FR2805875A1 - Gear change device for automatic discrete gearbox has change gate crossing selection gate - Google Patents

Abstract

The device has at least one change element (12) movable in two dimensions, first and/or second actuators for the first and/or second dimensions and a change device operated by moving the change element along a selection gate with lateral change gates. A change gate crosses the selection gate so that movement of the change element in one direction in the change gate selects first gear and in the opposite direction selects reverse gear.

Description

The invention relates to a device for switching an automated gearbox, containing at least one switching element that can be actuated in two dimensions, a first actuator and / or a second actuator for actuating the switching member in the first and / or in the second dimension, wherein during one of its displacements, the switching member moves along a selection path of a switching device, a selection path from which switching, along which the switching member moves during its other displacement to achieve a change of speed. The invention also relates to a device for switching an automated gearbox, containing at least one switching member pivotable about an axis and translatable along the axis, a pivot actuator for pivoting the switching member. and a translational actuator for translating the switching member, wherein during one of its displacements, the switching member moves along a selection path of a switching device, selecting path from of which there extend switching channels, along which the switching member moves during its other displacement to achieve a change of speed.

Automated transmissions are increasingly being used in modern motor vehicles. Such gearboxes provide to a large extent the comfort of conventional automatic transmissions, for example planetary gearing working with a converter clutch. Compared to these gearboxes, automated gearboxes have the advantage of lower wear and lower cost. On the other hand, it is possible to automate conventional transmissions by equipping an activation member with such a gearbox, the necessary actuators and an electronic control unit for controlling these actuators.

An important secondary condition for such automatic gearboxes is a reliable identification of speed and absolute safety against a switchover between forward and reverse, since such a changeover can naturally have fatal consequences. Figure 6, appended to this application, represents as examples of the essential elements for the actuation of a manually controlled gearbox. The manual gearbox, not shown, comprises switching forks 2, which, by means of their switching rods 6 which are connected to these forks and are guided in guides 4 secured to the gearbox housing, can lead to in gear and reciprocally disengage the gears of the gearbox, which are associated with different speeds. For the actuation of the communication forks 2, uses a switching member, which is designated generally by the reference 8 and which comprises a switching shaft 0 from which protrudes switching finger 12 which engages in the recess switching forks 2 arranged generally U-shaped.

The switching shaft 10 has two binder portions <B> 1 </ B> 4 and 16, the projection 14 being provided with a toothing which extends perpendicular to the axis of the switching shaft 10 and the binder portion 16 having a toothing which extends parallel to the axis. Electric motor gears <B> 18 </ B> and 20 meshing with the teeth of the projections 14 and 16. The electric motors 18 and 20 are connected to a control apparatus 22, which has inputs 24, to which signals relevant are sent for the operation of the gearbox as well as a clutch not represents, which for example is also actuated by an electric motor. One of the inputs 24 is connected to an accelerator pedal 26, which indicates the wish power of the driver. The arrangement and operation of such a control or actuation device are known per se and will therefore not be explained. When the switching shaft 10 is moved in a perpendicular direction (double arrow W) by an electric motor 18, the switching finger 12 moves from one switching fork to the other or in a selection path, so in the in case of a rotation of the switching shaft 10 (double arrow S), the respective switching fork for switching a speed is shifted in translation.

Figure 7 shows a typical switching scheme. There are four switching channels SG, which start from a selection path WG. The left switching channel in Figure 7 serves only for the passage of the reverse gear R; the switching path, which is connected to it, is used to engage the first forward speed and the second forward speed, etc. Since the first gear, normally designated as the starting speed, and the reverse gear are located side-by-side and are engaged in the same direction, there is the risk that, in the case where the position of the switching finger 12 within the WG selection channel is not absolutely absolutely identified, the reverse gearing along the first gear is inadvertently produced or vice versa. Naturally this can have serious consequences when starting from the stopped state.

The object of the invention is to develop a device of the type indicated in such a way as to obtain a high level of security with respect to erroneous engagement or reversal between the first speed and the reverse gear. The invention further aims to develop device so that a switching or a comfortable engagement of the first speed or reverse is possible.

This problem is solved by the fact that the switching device contains a switching path, which crosses the selection path so that the first speed is engaged during a displacement of the switching member in a direction in the path. switching and reverse gear is engaged when moving in the opposite direction. Since in accordance with the invention the first speed and the reverse speed are located in a common switching path, the switching can be arranged to be very safe thanks to very simple arrangements in the drive device for the switch. moving the switching member towards a switching path. For example, the drive device can be switched globally in one direction or in the other direction of a switching channel from the switching element in the selection circuit, this switching being ensured in the switching device. command by corresponding algorithms. As a result of the effects of sensor failures for the identification of the position of the switching member (not shown in Figure 6) or of erroneous adjustments or counting faults related to the position of switching motors not -a-no, are excluded to a large extent. As shown in Figure 6, it is not necessary that the drive is electrical, and instead it can be a hydraulic drive, pneumatic, electromagnetic or other.

According to another characteristic of the invention there is provided an advantageous variant embodiment, characterized in that the switching channel of the first speed and the reverse switching channel are arranged in the same position in the selection path. .

According to another characteristic of the invention, for the displacement of the switching member along the switching channels there is provided electric motor, which, when moving from the selection path in a direction or in the other direction, can be loaded with reverse polarity. Such a driving device can be switched in a particularly simple manner by the fact that an electric motor, for example the electric motor 20 in FIG. 6, is operated with a polarity, starting from a middle position of the switching device in the selected channel in one direction of a switching channel and with the other polarity in the other direction of the switching channel.

However, it may also be advantageous to provide a drive of the hydraulic, pneumatic or electric motor type.

According to another characteristic of the invention, a switching circuit for switching the second speed is arranged next to the switching channel for switching the first speed, that is, starting from the second speed. speed or an erroneous engagement of the second gear is prevented.

According to another characteristic of the invention, a device for switching an automated gearbox of the type indicated above is characterized in that a braking device is used to brake the input shaft of the gearbox. in the switching device is arranged such that this braking device is activated when switching from the zero position, such as the neutral position, switching from the zero speed, such as the neutral position, has a start speed. This is an embodiment of the device according to the invention which makes it possible to prevent a "scraping" of the gearbox when, while the vehicle is stationary and the clutch is engaged, the Gearbox input shaft does not stop completely due to an existing friction in the transmission at the clutch level.

According to another characteristic of the invention, the activation is carried out using one of the actuators and / or the other actuator.

According to another characteristic of the invention, the activation is carried out using the switching actuator and / or the selection actuator. According to another characteristic of the invention, the first speed and reverse gear are arranged in a common switching channel, extends from an end portion of the selection path and the braking device is arranged such that it is activated during a displacement of the switching member in the marginal area.

According to another characteristic of the invention, there is provided a pivoting brake lever, which can be brought by the switching member in a position applied against the input shaft or against a part, which is connected thereto, ( has gearbox.

According to another characteristic of the invention, the brake lever is elastically pushed against a switching fork which is actuated during a displacement of the switching member along an outer switching channel and is pushed back by the switching member for being pressed against the input shaft during a displacement of the switching member bringing the latter into the associated end portion of the switching channel.

According to another characteristic of the invention, when the vehicle is stationary, switching on a speed is carried out only when the brake pedal is actuated, which allows to obtain a safe protection vis-à-vis a sure commitment to a startup speed.

The invention further relates to a device for braking the input shaft of a gearbox, in particular an automated gearbox of a vehicle.

In modern vehicles, more and more automated gearboxes (ASGs) are being used. Compared to conventional automatic gearboxes, which work with planetary gear sets and torque converters, they have the advantage of lower wear and lower cost. The driving comfort that is achieved with automated gearboxes in no way compromises the comfort achieved with conventional automatic gearboxes.

When a vehicle equipped with such an automated gearbox for example brakes, the clutch of the vehicle is actuated in an automated manner and is opened at the latest when the internal combustion engine is running with an idling rotation speed. When the gearbox further placed in the zero velocity position, such as the neutral position, the input shaft is coupled neither to the crankshaft of the internal combustion engine, nor to the output shaft of the gearbox. speeds and can turn freely. Due to the clutch disc inertia, the input shaft may need several seconds to finally come to a standstill due to friction in the bearings. In many cases the clutch does not open completely so that a residual torque keeps the input shaft on the rotational speed of the crankshaft.

In order to be able to engage the first gear or reverse or other starting speed, the vehicle must be stopped while the vehicle is stationary so that it does not move. no annoying scraping noises or damage to the clutch clutch. For this purpose it is necessary to have on the gears of the first gear and the reverse, locking synchronization devices which before the engagement speed, synchronize the rotational speeds of the input shaft and the shaft Release. Such synchronizations require mounting space and incur costs.

The object of the invention is to provide assistance in the context of the problems indicated above, that is to say to create a gearbox which does not use any locking synchronization device or any synchronizing device at least at startup speeds.

This problem is solved by the fact that the device for braking the input shaft of a gearbox contains a braking device, responds to the rotational speed of the input shaft and which, when the speed of rotation falls below a predetermined value, applies a braking torque to the input shaft which rotates and thereby causes braking of the rotating input shaft.

According to the invention, the gearbox is equipped with a braking device, which brakes the input shaft as soon as its rotational speed falls below a predetermined value.

According to another characteristic of the invention, the braking device responds to the rotational speed of the input shaft, comprises a module, is integrally connected in rotation to the input shaft and when the shaft input is fixed, performs a braking action and, when the rotational speed of the input shaft increases, suppresses the braking action when exceeding a prestressing force.

According to another characteristic of the invention, the module comprises at least one element, which tends to move radially outwards under the action of the centrifugal force.

According to another characteristic of the invention, the element acts against the restoring force of an elastic element.

According to another characteristic of the invention, the elastic element is prestressed.

According to another characteristic of the invention, the element is a spring, for example an annular spring.

According to another characteristic of the invention, the module is mounted on the input shaft so that its position varies with respect to the input shaft, under the action of the centrifugal force when the speed of rotation increases.

According to another characteristic of the invention, the module comprises several elements, which are actuated by the centrifugal force, are mounted so as to pivot on the input shaft, on the periphery of the latter, and generally form a inner annular surface for engagement with a fixed braking surface.

According to another characteristic of the invention, the elements actuated by the braking force are resiliently biased by an annular spring in the direction of the braking surface. According to another characteristic of the invention, a fixed stop is provided for the elements actuated by the centrifugal force.

According to another characteristic of the invention, the elements actuated by centrifugal force are surrounded by an abutment ring.

According to another characteristic of the invention, the module has an annular Belleville spring, which is integrally connected in rotation to the drive shaft and which deforms when the rotation speed of the input shaft increases so that annular surface, which is connected to this ring deviates from a fixed braking surface.

According to another characteristic of the invention, the annular Belleville spring is bent radially inwardly forming an annular groove open towards the outside and in which are disposed bodies of inertia, which move radially outwards under the effect of the displacement of a shaped ring connected to the annular Belleville spring, as the rotational speed of the input shaft increases.

According to another characteristic of the invention, the shaped ring is arranged with an annular surface intended to be applied against the braking surface.

According to another characteristic of the invention, the input shaft is connected to an internal combustion engine by means of a coupling device and the braking device is arranged in such a way that it brakes the shaft in the case of a rotational speed which corresponds approximately to the idling speed of the internal combustion engine.

Other features and advantages of the present invention will emerge from the description given hereinafter with reference to the accompanying drawings, in which Figure 1 shows a switching scheme according to the invention; Figure 2 shows a flowchart for explaining the flow of a start-up process; - Figure 3 shows a switching diagram with indication of the place of activation of the brake; Figure 4 shows a modified switching scheme with respect to the switching scheme of Figure 3; - Figure 5 shows a braking device; Figure 6, which has already been mentioned, shows the diagram of an actuating device; - Figure 7, which has already been mentioned, represents a switching scheme known per se; - Figure 8 shows a partial section of a first embodiment of a braking device; Figure 9 shows a partial section of a modified embodiment of a braking device; Figure 10 shows characteristic curves for explaining the operation of the braking device; and - Figure 11 shows a diagram of an automated gearbox known per se.

Figure 1 shows a switching scheme used according to the invention in the actuator already described of Figure 6. As can be seen, the first speed and the reverse gear are located in a common switching path SG. Apart from the left switching path in Fig. 1, in which the first speed and the reverse gear are located, there is a second switching path in which the first speed and the second speed are arranged.

This device, in which the two essential starting speeds are located in a common switching channel, it is possible to determine, solely with the aid of the polarity with which the electric motor realizes the displacement of the switching element in the direction of a communication channel, which of the two speeds can be engaged. When, in accordance with FIG. 6, the switching finger 12 is located in the neutral position, i.e. in the switching channel, the first speed can be engaged only when the electric motor 16 is driven with a voltage having a polarity, while the reverse can be engaged only when the electric motor 16 is driven with the opposite polarity. Switching on the second gear, in which the switching member is moved towards a selection path, in the same direction as in the case of engagement of the first gear, is prevented correspondingly so that an erroneous engagement of the second gear, which can be used for example as a starting speed in the case of a winter program, is also prevented.

As is also shown in FIG. 1, other switching channels (marked by dashed lines) can be provided. With the arrangement or association of the switching channels according to the invention, a significant gain is obtained. from the point of view of safety concerning erroneous starting with an unplanned speed, compared to usual devices.

Figure 2 shows a flowchart of a start operation. The starting operation begins with the fact that in step 40, it is established that the vehicle is stationary. In step 42, a determination is made as to whether to start in forward or reverse. The driver signals this by means of the operation of a corresponding selection lever. If the determined position is not clear, the algorithm goes back and repeats step 42. If the speed at which the start has to be made is determined clearly (not 44 and possibly 46), in 1 or R in step 48, the switching member moves within the selection path to the position corresponding to the 1 / R switching path or, when determination is made example in the case of a winter program, which must be started in seconds, the switching member moves in step 50 in the switching channel, in which is located the second speed. Then, reverse gear or the first or second gear is engaged in accordance with step 50, by charging the associated electric motor with a voltage or a current having a corresponding polarity. When, in step 54, it is established by means of an end stop signal, that the corresponding switching member has reached its end stop or its end position and the speed is engaged, the clutch (not shown) is closed, in step 56, depending in particular on the actuation of the accelerator pedal 26, so that the start is performed. If no end stop is detected in step 54 and therefore if it is not established that speed is engaged, the program proceeds to emergency procedure and / or reports the fault.

It is obvious that the program of the Figure can be modified in many ways. For example, before the switching steps 50 or 52, it is furthermore possible to determine whether a brake pedal is actuated, so that it is certain that the vehicle will not start abruptly in motion unintentionally. This actuation of the brake pad (represented by the lines formed by dashes in the Figure can also be controlled already in step 42 or before this step, which possibly signaling indicates to the driver that actuation of the brake pedal is needed to trigger other processes.

Another problem, which arises when the vehicle is stationary, while the engine is running, lies in the fact that despite the fact that the clutch is disengaged, the input shaft of the gearbox is not completely stopped. This leads to the fact that, during the engagement of a speed, annoying scraping noises appear. To avoid these noises, it is possible to provide corresponding synchronizations of the start-up processes, which is costly. With reference to FIGS. 3 to 5, an advantageous auxiliary arrangement will be explained to solve this problem.

In Fig. 3, reference numeral 60 denotes an end portion or a junction area, through which the selection path WG is extended by the switching path SG, in which the first speed and the reverse gear are located. Referring to FIG. 5, a braking device will be described hereinafter, which is activated when the switching member is brought into the end portion 60. FIG. 4 shows a modified embodiment of FIG. a switching scheme, wherein the first and second speeds are opposite in the left switching path, and whose end portion 60 is arranged at the point where the switching path WG is extended by this switching path SG .

FIG. 5 shows in a side elevational view the switching member 8 (FIG. 6), the switching finger 12 formed on the switching shaft 10 engaging in the switching fork 2 which carries out the 1 / R speed engagement according to Fig. 3 and engagement of speeds 1/2 according to Fig. 4. On the housing 62 of the gearbox is mounted a brake lever 64, which is pushed by a spring 66, by means of an elastic preload, so as to be applied against the switching fork 2. The reference 68 designates an input shaft of the gearbox. The reference 70 designates a switching fork not shown in FIG. 6, which is connected to the switching fork 2 via an associated switch bar and by means of which the respective gear or gears are translated to inside the gearbox.

The operation of the device described is as follows. When the switching member 8 is brought to the end of the selected channel (is pushed downwards in accordance with FIG. 5), it reaches the end portion 60 (FIG. or 4) and places the brake lever in a position against the input shaft 68 of the gearbox so that the latter is braked. When the respective speed is engaged or after this engagement, the finger 12 reaches a position, corresponds to that shown in FIG. 5, which has the effect that the brake lever 64 is moved away from the shaft 68 under the action of the spring 66, so that the shaft can rotate normally during startup or when closing the clutch.

<B> It </ B> is evident that for targeted actuation of the brake pedal 60, cam surfaces or corresponding shaped surfaces can be provided. On the other hand it is obvious that it is not necessary that the actuation brake lever 64 is carried out directly mechanically with the aid of the switching member, but that it can provide a sensor for detecting the position of the finger 12, which correspondingly actuates a braking device for stopping the input shaft 68.

The short distance shown in FIG. 3 between the position in which the brake is actuated and the position in which the first gear engaged is advantageous since a time interval can therefore be maintained at a very low value. low for the actuation of the brake until the engagement of the first gear. The zone, in which the input shaft brake is actuated, can extend beyond the limit of the neutral channel or selection channel into the switching channels.

<B> It </ B> is obvious that the teeth of switching start speeds must have a pointed form so that it does not run the risk that the speed concerned can not be engaged in spite of the fact that the input shaft of the gearbox is stopped.

The invention can be used for all types of automated gearboxes, these gearboxes being able to work with without interruption of traction force. In addition the invention can be installed on existing gearboxes.

In Figure 8, the axis of the input shaft <B> 106 </ B> is represented by a dashed line; Figure 8 therefore represents an upper half device which generally has a symmetry of revolution. The input shaft 106 is mounted in a bearing 122 in the housing 24 of the gearbox. An annular braking surface 126 is formed on the housing 124 of the gearbox. The brake may be connected to the input shaft 1 or be rotatably coupled thereto, such as for example via a gearbox stage or other link.

The input shaft 106 has an annular-shaped recess or collar, which is made with an external toothing 128, in which lever-shaped elements 130 which are subjected to the action of the centrifugal force and which are arranged on the periphery of the input shaft 06. The elements 130 actuated by the centrifugal force are tightened by an elastic ring 132 and are arranged so that they jointly form an inner annular surface 134 and are prestressed, under the action of the annular spring 132, so as to be elastically applied against the braking surface 128. In addition, the elements 130 actuated by the centrifugal force are clamped by an abutment ring 136, and in the position shown in FIG. when the elements 130 actuated by the centrifugal force are in the position shown in Figure 8, there is a clearance between the abutment ring 136 and the elements <B> 130 </ B> act ionized by centrifugal force.

The operation of the components described is as follows. FIG. 8 shows the position of the elements 130 actuated by the centrifugal force in the case where the input shaft 106 is fixed. When the input shaft <B> 106 </ B> rotates with increasing speed of rotation, the elements 130 actuated by the centrifugal force rotate, due to their mass of inertia and under the effect of the centrifugal force , around their meshing positions with the external toothing 1.28, which, due to the rotation of the input shaft 106, establishes an integral connection in rotation between the elements 1 actuated by the centrifugal force and the input shaft 106, outwardly against the prestressing force of the spring ring 132 so that the application surfaces of the elements 130 actuated by the centrifugal force or the annular surface 134 release the fixed braking surface 126 and the input shaft can rotate freely. When the rotational speed of the input shaft 106 continues to increase, the centrifugal force, which acts on the elements 130 actuated by the centrifugal force, is absorbed by the abutment ring 136 which is applied against the bottom grooves formed by the elements 130 driven by the centrifugal force. It is evident that the rings 132 and 166 rotate with the input shaft 106.

Figure 10 shows the force and torque conditions. In the upper diagram, on which the rotation speed n of the input shaft 106 is indicated on the abscissa and the force F is indicated on the ordinate, the curve 1 represents the centrifugal force Fcentrifuge, which acts as a function of n on the elements 130 actuated by the centrifugal force. Curve II represents the Fressorb force that the annular spring 132 opposes to a deformation. FO is the prestressing force, with which the annular spring 132 pushes the elements 130 actuated by the centrifugal force, so as to be applied against the braking surface 126 when the input shaft 106 is at rest. The vertical dashed line represents the idle rotation speed sralenti of the internal combustion engine.

As can be seen, the centrifugal force, which acts on the centrifugal force-actuated element 130, overcomes the spring force above the idle rotation speed so that the centrifugal force-operated elements are released for rotational speeds higher than the idle speed, deviate from the braking surface <B> 126 </ B> in the case of rotational speeds higher than the idle rotation speed. The lower curve III in FIG. 9 indicates the braking torque Mbrining, which acts on the input shaft 106 as a function of the rotation speed n. MO means the braking torque that acts when the input shaft 106 is fixed, decreases as the rotational speed of the input shaft increases eventually vanishes above the idle speed.

It is obvious that the braking torque MO is such that it is surmounted by the starting torque which acts from the internal combustion engine when the clutch engages during start-up.

Figure 9 shows a modified embodiment in relation to Figure 8. In accordance with Figure 9, the annular Belleville spring 138 integrally rotates with the input shaft 106, the intermediate of the toothing 128. The spring Annular Belleville 1 is bent radially inwardly so that it forms an annular groove 140, in which are disposed bodies of inertia 142, for example balls. The radially outer circumferential portion of the annular Belleville spring 138 is rigidly connected to a sheet metal ring which is shaped such that it forms an annular surface 146 opposite the braking surface 126 and terminates in the direction of the annular groove 1 by a conical surface 148. A front surface 150 - optionally radially disposed, of the input shaft 106 forms a stop surface for annular spring 132.

The operation of the device of FIG. 9 corresponds to that of FIG. 8. When the input shaft 106 is fixed, the annular surface 146 is pushed so as to be applied against the braking surface 126 under the effect of FIG. The elasticity of the annular spring Belleville 138. As the rotational speed of the input shaft 106 increases, the inertia bodies 142 move radially outwards under the action of the inertia force and drive the ring. shaped sheet 144, which has the effect that the annular spring Belleville 138 deforms against its elasticity and spreads the annular surface 146 of the braking surface 126. When the rotational speed continues to increase, the lower part The annular Belleville spring 38 is pressed against the end face of the input shaft 106, which in this way forms a stop for the annular Belleville spring 138. It is obvious that the annular surface 146 or e preferably the braking surface 126 may be provided with a brake lining.

The embodiments of Figures 8 and 9, which may be modified in a multiple manner with respect to constructional details, work in a purely mechanical manner due to centrifugal forces. It is obvious that the braking device can also be arranged in such a way that the rotational speed of the input shaft <B> 106 </ B> is detected electronically by means of a sensor and that brake for the input shaft can be controlled by means of an actuator, depending on the speed of rotation of the input shaft 106. In an alternative embodiment, can arrange such a device so that the speed rotation of the output shaft of the gearbox is also detected and that the brake for the input shaft is actuated correspondingly.

The clutch 104 (Figure 11) need not be a mechanical friction clutch, and instead it can be arranged as a hydraulic converter or otherwise. it is not necessary for the braking surface 126 to be formed on a fixed component, for example on the gearbox casing, and on the contrary it can be connected to a component which in all cases rotates more slowly than the gearbox. input shaft, for example the output shaft.

Thanks to the invention, it is useless to use sprockets associated with synchronizations of the starting speeds, so that the gearbox can be produced in a compact and inexpensive form and so as to include simple switching elements. .

Another advantage provided by the invention lies in the fact that, when a gear is engaged and the clutch is open when the vehicle is stopped, an automatic locking is obtained between the bearing, which prevents the vehicle forward or backward from the stopped state.

Figure 11 shows a diagram of an automated gearbox. An internal combustion engine 102 is connected via a clutch 104 to the input shaft <B> 106 </ B> of a gearbox designated globally by reference 108 and whose shaft output 110 leads to the drive wheels of a motor vehicle. On the input shaft 106 and on the output shaft 110 are mounted sets of pinions, which are caused to mesh or be separated by means of switching forks for switching the different speeds. In the example shown, three switching forks are provided, by means of which one can engage speeds respectively 1 / R, 2/3, 4/5. In addition, it is possible to engage an overdrive speed 6. The switching forks can be displaced by means of the actuating member 112, for example a switching shaft, can be moved in a selection path, hence start switching channels. A selection actuator 114 is provided for moving the actuator along the selection flight; a switching actuator 116 is provided for movement in the direction of the switching channels. The clutch 104 can be actuated by means of a clutch actuator 118. For the control of the actuators an electrical control device 120 is used, which controls important circuits for switching, sent according to the inputs of the actuators . The operation and arrangement of the device are known per se, so that it is unnecessary to give further description.

When a vehicle equipped with such an automated transmission brakes example, the clutch 104 opens at the latest when the internal combustion engine rotates at idle speed. When the gearbox is further switched to zero speed, the input shaft <B> 106 </ B> is coupled either to the crankshaft of the internal combustion engine or to the output shaft 110 of the gear box. speeds and can turn freely. Due to the inertia of the clutch disc, the input shaft 106 may need several seconds to finally stop due to friction in bearings. In many cases the clutch 104 does not fully open, so that a residual torque of the input shaft 106 maintains the rotational speed of the crankshaft.

In order for the first gear or reverse gear or other starting speed to be engaged, the input shaft must be stopped when the vehicle is stationary, so that no noisy noise can occur. scraping or any damage to the gables. For this purpose it is known to mount on the gears of the first gear and reverse gear, locking synchronization devices which, before the engagement of the speed, synchronize the rotational speed of the input shaft and the output shaft. Such synchronizing devices require mounting space and entail costs.

The claims appended to this application are wording proposals, without prejudice to obtaining continuous patent protection. The rescuer reserves the right to claim any other features or combinations of features that have hitherto only been described in the description and / or drawings.

References in the subclaims relate to further development of the subject matter of the main claim by virtue of the features of the respective subclaims; they should not be regarded as a waiver of independent protection from the characteristics or combinations of features of the relevant subclaims.

 Since the subject-matter of these claims may constitute, in the light of the technical condition at the priority date attached to this application, clean and independent inventions, the plaintiff reserves the right to be the object of other claims. independent claims or divisional claims. These objects may also contain independent inventions which represent an independent configuration of the objects of the preceding claims.

examples of embodiments should not be considered as a limitation of the invention. In contrast to many changes and modifications are possible in the context of the invention as presently exposed, in particular variants, elements and combinations and / or materials which are for example inventive by combination or transformation characteristics or elements or steps of the process described in the general description and the embodiments as well as the claims and contained in the drawings and which lead by combinable characteristics to a new object or to new process steps or sequences of process steps, insofar as it also relates to manufacturing processes, verification and machining, and where it would allow the skilled person to provide a solution to the problem underlying the invention.

Claims (1)

1. Device for switching an automated gearbox, containing at least one switching element (8) operable in two dimensions, a first actuator and / or a second actuator for actuating the gearbox switching device in the first and / or second dimension, wherein during one of its displacements, the switching member moves along a selection path of a switching device, a selection path to from which switch channels extend, along which the switching member moves during its other displacement to effect a gear change, characterized in that the switching device (2, 4, 6) contains a switching path, which crosses the selection path so that the first gear is engaged when the switch member is moved in a direction in the switching path and the reverse gear is engaged in a gear path placement in the opposite direction. 2. Device for switching an automated gearbox, containing at least one switching member (8) rotatable about an axis and translatable along the axis, a pivot actuator for pivoting the switching member and a translational actuator for translating the switching member, wherein during one of its displacements the switching member moves along a selection path of a switching device (2, 4, 6) a selected channel from which switching channels extend, along which the switching member moves during its further movement to effect a change of speed, characterized in that the switching device contains a switching channel. which crosses the selection path so that the first gear is engaged when the switch member is moved in a direction in the switching path and the reverse gear is engaged when moving in the opposite direction. 3. Device according to either of claims 1 and 2, characterized in that the switching path of the first gear and the reversing switch channel are arranged in the same position in the gear path. selection: 4. Device according to any one of claims 1 to 3, characterized in that for the displacement of the switching member (8) along the switching paths there is provided an electric motor (1 which, when a displacement from the selection path in one direction or in the other direction can be loaded with a reverse polarity 5. A device according to any one of claims 3, characterized in that for the displacement of the switching device (8) along the switching paths is provided with a driving device such as a hydraulic, pneumatic or electric motor drive device according to one of claims 1 to 5, characterized in a switching path for switching the second speed is arranged adjacent to the switching path for switching the first speed. Device according to one of claims 1, 3, 4, 5 or 6, characterized in that a braking device for braking the input shaft of the gearbox in the switching device is arranged in such a way that that this braking device is activated when switching from the zero position, such as the neutral position, switching from zero speed, such as the neutral position, to a start speed. 8. Device according to one of claims 2, 3, 4, 5 or 6, characterized in that the braking device (12, 64) for braking the input shaft of the gearbox in the switching device is arranged in such a way that the braking device is activated when switching from the zero position, such as the neutral position, switching from zero speed, such as the neutral position, to start speed. 9. Device according to either of claims 7 and characterized in that the activation is carried out using one of the actuators and / or the other actuator. 1 Device according to either of claims 7 and 8, characterized in that the activation is performed using the switching actuator and / or the selection actuator. Device according to either of Claims 7 and 8, characterized in that the first speed and the reverse gear are arranged in a common switching path, which extends from an end portion ( 60) of the selection path and that the braking device (1, 2, 64) is arranged such that it is activated when the switching element is moved in the marginal area. Device according to claim 11, characterized in that a pivoting brake lever (64) is provided, which can be supplied by the switching member in a position against the input shaft (68) or against part, 'is connected, of the gearbox. 13. Device according to claim 12, characterized in that the brake lever (64) is resiliently pushed against a switching fork (2) which is actuated during a displacement of the switching member along an outer track the switch member is urged against the input shaft during a displacement of the switching member bringing the latter into the associated end portion of the switching channel. switching. 14. Device according to any one of claims 1, 2, 6, 7 and 8, characterized in that, when the vehicle is stopped, a switching on a speed is performed only when the brake pedal is actuated . 15. Device according to one of claims 1 to 14, characterized in that it contains a braking device, which responds to the speed of rotation of the input shaft of a gearbox and which, when the rotational speed falls below a predetermined value, applies a braking torque to the input shaft which rotates and thereby causes braking of the rotating input shaft. 16. Device according to claim 15, characterized in that the braking device, which responds to the rotational speed of the input shaft (106), comprises a module (130, 132, 134, 138, 142, 144), which is integrally connected in rotation with the input shaft and which, when the input shaft is stationary, performs a braking action and which, when the rotation speed of the input shaft increases, suppresses the braking action when exceeding a prestressing force. 17. Device according to claim 16, characterized in that the module (130, 132, 134, 138, 142, 144) comprises at least one element, tends to move radially outwardly under the action of the centrifugal force. <B> 18. </ B> Device according to claim 17, characterized in that the element acts against the restoring force of an elastic element. 19. Device according to claim 18, characterized in that the elastic element is prestressed. 20. Device according to either of claims 17 and 18, characterized in that the element is a spring, for example an annular spring. 21. Device according to any one of claims 16 17, characterized in that the module is mounted on the input shaft (1O6) so that its position varies with respect to the input shaft, under the action of the centrifugal force when the speed of rotation increases. 22. Device according to claim 21, characterized in that the module comprises a plurality of elements, which are actuated by the centrifugal force, are mounted so as to be pivotable on the input shaft (106), the periphery of the latter, and generally forms an inner annular surface for engagement with a fixed braking surface. 23. Device according to claim 22, characterized in that the elements actuated by the braking force are resiliently biased by an annular spring (132) in the direction of the braking surface (126). 24. Device according to any one of claims 17 and 22, characterized in that a fixed stop is provided for the actuated elements by the centrifugal force. 25. Device according to any one of claims 22 to 24, charac terized in that the elements actuated by the centrifugal force are surrounded by an abutment ring. 26. Device according to any one of claims 16, <B> 17, </ B> 1 and 22, characterized in that the module has an annular Belleville spring (138), which is integrally connected in rotation to the shaft for driving and deforming when the rotational speed of the input shaft increases so that an annular surface, which is connected to this ring, deviates from a fixed braking surface (126). 27. Device according to claim 26, characterized in that the annular Belleville spring is curved radially inwardly forming an annular groove open towards the outside and in which are disposed inertia bodies, which move radially towards the inside. outside due to the displacement of a shaped ring connected to the annular Belleville spring, when the rotational speed of the input shaft increases. 28. Device according to claim 27, characterized in that the shaped ring is arranged with an annular surface intended to be applied against the braking surface. 29. Device according to any one of claims 7, 8, 15, 16, 21, 22 and 27, characterized in that the input shaft is connected to an internal combustion engine with a device of coupling and that the braking device is arranged so brakes the input shaft in the case of a rotational speed which corresponds approximately to the idling speed of the internal combustion engine.