EP1841990A1 - Actionneur de transmission de vehicule destine a actionner une transmission de vehicule - Google Patents

Actionneur de transmission de vehicule destine a actionner une transmission de vehicule

Info

Publication number
EP1841990A1
EP1841990A1 EP05850196A EP05850196A EP1841990A1 EP 1841990 A1 EP1841990 A1 EP 1841990A1 EP 05850196 A EP05850196 A EP 05850196A EP 05850196 A EP05850196 A EP 05850196A EP 1841990 A1 EP1841990 A1 EP 1841990A1
Authority
EP
European Patent Office
Prior art keywords
motor vehicle
operating part
main
main operating
spindle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP05850196A
Other languages
German (de)
English (en)
Inventor
Matthias Ehrlich
Norbert Esyl
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Buehl Verwaltungs GmbH
LuK Lamellen und Kupplungsbau GmbH
Original Assignee
LuK Lamellen und Kupplungsbau Beteiligungs KG
LuK Lamellen und Kupplungsbau GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by LuK Lamellen und Kupplungsbau Beteiligungs KG, LuK Lamellen und Kupplungsbau GmbH filed Critical LuK Lamellen und Kupplungsbau Beteiligungs KG
Publication of EP1841990A1 publication Critical patent/EP1841990A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors actuators or related electrical control means therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
    • F16H63/20—Multiple final output mechanisms being moved by a single common final actuating mechanism with preselection and subsequent movement of each final output mechanism by movement of the final actuating mechanism in two different ways, e.g. guided by a shift gate
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H2061/2838—Arrangements with single drive motor for selecting and shifting movements, i.e. one motor used for generating both movements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H2061/2884—Screw-nut devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H2063/025—Final output mechanisms for double clutch transmissions
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19251—Control mechanism
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/20—Control lever and linkage systems
    • Y10T74/20012—Multiple controlled elements
    • Y10T74/20018—Transmission control
    • Y10T74/2003—Electrical actuator

Definitions

  • the invention relates to a motor vehicle transmission device, a motor vehicle transmission actuator for actuating a motor vehicle transmission, an actuating device for a motor vehicle transmission with a motor vehicle transmission actuator and a motor vehicle drive train with such an actuating device.
  • gear actuator In motor vehicle transmission devices, a distinction is often made between the inner gear with its inner gearshift and an outer gearshift circuit, which is also referred to as a gear actuator, especially in power-assisted configurations or in designs with an electric motor.
  • the inner gear with its inner gearshift usually has the components forming the different ratios, such as gears, as well as with these gears coupled or coupled components, such as waves on.
  • gear clutches or functionally identical or functionally similar devices are provided, by means of which couplings for engaging gears can be generated and released for laying out gears.
  • This can for example be such that by means of such a gear clutch a rotationally fixed connection between a gear of a gear forming a gear and a shaft carrying this gear can be generated or released. From these speed clutches extends to the interface to the outer transmission circuit, the inner transmission circuit.
  • This usually has several mechanisms, each of which is a gear clutch in the direction of the outer transmission circuit extend.
  • the Auslegegeometrien act usually in streets where the shift finger or a main actuator is not active. It can be provided that a fixed assignment between shift finger or main operating element and Auslegegeometrie while an active gear lock represents. Constructive implementations of this approach are therefore also referred to as "active interlock”.
  • the actuating device of the motor vehicle transmission device has a so-called shift drum, which is rotatably mounted and in the outer shell of which slot-like grooves are made.
  • the inner transmission circuit or Endausgangsmechanismen each with a shift fork is actuated in this configuration by means of the shift drum.
  • a one-motor gearbox actuator 200 has exactly one electric motor, which is indicated schematically by the arrow 202 or the size "IN" in FIG.
  • This electric motor 202 is coupled to an actuator mechanism, which is indicated schematically in FIG. 6 by the “black box” 204.
  • the electric motor or its motor shaft can be moved or driven in the two opposite directions of rotation. One of these two directions of rotation is assigned the "switching” and the other of these two directions of rotation is assigned to the "select”.
  • the actuator mechanism (“black box” 204) leads depending on the respective Motor rotation from a switch to the respective output 206 or 208 and accordingly makes a kinematic ratio change.
  • the invention has for its object to provide a reliable motor vehicle transmission actuator, a safe operating device for a motor vehicle transmission and a reliable motor vehicle transmission device, which optionally enables the switching of gears in a manner in which the switching sequence of the gears when upshifting and downshifting is not determined in an order each uniquely predetermined by a mechanism, and the optionally allows the use of exactly one drive device, such as electric motor, for this device or this actuator.
  • a motor vehicle transmission actuator for actuating a motor vehicle transmission according to claim 1 or according to claim 3 or according to claim 6 is proposed in particular.
  • An inventive actuating device for a motor vehicle transmission is in particular the subject of claim 21.
  • a motor vehicle gear device according to the invention is in particular the subject of claim 24.
  • An inventive motor vehicle drive train is in particular the subject of claim 28.
  • Preferred embodiments are in particular the subject of the dependent claims.
  • a motor vehicle transmission actuator is proposed, by means of which a motor vehicle transmission can be actuated.
  • a motor vehicle transmission is in particular designed so that it has different sets of wheels or gear sets. These gear sets form gears or gear ratios.
  • the motor vehicle transmission actuator has at least one, in particular movably arranged, main operating part, at least one - in particular movably arranged - auxiliary operating part as well as exactly one electric motor.
  • the main operating part or each main operating part has at least one main actuating element or (main operating) functional surface.
  • main operating part or (main operating) functional surface By means of the main operating part or (main operating) functional surface or of the main actuating element or in each case of a main actuating element, actuating movements for engaging gears in the motor vehicle transmission can be generated.
  • the main operating element or (main operating) functional surface is arranged movably such that it is suitable for selecting Gears in a selection direction and - in particular for inserting a selected gear - is movable in a switching direction.
  • the or each secondary operating part has at least one auxiliary operating element or (secondary operating) functional surface.
  • auxiliary operating part or at least one auxiliary operating element or (secondary operating) functional surface (s) By means of this at least one auxiliary operating part or at least one auxiliary operating element or (secondary operating) functional surface (s), adjusting movements for laying out aisles in a motor vehicle transmission can be generated.
  • (Main operation) function surface (s) are driven in a (respective) switching direction, as well as in a selection direction. Furthermore, by means of this exactly one electric motor, the at least one auxiliary operating part can be driven by its at least one secondary operating element or (secondary operating) functional surface (s). According to the invention, provision is made in particular for the at least one main operating part to be arranged in a relatively movable manner with the at least one main actuating element or functional area relative to the one at least one auxiliary operating part and the at least one auxiliary operating element or auxiliary operating surface arranged thereon.
  • a plurality, in particular two, main operating parts are provided, wherein a first main operating part has at least a first main actuating element and wherein a second main operating part has at least one second main operating element. It can be provided that this first main operating part with the at least one first main operating element, further with respect to this second main operating part with its second
  • Main actuator is arranged relatively movable. Furthermore, it can be provided in particular in a design of the aforementioned type that a plurality, in particular two, sub-operating parts are provided, wherein a first auxiliary operating part has at least a first auxiliary operating element, and wherein a second auxiliary operating part has at least one second auxiliary operating element. In a preferred development of such a design it is provided that the first auxiliary operating part is arranged with the at least one first auxiliary operating element relative to the second auxiliary operating part with the at least one second auxiliary operating element in a relatively movable manner.
  • the or the main operating parts are arranged with their respective at least one main operating element relative to the or the auxiliary operating parts with their respective at least one secondary operating element in the switching direction relatively movable.
  • at least one main operating part with at least one main actuating element arranged thereon is essentially firmly coupled in the selection direction with respect to at least one secondary operating part with at least one auxiliary actuating element arranged thereon.
  • the switching direction is an axial direction and the selection direction is a direction of rotation.
  • the direction of rotation may be, for example, such that the axis of rotation is located in the direction of the axial direction mentioned or parallel thereto.
  • a motor vehicle transmission actuator for actuating a motor vehicle transmission according to claim 3 is also proposed in particular.
  • This automotive gear actuator has a first main operating part, a second main operating part and at least one movably arranged auxiliary operating part.
  • the first main operating part has at least a first main operating element and the second main operating part has at least one second main operating element.
  • the first main operating part or the at least one main operating element is provided for generating Steli Gayen for engaging gears in the motor vehicle transmission.
  • the first main actuating element is preferably designed for engagement in a shift jaw of an internal gear shift of a motor vehicle transmission.
  • the first main operating member is movably arranged such that the at least one main operating member arranged thereon is movable for selecting gears of a selecting direction and engaging a selected gear in a shifting direction.
  • the second main operating part with the second main operating element is in particular designed accordingly, as has been explained above with respect to the first main operating part with the at least one first main operating element.
  • the at least one auxiliary operating part has at least one secondary operating element.
  • actuating movements can be generated for laying out aisles in a motor vehicle transmission. It can be provided in particular that the auxiliary operating element or the auxiliary operating elements engage in a shift jaw or in each case in a shift mouth of an inner transmission circuit of the motor vehicle transmission in order to interpret passages.
  • the first main operating part with its at least one first main actuating element relative to the second main operating part with its at least one second main actuating element is relatively movable.
  • the motor vehicle transmission actuator has a plurality of, in particular two secondary operating parts, wherein these secondary operating parts each have at least one secondary operating element.
  • a first auxiliary operating part is provided with at least one first auxiliary operating element and a second auxiliary operating part with at least one second auxiliary operating element.
  • these two auxiliary operating parts are arranged with their secondary operating elements in each case movable relative to the first main operating part and / or relative to the second main operating part, provided that two such main operating parts are provided.
  • At least one of the main operating parts or the main operating part or all main operating parts is designed as a spindle nut. It is further preferred that at least one of the auxiliary operating parts or a secondary operating part or all secondary operating parts are each formed with a spindle nut.
  • a main actuating element to be arranged on a respective main operating part designed as a spindle nut, or at least one secondary operating element to be arranged on a respective auxiliary operating part designed as a spindle nut.
  • the motor vehicle gear actuator has a first spindle nut which is a first main operating part, a second spindle nut which is a first auxiliary operating part, a third spindle nut which is a second main operating part, and a fourth spindle nut which is a second sub operation part.
  • the spindle nuts which are the main actuating parts at least one main actuating element or (main actuating) functional surface are provided, or that at least one secondary operating element or (secondary operating) functional surface is provided on the spindle nut, the secondary operating parts.
  • spindle nuts formed as the main or secondary actuating part to be received by a threaded spindle.
  • a threaded spindle This may in particular be a threaded spindle, which are provided with threaded portions which differ by their pitch or which have an opposite pitch.
  • a motor vehicle transmission actuator for actuating a motor vehicle transmission is provided which has a threaded spindle which has at least one first threaded section, which is designed as a right-hand thread, and at least one second threaded section, which is designed as a left-hand thread. It is thus provided in particular that this threaded spindle has at least one threaded portion with a positive pitch and at least one threaded portion with a negative pitch.
  • Such a motor vehicle gear actuator in which a threaded spindles is provided which has at least one thread section with positive thread pitch and at least one section with negative thread pitch or in which an area is provided, in which the thread is formed as a right-hand thread, and a section, in which the thread is designed as a left-hand thread, is in a particularly preferred embodiment, a preferred development of the previously described designs.
  • the motor vehicle transmission actuator has a plurality of spindle nuts, which are received by the threaded spindle.
  • at least one such spindle nut is a main operating part and at least one such spindle nut is a secondary operating part.
  • the motor vehicle transmission actuator has exactly one electric motor. It is provided in particular that by means of this exactly one electric motor or the main operating parts and the or the secondary operating parts, or the or the main operating elements and the auxiliary operating elements are driven.
  • the respective main operating elements which are assigned to a predetermined main operating part, formed integrally with this respective main operating part.
  • auxiliary operating elements which are assigned to a predetermined auxiliary operating part, are formed integrally with this respectively relevant auxiliary operating part.
  • the motor vehicle transmission actuator is configured such that the order of the gears of a transmission which can be inserted by means of this gear actuator is not determined by the design of the gear actuator in a specific order, in particular to a specific order when upshifting and / or in a particular downshift order. It is provided in particular that the motor vehicle transmission actuator is designed such that at least four gears can be inserted in a transmission by means of this motor vehicle transmission actuator, wherein the gear actuator is designed so that at least one of these gears optionally in any of the - can be switched, for example, three - remaining gears.
  • the electric motor of the gear actuator is in driving connection with the threaded spindle. This is especially so that this threaded spindle can be driven by means of this electric motor, and in particular is rotationally driven.
  • the electric motor has a motor shaft or motor output shaft or drive shaft, wherein this shaft is positioned parallel to the spindle. In particular, it may be provided that it extends concentrically to the spindle. It can also be provided that a translation stage or several gear ratios are provided between this shaft of the electric motor and the spindle.
  • the threaded spindle is rotatably mounted and axially fixed.
  • the or the secondary operating parts or the auxiliary operating parts forming spindle nuts which are arranged on the threaded spindle are decoupled from this threaded spindle, that a driving connection between these or these spindle nuts or Maubet2011 concerns and the threaded spindle is interrupted.
  • This can for example be designed such that the thread on which the corresponding spindle nut or the Maubet2011iststeil sits is interrupted by a thread-free portion or at the end of such a threaded portion a thread-free portion of the lateral surface of the threaded spindle is provided.
  • This corresponding section is in particular dimensioned such that in each case a secondary operating element or a spindle nut, which is a secondary operating part, can be moved into this area with its thread, so that this secondary operating part or this spindle nut does not engage via its thread into a thread of the threaded spindle , It can further be provided that an area adjoins this area, in which a thread is provided, so that the corresponding auxiliary operating element or the corresponding threaded nut can be moved from the unthreaded area into such a threaded area, so that in this threaded area of the threaded spindle a thread of the threaded spindle engages in a thread of the spindle nut or the auxiliary actuating part, so that a driving connection is provided.
  • auxiliary operating parts or two spindle nuts which form auxiliary operating parts, are provided, and that a thread-free portion of the aforementioned type is provided for the aforementioned purpose for these two auxiliary operating parts.
  • This may in particular be such that one of these spindle nuts or secondary operating elements engages in a right-hand thread and the other in a left-hand thread, with a thread-free region adjoining the region with right-hand thread and the region with left-hand thread, or the region with right-hand thread and the area with left-hand thread are each interrupted by a thread-free area.
  • the motor vehicle transmission actuator has a first auxiliary operating part and a second auxiliary operating part, wherein the first auxiliary operating part is designed mirror-symmetrically with respect to a plane located between this first and the second auxiliary operating part.
  • This plane is in particular a plane located midway between these first and second sub-operating parts, and in particular in the axial direction between these parts.
  • the symmetry can be such that it relates to the configuration of the secondary operating elements on the first auxiliary operating part and on the second secondary operating part. It can also be provided that the entire first secondary operating part is designed symmetrically with respect to this second secondary operating part with respect to the mentioned plane.
  • the first secondary operating part is designed as a spindle nut and the second secondary operating part forms as a spindle nut.
  • a first auxiliary operating part and a second auxiliary operating part are coupled in such a way or integrated in the gear actuator, that the second sub-operating part is moved simultaneously during one or each movement of the first auxiliary operating part, in particular with respect to a between the first and the second sub-operation part level mirror symmetry.
  • first main operating part and the second main operating part are coupled in such a way or integrated in the gear actuator, that the second main operating part in each or each movement of the first main operating part is moved simultaneously to this, in particular mirror-symmetrically with respect to a lying between the first and the second main operating part level.
  • the first main operating part is mirror-symmetrical to the second main operating part with respect to a plane located between this first and second main operating part.
  • This symmetry may be given, in particular, apart from the main operating elements, which are arranged on the first and second main operating part. It can be provided, for example, that the first and the second main operating part are formed so that they are rotated with respect to a plane perpendicular to said plane of symmetry axis, so that no mirror symmetry is given by this rotation, which would be given at a different angle of rotation.
  • the first main operating part and the second sub-operating part engages in the first threaded portion of the threaded spindle and the second main operating part and the first sub-operating part in the second threaded portion of the threaded spindle, wherein the first threaded portion is formed as a right-hand thread and the second threaded portion is formed as a left-hand thread, or vice versa.
  • the first threaded section may also be interrupted by a thread-free region or the second threaded region may be interrupted by a thread-free region.
  • the or the main operating parts are arranged to move axially movable and for selecting rotatably. It is provided in particular that the Axialbewegige associated axial direction is located in the direction of the longitudinal axis of the threaded spindle and the rotational mobility is formed so that the longitudinal axis of the threaded spindle forms the axis of rotation.
  • At least one auxiliary operating part is rotatably coupled relative to a housing by means of a first rotation lock.
  • the housing may be, for example, a gear actuator housing or transmission housing or the like.
  • this first rotation is releasable.
  • This solubility can for example be such that the first anti-rotation device acts on the secondary operating part only in a certain position range of this secondary operating part.
  • This position range can be, in particular, an axial adjustment range act.
  • the auxiliary operating part can be moved axially in an axial position range and is non-rotatably coupled relative to the housing by means of the first rotation lock, wherein, if this auxiliary operating part is moved axially out of the aforementioned range, the first rotation lock is no longer applied to this acts, so that the sub-operation part is then rotatable. It can be provided that in such an area in which the first rotation lock no longer acts on the auxiliary operating part, a freewheel, in particular a one-way freewheel, acts on this auxiliary operating part.
  • the first rotation lock is in particular such that it allows an axial movement of the first auxiliary operating part.
  • These configurations may in particular also be mirror-symmetrical, so that two first anti-rotation locks are provided, one of which is provided for a first auxiliary operating part and of which another is provided for a second auxiliary operating part. It can be provided that a freewheel of the type exemplified above for the first and the second auxiliary operating part is provided as a separate freewheel, or that a common freewheel is provided. But it can also be provided that such a freewheel is missing.
  • At least one main operating part is rotatably coupled to at least one auxiliary operating part.
  • a second rotation lock can be provided for this rotationally fixed coupling. This can, for example, in the manner of a toothing or spline be formed, wherein corresponding teeth are provided on the main operating part and corresponding, cooperating with the aforementioned teeth teeth are provided on the secondary operating part.
  • Such a design may in particular be given in pairs, which is to be understood in particular as meaning that a first main operating part is rotatably coupled to a first auxiliary operating part via such a second rotation lock and a second main operating part to a second auxiliary operating part via such a second rotation, in particular of the aforementioned second rotation can be different, rotatably coupled.
  • the rotationally fixed coupling between the main operating part and auxiliary operating part or the respective main operating part and respective auxiliary operating part can in particular be designed so that it acts over the entire adjustment range of the relevant main operating part and / or the respective auxiliary operating part.
  • the motor vehicle transmission actuator is designed so that can be switched by means of this motor vehicle gear actuator gears of a transmission in substantially any order. It is further preferred that the motor vehicle transmission actuator is designed as a motor vehicle transmission actuator for a dual clutch transmission or parallel shift transmission (PSG). It can also be provided that the motor vehicle transmission actuator is designed for an automated manual transmission (ASG).
  • PSG dual clutch transmission or parallel shift transmission
  • ASG automated manual transmission
  • the motor vehicle transmission actuator is designed such that it ensures an active interlock functionality or, in cooperation with an internal transmission circuit of a motor vehicle transmission or a motor vehicle transmission device, ensures an active interlock functionality. It is thus provided in particular that the motor vehicle transmission actuator-in particular in cooperation with an internal gear shift of a motor vehicle transmission or an inner motor vehicle transmission-is designed so that an old gear is designed only after dialing and in particular before the new gear is engaged becomes. In particular, it is provided that the main actuating element can be moved back into its neutral position after engagement of a gear, without the previously engaged gear being re-designed. Of course, this relates in particular to the interaction with an inner transmission circuit of a motor vehicle transmission or with an inner transmission of a motor vehicle transmission device.
  • such an inner transmission circuit has a plurality of mechanisms, each at least one Have Druckmaul.
  • the respective mechanisms of such an inner transmission circuit which may also be referred to as Endausgangsmechanismen, each having a shift rail or shift fork or the like.
  • This may in particular be a shift fork or shift rail or the like, which has a shift jaw.
  • the motor vehicle transmission actuator can engage via the respective switching jaw in the relevant shift rail actuation.
  • corresponding differently shaped elements such as projections or the like may be provided, which allows actuation by means of a gear actuator or its main and auxiliary operating elements.
  • the auxiliary operating elements exclusively serve the laying out of aisles, so that no gears can be inserted or inserted by means of the auxiliary operating elements.
  • the main operating elements are used in particular for inserting a corresponding gear or the gears.
  • the corresponding geometries are arranged on spindle nuts or main or secondary actuating elements arranged thereon, ie in particular not on the selector shaft or the like itself, and on the other hand on Druckffleugru or corresponding projections or the like, which are arranged on shift rails or the like ,
  • an actuating device for a motor vehicle transmission comprises a motor vehicle transmission actuator, which may in particular be designed as it is explained in the context of this disclosure.
  • the actuator has several mechanisms, which may also be referred to as final output mechanisms, on, which are actuated by this gear actuator for the insertion and disengagement of gears.
  • Each of these mechanisms has at least one shift jaw or at least one engagement region, via which this respective mechanism can be actuated by the motor vehicle transmission actuator.
  • the aforementioned mechanisms or end actuation mechanisms may in particular - as already mentioned above - have an axially displaceable shift rail or a shift fork or the like.
  • these addressed mechanisms or Endausgangsmechanismen are each arranged between the motor vehicle gearbox actuator and speed clutches, which gear clutches rotatable connections between a loose wheel of the wheelsets of the transmission and a shaft for engaging a gear can generate and solve for laying a aisle.
  • each of the final output mechanisms or mechanisms may have a sliding sleeve or the like, which in particular may also be part of such a gear clutch.
  • the mentioned mechanisms or final output mechanisms form, in particular, the inner transmission circuit or are part of the inner transmission circuit.
  • the maximum stroke of at least one main operating element and / or main operating part is greater than the maximum stroke of at least one auxiliary operating element and / or secondary operating part. It is provided in particular that the corresponding stroke or maximum stroke is given in particular in the direction in which the shift rails or the like are arranged axially movable or in the switching direction.
  • the respective main operating part or auxiliary operating part can be axially deflected. It can be provided, for example, that while the maximum stroke of or the main operating parts or at least one main operating part is twice as large as the maximum stroke of at least one sub-operating part and the sub-operating parts. It can also be provided that two main operating parts and two sub-operating parts are provided, wherein the two main operating parts and the both sub-operating parts, starting from their respective neutral position, in the movement in the direction of their respective maximum stroke, each moved away from each other.
  • a motor vehicle transmission device according to claim 24 is also proposed in particular.
  • this motor vehicle transmission device has an actuating device according to the configuration explained in this disclosure.
  • this actuating device has in particular an internal gearshift circuit and a motor vehicle gearbox actuator.
  • the motor vehicle transmission device has in particular a plurality of wheelsets for forming gears.
  • the motor vehicle transmission device can be designed in particular as a double clutch transmission or parallel shift transmission.
  • a motor vehicle transmission device designed as a double clutch transmission or parallel shift transmission it is provided in particular that the motor vehicle transmission device has two partial transmissions. In this case, a first of these partial transmissions is connected in parallel with a second of these partial transmissions.
  • gear sets are provided to form gears. These gear sets are in particular each arranged between two shafts, wherein gear clutches are provided, by means of which a wheel of a respective gear set can be rotatably coupled or released with one of the shafts.
  • the motor vehicle transmission device is designed so that by means of the motor vehicle actuating device or the motor vehicle gear actuator, a selection position is adjustable, in which all gears of the transmission or - if this is designed as a double clutch transmission or parallel shift - a respective sub-transmission are designed.
  • a selection position is adjustable, in which all gears of the transmission or - if this is designed as a double clutch transmission or parallel shift - a respective sub-transmission are designed.
  • a selection position is adjustable, in which all gears of the transmission or - if this is designed as a double clutch transmission or parallel shift - a respective sub-transmission are designed.
  • a motor vehicle drive train according to claim 28 is proposed.
  • This motor vehicle drive train for example, a Have Brennkraftnnaschine or be actuated by such. He may also have driving axles of a motor vehicle.
  • the transmission device according to the invention or the motor vehicle drive train according to the invention has a starting clutch.
  • a starting clutch In the case of a motor vehicle transmission device designed as a double clutch or parallel shift transmission, provision can be made in particular for two such starting clutches to be provided. It may in particular be such that one clutch is a starting clutch and the other clutch is a power-shift clutch.
  • FIG. 1 shows the basic principle of an exemplary embodiment according to the invention in a partial schematic view
  • FIG. 2a shows an exemplary projection of functional surfaces of nuts and exemplary positions of the shift rails in relation to the nuts, as may be the case for example in the design according to FIG. 1 and / or in the design according to FIGS. 3 to 4 or 3 to 5 ;
  • FIGS. 2b to 2d show an exemplary distribution of functional surfaces on the nuts, with particular reference to the design according to FIG. 2a;
  • FIG. 3 shows a 3D view of an exemplary actuating device according to the invention in partial illustration or a 3D view of an exemplary embodiment according to the invention of a 1-motor gear actuator with partially visible shift rails;
  • FIG. 4a to 4c show in three detail views the switching sequence from the position “neutral actuation” (FIG. 4a), "neutral transmission” (FIG. 4b) and “gearshifting” (FIG. 4c); 5 shows an exemplary embodiment of a freewheel, which can be given in particular in the design according to FIG. 1 or FIGS. 1 and 2 or according to FIGS. 3 to 4;
  • Fig. 6 shows a design representing the internal state of the art of the applicant.
  • Fig. 1 shows the basic principle of an exemplary inventive design in partial schematic view.
  • an actuating device 1 for a motor vehicle transmission Shown is in particular an actuating device 1 for a motor vehicle transmission.
  • This actuator 1 has a motor vehicle transmission actuator 2.
  • the actuating device 1 comprises a plurality of end output mechanisms or shift rails 12, different from the motor vehicle transmission actuator 2, one of which is shown in FIG. 1 and partially shown.
  • the motor vehicle gear actuator 2 has a (threaded) spindle 16.
  • This threaded spindle 16 is here designed such that it has at least one first threaded portion 18, which is formed as a right-hand thread, and a second threaded portion 20, which is designed as a left-hand thread, or that, starting from the middle, a positive and a negative spindle or thread pitch has.
  • the addressed “middle” can essentially be the middle in the true sense; However, it can also be provided, for example, that the "center” is a position or a region between the positive and the negative thread pitch.
  • a plurality of nuts or spindle nuts or threaded nuts 22a, 22b, 24a, 24b are arranged, in particular movable.
  • a first nut 22a is a first main operating part
  • a second nut 24a is a first sub-operating part
  • a third nut 22b is a second main operating part
  • a fourth nut 24b is a second sub-operating part.
  • the nuts or elements "b” represent, in particular, a reflection of the nuts or elements "a”. It is thus provided in particular that the (third) nut 22b represents a reflection of the (first) nut 22a, and the (fourth ) Nut 24b represents a reflection of the (second) nut 24a.
  • the (first) nut 22a is fixedly or substantially fixedly coupled to the (second) nut 24a in the circumferential direction or fixedly or substantially fixedly coupled with respect to a rotation about the longitudinal or rotational axis of the spindle 16.
  • the (third) nut 22b is fixedly coupled to the (fourth) nut 24b in the circumferential direction or fixedly or substantially fixedly coupled with respect to a rotation about the longitudinal or rotational axis of the spindle 16.
  • the actuating device 1 can be driven by one or exactly one electric motor or has exactly one electric motor (not shown in FIG. 1).
  • the arrows 26 and 28 schematically represent the input variable (angle of rotation and torque of the electric motor), in each case an arrow 26 and 28, the switching and the other, in particular opposite, arrow 28 and 26 is assigned to choose.
  • the nuts 22a, 22b, 24a, 24b move or the nuts 22a, 22b, 24a, 24b can move.
  • a peripheral catch 30 or a functionally identical or functionally similar device is provided.
  • the circumferential catch 30 supports the torque, and causes an axial movement of the nuts 22a, 24a to the right and the nuts 22b, 24b to the left at a corresponding input rotation angle.
  • This axial movement can be transmitted to the shift rails 12.
  • the nuts 24a, 24b in each case only complete one switching path or a 1-fold switching path in axial movement in order to design gears.
  • the nuts 22a, 22b each pass the double path or switching path to switch gears after laying out. If the gear or a target gear is engaged, the input rotational angle is changed.
  • the nuts 24a and 22a or 24b and 22b move axially towards each other under the action of the catch 30. After the meeting of the nuts 24a / 22a or 24b / 22b, the force of the catch 30 is overcome and the nuts 24a and 22a or 24b and 22b rotate together as a union with the spindle 16.
  • the nuts 22a, 22b, 24a, 24b have functional surfaces or that the nuts 22a and 22b each have at least one main operating element, and the nuts 24a, 24b each have one or more secondary operating elements.
  • this may be such that these main actuating elements form functional surfaces or functional surfaces are provided on these main actuating elements, and these Secondary actuation elements form functional surfaces or functional surfaces are provided on these secondary actuation elements.
  • a transmission can be actuated, which has a plurality, in particular two, part-gearboxes connected in parallel.
  • a transmission may in particular be a parallel shift transmission (PSG) or a dual clutch transmission (DCT).
  • PSG parallel shift transmission
  • DCT dual clutch transmission
  • FIG. 2 a shows a projection of the functional surfaces of nuts 22 a, 22 b, 24 a, 24 b - or schematically or symbolically of the main and secondary operating elements - onto a plane for an exemplary design according to the invention.
  • the design explained with reference to FIGS. 2a, 2b, 2c and 2d and shown there can be given for example in the embodiment according to FIG. 1 or in the embodiment according to FIGS. 3 to 5.
  • the functional surfaces "+ -” or provided with the symbols “+ -” functional surfaces 32 of the nuts 24a, 24b are provided for the layout of gears within a sub-transmission or are required for laying out aisles within a sub-transmission.
  • the functional area "+” or the functional area 34 provided with the symbol “+” belongs to one or to the nut 22a, and the functional area “-” or the functional area 36 provided with the symbol “-” belongs to one or more the mother 22b, or vice versa.
  • the "empty functional areas” 38 or the areas in which the circles in FIG. 2 are provided neither with a symbol "+ -" nor with a symbol "+” nor with a symbol "-” are free spaces in, in which the shift rails 12 of an adjacent sub-transmission can dip.
  • the functional surfaces are on the nuts 22a, 22b, 24a, 24b in a corresponding pitch, such as 360/15.
  • This division or such a division offers the possibility of a dialing position in which all gears of the transmission and / or sub-transmission can be designed together. This possibility can be of particular importance, for example, if - in a design with transmission control or electronic transmission control - this transmission control had a "blackout". It is therefore preferably provided that the functional surfaces or main and Secondary actuation elements are positioned on the respective nuts, that - in particular taking into account the position of the Schaitschienen - in at least one predetermined selection position all gears of the transmission and / or sub-transmission can be designed together.
  • Fig. 2a also shows the positions of the shift rails 12 and exemplary positions for the shift rails 12 in relation to the nuts 22a, 22b, 24a, 24b and the distribution of the partial transmissions G1 and G2. This is shown by way of example for a design with four shift rails 12, two of which (G1A, G1B) are assigned to a first partial transmission G1, and two of which (G2A, G2B) are assigned to a second partial transmission G2.
  • FIGS. 2b, 2c and 2d the exemplary distribution of the functional surfaces onto the individual nuts 22a, 22b, 24a, 24b is shown. These three figures refer to FIG. 2a.
  • FIG. 2b the distribution of the auxiliary operating elements or of the functional surfaces "+ -" or 32 and of the "empty functional surfaces” 38 on the (second) nut 24a or on the first secondary operating part is shown by way of example. It is provided in particular that this distribution of the auxiliary operating elements or the functional surfaces "+ -" or 32 as well as the "empty functional surfaces” 38 shown in FIG. 2a is also given on the fourth nut 24b or on the second secondary operating part.
  • 2c shows, by way of example, the distribution of the main actuating element or functional surfaces "+” or 34 and the "empty functional surfaces” 38 on the (first) nut 22a or on the first main actuating part.
  • 2d shows by way of example the distribution of the main actuating element or functional surfaces "-" or 36 and the "empty functional surfaces” 38 on the (third) nut 22b or on the second main operating part.
  • FIGS. 3, 4a, 4b, 4c and 5 an exemplary embodiment according to the invention will be explained below, which may in particular also be designed in accordance with FIGS. 1, 2a, 2b, 2c and 2d or in accordance with the latter with reference to the last-mentioned FIG. explained basic principle can be designed.
  • FIG. 3 shows a 3D view of an exemplary actuating device 1 according to the invention in a partial illustration or a 3D view of an exemplary embodiment according to the invention of a 1-motor gearbox actuator 2 with partially visible shift rails 12, which for better distinctness with reference numbers 12a, 12b , 12c and 12d provided are.
  • FIGS. 4a, 4b and 4c the switching sequence of the design shown in FIG. 3 is to be explained in particular.
  • FIG. 4a shows the position "neutral actuation”
  • FIG. 4b the position "neutral transmission”
  • FIG. 4c the position "gearshifted”.
  • the actuating device 1 has, in particular, the motor vehicle transmission actuator 2, as well as a plurality of final output mechanisms 10. These final output mechanisms 10 are different from the motor vehicle transmission actuator 2 and can be actuated by this motor vehicle transmission actuator 2.
  • the entirety of the final output mechanisms 10 may also be referred to as an inner transmission circuit or be part of an inner transmission circuit.
  • each of these gear sets next to a gear of the aforementioned type ie a gear that is rotatably arranged with respect to a shaft - and therefore can also be referred to as idler gear - and rotationally fixed with this shaft by means of a gear clutch or functionally identical or Functionally similar device is coupled, a gear is associated, which is rotatably connected to another shaft, or that each of these gear sets has corresponding gears. It is particularly provided that these gears and these shafts form an internal gear or are part of an internal gear.
  • Each of the shift rails 12 has a shift jaw 14, which in this example as an opening, which is open in the circumferential direction to one side - so not circumferentially is closed - is designed.
  • the Endausgangsmechanismen or mechanisms 10 and shift rails 12 of the motor vehicle transmission actuator 2 can be actuated.
  • the automotive transmission actuator 2 has a housing 50, which is partially removed in Figs. 4a, 4b and 4c. Furthermore, the automotive transmission actuator 2 has a (threaded) spindle 16.
  • This (threaded) spindle 16 has a first threaded portion 18 which is formed as a right-hand thread, and a second threaded portion 20 which is formed as a left-hand thread.
  • the first threaded portion 18 and the second threaded portion 20 are each interrupted by a thread-free area or section.
  • This unthreaded portion is concealed with respect to the first threaded portion 18 in FIGS. 3 to 4c, but may be well recognized with respect to the second threaded portion 20 in FIGS. 4a to 4c.
  • the thread-free portion is provided with reference numeral 52 with respect to this second threaded portion 20 in Figs. 4a to 4c. An advantageous purpose of these unthreaded sections will be explained below.
  • the motor vehicle transmission actuator 2 also has one or exactly one electric motor 54.
  • the motor output shaft 56 of the electric motor 54 is arranged concentrically with the threaded spindle 16. But it can also be switched one or more translation stages between the motor output shaft 56 and the threaded spindle 16.
  • the threaded spindle 16 is axially fixed and rotatably mounted and can be driven by the electric motor 54.
  • the electric motor 54 is designed so that it can drive the threaded spindle 16 in both directions of rotation.
  • On the threaded spindle 16 sit several (spindle or threaded) nuts, in particular a first spindle nut 22a, a second spindle nut 24a, a third spindle nut 22b, and a fourth spindle nut 24b.
  • spindle nuts 22a, 22b, 24a, 24b engage threads of the threaded spindle 16 with their respective threads, however, it should be noted that the nuts 24a and 24b can also be moved so that their threads are positioned in one of the unthreaded portions that their respective thread is out of engagement with the thread of the threaded spindle 16.
  • the first nut 22a and the second nut 24a engage with their respective threads in the first threaded portion 18, and the third nut 22b and the fourth nut 24b engage with their respective thread in the second threaded portion 20.
  • the second nut 24a and the fourth nut 24b - as mentioned above - can also each be positioned so that their respective thread is in each case positioned in a thread-free section.
  • the first nut 22a may also be referred to as a first main operating part, or is such; the second nut 24a may also be referred to as a first auxiliary operating part, or is such; the third nut 22b may also be referred to as a second main operating part, or is such; the fourth nut 24b may also be referred to as a second auxiliary operating part, or is one such. In the following, however, is spoken primarily of the first to fourth nut or nut or spindle nut.
  • the first nut 22a or the first main operating part has a first main actuating element 58 or a first functional surface 34, in particular integrally connected thereto.
  • the third nut 22b or the second main operating part has a second main actuating element 60 or second functional surface 36, in particular integrally connected thereto. This may in particular be such that the respectively addressed functional surface 34 or 36 are each an area of the respectively addressed main actuating element 58 or 60, in particular an end face, such as an outwardly directed end face.
  • the first 22a and the third nut 22b are each movably arranged such that the respective main actuating element 58 or 60 or the functional surfaces 34 and 36 arranged thereon, respectively, for selecting gears in a selection direction and are movable to insert a respective selected gear in a switching direction.
  • the respective switching direction is schematically indicated by the arrows 62a and 62b.
  • the selection direction is indicated schematically by the arrow 64. It can be seen that the movement of the corresponding main actuating element or part in the switching direction essentially corresponds to an axial movement, while the movement in the selection direction substantially corresponds to a rotary or pivoting movement.
  • the selection movement essentially also corresponds to a rotational or pivoting movement of this spindle 16, which is directed essentially in the direction of the arrow 64.
  • the switching movement on the spindle 16 corresponds essentially to the arrow 64 opposite oriented rotational or pivotal movement of this spindle 16th
  • the motor vehicle transmission actuator 2 also has, as already mentioned, a second nut 24a or a first auxiliary operating part and a fourth 24b nut or a second auxiliary operating part.
  • the second nut 24a or the first auxiliary operating part has a plurality of secondary operating elements 66 or functional surfaces 32, in particular integrally connected thereto.
  • the fourth nut 24b or the second auxiliary operating part has a plurality of auxiliary operating elements 66 or functional surfaces 32, in particular integrally connected thereto.
  • the secondary operating elements 66 of the second nut 24a and the first auxiliary operating part are also provided with the reference numeral 66a, and the Maubetuschistseiemente 66 of the fourth nut 24b and the second auxiliary operating part with the respective reference numeral 66b.
  • the first nut 22a and the first main operating part are arranged relative to the third nut 22b and the second main operating part relative movable. Furthermore, these two main operating parts or the first 22a and the third nut 22b are respectively disposed relative to the auxiliary operating parts or relative to the second 24a and the fourth nut 24b relative movable.
  • the second spindle nut 24a or the first auxiliary operating element is also arranged so that it can move relative to the fourth spindle nut 24b or relative to the second secondary operating element. However, this does not mean - as will become apparent - that there can not be areas along the entire adjustment range in which the nuts are moved together.
  • the second nut 24a is arranged and / or formed substantially mirror-symmetrically with respect to a plane 68 located between the second 24a and the fourth nut 24b.
  • the first nut 22a is arranged and / or formed with respect to a plane 68 located between the first 22a and the third nut 22b in a substantially mirror-symmetrical manner.
  • the first main actuating element 58 or functional surface 34 of the first nut 22a is not arranged or designed mirror-symmetrically with respect to the second main actuating element 60 or functional surface 36; Rather, these main actuators 58, 60 and functional surfaces 34, 36 are arranged offset from one another in the circumferential direction.
  • first 22a and third nut 22b are arranged and loaded by means of the spindle 16 so that they can be moved mirror-symmetrically with respect to the plane 68 substantially.
  • second 24a and fourth nut 24b are arranged and coupled so that they can also be moved substantially mirror-symmetrically by means of the spindle 16 with respect to the plane 68.
  • the first nut 22a and the second nut 24a may each be loaded by the first threaded portion 18 and the right thread, respectively.
  • the third nut 22b and the fourth nut 24b can each be loaded by the second threaded portion 20 or left-hand thread.
  • the first nut 22a is connected to the second nut 24a via a toothing or a second anti-rotation device 70, which is also provided with the reference numeral 70a for better distinctness.
  • This toothing 70a is in particular a spline.
  • teeth are arranged, which engage in the circumferential direction between teeth which are provided on a radially inwardly facing surface of the nut 24a.
  • This toothing or second rotation 70a is in particular designed so that it couples the nut 22a with the nut 24a over the entire adjustment substantially rotationally fixed.
  • This toothing or second anti-rotation device 70a is furthermore designed, in particular, to permit a relative movement of the first nut 22a relative to the second nut 24a (in the axial direction).
  • the third nut 22b is connected to the fourth nut 24b via a toothing or a second anti-rotation device 70, which is also provided with the reference numeral 70b for better differentiation from the toothing or a second anti-rotation device 70a.
  • the second toothing or second anti-rotation lock 70b is preferably designed essentially in relation to the nuts 22b, 24b, as described above with respect to the second toothing or second anti-rotation device 70a and the nut 22a, 24a.
  • the second toothing or second anti-rotation lock 70b is concealed in FIGS. 4a to 4c. It should be noted that the second toothing or second anti-rotation lock 70a here is separate from the second toothing or second anti-rotation lock 70b.
  • the second 24a and fourth nut 24b respectively have radially outward and outer diameter teeth 72a and 72b, respectively, which are engaged with grooves 74 during the axial movement of the second 24a and fourth nut 24b, respectively; while these grooves 74 for the fourth nut 24b are shown in Figs. 4a-4c, the correspondingly shaped grooves 74 for the second nut 24a are not shown.
  • the grooves 74 are arranged fixed to the housing here. This is exemplary here such that for the second nut 24a is provided with a housing 50 fixed or belonging to the housing 50 groove plate 76 - which is shown in Fig.
  • groove plate 76 is provided - which is not shown in Fig. 4a to 4c.
  • These groove plates 76 may be separate, or integrally connected or integrally formed.
  • These groove plates 76, which are connected to the housing 50, each have a plurality of circumferentially distributed grooves 74. These grooves 74 are axially open to one side, so that the teeth 72a and 72b, respectively, can be axially moved out of the associated groove sheet and moved into it.
  • the respective groove sheet supports - when the teeth 72a and 72b are positioned therein - the torque of the second 24a and fourth nut 24b (see in particular Fig. 4b).
  • first anti-rotation devices or first releasable anti-rotation devices.
  • first anti-rotation devices or first releasable anti-rotation devices.
  • first (releasable) anti-rotation between the nuts 24a, 24b and the housing 50 may be provided, which are in particular such that for laying out the gears, the nuts 24a, 24b relative to the housing 50 are secured against rotation, and for selecting against the housing rotating or are pivotable.
  • the position shown in Fig. 4c can be approached by turning the spindle 16 (with the same direction of rotation) over the position shown in Fig. 4b.
  • the position shown in FIG. 4 b can then be approached starting from the position shown in FIG. 4 c via the position shown in FIG. 4 b.
  • reference numeral 32 a denotes a function surface 32, which is in engagement with the shift rails, for laying out the gears
  • reference symbol 34 a denotes a functional surface for engaging the gears.
  • Fig. 4c shows the actuating mechanism or the actuator 1 and the motor vehicle gear actuator 2 in the switched end position.
  • the nuts 22a, 22b have completed another switching path while the nuts 24a, 24b remain in their axial position.
  • the torque is still supported on the housing 50 by the second anti-twist device or toothing 70, via the toothing or teeth 72a or 72b and via the groove plate 76 (or first anti-rotation lock).
  • the nuts 22a, 22b first move towards one another. Have this reached an axial position as shown in Fig. 4b, the nuts 24a, 24b are re-inserted into the spindle teeth and thereby obtained Form-fitting. Thereafter, the nuts 22a, 22b and 24a, 24b move synchronously toward each other. If they collide, as shown in FIG. 4 a, the torque is no longer supported on the toothing or the teeth 72 a or 72 b or the first rotation lock. The nuts 22a, 22b, 24a, 24b and the spindle 16 are rotated as a bandage to a new selection position.
  • a freewheel 78 is provided in a preferred embodiment.
  • the nut 22a can be positioned radially inside the nut 24a, and the nut 22b radially inside the nut 24b.
  • the nut 22a may dip into the nut 24a, and the nut 22b may be dipped in the nut 24b in particular.
  • FIG. 5 An exemplary design for such a freewheel 78 is shown in FIG.
  • the design according to FIG. 5 is given in an advantageous manner in the design according to FIGS. 3 to 4c.
  • the freewheel according to FIG. 5 is formed by a spring plate 80 and a profile 82, such as a sawtooth profile, or has a spring plate 80 and a profile 82.
  • the freewheel 78 fulfills the freewheeling condition in the selection direction and the blocking condition in the shift direction. In this sense, the switching direction is in particular the direction of rotation of the spindle 16, in which this spindle must be rotated to trigger the engagement of a gear and the selection direction, in particular the direction of rotation of the spindle 16 in which it is rotated to select.
  • main 58, 60 and secondary control element 66 In order to determine the selection position of main 58, 60 and secondary control element 66, it is necessary in known designs of a single-motor gear actuator of an additional rotation angle sensor, based on the signal of this rotation angle sensor, the motor control can set the angular position for the desired switching position.
  • a sensor can be saved according to the embodiment in that z. B. the formation of the profile 82 is different on the circumference or varies. Thus, isolated profile pieces can produce a higher detent force, which by the engine control can be recognized. This gives the possibility to sense a reference at periodic rotation of main 58, 60 and secondary actuator 66.
  • the motor-internal incremental displacement sensor determines the rotational angle position of the main 58, 60 and secondary operating element 66. It should be noted, however, that - in particular as an alternative - for example, a rotational angle sensor can also be used.
  • the inventive design of the functional surfaces 32b at the end faces of the nuts 24a, 24b offers the possibility to interpret all gears in the transmission by a stroke in the event of a possible "blackout" of the engine control.
  • the functional surfaces 32b must have a fixed assignment to the reference on the profile 82 or advantageously have such a fixed assignment.
  • the design explained in the exemplary embodiment can be used for example for a dual clutch transmission (DCT) or a parallel shift transmission (PSG) or be part of such.
  • DCT dual clutch transmission
  • PSG parallel shift transmission
  • an actuating unit or actuating device for switching a dual-clutch transmission can be realized, which is driven only with an electric motor.
  • the actuating unit or device is characterized - at least in an advantageous design - by compact design with only a very few parts.
  • By changing the direction of rotation of the electric motor gears can be both designed and switched, and new switch positions are selected.
  • the embodiment particularly shows a single-motor gear actuator for a compact shift rail assembly.
  • an active interlock is provided or realized. It is thus - in particular according to the embodiment - created a gear actuator based on the one-motor-basic principle with Active-Interlock.

Abstract

L'invention concerne un actionneur de transmission de véhicule destiné à actionner une transmission de véhicule comportant plusieurs ensembles de roues constituant des rapports. Ledit actionneur de transmission de véhicule comporte une tige filetée présentant au moins une première section filetée conçue en tant que filet à droite et au moins une deuxième section filetée conçue en tant que filet à gauche, ainsi qu'un moteur électrique exactement pour l'entraînement dans la direction choisie et la direction de passage des rapports.
EP05850196A 2005-01-20 2005-12-24 Actionneur de transmission de vehicule destine a actionner une transmission de vehicule Withdrawn EP1841990A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005002589 2005-01-20
PCT/DE2005/002325 WO2006076877A1 (fr) 2005-01-20 2005-12-24 Actionneur de transmission de vehicule destine a actionner une transmission de vehicule

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Publication Number Publication Date
EP1841990A1 true EP1841990A1 (fr) 2007-10-10

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EP05850196A Withdrawn EP1841990A1 (fr) 2005-01-20 2005-12-24 Actionneur de transmission de vehicule destine a actionner une transmission de vehicule

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EP (1) EP1841990A1 (fr)
WO (1) WO2006076877A1 (fr)

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WO2006076877A8 (fr) 2007-05-10
WO2006076877A1 (fr) 2006-07-27
US20080132371A1 (en) 2008-06-05
US7721615B2 (en) 2010-05-25

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