a shift of the shift finger in the Lane of the parking lock switch rail only in certain positions of the adjacent shift rails is possible. Drive train according to the preceding claim, characterized in that that shifting the shift finger into the alley of the parking lock shift rail is only possible with the first gear or reverse gear engaged. Drive train, in particular for a motor vehicle, comprising a drive motor, a manual transmission with a parking lock with emergency actuation, a coupling connecting this and a drive shaft, characterized in that the parking lock is operated by a hydraulic parking lock taker cylinder which can be opened, the parking lock slave cylinder being actuated by a master cylinder of a hydraulic clutch system. Drive train according to the preceding claim, characterized in that that between the parking lock slave cylinder and the master cylinder arranged a first valve of the hydraulic clutch system is. Drive train according to the preceding claim, characterized in that that between the parking lock slave cylinder and the master cylinder of the hydraulic clutch system, a changeover valve is arranged is that inflow of hydraulic fluid in a first switching position in the parking lock slave cylinder and in a second switching position escape from hydraulic fluid the parking lock slave cylinder. Drive train according to one of the preceding claims, characterized characterized in that between the parking lock slave cylinder and a check valve to the master cylinder of the hydraulic clutch system is arranged in the first switching position of the changeover valve a backflow of hydraulic fluid prevented from the parking lock slave cylinder. Drive train according to one of the preceding claims, characterized characterized that the for actuation of the parking lock slave cylinder required hydraulic pressure lower is than the one for actuation of the clutch slave cylinder necessary hydraulic pressure. Drive train according to one of the preceding claims, characterized characterized in that it comprises a second valve with which the clutch slave cylinder is uncoupled from the hydraulic line can be. Hydraulic system, in particular for motor vehicles, comprising a master cylinder, a slave cylinder for actuating one Engine-transmission coupling and a pressure medium line connecting them, characterized in that that the master cylinder is over another hydraulic line with a parking lock slave cylinder for actuation is connected to a parking lock. Drive train, in particular for a motor vehicle, comprising a drive motor, a manual transmission with a parking lock emergency operation, a coupling connecting this and a drive shaft, thereby characterized that the parking lock is opened by an actuator can and in addition can be opened with a manually operated lever. Drive train according to claim 16, characterized in that the emergency operation the parking lock is covered by the parking brake lever during driving is. Drive train according to claim 16 and 17, characterized in that the parking lock over at least an adapter or connector with the parking brake is connectable. Drive train according to claim 16 to 18, characterized in that that the connecting element has a non-positive and / or positive connection between Parking brake and parking lock manufactures. Drive train according to one of the preceding claims, characterized characterized that the emergency operation for the parking lock in the passenger compartment located. Drive train according to the preceding claim, characterized in that that the lever over a means of transmission with an actuator the parking lock is connected. Drive train according to one of the preceding claims, characterized characterized that the transmission medium is arranged eccentrically on the lever. Drive train according to one of the preceding claims, characterized characterized that the transmission medium is arranged eccentrically on the lever by means of a bolt. Drive train according to one of the preceding claims, characterized characterized that the transmission medium is a Bowden cable. Drive train according to one of the preceding claims, characterized characterized in that the lever in a driving position Manual actuation screw covers a clutch actuator. Drive train according to one of the preceding claims, characterized characterized in that the screw is arranged in a recess which is covered by a cap. Drive train according to claim 26, characterized in that the cap is preferably made of an elastic material. Drive train according to one of the preceding claims, characterized characterized that the depression is dustproof and / or waterproof is covered by the cap Method for controlling a drive train ges of a motor vehicle, the drive train comprising a drive motor, a transmission, a coupling connecting this and a drive shaft, characterized in that the drive shaft comprises a shaft brake connected in a rotationally fixed manner and that in certain operating states an additional holding torque is applied by the shaft brake. Method according to the preceding claim, characterized in that that for starting the motor vehicle on an incline by the shaft brake an additional Holding torque is applied. Method according to the preceding claim, characterized in that that the sum of the holding torque applied by the shaft brake and the clutch torque of the clutch corresponds to the torque that is required to hold the motor vehicle on the slope. Method according to one of the preceding claims, characterized characterized that the shaft brake is opened completely as soon as that of the Clutch applied moment is greater than the moment necessary to stop the motor vehicle. Method according to one of the preceding claims, characterized characterized in that by shifting the gearbox on a slope the shaft brake an additional one Holding torque is applied. Method according to the preceding claim, characterized in that that the additional Holding torque is applied until after inserting a new one Ganges the engine speed of the drive motor is synchronized and the clutch can be closed almost without torque.