RU2278793C2 - Gearbox - Google Patents

Abstract

FIELD: automotive industry.

SUBSTANCE: proposed gearbox contains great number of gears forming step up and down stages. Each set is formed by transmission gear fixed on shaft and installed for connection with shaft through sliding gear. Each end outlet mechanism is firmed by end outlet member (101, 102, 103, 104 - which are clutches) and connected with it by shifter fork (105, 106, 107, 108). Shifter forks (105, 106, 107, 108) are arranged on shaft 109 for axial travel. Transmission stages are engaged by connecting sliding gear with carrying shaft by means of end outlet member (101, 102, 103, 104). End outlet mechanism is set into action by end actuating mechanism. Sequence of speed changing is not set in end actuating mechanism. End actuating mechanism contains at least one main actuating member III - shifter pin, which comes into active engagement with end outlet members 101, 102, 103, 104. Possibility of engagement of one transfer stage by means of first end outlet mechanism is provided. And then at least one main actuating member can come into active engagement with other end mechanism without disengagement of stage preliminarily shifted in. Each actuating mechanism contains at least one auxiliary actuating member (113, 116, -thin cams). Description of automobile with such gearbox is provided. Proposed invention provides gearbox in which sequence of speed changing in end actuating mechanism is not set, time of speed changing is considerably reduced and safety is increased.

EFFECT: simple design of gearbox with minimum possible number of parts, ease of control without additional safety precautions.

68 cl, 44 dwg

Description

The invention relates to a gearbox, in particular for an automobile, which has a plurality of gear sets forming gear stages, each of which is formed by a gear gear fixedly connected to the shaft and mounted with a floating gear wheel connected to the shaft, while the gear stages are engaged by connecting the floating wheel using the end output element, which is part of the end output mechanism, which is driven by the end use itelnym mechanism with its bearing shaft, the gear shift sequence of steps is not installed in the end actuator.

The end output element is an element that is movable to set the gear ratio, i.e. which creates a connection between two means of transmission of force, such as a clutch. This end output element is part of the end output mechanism, which, for example, along with the clutch includes a gear shift fork, which is connected to the clutch with the help of a shift finger, which can enter into the active connection with it, so that the clutch moves to enable or disable the gear stage, while the switching finger is part of the end actuator, which drives the end output mechanism; as the end actuator, the entire kinematic chain is designated between the switching drive, respectively, the drive for selecting gear stages and the end output mechanism.

In the gearboxes according to the prior art, the interaction of the end output mechanism and the end actuator is such that the gear stage can only be engaged when no other gear stage is engaged. In order to turn on the gear stage, you must first turn off all other gear stages. Thus, the dimensions of the openings of the shift fork with which the shift finger can be connected to switch the clutch through the corresponding shift fork are such that the switch finger can be connected to another shift fork when the clutch is with a shift fork, with which he is just in conjunction, is in a neutral position. Relative to the known manual gearbox with an H-shaped shift pattern, this is manifested in the fact that the gear shift selection movement can be carried out from one shift corridor to another only through the neutral corridor, while moving the lever from one shift corridor to the neutral corridor the gear stage just switched on always turns off. Transmission steps that can be switched using the same clutch cannot be engaged at the same time. Thus, for the switching process, it is necessary to turn off the old gear stage, carry out the selection movement and then turn on the new gear stage; during this time, the moment transmission through the open clutch, which is activated when the vehicle is moving off, is interrupted, since the branch must not bear the load during the switching process. If the choice of a switching corridor is necessary, the switching process becomes relatively long, which, in particular, with an automatic transmission with traction interruption appears in an interfering way and affects safety, for example, when overtaking or cornering, etc.

In particular, for gearboxes switched under load, in which the gear stages form groups between which gearshifts can be performed under load without interrupting the traction, for example, due to the fact that the gear stages are surrounded by different parallel gear branches that correspond to different output elements of the friction clutch, so that due to the actuation of the friction clutch in the transition switching can be caused by a constant switching of the moment from one branch to another branch, there are known embodiments of the connection of the end output mechanism and the end actuator, which provide the inclusion of the gear stage without the need to turn off another, if necessary, already included gear stage. Thus, using a single end actuator, several gear stages in several branches of the gearbox can be switched on simultaneously due to the fact that one gear stage in one branch is turned on first, then the switching finger - without having to turn off the corresponding gear stage - can be connected to other shifting forks to engage another gear stage. In this regard, the applicant refers to its own application DE 10020821 A1, the full contents of which are included in this description.

Usually, two groups of gear stages are formed, while relative to the gear ratio interval, successive gear stages belong to different groups. For example, in a speed gearbox with one reverse gear and six forward gears, one group contains gears 1, 3, and 5, and the other group contains reverse gears R, 2, 4, and 6.

In such a gearbox, it is possible to include the transmission step in the transmission branch included in the torque transmission stream using a friction clutch, and then include the transmission step in another, still open transmission stage branch, into which then switching due to the deviation of the torque stream to the corresponding branch. During the acceleration process, for example, while in the closed transmission branch, for example, the third gear is engaged, for example, the fourth gear in the other branch can be engaged while shifting to a higher gear. However, if you suddenly need to switch down to second gear, you must first turn off the fourth gear and then turn on the second gear, which leads, in particular, to a very large loss of time if the second and fourth gears are switched by different clutches.

In addition, an unfavorable situation may occur when shifting the gearbox, in which more than one gear stages are included in the open transmission branch, which poses a very great safety risk, since as soon as this branch is included in the torque stream, several gear stages with different gear ratios, which can lead to blocking or even destruction of the gearbox.

In addition to this, the so-called gearboxes with a shift roller have become known, in which the end output mechanisms of the gear stages are driven by a rotary switch roller. For example, rocker grooves are made in the switch roller, which extend along the surface of the cylindrical switch roller both in the circumferential direction and in the axial direction, so that when the switch roller is rotated about its longitudinal axis, the switch forks are kinematically connected to them by means of sliding elements in the grooves switching roller, perform movement in the direction of the axis of the switching roller. The sequence of switching the gear stages relative to the rotation of the shift roller is set by the course of the grooves. Such gearboxes with a shift roller provide, when the grooves are properly grooved, overlapping shutdown of the old gear stage and the inclusion of a new gear stage, thereby achieving a certain time gain during the shift process and thereby reducing the duration of traction interruption, however, switching is possible only in strict sequence, so that direct switching, for example, from first to third gear is also impossible, as well as direct switching, for example, from fifth gear in Reversing edachu.

The objective of the invention is to provide a gearbox, for example, an automatic speed gearbox, switched under the load of the gearbox, a dual-clutch gearbox with gear stages distributed over at least two different shafts and the like, in which the gear stage is shifted not installed in the final actuator in which the switching time is significantly reduced and safety is significantly improved. In addition, the gearbox must have a simple design with as few parts as possible and be easy to operate without additional safety measures.

The problem is solved due to the fact that in the gearbox, in which the end actuator contains at least one main actuator, such as a switching finger, which, for example, due to the axial shift of the switching shaft on which it is located, enters active connection with end output mechanisms, which are formed, for example, by shift forks and clutches connected to them, so that it is possible to engage the transmission stage, for example, due to the fact that I switch the output shaft, on which at least one main actuator is located, can rotate and can then enter into an active connection with the other end output mechanism without the need to turn off the gear stage previously turned on, the end actuator contains at least one auxiliary actuator . This end actuator according to the invention with at least one main and one auxiliary element is hereinafter sometimes referred to as active interlock. Obviously, this concept can be the subject of trademark applications and its significance in this connection with the trademark application should not be understood restrictively.

According to a particularly preferred embodiment, at least at the moment of introducing one main actuating element into an active connection with an end output mechanism, at least one auxiliary actuating element is adapted to be inserted into an active connection with at least one other end output mechanism, for example, in a certain position, the main actuator is connected to the end output mechanism and at the same time enter the auxiliary connection Real actuating elements with other end output mechanisms. When actuating the end output mechanism for engaging the transmission stage using at least one main actuating element, for example, by turning the shift shaft, it is preferable to simultaneously actuate another end output mechanism using at least one auxiliary actuating element a mechanism for switching off transmission stages related thereto. It is especially advisable that this makes it possible to turn on only one gear stage at a time, and that, based on the overlapping shutdown of the old gear stage and the inclusion of a new gear stage, as well as the selection movement already carried out, significant time savings are achieved.

According to another, also particularly preferred embodiment, in a gearbox in which the transmission steps form groups that can be replaced without interrupting the traction, at least one auxiliary actuating element is in active connection with at least one other end output by the mechanism of the same group, as soon as at least one main actuating element enters into an active connection with the end output mechanism of one group. In this exemplary embodiment, it is particularly advisable that, when the end output mechanism of one group is actuated to activate the transfer stage using at least one main actuating element, at least one other end output mechanism of the same group with using at least one auxiliary actuating element to turn off transmission stages related thereto. At least one auxiliary actuating element is preferably not included in an active connection with any end output mechanism of another group, at least at the moment of introducing one main actuating element into an active connection with an end output mechanism of one group. It is highly advisable that in this way, in each group, it is possible to include at the same time one gear stage, and not several gear stages of one group.

According to a particularly preferred embodiment of the end output mechanisms, the connecting elements, such as switching plugs, have a first functional area for gripping the main actuating element and a second functional area for gripping the auxiliary actuating element, so that each end output mechanism is adapted to be actuated by the main actuator or using an auxiliary actuator. At the same time, in the gearbox, at least one auxiliary actuating element is arranged to be rotatable when the switching shaft is actuated, and the second functional area is designed so that when the switching shaft is rotated from the auxiliary actuating element, the force is transmitted to the second functional area the direction of shutdown of the corresponding gear stage, which is equal to or greater than the force required to shut down. The connection between the auxiliary actuating element and the end output mechanism should not be suitable for the transfer of force to enable the gear stage.

In another exemplary embodiment, it is preferable to perform at least one auxiliary actuating element, which enables the connection of the auxiliary actuating element with at least two end output mechanisms. For this, the at least one auxiliary actuating element has a particularly large axial width of the switching shaft, which preferably at least approximately corresponds to the width of the two openings of the switching fork and the total distance between them.

According to a particularly preferred embodiment, the at least one auxiliary actuating element and the second functional zones interact with each other so that when the shift shaft is rotated, the gear stage is switched off regardless of the direction of rotation. Based on the starting position, in which the switching shaft is in the middle position relative to its rotation, and in which the main actuating element has also engaged with the first functional area of the end output mechanism, the gear stage is activated due to the fact that the switching shaft is rotated to the right or left , in this case, in any case, at least one auxiliary actuating element activates the corresponding transmission step (s) in the sense of turning off Nia.

In an exemplary embodiment, it is particularly preferable when at least one auxiliary actuating element and the second functional zones are symmetrical for this.

In a particularly preferred embodiment, at least one auxiliary actuating element has cam end zones, and the second functional zones have recesses interacting with them.

In another, also particularly preferred embodiment, the second functional zones have two cam end zones, and at least one auxiliary actuating element has recesses interacting with them.

In this case, the transfer of force between the auxiliary actuating element and the second functional zone is carried out through the top of the cam end zones, while in another embodiment it is also very expedient when the transmission of force between the auxiliary actuating element and the second functional zone is through the side surfaces of the cam end zones.

It is preferable that the gearbox actuator with the end actuator formed from at least one manually actuated selection element and one manually actuated shift element is configured to be mounted as a separate structural group on a pre-mounted gearbox with a hole for engaging the end actuator with at least one end output mechanism.

It is advisable that the same hole is used for the gearbox actuator block and the gearbox actuator block.

In accordance with another idea of the invention, the end actuator is configured such that, with the aid of a suitably made auxiliary actuator, it is possible to set a certain neutral switching position. According to the idea of the invention, after the gear stage is switched on, it is possible to change the position of the main actuating element, for example, the switching finger, relative to the end actuating element, for example, the switching aperture followed by a switching fork, i.e. information about which gear stage is engaged does not follow unambiguously from the position of the main actuating element. In conventional systems according to the prior art, in which the switching finger cannot be taken out of the switching aperture after switching on the transfer step, the neutral position after entering the neutral corridor is unambiguous. In order for the invention to also be able to uniquely set the neutral position, a separate switching corridor can be provided in which a correspondingly made auxiliary actuating element interacts with all end actuators by means of which the gear stage is engaged and causes the gear stage to be switched off . For this, an axially extended switching shaft can be provided, on which the main actuating element and the auxiliary actuating element are arranged, the switching cam as an auxiliary actuating element, which can interact simultaneously with at least two switching openings, so that In the axial position of the shift shaft, the engaged gear stage can always be turned off by turning the shift shaft. Since in this case only the gear stage must be turned off and not the new gear stage added, the rotation of the shift shaft relative to the switch between the two gear stages can preferably be carried out with a significantly smaller rotation angle, for example, with one third of the rotation angle. The rotation angle for setting the neutral position can be limited by appropriate control of the actuator to rotate the shift shaft, while information about the axial position of the shift shaft can be brought into relationship with the neutral position, and the corresponding signals of the axial position path measurement, for example, signals of the path sensor or setting signals of the actuator of the switching shaft can be used for axial movement of the switching shaft but. As an alternative solution or in addition to this, you can use the wings to limit the angle of rotation to establish a neutral position. Setting a predetermined neutral position is especially preferred when starting the internal combustion engine, when the vehicle is stopped, or in similar situations. In addition, it may be preferable to lock the parking function, which consists of blocking the gearbox by simultaneously activating two gear stages, while using the proposed neutral position, this parking lock can be quickly and simply turned off again.

In another preferred embodiment, it may be possible to actuate a conventional parking lock using transmission gear actuators. For example, a parking lock can be activated and deactivated by entering into an additional locking corridor. In this case, the first gear stage can be additionally turned on, and then with the gear stage switched on, the parking lock can be activated by exiting the switched gear stage from the switching corridor and switching to the parking lock activation position.

It is preferable that the end output elements form two groups at a distance from each other along the axis of rotation of their direction of action.

According to another idea of the invention, it may be particularly preferable to use active engagement in conjunction with an automated speed gearbox, the gear stages of which are formed by pairs of gears between two shafts, for example, the input shaft of the gearbox and the output shaft of the gearbox, while the clutch is separated during the gearshift process the drive shaft from the input shaft of the gearbox and therefore during the switching process there is an interruption in traction. In this case, the phase angle in the switching processes, in which the switching corridor between the main and auxiliary actuating element is changed, can be selected so that during the switching process the switching off of the engaged gear stage and the inclusion of the newly engaged gear stage are blocked. This results in faster shift times and shorter traction interruptions. In conventional systems with a switching finger, which first turns off the engaged gear stage, then changes the switching corridor and then turns on the newly engaged gear stage, after about one third of the total travel of the shift clutch, the geometric closure with the gear stage engaged is eliminated, then the transition through synchronization and neutral step, and then a geometric closure is formed with a new gear stage. According to the invention, the switching process can be shortened due to the fact that the start-up movement of the new gear stage starts already with the help of the main actuating element when the geometric circuit is disconnected with the gear stage engaged, i.e. The synchronization of the newly engaged gear stage begins almost simultaneously with the separation of the geometric circuit with the gear stage engaged.

According to another idea of the invention, the gearbox can be made so that in the pairs of gears there is one single synchronization device, and this synchronization device, after switching off the engaged gear stage, is driven by the main actuating element, for example, a shift finger, until the specified rotation speed is reached gearbox input shaft for a newly engaged gear stage. After reaching the set rotation speed, the main actuating element is moved to the switching corridor of the newly engaged gear stage, and it engages a new gear. It is clear that for this process of synchronizing and switching gears on and off, various basic actuators can be used. This system can be provided, in particular, for a dual-clutch gearbox with two transmission branches so that in each transmission branch there is only one synchronization device for all transmission stages of one transmission branch. A more detailed description of this is contained in German application DE 10133695.3, the full contents of which are included in this description. Switching up from one gear stage to another gear stage occurs in such a way that first the moment in the corresponding transmission branch decreases due to, for example, disengaging the clutch with the drive shaft, then with the help of an auxiliary actuating element or with the help of the main actuating element, the engaged gear is switched off, and with the help of the main actuating element in the switching corridor of the highest transmission of the gearbox, the synchronization device is driven by the movement of the corresponding shift sleeve of the highest gear of the gearbox without engaging this gear, and thereby the freely rotating input shaft of the gearbox is consistent with the set speed of rotation of the newly engaged gear. After reaching the set rotation speed, a new gear is engaged with the shift finger. In a preferred embodiment, in order to reduce the distances that the switch shaft with the main and auxiliary actuators travels, it is provided to actuate the synchronization device without engaging the main actuator with the end output mechanism of the highest gear stage, for example, without moving the switch finger to the switch opening of the highest gear stage, due to placement on the switching shaft, as well as on the end output gear kite respective control parts such as pie cones, cams, etc. These control parts, during rotation of the shift shaft, turn off the actually engaged gear stage and / or during axial movement of the shift shaft to select another shift corridor - to move the end output mechanism, for example, the shift sleeve, the highest gear so that although the synchronization device is driven, however, this gear does not engage, so that excessive back and forth movements of the shift shaft can be eliminated.

In particular, in a dual-clutch gearbox with at least two transmission branches that are configured to be connected independently to each other with a drive unit, such as an internal combustion engine, and in which one transmission branch transmits a drive moment using an active gear to the drive wheels, while the gear following the active gear is already engaged in the other transmission branch (s), it may be preferable to apply the so-called strata to this newly engaged gear gies preselection. Pre-selection strategies provide for a precautionary selection of a newly engaged gear so that, with a switch initiated by the driver himself or by a control logic of desires, it is possible to quickly and efficiently perform this shift for the car’s further movement. When the gear is already engaged, with the correct forecast, the shift perceived by the driver occurs only by transmitting the moment from one transmission branch to another transmission branch due to the opening and closing of the corresponding clutches between the drive shaft and the corresponding input shafts of the gearbox.

Moreover, the advantage of this invention is that with the help of an end actuator it is possible to drive the main actuators immediately after a gear change in the transmission branch to the neutral position, and they should not remain in the gear shift corridor of the engaged gear. At the same time, along with an aspect of the control technology, safety aspects can also be taken into account, for example, anti-twist protection for a new car. The following pre-selection strategies may be preferred.

Choosing the next higher gear

After the switching process, i.e. when the clutch loads the current gear of one transmission branch of the moments of rotation, the next higher gear is engaged in relation to the current gear in another, not loaded transmission branch. If there is no higher gear, then the highest gear in this branch is engaged. This ensures protection against twisting when switching the torque to this transmission branch. The gear previously engaged is turned off in this switching process by means of auxiliary actuators. The clutch in this transmission branch remains open until a demand for shifting the engaged gear from the switching logic is initiated.

Preselect lower gear

After the next higher gear is engaged in the unloaded transmission branch in accordance with the above actions, the gearbox actuator is put into neutral without turning off the gear. After that, the installation is carried out in the direction of selection in the gear shift corridor, which is preferably smaller than the actual gear and which is in the unloaded transmission branch of the engaged gear. Especially preferred is, for example, a transmission in which, when driving down, the switching logic calculates as appropriate the transmission for maximum power, while this transmission can change during operation in this position of the gearbox, whereby it can also change position of the actuator of choice. In manual mode, in which the driver actively selects the next gear stage of the vehicle, the installed shift corridor may be a transmission corridor, which has the next lower gear relative to the current gear. In another embodiment, when the vehicle accelerates strongly, for example, by depressing the gas pedal at a predetermined threshold position, a switching corridor can be selected with the gear that the car will switch to if it continues to move at the same speed, for example, a gear with a high gear ratio (overdrive) for car economy mode. It is clear that, in accordance with the actual situation of the movement, the selection movement is carried out, and due to this, it is possible to constantly keep ready for an alternative transmission included in the unloaded branch of the gearbox using a simple switching / disabling movement.

The gearboxes according to the invention can be made in accordance with other considerations, which should not take into account the adjacent location, as in known systems located adjacent to their gear ratio, for example, gears 1 and 2 in the same shift corridor, and gears 3 and 4 - in the adjacent switching corridor, since during the inclusion of a new gear with the main actuator, you can turn off the gear with an auxiliary actuator without additional Additional selection processes. To reduce the shift time, the newly engaged gear may already be preselected while the engaged gear is still engaged. The shift movement can already be initiated when the gear is not yet turned off, so that the gear shift actuator can receive transition time before the shift process and should not move from the rest position, since, as you know, the transition from the rest position takes especially long and delays switching process.

In order to provide particularly fast shifting processes, it may also be preferable in a gearbox with one branch with one input gearbox shaft and one gearbox output shaft to preselect the next likely gear. The following pre-selection criteria may be preferable depending on the driving situation, respectively, on the position of the gear select lever even before the requirement to shift to another gear.

The selection lever is in the driving position (D) or in manual mode (M; individual gears are selected by the driver, for example, using the jog switch), forward gear is engaged. As soon as in this driving mode the car moves at a speed higher than the threshold value set for each engaged gear, the position of the gas pedal or the longitudinal acceleration of the car is measured to preselect the next higher or lower gear relative to the engaged gear. With an accelerating car, the next higher gear is preselected, and with a decelerating car, the next lower gear. To eliminate unnecessary installation movements, a hysteresis band can be provided for the pre-selection process. At the highest gear, the next lower gear is preselected. In gear 1, at speeds above a predetermined threshold speed, gear 2 can be preselected, and at a lower speed, a neutral gear transmission.

In the neutral position (N) of the selection lever, gear 1 is preselected. The location of gear 1 and reverse gear in the same shift corridor is preferable.

In the reverse (R) position of the selection lever, gear 1 is preselected or alternatively the neutral position.

If the logic of the gearbox has already determined the intention to shift, then you can perform an accelerated gear shift by the following measures, since after recognition of the intention to shift, as a rule, time-consuming processes should take place, such as, for example, reducing the engine torque and clutch, this in the gearbox according to the invention this time can be used to pre-select a newly engaged transmission without danger of loading by the switching actuator.

As soon as the switching logic has selected a newly engaged gear, the corresponding position of the preselection is determined and moved into it. With all the movements of the pre-selection, the main actuator first moves in the neutral direction, namely at least enough to bring the main actuator out of the gear shift corridor. Then, or during a combined movement with the shift movement, the switching corridor of the newly engaged gear is selected. If the correct gear has already been preselected, then the switching logic allows switching. The magnitude of the free play of the main actuating element in the openings of the switching corridors depends on their implementation and can be entered in the switching logic in order to optimize the switching movement. For this, it is possible to store, for example, electronic reprogrammable read-only memory (EEPROM), fixed values with programmable code or the corresponding adjustable values. Adjustable values can be set at the beginning of vehicle operation by moving to restrictive positions, and changes occurring during the life of the vehicle, such as wear and replacement of parts, can be taken into account, and if necessary, data on the wear progress and wear limits can be stored and processed. . It is also preferable to align with the openings of different sizes for the shift corridors of different gears.

Since the final actuator according to the invention does not have a correlation between the position of the main actuator (s) and the gear engaged, it may be necessary, in particular, when the gearbox control, for example, the gearbox control device, no longer has reliable information, for example, when re-start the operation of the car after repair or to enter data during the operation of the car at the beginning, end or while driving, set the so-called active neut The position in which all gears are reliably turned off. For this, at least one main actuating element is moved to a position in which it does not engage any gear when turning the shift shaft. If such a so-called free switching corridor is not present in the used H-shaped switching scheme, then it is possible to extend the free length of the selection function and create an additional switching corridor. Then in this corridor you can turn off one or more of the included gears using the main actuators.

If there is no way to change the switching geometry, then you can turn off the gear by searching for the included gear and turning it off using the main actuator. To do this, it is necessary to transfer the main actuating element to the shift corridor of the engaged gear and perform the shutdown motion without engaging a new gear. In this case, when starting the operation of the car, you can study the shutdown position. Moreover, as the starting point for determining the off position, you can take the synchronization point of the opposite transmission. Then a movement is made to this synchronization point to deactivate the opposite gear. The recognition of the synchronization point can be carried out by studying, i.e. calibration, by determining the appropriate position opposite the reference point and observing sensors, such as track increment sensors. Another possibility is the absolute determination of the synchronization point by observing the values of the actuator, such as the magnitude of the current actuator, and evaluating them, for example, increasing the current of the actuator at the synchronization point, and thereby determine the position of the synchronization point.

The following is a detailed description of exemplary embodiments with reference to the drawings, in which is schematically and only shown as an example:

figa - a car with automatically controlled clutch and gearbox;

fig.1b - a car with a branched drive branch;

figure 2 - end output mechanisms with an end actuator;

figa - principle of operation of the auxiliary actuator;

fig.3b - principle of operation of the auxiliary actuating element;

figs - principle of operation of the auxiliary actuating element;

fig.3d - principle of operation of the auxiliary actuating element;

4 is a graph of the angle of rotation of the shift shaft and the movement of the clutch;

figa - the location of the main actuator and auxiliary actuator on the switching shaft;

fig.5b - the location of the main actuating element and the auxiliary actuating element on the switching shaft;

figa - the location of the main actuating element and two particularly wide auxiliary actuating elements for actuating simultaneously two end output mechanisms;

fig.6b - the location of the main actuating element and two particularly wide auxiliary actuating elements for driving simultaneously two end output mechanisms;

Fig.7 - embodiments of auxiliary actuators;

Fig - position of the switching shaft and the H-shaped switching circuit;

Fig.9 - the position of the switching shaft and the H-shaped switching circuit with a wide auxiliary actuating element;

10 is an H-shaped shift pattern for a gearbox with a neutral position;

figa - an example embodiment of the invention for use in a conventional mechanical speed gearbox;

fig.10b - sleeve actuator;

11a is an example embodiment of the invention for use in an automated step gearbox;

11b is a side element;

figs - sleeve-like element;

figa - an example embodiment of the invention for use in a gearbox with double clutch;

12b is a side element;

Fig - the location of the main actuator and auxiliary actuator according to an example embodiment of the invention;

Fig - location of the main actuator and auxiliary actuator according to an example embodiment of the invention;

Fig - location of the main actuator and auxiliary actuator according to an example embodiment of the invention;

Fig - the location of the main actuator and auxiliary actuator according to an example embodiment of the invention;

Fig.17-18 - the location of the end actuator with a brake element of the gearbox;

Fig is a graph of the dependence of the path on time for the switching process in an automated gearbox with interruption of traction and overlapping processes of switching off and on;

Fig - end actuator for a gearbox with two clutches with synchronization devices in the highest gear;

figa-c - end actuator for actuating the rotary selection and switching shift;

FIG. 22 is an end actuator for actuating a rotary switch and shifting selection; FIG.

figa, b - gearbox actuator with end actuator in isometric projection;

figa, b is an example of the location of the switching rod;

figa, b is an example of the execution of the end actuator;

Fig is a graphical diagram of an example of a gear shift.

Fig. 1a shows schematically and by way of example an automobile 1, in which the invention can be particularly preferably used. In this case, the clutch 4 is in the power flow between the drive motor 2 and the gearbox 6. Between the drive motor 2 and the clutch 4, a detachable flywheel is expediently located, the individual flywheels of which are mounted with the possibility of rotation relative to each other with an intermediate spring-damping device, due to which, in particular, the vibrational properties of the drive branch are significantly improved. The invention is preferably combined with a damping device for receiving, respectively, torsional shock compensation, respectively, with a torsional shock compensation device, respectively, with a torsional shock reducing device, respectively, with a vibration damping device, such as described, in particular, in publications Applicant DE OS 3418671, DE OS 3411092, DE OS 3411239, DE OS 3600398, DE OS 3628774, and DE OS 3721712, the entire contents of which are incorporated herein.

Vehicle 1 is driven by a drive engine 2, in this case an internal combustion engine, such as a gasoline or diesel engine. In another exemplary embodiment, the drive can also be carried out using a hybrid drive, electric or hydraulic. Clutch 4 in the shown embodiment is a friction clutch, with which you can disconnect the drive motor 2 from the gearbox 6, in particular, to move away or to perform switching processes. Due to the greater or lesser squeezing of the clutch, more or less torque is transmitted; for this, the clamping disk and the pressure disk are axially displaced relative to each other and drag the friction discs located between them to a greater or lesser extent. Clutch 4 in the form of a clutch is preferably self-aligning, i.e. wear of the friction linings is compensated so that an equally small breaking force is provided. The invention is preferably combined with a friction clutch, such as described, in particular, in the applicant's publications DE OS 4239291, DE OS 4239289 and DE OS 4306505, the full contents of which are included in this description.

Using the shaft 8, the wheels 12 of the automobile 1 are driven through the differential 10. The driving wheels 12 are equipped with rotational speed sensors 60, 61, and if necessary, only one rotational speed sensor 60 or 61 can be provided, which produce each signal corresponding to the rotational speed wheels 12. As an alternative solution or in addition to this, a sensor 52 is provided at another suitable place on the drive branch, for example, on shaft 8, for detecting the output speed of the gearbox. The input speed of the gearbox can be determined using another sensor or, as in this embodiment, it can be determined from the rotation speed of the drive motor so that, for example, the gear ratio installed in the gearbox can be determined.

The actuation of the friction clutch 4, which is preferably pressed, however, in another embodiment, it may also be advisable to extend, is carried out in this case by means of an actuator 46, such as an actuator clutch. To actuate the gearbox 6, an actuator comprising two actuators 48 and 50 is provided, wherein one of the actuators performs a selection movement and the other a switching movement. The clutch actuator 46 is made in the form of an electro-hydraulic system, and the on and off movement is performed using an electric drive, for example, using a direct current electric motor, and is transmitted via a hydraulic line to the shutdown system. Transmission actuators 48, 50 are made in the form of electric drives, for example, in the form of electric DC motors, which are connected through kinematic circuits to the moving parts in the gearbox 6, which are driven to set the gear ratio. In another exemplary embodiment, in particular when large actuating forces are required, it may also be very advisable to provide a hydraulic system for actuation. It is understood that pure electromechanical actuators may be provided for actuating the clutch (s). Examples for this are shown in DE 10033649.

The clutch 4 and the gearbox 6 are controlled via a control device 44, which expediently forms one structural unit with the clutch actuator 46, while in another embodiment it may also be preferable to place it in another place of the car. The engagement of the clutch 4 and the gearbox 6 can be carried out automatically using the control device automatically or in manual mode by instructing the driver using the driver driver 70, such as a shift lever or selection lever, the indication being detected by a sensor 71. In the automatic mode, the gear stages are changed by appropriate control of the actuators 46, 48 and 50 in accordance with the characteristics or universal E characteristics, which are stored in the memory device 44 control. There are many defined at least one characteristic driving programs between which the driver can choose, such as a sports program in which the drive motor 2 operates at optimum power, an economical program in which the drive motor 2 operates at optimal fuel consumption, or winter a program in which car 1 operates optimally in terms of safety. In addition, in this embodiment, the characteristics can be adapted, for example, to the driving style of the driver and / or to other conditions, such as the adhesion of the road surface, the slope of the car or road, the outside temperature, etc.

The control device 18 controls the drive motor 2 by influencing the flow or composition of the mixture, the figure shows a throttle valve 22, the opening angle of which is measured using a goniometer sensor 20, and the signal of which is transmitted to the control device 18. In other embodiments, the control of the drive motor in the control device 18, if we are talking about an internal combustion engine, a signal is supplied, based on which the composition of the mixture and / or the supplied volume of the mixture is determined.

It is also advisable to use the signal of an existing lambda sensor. In addition, in the control device 18 in this exemplary embodiment, a signal is supplied from the load lever 14 driven by the driver, the position of which is measured using the sensor 16, a signal about the engine speed generated by the rotation speed sensor 28, which is mounted on the engine output shaft, is a signal the exhaust pressure sensor 26, and the signal of the coolant temperature sensor 24.

The control devices 18 and 44 can be made in structurally and / or functionally different zones, then they are expediently connected to each other, for example, using an access bus network 54 (CAN-Bus) or other electrical connection for data exchange. However, it may also be preferable to combine the zones of the control devices, in particular, because an unambiguous distribution of functions is not always possible and interaction is necessary. In particular, during certain phases of the gear ratio change, the control device 44 may control the drive motor 2 with respect to the rotation speed and / or torque.

Both the clutch actuator 46 and the actuators 48 and 50 generate signals by which at least the position of the actuator can be determined, which are supplied to the control device 44. The position is determined in this case inside the actuator, using a sensor increment value, which determines the position of the actuator relative to the reference point. However, in another embodiment, it may be appropriate to position the sensor outside the actuator and / or provide for determining the absolute position, for example, using a potentiometer. The determination of the position of the actuator is especially important for the actuator of the clutch, in particular because, due to this, it is possible to correlate the grip point of the clutch 4 with a certain way of switching on and thereby with the position of the actuator. The grip point 4 of the clutch is preferably determined repeatedly at the start of operation and during operation, in particular depending on parameters such as clutch wear, clutch temperature, etc. Determining the position of the actuators is important for determining the engaged gear ratio.

In addition, the control device 44 receives signals from the sensors 62 and 63 of the rotational speed of the non-driven wheels 65 and 66. To determine the speed of the car, it may be appropriate to use the average value of the sensors 62 and 63, respectively, 60 and 61 of the rotational speed to equalize the differences in rotational speed, for example, when driving in corners. Using the rotation speed signals, it is possible to determine the speed of the vehicle and, in addition, to detect slippage. In the figure, the output connections of the control devices are shown by solid lines, and the input connections by dashed lines. The connection of the sensors 61, 62 and 63 with the control device is only indicated.

The invention can also be particularly preferably used in a vehicle with the drive branch 1110 shown schematically in FIG. 1b. In such a vehicle, the gear stages can be replaced without interrupting the tractive effort. Between the drive motor 1010 and the power take-off 1100, two branches 1110 and 1120 are formed through which the momentum flow can take place. Each of the branches is equipped with a clutch 1020, respectively 1030, and can be included in the flow of torque using it. A preferred embodiment is shown in which clutches 1020 and 1030 are located between the drive motor 1010 and the transmission steps 1040, 1050, respectively. However, in another embodiment, it may also be advantageous to place both clutches 1020 and / or 1030 between the transmission steps 1040, 1050 and the selection 1100 power.

By actuating the clutch 1020, respectively 1030, with a shifting shift, it is possible to provide a continuous change in the flow of torque from one branch 1110, 1120 to another branch 1120, 1110. There are two groups 1040 and 1050 of the transmission stages, which are included in one of the branches 1110, respectively, 1120, while the gear stages, between which it is possible to change without interrupting the tractive effort, belong to different groups. The gear stages next to each other relative to their gear ratio preferably belong to different groups, for example, gears 1, 3 and 5 form a group 1040, and gears 2, 4 and, if necessary, 6 form a group 1050; reverse gear (R) is expediently related to group 1050. However, in other embodiments, it may be preferable if the gear stages are divided into groups differently or when certain gear stages can be used both in group 1040 and group 1050, accordingly, they may be present in both groups.

Clutches 1030 and 1020, as well as transmission stages of groups 1040 and 1050, can be driven automatically, as in the example shown in FIG. 1a. For this, actuators 1060 and 1070 are provided for actuating the clutches 1020 and 1030. In another embodiment, it may also be very advantageous to use only one actuator to actuate both clutches. In addition, the figure shows actuators (actuators) 1080 and 1090 for actuating the gear stages of groups 1040 and 1050. However, an embodiment in which there is only one actuator for actuating the gear stages of both groups 1040 and is particularly preferred 1050. In this case, the actuating device comprises a selection drive and a switching drive. Other details of the engagement of the clutch and gearbox, as well as the controls correspond to figa and its description.

In addition, the present invention can be applied in an automobile, the drive branch of which contains an auxiliary branch parallel to the main branch, through which the drive moment is transmitted during the switching process in the main branch. Such gearboxes are known in various embodiments as stepped gearboxes without interrupting traction.

FIG. 2 shows end output mechanisms with an end actuator according to a particularly preferred embodiment of the invention when used in the automobile shown in FIG. 1b. The end output mechanisms are each formed by a clutch 101, 102, 103, 104 and a clutch fork 105, 106, 107, 108 connected to it. One group of transfer stages is driven by end output elements such as clutches 101 and 104, and another group of transfer stages is driven by end output elements such as clutches 102 and 103. The end actuator has for the connection with the end output mechanisms of both groups the main and auxiliary actuators. The first main actuating element in the form of a switching finger 111 and the other main actuating element not shown in this view are able to include gear stages, while the auxiliary actuating elements in the form of double cams 116, 113 provide switching off all other gear stages of the same group. The switching forks 105, 106, 107, 108 are axially movable on the shaft 109, while the openings of the switching forks are configured so that each of them can be connected to one main actuating element, such as a switching finger 111, or one auxiliary actuating element, such as a double cam 113, 116. For this, first partial zones 114 are provided for connecting to the switching pin 111 and second partial zones for connecting to a double cam 113. To activate the gear At this stage, the switching pin is connected, for example, by the end zone 110 with the corresponding switching fork 105 or 106 by shifting the switching shaft 112 in the axial direction. At the same time, the double cam 113 is connected to the corresponding shift fork 107 or 108, which belongs to the same group of gear stages. The rotation of the shift shaft 112 leads to the rotation of the shift pin 111, thereby shifting the shift fork 105, respectively, 106 on the shaft 109 and thereby the corresponding clutch 101 or 102, and engaging the corresponding gear stage. At the same time, turning the double cam 113 disengages the corresponding gear stage, if it is engaged.

If we are talking about a gearbox with one clutch and one transmission branch, as shown in figa, then the corresponding auxiliary actuating elements are connected to all other end output mechanisms, when one main actuating element is connected to the first end output mechanism. In a dual clutch gearbox with two parallel transmission branches, the corresponding auxiliary actuators are connected to all other end output mechanisms of one branch when one main actuator is connected to the first end output mechanism of this branch. Thus, in one branch, only one gear stage can be switched on at a time, but one gear stage in each branch can be switched on at a time.

Figure 3 shows more precisely the principle of operation of the auxiliary actuating element. 3a, in which the gear stage related to the shift fork 201 is turned on, and the auxiliary actuator is connected to the shift fork 201 due to the axial shift of the shift shaft, the shift shaft 203 is rotated, so that the end zone 202 of the double cam - see the position 113 in FIG. 2 rests against the inclined surface 201a and thereby creates a force in the shutdown direction, which is greater than or equal to the required shutdown force, due to which a shutdown movement is generated As shown in Figure 3b and 3c. In Fig. 3d, the transmission stage is completely turned off, and the shift shaft 203 can be freely rotated further without transmitting force in the direction of switching on or off to the shift fork 201, while the double cam rotates inside the circle 201b. The state shown in FIG. 3d also occurs when no gear stage of the corresponding shift fork 201 is engaged from the very beginning. The auxiliary actuator can rotate freely inside the circle 201b.

Similar to the described shutdown process, shutdown occurs if another gear stage, driven by the same shift fork, is turned on. Then, in FIG. 3 a, the switching shaft 203 would be shifted to the right and the action would be between the cam 202 a and the inclined surface 201 c. Switching off is performed both for the gear stages of switching forks 201 and for both directions of the shift shaft 203.

The inclusion, respectively, the shutdown of the old, respectively, the new gear stage when turning the shift shaft are shown in figure 4. First, with the help of a double cam, the old gear stage is turned off, as shown by a solid line, with a further turn, a new gear stage is turned on, as shown by a dashed line. Obviously located in time close to each other, even slightly overlapping shutdown, respectively, the inclusion of gear stages, which is possible due to the fact that the main actuator and auxiliary actuator are simultaneously engaged with the corresponding shift forks and rotate the shift shaft almost simultaneously . The shift between the clutch disengagement movement of the old gear stage and the clutch movement of the new gear stage is determined mainly by the clearance of the main actuator in the opening of the shift fork, the double cams and the relative angular position of the main actuator and the auxiliary actuator on the shift shaft (see also FIG. .5a). Particularly preferred is the symmetry of the system, in which the axis of the double cam from the top 403a to the top 403b is perpendicular to the axis of the switching finger 402. However, it can also be appropriate when these axes are not perpendicular to each other, in particular when it is necessary to actuate the switching fork, which switches only one gear stage.

Figures 5a and 5b show the arrangement of the main actuator 402 and the auxiliary actuator 403 on the shift shaft 401. The shift fingers and corresponding double cams are located on the axis of the shift shaft at such an axial distance from each other that they are connected to the shift forks, which relate to the same transmission branch when the shift shaft is axially shifted accordingly, so that with a subsequent rotation of the shift shaft, it is possible to simultaneously shift Luciano respective gear stages. In the radial direction, the axes of the switching pin 402 and the double cam 403 with the end zones 403a and 403b in the shown preferred embodiment are at right angles to each other. Another arrangement is shown in FIGS. 6a and 6b. On the switching shaft 501, along with the switching finger 502, there are two double cams 503 and 504 with their end zones 503a, 503b, 504a and 504b. In this exemplary embodiment, the axis of the switching pin 502 and the double cams 503, 504 are also perpendicular to each other. The double cams 503, 504 are particularly wide so that they can be connected to two shift forks. Thus, each double cam 503, 504 can actuate two shift forks to turn off the respective gear stages. In another embodiment, it may also be highly preferred to combine such wide double cams and simple double cams. It may also be advantageous when one double cam is further expanded, in particular in the axial direction, in order to simultaneously actuate more than two shift forks. The use of particularly wide auxiliary actuating elements is always preferable when it is necessary to actuate the end output mechanisms, the switching forks of which lie next to each other.

7 shows embodiments of auxiliary actuators. The double cam described above is indicated by a. Both the end zones of the cams and the corresponding recesses 603 are made in the form of wedges. An example of a cam 604 is described below. Two functional surfaces 601a and 601b converging at an acute angle to one another are shown, and the cam end region 602 is rounded. In a preferred embodiment, the angle between surfaces 601a and 601b is from 40 ° to 45 °, and the angle is selected the greater, the greater the shut-off force required to turn off the driven transfer stages. The shape of the cam decisively determines the course of the change in the shut-off force generated to perform the shut-off movement when the shift shaft is rotated. Therefore, in another exemplary embodiment, the cam shape is consistent with the necessary course of the change in force that occurs when turned off. Recesses 603 interacting with the cam form a slightly larger angle than the cam angle with their restrictive surfaces. The implementation of the notches depends on the shape of the cam, since the interaction between the cam and the notch is crucial.

Combinations of wedge-shaped and rectangular interacting parts are shown in options b and d. In embodiment b, the rotary auxiliary actuator has rectangular recesses 606 which are in connection with the wedge-shaped cams 607 of the shift-mounted shift fork; in variant d, the rotary auxiliary fork has rectangular recesses 608 which are in connection with the wedge-shaped cams 609 of the rotary auxiliary actuator . Option e has, in the same way as option a, two wedge-shaped interacting parts, however, in this case, the rotary auxiliary actuating element 610 has a recess 615, and the shiftable warning fork 611 has a cam 614. In embodiment c, two rectangular interacting parts 612 are shown. 613.

The options shown vary the idea of a wedge-shaped and rectangular shape with a recess, respectively, by a cam on an actuating element rotated together with a switching shaft, respectively, on a movable end actuating mechanism.

On Fig shows the position of the switching shaft and the H-shaped switching circuit. An example relates to a dual-cam gearbox, in which gears 1, 3, 5 and 7 form one group that relates to one clutch, and gears 2, 4, 6, and also reverse gear R form another group that relates to another grip. Part a shows the inclusion of first gear. Since only one transmission of one group can be engaged at a time, it must be ensured that when the first gear is engaged, gears 3, 5 and 7 are switched off. The third gear is driven by the same shift clutch as the first gear, that is, it cannot be engaged at the same time. When the shift shaft 705 is axially shifted to connect the shift finger 703 to the shift fork associated with the first gear, the auxiliary actuator 704 is simultaneously connected to the shift fork, which includes gears 5 and 7. Turning the shift shaft 705 to engage the first gear turns off gears 5 and 7. In part b of the figure shows the inclusion of the second gear, while the auxiliary actuator 704 disables the gear 6, respectively, reverse gear. When a fifth gear is engaged with a shift finger 701, gears 1, 3, respectively, are turned off using an auxiliary actuator 702, as shown in the figure in part c. In part d of the figure, the sixth gear is shown to be engaged, while gears 2 or 4 are turned off. Synchronization in gearboxes driven by active gearing can be performed using synchronization devices in each individual gear stage. However, it is preferable to have a central synchronization device, which is located, for example, in the highest gear stage. So, for example, in the exemplary embodiment of the dual clutch gearbox shown in FIG. 8, one synchronization device in the transmission branch of the gear stages 1, 3, 5, 7 can be located in the transmission step 7, and one synchronization device in the transmission branch of the gear stages 2 , 4, 6, R - in the gear stage 6. The following is a description of the principle of operation on the example of switching from gear 1 to gear 3. In this case, the engaged gear 1 is turned off using the shift finger 703. Then, the gear is shifted in the axial direction tion shaft 705 so that the switch finger 701 engages the sleeve 7 and the transmission shift occurs the actuation of the transmission synchronization device 7 by the rotation of the switching shaft 705, but the transmission 7 is not activated. After reaching a predetermined rotation speed, the shift shaft 705 is again moved back in the axial direction, so that the shift finger 703 engages the gear 3 by turning the shift shaft 705.

The principle of operation of the wide cam described with reference to FIGS. 6a and 6b is shown in FIG. 9. When, for example, the second gear is turned on - see part a of the figure - gears 3, 4, 5, respectively R, are turned off simultaneously, when the reverse gear is turned on - see part b of the figure - gears 1, 2, 3, 4, respectively, are turned off.

Figure 10 shows an example of an H-shaped shift pattern for a gearbox with six gear stages 1-6 and one reverse gear R, the application of the neutral position N. The individual gear stages are turned on and off as described with reference to Fig. 9. In the shown embodiment, it is possible to switch the reverse gear R of the reverse gear to the neutral position N. In this case, the auxiliary and main actuating elements are located on the switching shaft so that when the switching shaft is turned, the gear stages 1-6 are turned off using the auxiliary actuating element, which is corresponding expanded in the direction of the axis of the switching shaft or consists of separate gear stages 1/2, 3/4, 5/6 of the switching cams, while the rotation of the switching shaft must be made smaller than when switching between two gear stages, since only the gear stages are turned off. If necessary, the reverse gear R is turned off using a main actuator, such as a shift finger. It is understood that a neutral position may also be provided in other shift corridors or located in an additional shift corridor, which may be, for example, preferred in gearboxes with five gears, since in this case the reverse gear R is in most cases in the shift transmission corridor 5 (see Fig. 9). In this case, an additional switching corridor is provided for the neutral position, and the transfer stages 1-5, R are switched off using auxiliary actuating elements. In this case, the main actuating element, such as a switching finger, does not turn off the transmission steps. A neutral position can also be provided to turn off the parking lock mechanism. In this case, to activate the parking locking mechanism after stopping the car in the gearbox, two transmission steps are switched on, and when the neutral position is turned on, they are turned off again.

10 a shows an embodiment of the invention for use in a conventional mechanical speed transmission, which, however, is at the same time particularly preferred. Although only one shift fork 1080 is shown, the described gearbox has several shift forks. The shift forks of such a gearbox have an engagement zone 1082a for entering the shift finger 1082b, as well as two arms 1083a. The shoulders 1082b together form an arc shape, which in diameter at least approximately corresponds to the diameter of the sleeve-like actuating element 1081, which is located between the arcuate shoulders 1083a. The sleeve-shaped actuating element 1081 is arranged to rotate and shift in the axial direction to certain positions, for example, using a manually actuated system of rods and shift levers. Due to the axial shift of the sleeve element 1081, the switching finger 1082b can be connected to the actuating zone 1082a of the desired switching fork, so that subsequent rotation of the sleeve-like actuating element 1081 causes the switching finger 1082b to rotate and thereby shift the switching fork 1080. Rotation is possible because cutouts 1083b are provided in the sleeve of the actuator 1081, into which the ends of the shoulders 1083a can enter. As mentioned above, the gearbox has other shift forks located at a distance from the sleeve-like actuator 1081. These shift forks also have arched shoulders that include the sleeve-like actuator 1081. Since there are no cutouts in the axial direction at the height of these other shift forks, such as 1083b in the sleeve-like actuator 1081, these shifting forks are locked in their middle position in accordance with the neutral position. Thus, the actuator for actuating the desired shift forks is particularly effectively connected to the latch of the remaining shift forks in the neutral position. The connection of the sleeve of the actuator 1081 with an actuator rod not shown here is, for example, by means of a sleeve-like element 1084. The switching pin 1082b is preferably connected to the sleeve by means of a very strong connection. Particularly suitable for this are welding and gluing methods. Alternatively, or in combination with this, it is possible to connect the switching finger 1082b to the sleeve mechanically with a geometric closure.

Fig. 10b shows in more detail the sleeve 1090 of the actuator 1081. The sleeve is particularly preferably made of a piece of pipe, in which, for example, by cutting or using other technology, such as laser cutting or gas-oxygen cutting, recesses 1091 and 1092 are made. Recesses 1091 and 1092 correspond in shape to at least approximately the cross section of the shift forks arms 1083a, however, especially in the circumferential direction, they are slightly wider to allow shifting of the shift forks 1080. It is also preferable to make the sleeve from a flat steel sheet, which is then folded and joined. The recesses 1091 and 1092 are made in the flat state of a steel sheet, for example, by stamping.

On figa shows a preferred embodiment of the invention for use in an automated gearbox, a detailed description of which was given above, but which is at the same time the most preferred. The switching plug 1180 has a first functional area 1182a for entering the switching finger 1182b, which is so wide that even after the gear stage is switched on by shifting the switching fork 1180, a selection corridor remains wide enough to allow the switching finger to exit the switching plug with the gear stage still engaged to enter the connection with the first functional area of the other shift fork. If then the gear stage of this other shift fork is turned on, the old gear stage is simultaneously turned off, for which purpose a second functional area 1183a is provided on the shift fork, which is connected to the corresponding recesses 1183b. When the actuating element 1181 is rotated, the shift fork is in any case shifted to its neutral position, and the shut-off force is transmitted from the lateral zones of the recess 1183b formed by the respectively curved steel sheet to the wedge-shaped second functional zone of the shift fork. The actuator 1181 is formed, for example, of a sleeve element 1184 and connected to it side elements 1185a and 1185b of a steel sheet, the end zones of which are formed so that the desired functional surfaces are formed. In addition, a switching finger 1182b is connected to the side element 1185b, and this connection can be performed in the same way as the connection of the switching finger in FIG. 10a. 11a, it is further understood that the switching finger 1182b — the main actuating element — and the recesses 1183b — the auxiliary actuating elements — are located on the axis of the actuating element 1181 axially apart from each other so that the switching finger 1182b can simultaneously enter in connection with the switching plug, and the recess 1183b with another switching plug. When switching, both forks are driven simultaneously, so that the gear stage is switched on and at least one other gear stage is turned off at the same time, or it is ensured that the neutral position prevails. Based on this figure, only a particular embodiment is described as an example, since the general principle of operation has already been described with reference to the preceding figures, so that only one element with a main and auxiliary actuating element is shown.

Side element 1185b is shown in more detail in FIGS. 11a and 11b. The element is preferably made of steel sheet by stamping. The middle zone 1189 is widened relative to the end zones 1186, due to which special stability is provided in the zone of the switching finger 1188. In addition, the end zones 1187 are made with the possibility of easy deformation. The bent ends 1187 form a counter portion for the second functional area 1183b of the shift fork.

The sleeve element 1184 of FIG. 11a is shown in more detail in FIG. 11c. The element is preferably made of two parts from a tubular section 1085 and a collar 1086, which is extruded from a steel sheet, connected to it and which is bent by deformation into the shape shown. In another example, the entire element is made of one part. In this case, the flange is made in the form shown from the tubular section by deformation. Both side zones 1088 and 1089 of the recesses 1087 for engagement with the second functional zones 1183a of the shift fork 1180 are different. Only the side zone 1089, which is important for performing the function, has a bent end zone.

12 a shows an exemplary embodiment of the invention for use in the dual-clutch gearbox described above, which, however, is particularly preferred. The sleeve-like element 1281 consists of two inner bushings 1285, which are located relative to each other so that their sides are opposite to each other. They carry both side zones 1286, one of which contains a switching finger 1282b, which can enter into an active connection with the first functional area 1282. The recesses 1283b are suitable for entering into connection with the second functional areas 1283a to ensure, as mentioned above, the neutral position of the switching fork . These recesses — in the form shown, one on each side of the switch pin — are located on the axis of the sleeve, i.e., in the axial direction of the sleeve, at such a distance from the switch finger 1282b that the switch fingers and recesses are simultaneously connected to the desired switch forks. Grooves 1284 are made on the axis of the sleeve at the height of the switching finger 1282b, which, when the switching movement is in accordance with the rotation of the switching fork element 1281, provides space for the second functional zones 1283a of the same switching fork, so that a smooth switching movement is ensured.

The side element 1286 of FIG. 12a is shown in more detail in FIG. 12b. The element is preferably made of steel sheet by stamping. One element with a switching finger 1288 is shown. Grooves are stamped, for example, in a flat state; in the subsequent processing step, element 1287 is bent with the desired radius of curvature and flanges 1290.

According to another idea of the present invention, it is proposed to provide, in conjunction with an existing gearbox, an electric motor whose rotor is connected, respectively, to form, for example, a freely rotating flywheel mass, which preferably can be isolated with at least one clutch to use inertia from the drive unit , such as an internal combustion engine, and from a power take-off, such as a gearbox, so that a hybrid drive is possible with such a system.

The gearbox according to this embodiment provides the full use of an electric motor, for example, as a starting block of an internal combustion engine, a current generator, a partial drive, all-wheel drive, and also as a unit for converting kinetic energy into electrical energy or into kinetic energy of rotation using a rotor as fly mass in the process of braking a car with the internal combustion engine (recovery) turned off.

13-16, other preferred embodiments of the invention are shown. In these exemplary embodiments, a main actuator, such as, for example, a switching finger, is rotatably connected to the switching shaft 1301. In addition, auxiliary actuating elements 1310, 1311, such as, for example, cantilever fingers, which are rotatably arranged, are provided. relative to the main actuator. Between the main actuator 1300 and the auxiliary actuator, a spring or energy storage mechanism 1320 is arranged so that the auxiliary actuators can rotate relative to the main actuator against the action of the return force of the energy accumulator. The battery 1320 energy is made in the form of a covering spring, while the spring is wound at least once, preferably several times around the Central shaft 1301. In this case, the spring has two end zones 1321 and 1322, which protrude essentially in the radial direction and rest on corresponding support zones. These reference zones are an integral part of the locking device 1360.

The locking device 1360 has a cylindrical body 1330, which in the area 1331 has a large radial width. In the area of this section of greater radial width, other elements are provided, while an element 1340 with supporting zones 1341 and 1342 is provided for supporting the end zones of the spring. This element 1340 is made in the form of a segment of the cylinder and has an opening 1344 in which the element 1345, for example a ball, is placed. The element 1340 is located so that it is connected without the possibility of scrolling, respectively, is placed on the shaft 1301 or on the main actuating element 1300. In addition, there is an element 1350, which is connected without the possibility of scrolling with an auxiliary actuating element. The element 1350 is also made essentially in the form of a cylinder, respectively, of a hollow cylinder, and has in its end zones support zones 1351 and 1352, on which the radially directed zones of the spring 1320 can be supported. Due to the relative movement of the elements 1340 and 1350, the spring is loaded and shrinks.

Due to this rotation, the ball 1345, which lies in the recess 1355 of the element 1350, moves relative to the element 1350 and moves upward along the inclined surface on the edge of the recess and protrudes from the hole 1344. This limits the maximum relative rotation of both parts 1350 and 1340, since the ball abuts to the side surfaces 1338 or 1339 and thereby stops further relative rotation. Thus, a relative rotation of the main actuating element 1300 relative to the auxiliary actuating elements can occur, the rotation being carried out against the action of the return force, and the maximum rotation angle is limited.

In addition, the invention relates to a braking mechanism acting on a transmission for a gearbox. It is particularly preferred when this is achieved with the integrated transmission brake according to the invention. Braking the input shaft of the gearbox to the speed of rotation of the synchronization should occur after turning off the old gear and before turning on the new gear. For this purpose, the central shift shaft of the gearbox is complemented by molded elements according to the invention, as shown in FIGS. 17a and 17b.

In this case, when using a gearbox with one input shaft, it is possible to brake the input shaft of the gearbox by actuating the selection element or the actuating mechanism for selecting the transmission brake. When using a gearbox with at least two input shafts, it may be advisable when, by actuating the actuator, the gearbox brake is activated or activated, which brakes at least one and / or both input gearbox shafts .

By using the molded members 1401 on the shift shaft 1400, the transmission brake 1420 is controlled via a pusher 1410, a pivoting mechanism 1411, and another pusher 1412. The gearbox brake, which is indicated by 1420 in FIG. 17a, is controllable.

In addition, it is preferable when using an additional clutch element or a brake element, for example magnetic clutch. Since it does not actuate the brake directly, but is located on the actuator and controls it, it can be made particularly small and simple. Using magnetic coupling provides the following actions. 1. When the synchronization rotation speed is reached, you can open the magnetic clutch and directly engage the required speed. The residual rotation speed difference is minimal. Depends on temperature, timing, etc. can be neglected. 2. During reverse shifts, magnetic clutch 1430 remains open so that the gearbox brake is not activated.

Two principles of action are appropriate for the gearbox brake. 1. At high engine times, the gearbox brake (for example, in the form of a band brake) is positioned so that both input gearbox shafts are constantly braked. Short-term (less than 1 second) braking of the active shaft is imperceptible and you can reconcile with it. 2. For small engine torques, separate brakes must be provided for both input shafts of the gearbox, which are also activated individually (that is, through two magnetic couplings).

The implementation according to the invention provides a complete replacement for synchronization in all gears. Their function is performed by the gearbox brake. Since the magnetic clutch, if necessary, is located not on the brake itself, but on the actuator 1400, it can be made small and simple, respectively. Deactivation of the old gear, synchronization and engagement of the new gear occur in the same process of movement without movement of choice. This ensures a very short switching time. The synchronization rotation speed can be precisely set.

According to another idea of the invention, it is advisable when, when switching upward, the input shaft of the gearbox of the desired gear is braked to the synchronization speed. This can be achieved using the gearbox brakes mentioned above. It is advisable when the central switching shaft 1500 of the gearbox is equipped with an additional element 1510, similar to the switching finger 1501 or cantilever cam 1502, which is located in addition to the previous actuating elements 1501, 1502 on the central switching shaft and is included in the H-shaped switching circuit 1511 of the additional sleeve 1512 (see FIG. 18), while the H-shaped switching circuit 1511 of the additional switching sleeve 1512 is divided and can be divided into several sleeves, which can They can be located anywhere, preferably on a central shift shaft. After the old gear is disengaged with the help of cantilever cam 1502, the above-mentioned additional 46 pin 1510 enters the H-shaped switching circuit 1511 of the additional sleeve 1512. It is axially displaceable on the central shift shaft and axially acts on the gearbox brake. Using the gearbox selection engine, the central shift shaft moves slightly in the direction of selection, with both directions possible. The brake of the gearbox is thereby activated. When the synchronization rotation speed is reached, it is possible to use the shift finger 1501 to engage a new gear without having to make a selection movement, since the shift finger 1501 remains in the corridor of the desired gear during the synchronization process. At the same time, the width of the corridor can be slightly increased to prevent the switching finger from exiting the corridor during synchronization using the gearbox brake. Due to the suitable implementation of the gearbox brake, it is possible to synchronize gears on a hollow shaft or on a solid shaft using both axial actuators (up and down). The above-described device according to the invention provides replacement synchronization in all gears. The transmission brake takes over their function. In addition to the additional pin 1510 on the central switching shaft 1500 and the sleeve 1512, essentially no other actuating elements are required as an actuator for the gearbox brake. Deactivation of the old transmission, synchronization and inclusion of a new transmission are carried out in one movement process. This ensures a very short switching time. In addition, you can precisely set the synchronization rotation speed. Since the available axial space between the two switching corridors, as a rule, cannot simply be lengthened, the path required to activate the gearbox brake mentioned above can be limited by an actuator of choice, i.e. due to the axial movement of the shift shaft. To minimize this path, it may be preferable to perform switching corridors on the parts, however, at least on the parts forming the brake switching corridors, the input guide surfaces on which the switching finger slides when performing the shift, so that even when the shift moves (rotary movement of the shift shaft), the shift finger when moving along the input inclined surface causes the axial movement of the shift fork, which can already be used for the process of braking. The axial path is preferably used for braking, since for this it is necessary to apply, from the actuator, a small moment, respectively.

On Fig shows the process of switching between two gear stages, which are located in different switching corridors, for example, switching in an automated speed gearbox with an H-shaped system from gear 2 to gear 3 or from gear 4 to gear 5. Moreover, in the shown on Fig the graph of the dependence of the path on time shows the distance traveled by the shear sleeve of the first, really engaged, transmission or transmission stage, from the final position 801a in the on state to the neutral position 801b with b proc eed not on-state during the switching process as a function of time as a dashed line 801. The solid line 802 shows the path of shearing the liner does not gear position, based not included, the neutral position 802a, to the energized state 802b. Already when the geometric circuit between the input shaft of the gearbox and the output shaft of the gearbox of the really engaged gear is opened during the shift sleeve movement 801c, synchronization of the re-engaged gear begins during the shift sleeve movement 802c for the shift gear again.

In Fig.20 shows the end actuator similar to that shown in Fig.7 for a dual-clutch gearbox with gears or gear stages 1, 2, 3, 4, 5, 6, 7 and R reverse. In this case, the transmission stages 1, 3, 5, 7 are located in the first transmission branch, and the transmission stages 2, 4, 6, R are in the second transmission branch. Gears 1 and 3 are switched using an end output mechanism 1410, consisting, for example, of a switching aperture, a shift fork and a shift sleeve, gear 5, 7 - using an end actuator 1420, gear 2, 4 - using an end actuator 1430 and gear 6, R - using the end actuator 1440, due to the fact that the end actuators are engaged with one of the main actuators, such as switching fingers 1401, 1403, while the latter fixed They are located on the switching shaft 1405 and, due to their rotation, the end actuators are displaced and the gears connected to them are engaged. The gears previously engaged are turned off using the same rotary motion to engage the gear again practically simultaneously, respectively, with a certain time shift before this using the auxiliary actuators 1402, 1404. The corresponding synchronization device, not shown in detail, is provided in the system shown in gears 6, 7 with the highest gear ratio of the gearbox. The actuation of the synchronization device is carried out in contrast to the sequence described with respect to Fig. 7, not using the main actuator, but during the selection movement due to the axial movement of the shift shaft 1405 and / or the shift movement due to the rotation of the shift shaft 1405. For this, on the shift the shaft 1405 in the area of the auxiliary actuators 1402, 1404 are provided with cams 1450, 1460 that decrease in the radial direction from them, which enter into interaction opposed jaws 1470, 1480 are arranged fixedly on the end of the executive elements 1420, 1440 for driving the respective highest gear. In this case, the load of the opposite cams 1480 occurs during the selection movement, i.e. during axial movement of the shift shaft 1405. By transmitting force along the inclined surface 1451 or 1461 of the cams 1450, 1460, the corresponding opposite cam 1470, 1480 moves perpendicularly to the longitudinal axis of the shift shaft 1405 and thereby loads the synchronization device. If the cams 1450, 1460 additionally have a radially extending positive radial part, then when the camshaft rotates, it can additionally load one of the opposite cams 1470, 1480. For this, the cams 1450 and opposite cams 1480, respectively, 1460 and 1470 are at the same height when the main actuator or auxiliary actuator is in the switching corridor. The spiral cam 1490 acts on the opposite cam 1480 when the camshaft rotates, i.e. during the switching process, for example, when turning the shift shaft 1405, and drives the synchronization device, for example, when the selection movement is not provided, but only the switching movement of the shift shaft. For this, the spiral cam 1490 has a radial profile that increases in circumference, i.e. at right angles to the axis of rotation of the switching shaft has a spiral or screw surface profile. In addition, in the direction of travel of the opposing cam 1480, an input inclined surface may be provided.

FIGS. 21a-21c show, by way of example, an end actuator 1500 for a shifting switching movement and a pivoting movement of choice, which, however, can be used not only for longitudinally positioning a gearbox in an automobile, in an isometric view. On figa shows the end actuator 1500 in the neutral position. On the central, inside the hollow and axially displaceable by the gearbox actuator, for example, by means of an electric motor, switching shaft 1512 are located on its outer circumference two flange-shaped auxiliary actuators 1513, 1516 axially displaced relative to each other and relative to the shaft made by radial extensions 1513a, 1516a, which interact with correspondingly located, not shown end actuators Such as switching revealing shear sleeve, so that upon axial movement of auxiliary actuators 1513, 1516 is turned off gear engaged. The auxiliary actuators 1513, 1516 have longitudinal cuts 1513b, 1516b through which the main actuators 1511 pass in a radial direction. The auxiliary actuators 1511 are located around the circumference of the central shift shaft 1512 with offset relative to each other and interact when the shift shaft 1512 is axially moved with the final actuators of the gearbox so that the gear is turned off and the gear is engaged again, i.e. the main actuators 1511 as opposed to the auxiliary actuators 1513, 1516 can engage in both directions during the axial movement of the shift shaft 1512 with the corresponding engagement surface of the switch aperture.

The axial movement of both auxiliary actuators 1513, 1516 relative to the shift shaft 1512 is carried out by means of a fixed rod 1517 that is fixedly connected in axial direction at one end, for example, which is fixedly connected to the gearbox housing or gearbox drive mechanism, which extends inside the shift shaft 1512 and has at its other end, a longitudinal slot 1518, in which the control part 1519 is rotatably disposed along the longitudinal slot 1518. The control part part 1519 has two radially expanded cams 1520, 1521, which protrude preferably 180 ° through the corresponding longitudinal slot 1522 in the switching shaft 1512 into the corresponding guide slot 1523 in the auxiliary actuators 1513, 1516. At least one cam 1520, 1521 has a control edge 1524 facing the longitudinal slot 1522, which interacts with a correspondingly made edge 1522a upon axial movement of the switching shaft 1512 and thereby rotates the control hour s 1519, whereby the two auxiliary actuators 1513, 1516 are moved relative to each other in the axial direction. It is understood that in order to optimize kinematics, cams 1520, 1521 and slots 1523 must be aligned with each other.

The movement of the sheathing sleeve can be carried out against the action of the axially acting energy accumulator, so that it must be actuated by the actuator in only one direction, while it comes back due to the expansion of the energy accumulator. In the embodiment shown in FIG. 21 a, it is made, for example, so that the auxiliary actuating element 1513 is pre-stressed by means of a spiral spring 1525, which rests on one of its axial ends on a part of the housing and the other on the auxiliary actuating elements 1513, and spiral spring 1525 with axial movement of the switching shaft 1512 along the chain of action on the cam 1521 pulls the control part 1519 and fixed on the housing shifting rod 1517.

The switching shaft 1512 for performing the selection process is rotatable. When the shift shaft 1512 is rotated, the main actuators 1511 are rotated into the respective shift corridors of the gearbox, while the switch corridors are located around the shift shaft. The rotation is carried out, of course, so that two main actuating elements 1511 are never in the corresponding switching corridor at the same time.

21b shows an end actuator 1500 with auxiliary actuators 1513, 1516 offset relative to each other due to movement of the shift shaft 1512 against the biasing rod 1517. The movement of both auxiliary actuators 1513, 1516 is carried out just as long as the actual engagement of the radial extensions 1513a, 1516a with switching openings will not deactivate the engaged gear. In this position, the auxiliary actuators 1513, 1516 exclude the unintentional inclusion of an unwanted transmission by preventing shifting of the respective end output elements. In this phase, the main actuators 1511 are at the same axial height as the auxiliary actuators 1513, 1516. The control edge 1524 determines the radial rotation measure of the auxiliary actuators 1513, 1516 and leaves this phase in contact with the switching shaft 1512, so that during its further movement, the auxiliary actuators no longer move axially relative to each other and axial movement of the main actuators 1511 occurs but auxiliary actuators. This follows from figs, which shows the final position of the switching process of the terminal actuator 1500. In this case, due to the further axial movement of the main actuators 1511 for the auxiliary actuators 1513, 1516, the corresponding gear is engaged by the main actuator 1511. In this case, the second main actuating element passes - regardless of the selection function, i.e. the rotational position of the switching shaft 1512 - into the void or can additionally perform the desired function, for example, when the car stops, activate the parking lock. As an alternative solution, as a parking lock, two gears can be simultaneously engaged, due to which the gearbox is blocked.

FIG. 22 shows an end actuator 1600 for actuating a rotary switch and shifting selection, which is particularly preferred for use in vehicles that have a gearbox mounted transverse to the direction of travel. The switching shaft 1612 may, depending on whether it is an automated or mechanical step gearbox, rotate and move axially using appropriate (not shown) actuators to perform shift processes in the gearbox. In the case of manual shifting without gearbox automation, it is preferable to additionally perform the main actuating elements 1611a, 1611b so that they form involute engagement with the shift forks 1610a, 1610b. It will be appreciated that in other similar examples, the arrangement and number of switching forks 1610, 1610b can be selected so that one main actuator 1611a can load all switching forks. In automated speed gearboxes, the means for driving the gears can be actuating gears and selectors, for example electric motors, or in a mechanical gearbox, connecting levers for Bowden cables or shift rods. It is preferable to use one single version of the gearbox for a mechanical or automated step gearbox, in which only the shift shaft 1612, respectively, according to another idea of the invention, is geometrically connected to the shift shaft 1612, for example, by gearing, the protrusion with which gear actuator or manual actuator.

On the switching shaft 1612 are the main actuators 1611a, 1611b and auxiliary actuators 1613a, 1613b. Especially preferred is the implementation of the main actuators and auxiliary actuators in the form of an integral part, for example, from a machined cast or forged part, in the form of a single part 1616a, 1616b. In addition, in a similar way, the switching shaft 1612 and the parts 1616a, 1616b can be implemented as a single unit. The primary and secondary actuators 1611a, 1613a drive end output elements, such as switching forks 1610a, and the primary and secondary actuators 1611b and 1613b drive end output elements, such as switching forks 1610b, by engagement with a switch opening 1620 of the end output elements. Between the two groups of shifting forks 1610a, 1610b there passes essentially perpendicularly to the shifting shaft 1612 the gearbox input shaft not shown, with free gears for the respective gears, which are connected by means of shifting clutch shifting forks 1610a, 1610b with a geometrical closure with input shaft gearbox. For this, the main actuators 1611a, 1611b enter into the switching openings 1614 with a geometrical closure and move the shift forks 1610a, 1610b when the shift shaft 1612 is rotated perpendicular to the shift shaft, if the corresponding gear has been selected before, i.e., the corresponding main actuator 1611a, 1611b before this due to the axial movement of the switching shaft 1612 was brought to the same axial height as the corresponding switching fork 1610a, 1610b. The profile 1614a of the switching openings 1614 and the profile 1615 of the main actuating elements 1611a, 1611b, which can be made in the form of cams, are so coordinated with each other that as a result, the profiles 1614a, 1615 roll over each other according to the involute. In this case, the stroke of the shift forks 1610a, 1610b is sufficient to fully engage two gears capable of being engaged with the shift sleeve of the gears, while the gear is engaged in the same shift corridor, i.e. in the coverage area of the same shift fork 1610a, 1610b, is turned off due to movement of the shift fork 1610a, 1610b to engage a new gear by the main actuator 1611a, 1611b. The rolling profile 1614a of the main actuator 1611a, 1611b goes in the direction of the ends of the shift forks 1610a, 1610b into the involute profile 1616, which may interact with the involute profile 1617 of the auxiliary actuators 1613a, 1613b. The axial length of the auxiliary actuating elements 1613a, 1613b is selected so that at least two switching forks 1610a, 1610b can engage with the corresponding auxiliary actuating element, while the main actuating elements 1611a, 1611b are each surrounded axially by the auxiliary actuating element by element 1613a, 1613b, so that when a transmission is engaged using the main actuator 1611a, 1611b, all other transmissions — in the normal case, the actually engaged gear — are turned off before that. The main actuators 1611a, 1611b are located at such a distance from each other in the axial direction that always only one main actuator 1611a, 1611b can include one gear. For this, the switching forks 1610a, respectively, 1610b are in the gap position, so that during the switching process, the main actuating element 1611b, 1611a of the other group of switching forks between the switching forks is rotated due to the main actuating element 1611a, 1611b.

On figa and 23b shows an example implementation block 1750 actuator gearbox in various views with a cut in isometric view. The gearbox actuator block 1750 can be used for any type of end actuator, in particular with the end actuator 1700 according to the invention. The components of the gearbox actuator block 1750 are located in the housing 1730, which is configured to connect directly to the gearbox housing as a so-called additional component, for example, using screws, a locking device, or the like. Transmission actuators 1780, 1790 are located on the housing 1730, preferably perpendicular to each other with respect to their axis of action, while the actuator housing and housing 1730 are fixedly connected to each other. Transmission actuators 1780, 1790 can be formed of any type of rotary drive, preferably using electric motors, which are preferably small and compact by using permanent magnets of rare earth metals to increase the magnetic field strength in the available space. The electric motors are preferably made without brushes, while the excitation of the electromagnetic field for their operation is commutative. In this case, the rotor can carry permanent magnets, and a field coil is provided in the stator. The use of such commutatively working electric motors limits the amount of gearbox actuators, so that compared with actuators for mechanical (manual) gearboxes with Bowden cables or shift rods, there is not much greater space requirement, so when placed in the motor space of an automated or manual gearbox does not cause significant differences. In particular, in order to deactivate the clutches, for example, as the clutch actuator, for example, the actuator 46 in Fig. 1a, it is preferable to use such motors additionally or as an alternative solution in the drive branch of the car. In this case, the electric motor can be provided as the driving hydraulic master cylinder, loading the receiving cylinder for engaging the clutch, or as located parallel to the input shaft of the gearbox actuating the lever mechanism, or located concentrically to the input shaft gearbox actuator. It is understood that such electric motors may be preferred along with the end output mechanism according to the invention for all transmission actuators and clutch actuators.

To further reduce the structural space, the housing 1730 has a shape that allows you to place the actuator 1790 gearbox without a significant increase in the size of the space. The actuator 1780 preferably protrudes substantially perpendicularly from the housing 1730, in the direction of which Bowden cables or switch rods are normally brought.

To perform the rotation and displacement of the end output mechanism for selecting and shifting gears, in this exemplary embodiment, one gearbox actuator is provided as a shift actuator 1790 and a select actuator 1780. In this case, the actuator 1790 provides the pivoting movement of the end output mechanism 1700 due to the formation by means of a wheel 1791 with an external profile, for example, a gear wheel, of a geometric circuit with a drive element 1792 with a corresponding external profile, for example, with a segment of the gear wheel. The drive element 1792, preferably, is made in the form of one part and is connected to an axially fixed rod 1793, which is mounted with the possibility of rotation with two axial blocks 1730a connected to the housing 1730 or made integral with it and fixed in the axial direction. The main and auxiliary actuating elements 1711, 1713 are mounted with axial displacement and without possibility of scrolling on the rod 1793 and are surrounded on both sides in the axial direction by a sleeve 1794, which loads them in the axial direction to move. The coupling 1794 using the protrusion 1795 is connected motionless in the axial direction with the sleeve 1797, which is mounted with the possibility of axial movement relative to the housing 1730, for example, provided in the housing of the rod 1798, and is driven by the actuator 1780 selection using a geometric circuit. For this, the gearbox actuator is engaged by means of a suitably profiled drive wheel 1796, for example a gear, with a linear profile (not shown), for example, in the form of a gear, sleeve 1797.

By performing the gearbox actuator block 1750, movement of the shift and select function is independent of each other. The implementation of essential details, for example, a rod 1793 with a gear segment 1792, a sleeve 1794, a housing 1730, etc. in the form of parts from a steel sheet, which are respectively stamped and formed, provides a corresponding inexpensive implementation of this exemplary embodiment. It is clear that in the actuators 1780, 1790 of the gearbox, respectively, in their kinematic chains, known elements and / or track sensors providing elasticity of gear shifting, such as track increment sensors, can be integrated.

FIGS. 24a and 24b show, by way of example, gearshift rods 1810, 1811 located one above the other, which, when moved in the direction of the arrow 1810a, load the corresponding shift sleeve to engage both related gears. In order to ensure switching on and off processes, if not selected, by means of an executive selection mechanism, (not shown) main and auxiliary actuating means are included in the corresponding switching opening 1814, 1814a. In the embodiment shown in FIG. 24a, for clarity, one is shown, and in FIG. 24b two gearshift rods 1810, 1811. Obviously, several such gearshift fork rods 1810 can be arranged one above the other to form an end output mechanism. Since they can be used in a dual-clutch gearbox, for example, shown in FIG. 2, in the group of gears represented by the gear shift fork stem 1810, and they can turn one gear on and off, respectively, protection against movements of other gear groups is provided gear rods 1811 forks for shifting gears only with the help provided for this backed surfaces and locks. In order to provide more reliable protection of the shift forks rods 1810, 1811 of one gear group and thereby prevent unintentional engagement, respectively, of disabling the transmission of another gear group, a lock may be provided that blocks the shift gear rods 1810, 1811 of the corresponding gear group. This interlock consists of kinematically connected to the selection movement in the direction of arrow 1885 of the rod 1886, which, when the rod moves along the direction of selection 1885, enters the recesses 1888a, 1888b, 1888c, 1888c 'of the shift rod forks 1810, 1811. Recesses 1887a, 1887b, 1887c are provided in the stem 1886 so that when one groove 1887a, 1887b, 1887c is mounted to the height of one of the shafts 1810, 1811 of the shift forks, for example, in the rod embodiment 1810 shown in FIG. 24b, it is released for switching movements in the direction of 1810a. The remaining rods of the shift forks are blocked by the rod 1886. In this case, the lock of the rods 1810, 1811 of the shift forks is locked in a shift state in which the rods 1810, 1811 are located, for example, in the shown state in the middle recesses 1887b of the neutral position. The recesses 1887a, 1887c, 1887c 'surrounding them are provided for gearshift states shifted by the gearshift forks 1810, 1811.

In an exemplary embodiment, the arrangement of adjacent gearshift rods 1810, 1811, which belong to different gear groups, is shown. The arrangement of the gear shift rods 1810, 1811 of different gear groups can be alternately alternating or made by gear groups, in this case, the position of the recesses 1887a, 1887b, 1887c must accordingly change compared to the shown embodiment.

On figa and 26b shown schematically and on the example of gears 1, 2, 3, 4, the end output mechanism 1900 with the switching shaft 1912, the main actuators 1911 and auxiliary actuators 1913, as well as with a shift fork 1910 for gears 1 and 2 and the shift fork 1910a for gears 3 and 4. The main and auxiliary actuators are in the form of cams, which are indicated in FIG. 25b by the positions 1911a, 1913a, in which there is no engagement with the shift forks. The shift forks 1910, 1910a on their surfaces 1920a, 1920b, 1921f, 1921b are made inclined to the main and auxiliary actuating elements 1911, 1913 so that when the clutch is active during axial movement of the shift shaft 1912, they can also partially move. Thus, already during the selection process, one sliding sleeve can be shifted due to the movement of the shift forks 1910, 1910a, due to which the on phase in the selection phase can be at least partially turned off using, for example, auxiliary actuating element 1913, and / or the gear to be switched on can be pre-energized before synchronization with the help of the main actuating element 1911. Different positions a, b, from the shift forks represent the shift positions 1-4 in FIGS. 25a and 25b: eral (a), the transmission is switched off (b) and gear engaged (c).

The end actuator 1900 in the shown embodiment can preferably be used, but not limited to, with the following switching strategies: moving the shift sleeve 1910 to position a, during the selection movement at the radially outer edge 1910 'with gear 2 and gear 1 engaged there is, when switching from gear 1 to gear 2, the position at the radially outer edge 1910 'of the shift sleeve 1910 synchronizes gear 1 before gear 1 is turned off by the auxiliary element 1913. If, at the same proportions, the movement to the radially inner edge 1910 ″ is carried out, then gear 1 is switched off first with the help of an auxiliary actuating element 1913 and gear 2 is activated only due to the switching movement of the shift shaft 1912. If the transitions between the main and auxiliary actuators 1911, 1913 on their radial extent made with the possibility of sliding, it is possible to further control the clutch ratio between the new gear to be engaged and subject to shutdown transmission.

On Fig shows a graphical diagram of a typical switching process using an end actuator, such as, for example, described in relation to other figures. If at the stage 2000 a new transmission to be switched on is requested, then at the stage 2001 it is asked if the switching corridor already responsible for the switching has been selected, if this has already been done, the moment reduction begins.

The claims filed with the application are proposals for the formulation without prejudice to obtain far-reaching patent protection. The applicant reserves the right to apply for other combinations of features disclosed only in the description and / or drawings.

The references used in the dependent claims indicate the further development of the subject matter of the main claim due to the features of the corresponding dependent claim; they should not be understood as a refusal to obtain independent, substantive protection for combinations of features of the dependent claims. Since the subjects of dependent claims regarding the prior art as of the priority date may constitute independent and independent inventions, the applicant reserves the right to make them the subject of independent claims or selected applications. In addition, they may contain independent inventions that are independent of the objects of the previous dependent clauses.

Examples of implementation should not be construed as limiting the invention. On the contrary, in the framework of this disclosure, numerous changes and modifications are possible, in particular such options, elements and components and / or materials that can be obtained by specialists in the art, for example, due to the combination or variation of individual features, respectively, elements or stages of the method contained in the general description and in the embodiments, as well as in the claims and in the drawings, in relation to the solution of the problem, and which due to the combined features lead to a new subject or to new stages method, respectively, the sequence of stages of the method, even if they relate to methods of manufacture, testing or operation.

Claims (68)

1. A gearbox, in particular for a car, which contains a plurality of gear sets forming gear stages, each of which is formed by a gear gear fixedly connected to the shaft and mounted with a floating gear wheel connected to the shaft, while the gear stages are activated by connecting the floating gear to the shaft carrying it using the end output element, which is part of the end output mechanism, which is driven by кон end actuator, and the switching sequence of the gear stages is not installed in the end actuator, and the end actuator contains at least one main actuator, such as a switching finger, which is configured to enter into an active connection with the end output elements so that it is possible to turn on one gear stage using the first end output mechanism, and then at least one in the main actuating element is made with the possibility of active connection with another end output mechanism without the need to turn off the gear stage, which is turned on before, and the end actuating mechanism contains at least one auxiliary actuating element, and the gear stages form groups between which you can change without interruption of traction, at least at the moment of introducing one main actuating element into an active connection with one end vym output mechanism of one group, at least one auxiliary actuating element adapted to be inserted into active connection with at least one other terminal output mechanism of the same group. 2. The gearbox according to claim 1, characterized in that, at least at the time of the introduction of one main actuating element into an active connection with one end output mechanism, at least one auxiliary actuating element is configured to be inserted into an active connection with, at least one other end output mechanism. 3. The gearbox according to claim 2, characterized in that at least one other end output mechanism interacts with the gear stage still engaged. 4. The gearbox according to claim 2 or 3, characterized in that when actuating one end output mechanism to activate one gear stage using at least one main actuating element, at least one other is simultaneously activated an end output mechanism using at least one auxiliary actuating element for switching off transmission stages related thereto. 5. The gearbox according to claim 2, characterized in that, with one gear engaged, it is prevented that at least one gear not engaged is unintentionally engaged with at least one auxiliary actuator when the main actuator of the engaged gear remains in the zone end position, which establishes the inclusion of transmission. 6. The gearbox according to claim 2, characterized in that with the help of at least one main actuating element, it is possible to turn on only one gear stage at a time. 7. The gearbox according to claim 1, characterized in that at least one other end output mechanism of the same group interacts with the gear stage still engaged. 8. The gearbox according to claim 1 or 7, characterized in that when actuating one end output mechanism of one group to activate one gear stage using at least one main actuating element, at least one other end output mechanism of the same group with at least one auxiliary actuating element for switching off the transmission stages related thereto. 9. The gearbox according to claim 1, characterized in that at least at the time of the introduction of one main actuating element into an active connection with one end output mechanism of one group, at least one auxiliary actuating element is not included in the active connection with one end output mechanism of another group. 10. The gearbox according to claim 1, characterized in that each time with one gear engaged in one group, the unintentional engagement of at least one gear not engaged in this group with at least one auxiliary actuator is prevented when the main actuator the element of the included gear of this group remains in the zone of the final position, which sets the inclusion of this gear. 11. The gearbox according to claim 1, characterized in that each group is configured to include only one gear stage at a time. 12. The gearbox according to claim 1, characterized in that at least one main actuating element is configured to have a limited rotation with respect to at least one auxiliary actuating element against the action of the energy accumulator. 13. A gearbox according to any one of claims 2, 3 and 12, characterized in that when the end output mechanism is actuated, the synchronization of the floating gear starts a new gear stage to be engaged using at least one main actuator before the other end output mechanism is driven by at least one auxiliary actuating element for switching off the transmission stage related thereto. 14. The gearbox according to item 13, wherein the at least one auxiliary actuating element is configured to turn off the corresponding gear stage before the synchronization of the floating gear is completed and the new gear stage to be turned on is switched on using the main actuating element . 15. The gearbox according to 14, characterized in that when the gear is switched on, the accidental inclusion of at least one gear not engaged by means of at least one auxiliary actuating element is prevented when the main actuating element of the engaged transmission remains in the final zone provisions which establishes the inclusion of transmission. 16. The gearbox according to 14, characterized in that the main actuating element is configured to prevent movement to include a new gear stage to be engaged by means of a controlled auxiliary actuating element of the locking device, while the auxiliary actuating element locks the locking device for so long until the engaged gear stage is off. 17. The gearbox according to claim 1, characterized in that the end output mechanisms include connecting elements, such as shift forks or gearshift rod rods, which have a first functional area for engaging the main actuating element and a second functional area for engaging the auxiliary actuating element . 18. The gearbox according to 17, characterized in that at least one auxiliary actuating element is located on the switching shaft, made to rotate around its longitudinal axis when actuating, while the second functional area is made so that when By turning the shift shaft to the second functional zone, the force is transmitted from the auxiliary actuating element in the direction of switching off of the corresponding gear stage, which is equal to or greater than that required for switching off force. 19. The gearbox according to claim 1, characterized in that at least one auxiliary actuating element is made with the possibility of active connection simultaneously with one or more end output mechanisms. 20. The gearbox according to claim 19, characterized in that at least one auxiliary actuating element has a width in the axial direction of the switching shaft, which allows simultaneous loading of at least two end output mechanisms. 21. The gearbox according to claim 18, characterized in that the at least one auxiliary actuating element and the second functional zones interact with each other in such a way that the gear stage is switched off when the shift shaft rotates, regardless of the direction of rotation of this shaft. 22. The gearbox according to item 21, wherein the at least one auxiliary actuating element and the second functional areas are made symmetrically relative to the plane mounted on the switching shaft. 23. The gearbox according to item 21, wherein the at least one auxiliary actuating element has two cam end zones, and the second functional zones are recesses interacting with them. 24. The gearbox according to item 21, wherein the second functional zones have two cam end zones, and at least one auxiliary actuating element - recesses interacting with them. 25. The gearbox according to item 21, wherein the transmission of force between the auxiliary actuating element and the second functional area is through the top of the cam end zones. 26. The gearbox according to item 21, wherein the transmission of force between the auxiliary actuating element and the second functional area is via the side surfaces of the cam end zones. 27. The gearbox according to claim 1, characterized in that the block of actuators of the gearbox with an end actuator, formed of at least one actuator of switching and one actuator of choice, is made with the possibility of installation as a separate structural group on a pre-mounted gearbox with a hole for engaging the end actuator with at least one end output mechanism. 28. The gearbox according to claim 1, characterized in that formed from at least one manually actuated selection element and one manually actuated switching element, the gearbox actuator with the end actuator is configured to be installed as a separate structural group on a pre-mounted gearbox with a hole for engaging the end actuator with at least one end output mechanism. 29. The gearbox of claim 27, wherein the same hole is used for the gearbox actuator block and the gearbox actuator block. 30. The gearbox according to claim 27, characterized in that for the gearbox actuator block and gearbox actuator block, the same end output mechanisms are used to turn the gear stages on and off. 31. The gearbox according to item 21, wherein the end actuator is formed by one main actuator, which, essentially without a gap with the formation of involute engagement, is included in at least one end output element and drives it. 32. The gearbox according to item 21, wherein the end actuator is formed by one main actuator, which, essentially without a gap, enters at least one end output element and puts it into action. 33. The gearbox of claim 32, wherein the engagement without clearance is involute engagement. 34. The gearbox according to claim 1, characterized in that at least one main and / or auxiliary actuating element interacts with at least one end output element with the formation of involute engagement. 35. The gearbox according to claim 1, characterized in that at least one main and auxiliary actuating element is made in the form of an integral part. 36. The gearbox according to claim 35, characterized in that at least one main actuating element along its axis of rotation is surrounded by two auxiliary actuating elements and that the main and auxiliary actuating elements are made in the form of an integral part. 37. The gearbox according to clause 35 or 36, characterized in that at least one main and auxiliary actuating element with the switching shaft supporting it is made in the form of an integral part. 38. The gearbox according to paragraph 24, wherein the at least one main actuating element and at least one auxiliary actuating element are made with the possibility of involute engagement with one single switching opening, while for at least , one main actuating element, and for at least one auxiliary actuating element, a corresponding separate involute zone is provided. 39. The gearbox according to claim 1, characterized in that the inclusion of the gear stage is carried out in accordance with the linear relationship of the path between the end output element and the main actuating element. 40. The gearbox according to claim 1, characterized in that the inclusion of the gear stage is carried out in accordance with a non-linear ratio of the path between the end output element and the main actuating element. 41. The gearbox according to claim 1, characterized in that the gear stage is switched off in accordance with the linear relationship of the path between the end output element and the main actuating element. 42. The gearbox according to claim 1, characterized in that the gear stage is switched off in accordance with a non-linear relationship of the path between the end output element and the main actuating element. 43. The gearbox of claim 1, characterized in that the movement of turning on the gear stage to be turned on and the movement of turning off the gear stage to be turned off are blocked. 44. The gearbox according to claim 1, characterized in that the movement of turning on the gear stage to be turned on and the movement of turning off the gear stage to be turned off do not overlap. 45. The gearbox according to claim 1, characterized in that the movement of the choice for positioning at least one main actuator at the end mechanism is its movement along the axis of rotation, and the switching motion is the movement of the rotation of at least one main actuator element around this axis of rotation. 46. The gearbox according to claim 1, characterized in that the selection movement for positioning at least one main actuating element at the end mechanism is carried out by means of a rotational movement around the axis of rotation, and the switching movement is performed by moving along this axis of rotation. 47. The gearbox according to item 46, wherein the end actuator is configured so that the hollow shaft mounted rotatably around the axis of rotation has a main actuator protruding radially outward and forcible control is provided in the hollow shaft through the slots in the hollow shaft for two auxiliary actuators located on the hollow shaft with radial extensions for the end output elements, which position the auxiliary actuators at a distance they are separated from each other when moving the hollow shaft along the axis of rotation for a limited distance, while the end output mechanisms are located on at least one segment of the circle around the axis of rotation of the hollow shaft, and when the hollow shaft is first moved within a limited distance, the auxiliary actuators are turned off the gear engaged and with the further movement of the hollow shaft beyond a limited distance, at least one main actuator includes a new gear to be included I’m traveling after at least one main actuating element and the end output mechanism are turned into the same circumferential position by turning the hollow shaft for the new gear to be engaged. 48. The gearbox according to item 47, wherein the two main actuating elements are distributed with a circle and drive each one group of end output mechanisms. 49. The gearbox according to item 47 or 48, characterized in that longitudinal auxiliary slots are made in the auxiliary actuating elements along which their main actuating elements are guided when moving the hollow shaft. 50. The gearbox of claim 47, wherein both auxiliary actuators are prestressed. 51. The gearbox, in particular, according to claim 1, characterized in that the gearbox has at least one gearbox brake for braking the gearbox input shaft, which is driven by the main or auxiliary actuating element. 52. The gearbox according to claim 1, characterized in that the end output elements form two groups at a distance from each other along the axis of rotation of its direction of action. 53. The gearbox according to claim 1, characterized in that at least one end output element in the area of active engagement with at least one main and / or auxiliary actuating element relative to the axis of rotation to be rotated during the shift process, at least one main and / or auxiliary actuating element is made inclined from a radially inner to a radially outer part. 54. The gearbox according to claim 1, characterized in that, regardless of the position of the end output elements, at least one main actuating element is adapted to be brought into a neutral position (N), in which all engaged gears are turned off using at least at least one auxiliary actuator. 55. The gearbox according to item 54, wherein the neutral position is achieved by the movement of the selection of at least one main actuator beyond the end output elements and the subsequent movement of the switch. 56. The gearbox according to item 54, wherein the neutral position (N) is implemented in the end output mechanism, which is only one gear (R), and the switching movement to set the neutral position is opposite to the switching movement to actuate the gear shifted by end output element of the transmission. 57. The gearbox according to item 54, wherein the neutral position is ensured by the movement of the selection of the main actuating element between the two end output elements and the subsequent movement of the switch. 58. The gearbox according to claim 1, characterized in that the selection process determining the end output mechanism for the new gear stage to be included, during the reduction phase of the drive moment created by the drive unit in the vehicle’s drive branch, occurs immediately before turning on and turning on the new one to be turned on gear stage. 59. The gearbox according to claim 1, characterized in that the gearbox consists of at least two branches of the gearbox with a corresponding input shaft of the gearbox and mounted on it with the possibility of rotation of the floating gears, which are made with end output mechanisms with the possibility of connecting to the input shafts of the gearbox for gear shifting, while during operation of the car using the first input shaft of the gearbox and the gear selected in accordance with the situation of movement a second transmission input shaft is activated next possible transmission suitable for driving situation ratio. 60. The gearbox according to claim 59, wherein the possible next gear stage is the next higher gear stage relative to the gear ratio included on the first input shaft of the gearbox. 61. The gearbox according to claim 59, characterized in that when the car is stopped at each of the input shafts of the gearbox, a gear stage is engaged, with which it is possible to move the car from its place. 62. The gearbox according to Claim 61, wherein the gear stage, with which it is possible to move the car from its place, is a reverse gear or a forward gear. 63. The gearbox according to claim 59, characterized in that, with a changing driving situation, a possible next gear stage changes. 64. The gearbox according to claim 59, characterized in that, in accordance with the driving situation, the end output mechanism is selected using the main actuator, but is not actuated, which corresponds to the possible next alternative gear stages. 65. The gearbox according to item 64, wherein the alternative gear stage when the car is operating under partial load corresponds to a gear stage with a higher gear ratio than the one with which the car is operating at a given time, while using this larger gear The number provides the opportunity to achieve in full load maximum acceleration of the car. 66. The gearbox according to item 64, wherein the alternative gear stage when the car is at full load corresponds to a gear stage with a lower gear ratio than the one with which the car is operating at a given time, while using this smaller gear ratio the vehicle can be operated in a particularly economical partial load mode. 67. The gearbox according to any one of paragraphs 58-66, characterized in that after selecting the end output element, the main and / or auxiliary actuating element loads at least one end output element of the gear stage to be switched off so that the process of switching off this subject switching off the transmission stage occurs only when the moment at the end output element connecting the floating gear to the gearbox shaft is near zero. 68. A car with a gearbox according to any one of claims 1-67.

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