Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
  • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
  • F16H63/30—Constructional features of the final output mechanisms
  • F16H63/34—Locking or disabling mechanisms
  • F16H63/3416—Parking lock mechanisms or brakes in the transmission
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
  • F16H61/26—Generation or transmission of movements for final actuating mechanisms
  • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
  • F16H61/32—Electric motors , actuators or related electrical control means  therefor
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
  • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
  • F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
  • F16H63/20—Multiple final output mechanisms being moved by a single common final actuating mechanism with preselection and subsequent movement of each final output mechanism by movement of the final actuating mechanism in two different ways, e.g. guided by a shift gate
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T74/00—Machine element or mechanism
  • Y10T74/20—Control lever and linkage systems
  • Y10T74/20012—Multiple controlled elements
  • Y10T74/20018—Transmission control
  • Y10T74/20085—Restriction of shift, gear selection, or gear engagement

Definitions

• the present invention relates to a manual transmission for a vehicle with at least one drive shaft and an output shaft according to the preamble of claim 1.
• Gearboxes for motor vehicles have already become known in many copies. Due to the cost advantage of manual transmissions, in which the driver changes gear, such manual transmissions are still widely used.
• automatic transmissions have also become known, which are fully automated manual transmissions with a hydrodynamic converter and a downstream planetary-type transmission in the area of passenger cars. Because of the torque converter, there is no direct connection from the vehicle to the engine with its braking force in such transmissions, so that such automatic transmissions are often equipped with a parking lock so that the vehicle can be secured against unintentional rolling away.
• the locking process is brought about by the driver of the vehicle by moving the selector lever into the parking position P, which leads to a blocking of the output shaft of the transmission via an actuating mechanism in the form of, for example, pull or push rods.
• automated manual transmissions have also become known, in which an actuator in the form of, for example, an electric motor or two electric motors for the selection process and the switching process when changing gear relieves the driver ,
• the invention is therefore based on the object of a manual transmission for
• a manual transmission for a vehicle is provided with at least one drive shaft and at least one output shaft and a plurality of gearwheels arranged on the shafts, which can be brought into and out of engagement by means of an actuator, the actuator also for actuating a parking lock device for blocking the output shaft of the gearbox is used.
• a parking lock device is provided for blocking the output shaft of the transmission and this parking lock device is also actuated by the actuator of the manual transmission, for example the transmission actuator, and can be brought into a parking lock position and can also be released therefrom.
• the actuator can actuate the parking lock device, for example, via an actuation mechanism provided between the parking lock device and the actuator.
• the parking lock device can be a non-rotatably arranged parking lock wheel on a gear shaft and a pawl which can be brought into engagement with it and which can be releasably engaged with the parking lock wheel via a prestressable spring element.
• the preloaded spring element acted on by the actuator ensures that the gear can also be brought into the parking lock position via the pawl and the parking lock wheel if a tooth-on-tooth position should just be present when the vehicle is parked, i.e. when the vehicle is parked there is no engagement of the pawl in the parking lock wheel.
• a slight movement of the motor vehicle then leads to a rotation of the
• the parking lock device can also be a positive clutch that can be acted upon by a prestressable spring element, which is provided in the drive train of the vehicle and by means of which the drive-side part of the drive train coupled to the transmission output shaft can be blocked.
• the clutch can be arranged in the output-side part of the drive train downstream of the transmission.
• the electric motor can also be used to deliver a torque to the drive train or for recuperation when braking the vehicle.
• one or more shift clutches can be provided in the drive train in addition to the clutch that performs the parking lock function. Also, the parking lock clutch for that
• Disconnecting and closing the drive train are used so that both functions, namely the parking lock function and the disconnection and closing of the drive train is carried out by only one clutch.
• the actuator is used both for the switching operations in the transmission and for the actuation of the parking lock clutch and in the case of one or more additional clutches also for their actuation, so that only one actuator is required.
• the actuator provided on the gearbox can now act on a spring element, which in turn the
• Actuated clutch which is provided for separating the drive train of the vehicle in the drive train and by means of that with the transmission output shaft coupled drive-side part of the drive train can be blocked by the clutch, for example, for blocking the drive-side part of the drive train against the transmission housing.
• the actuator and / or Actuating mechanism in which the spring element can be pretensioned position. If, for example, the actuator is provided in the form of an electric motor, it is not energized further to protect the vehicle's electrical system after the vehicle has been switched off, so that it does not actively apply any force to the spring element.
• the actuator can act on the spring element, for example, via a self-locking gear stage, for example, a worm gear, but the actuator and / or the actuation mechanism can also be fixed in the position that can be preloaded by the spring element.
• This locking device can be designed, for example, as a detent for a central control shaft. It is also possible that the actuator and / or the actuating mechanism can be fixed in the position that can be pretensioned by the spring element by means of a load torque lock. Even if the spring element is in its pretensioned position, the actuator can still carry out adjustment processes in the drive train of the vehicle and / or in the transmission.
• the manual transmission is an automated manual transmission or a transmission provided with a power shift clutch and shiftable without interruption in tractive power, or else a hybrid transmission, as has already been described above.
• the manual transmission is characterized in that the transmission can only be shifted into the parking lock position when all shift rods or other shift elements of the transmission are in the neutral position. This ensures that no conflict situation can occur such that the transmission is, for example, in the forward driving position in first gear and the actuator actuates the pawl or the clutch, which would lead to a sudden standstill of the transmission output shaft, although the driver of the motor vehicle with a Travel in first gear.
• the transmission can be switched to a neutral position after reaching the parking lock position, which can also be formed by an additional neutral gate.
• a wide shift fork mouth can be provided so that, in the case of a transmission with a central shift shaft, a shift finger engages in the shift fork mouth of the shift rod, which actuates the pawl or the clutch, so that the parking lock position of the transmission is brought about and then the shift finger moves out of the wide range Shift fork mouth is brought out without the parking lock position being released.
• the transmission can be switched into a forward driving position or in the reverse driving position after reaching the parking lock position.
• Switching to the forward driving position for example in first gear when the parking lock position is switched on, can be used, for example, for the vehicle to be secured against rolling backwards by the parking lock of the transmission when the vehicle is temporarily stopped on a downhill lane and for the vehicle to continue moving forward, i.e. the first gear is already engaged uphill, the start clutch being open for this purpose and then the actuator ensuring that the parking lock position is released and at the same time the start clutch is being closed so that starting on the mountain is possible without rolling backwards.
• the actuator for executing the shifting operations of the transmission is also used to actuate one or more of the clutches provided in the drive train of the vehicle.
• the actuator for executing the shifting operations of the transmission is also used to actuate one or more of the clutches provided in the drive train of the vehicle.
• the electric motor acts both on the transmission input shaft, that is, on the drive shaft and on the transmission output shaft, so that two clutches are provided, which can be, for example, form-fitting shift clutches that are actuated by the actuator. If these additional or additional shift clutches are actuated by the actuator via an actuating mechanism, this can be fixed in an engaged or disengaged position of the clutch or the clutch. In the engaged or disengaged position, the actuator can carry out further adjustment processes, such as, for example, actuating further shift clutches present in the drive train, or can also be used for shifting processes in the manual transmission.
• the actuation mechanism for the clutch or the clutch can be determined similar to the actuation mechanism of the parking lock device, for example, a self-locking gear stage, a lock or a load torque lock.
• the actuator is therefore used for the adjustment processes in the manual transmission, for the actuation of a parking lock device and / or for the actuation of one or more clutch clutches in the drive train of the motor vehicle.
• Figure 1 is a schematic representation of a section of a gearbox with a parking lock.
• Figure 2 is a schematic representation of a drive train of a motor vehicle with a parking lock in the form of a positive clutch;
• FIG. 3 shows a schematic illustration of the actuation actuators for the individual gears of the manual transmission and the parking lock and
• Fig. 4 is a representation similar to that of FIG. 3 with a modified central shift shaft.
• Fig. 1 of the drawing shows in general a section of a gearbox according to the invention with a schematic representation of the parking lock.
• a pawl 2 is rotatably attached and can be releasably engaged via its pawl toothing 3 with a complementary toothing 4 of a partially shown parking lock wheel 5.
• the parking lock wheel 5 is axially fixed and rotationally fixed to an output shaft of the transmission, not shown, so that the output shaft of the transmission is blocked when the pawl teeth 3 with the teeth 4 of the parking lock wheel 5 is engaged.
• an actuator is provided with which the engagement position between the pawl toothing 3 and the toothing 4 of the parking lock wheel 5 can also be released again.
• an actuator (not shown in more detail in FIG. 1) in the form of, for example, an electric, pneumatic or hydraulic drive can be provided, which is also used for the automation of the gear change process in the manual transmission.
• the actuator can load a rod 6 for bringing about and releasing the engagement position under tension and pressure.
• This rod 6 can, for example, be in the transmission housing arranged shift rod to which a shift fork mouth is fastened, which can be actuated via a shift finger of a central shift shaft.
• a force called production is exerted by the actuator to bring about the engagement position, via the rod 6, a spring element 7 and a roller 8, which is supported on a counter roller 9 mounted in the gear housing 1 transferred to pawl 2.
• the case is now conceivable that the pawl toothing 3 with the toothing 4 of the parking lock wheel 5 occupies a tooth-on-tooth position, so that the pawl toothing 3 cannot engage in the toothing 4 of the parking lock wheel 5.
• a movement of the rod 6 in the plane of the drawing in the direction to the left in this case leads to a preload of the spring element 7, so that with a slight movement of the vehicle and a resulting rotation of the output shaft of the transmission, a relative rotation of the pawl toothing 3 to the toothing 4 of the Parking lock wheel 5 takes place and thus the teeth come into engagement, whereby the output shaft of the transmission is blocked. So that the pretension of the spring element 7 does not lead to a movement of the rod 6 counter to the actuating force F Be act ⁇ gu ⁇ g, and an actuator designed, for example, as an electric motor does not have to be energized further after the vehicle has been switched off. a lock 10 is provided which engages in the rod 6 and thus the
• Fig. 2 of the drawing shows a schematic representation of the drive train of a motor vehicle with a hybrid drive and a parking lock in the form of a positive clutch.
• An internal combustion engine 11 acts via a starting clutch 12 on a manual transmission 13, which is followed by an electric motor 14, which can act as a starter generator and can also provide a drive torque to the drive train as an additional electric drive motor.
• an electric motor 14 which can act as a starter generator and can also provide a drive torque to the drive train as an additional electric drive motor.
• a positive clutch 15 behind the electric motor 14 for disconnecting the drive train and a positive clutch 16 which acts as a parking lock.
• the functions of the two shift clutches can be integrated in a shift clutch by a corresponding movement of a sliding sleeve 17. Downstream of the shift clutch 15 is a differential 18 and the drive wheels 19 of the motor vehicle.
• the internal combustion engine 11 can exert a drive torque on the manual transmission 13 as an input torque, which is only schematically shown as
• the electric motor 14 can, for example, deliver a drive torque to the drive wheels 19 for greater acceleration of the vehicle or also act as a generator. In normal driving, there is a positive clutch
• Gearbox 13 which performs the selection and switching operations of the gearbox 13, the sliding sleeve 17 in the plane of the drawing in the direction to the right, so that the downstream transmission gearbox 13 blocked by an internal toothing of the sliding sleeve 17 with an axially fixed and rotationally fixed external toothing the clutch 16 comes into engagement, which is fixed, for example, on the transmission housing. This prevents the vehicle from rolling.
• the positive clutch 15 is opened via the actuator of the manual transmission 13.
• the actuator of the gearbox can close the positive clutch, for example of the first gear of the gearbox 13, so that a torque exerted by the electric motor 14 on the output-side part of the drive train acts via the gearbox 13 and the starting clutch 12 on the internal combustion engine 11, which are started therewith can.
• the actuator of the manual transmission 13 becomes the form-fit via a corresponding movement of the sliding sleeve 17 Wegkupplu ⁇ g 15 closed and at the same time the clutch 16 of the parking lock opened so that the internal combustion engine 1 1 can exert a driving torque on the drive wheels 19.
• Fig. 3 of the drawing now shows a schematic representation of the gearbox-internal actuator system for actuating the parking lock.
• an actuator 20 is provided for the selection process and an actuator 21 for the switching process.
• the 10 20 and 21 actuate a central control shaft 22 which is rotatably and axially movably received in a passage of a housing 23.
• the actuators 20, 21 transmit their rotary movement via a gear stage to the central switching shaft 22.
• the gear stages 24, 25 can be designed to be self-locking so that a force acting on the central switching shaft 22 comes from the 5 preloaded spring element 7 of the parking lock device can not lead to an uncontrolled movement of the central shift shaft 22.
• shift fingers 26, 27 which can engage in shift fork jaws 28, 29 0.
• the shift fork jaws 29 are fastened to shift rods 30 mounted in the transmission housing 1, via which the individual gear stages of the shift transmission can be shifted.
• the shift finger 26 is used to engage the shift fork mouth 28, which is fastened to a 5 shift rod 31, it being possible, for example, to actuate the rod 6 (FIG. 1) for actuating the parking lock via the shift rod 31.
• the central shift shaft 22 is axially displaced via the actuator 20 and the self-locking gear stage 24, so that the shift finger 26 engages in the shift fork mouth 28.
• a current supply to the actuator 21 leads via the gear stage 25 to a rotary movement of the central shaft 22 and thus to an axial displacement of the Shift rod 31 and thus to act upon the rod 6 with the actuating force F B etat ⁇ gun g and thus to lock the parking lock.
• the parking lock 16 can be actuated in the form of a switchable claw coupling via the actuator or, if only one actuator is used for the execution of the selection process and the switching operation. It is possible, for example, to actuate the sliding sleeve 17 of the hybrid transmission drive according to FIG. 2 via the shift rod 31, that is to say the actuator for the gear change process of the manual transmission both for opening and closing the form-fitting clutch 17 for disconnecting and closing the drive train connected downstream of the transmission to use also for opening and closing the parking lock 16 in the form of a switchable claw coupling.
• FIG. 4 differs from the structure of the actuating actuator according to FIG. 3 essentially by a modified central switching shaft 32. As is readily apparent from FIG. 4, this has only one switching finger
• the parking lock labeled P can only be activated via the neutral lane labeled N, so that So the conflict of a shifted gear and a parking lock to be activated is excluded. If the user of a motor vehicle, which is equipped with the manual transmission with a parking lock device, has at least largely brought the vehicle to a standstill and wants to activate the parking lock, he can do this by placing a selector lever arranged in the vehicle interior in one of the Bring the corresponding diagram into position P, which leads to the actuator 20 lowering the central shift shaft 32 until the shift finger 27 reaches the shift fork mouth 28 along the neutral alley.
• a corresponding energization of the actuator 21 then leads to a rotation of the central shift shaft 32 and thus to a shift of the shift rod 31 which acts on the rod 6 (FIG. 1) or also the sliding sleeve 17 in the direction of P (FIG. 2 ) moves the designated parking lock position.
• the case of the drive train shown in FIG. 2 can occur 10 that one of the shift rods 30 must be shifted to shift a gear when the parking lock position is activated, for example when the internal combustion engine 16 and thus at the electric motor 14 when the positive clutch 15 is open a gear stage switched in the transmission 13 is to be started and the vehicle should nevertheless be secured 15 against rolling away, for which purpose the parking lock in the form of the switchable claw coupling or also in the form of the training with a pawl and a parking lock wheel should remain closed required to keep the parking lock engaged while performing a shift.
• the shift fork mouth 33 shown in Fig. 4 can be made wide, so that a
• Shift fork jaw 33 moves out in the upward direction without the shift fork jaw 33 having to be made wide.
• Appropriate energization of the actuator 21 then leads to a rotary movement of the slightly raised central shift shaft 32, so that the shift finger 27 can be moved within the neutral range of the individual gears one to six.
• the parking lock is still in its closed position and it is still possible, for example, to engage the first gear, so that the internal combustion engine 11 can be started via the electric motor 14, the manual transmission 13 and the closed starting clutch 12, during this Starting the positive clutch 15 is open.
• the starting clutch 12 is then disengaged, the positive clutch 15 is closed, the parking lock 16 is brought into its unlocked position, so that the drive train is ready for a torque transmission from the internal combustion engine 11 to the drive wheels 19.
• a parking lock which is actuated by the actuator of the transmission or the transmission actuator, is therefore provided in such a manual transmission in the form of, for example, an automated manual transmission, a powershift transmission or a hybrid transmission.
• the gear actuator can also be used to actuate an additional clutch, which is used, for example, to disconnect the gear output shaft.
• the pre-tensionable spring provided in the actuating actuator of the parking lock ensures that even with a tooth-on-tooth position of the parking lock components, a positive connection is forcibly brought about with only a slight relative movement of the vehicle and thus the transmission output shaft or the drive train on the output side.
• corresponding adjustment movements in the transmission can also be designed as a sequential sequence, for which purpose, for example, a selector drum is provided, for the actuation of which only a single actuator is required.

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Gear-Shifting Mechanisms (AREA)
• Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
• Arrangement And Driving Of Transmission Devices (AREA)
• Arrangement Of Transmissions (AREA)

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Publications (1)

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ID=7916377

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Citations (2)

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• 2000
  • 2000-07-18 DE DE10082237T patent/DE10082237B4/de not_active Expired - Fee Related
  • 2000-07-18 JP JP2001513773A patent/JP2003506639A/ja active Pending
  • 2000-07-18 KR KR1020017003189A patent/KR100682712B1/ko not_active Expired - Fee Related
  • 2000-07-18 AU AU66841/00A patent/AU6684100A/en not_active Abandoned
  • 2000-07-18 US US09/787,538 patent/US6588294B1/en not_active Expired - Lifetime
  • 2000-07-18 DE DE10034746A patent/DE10034746A1/de not_active Withdrawn
  • 2000-07-18 WO PCT/DE2000/002357 patent/WO2001009534A1/de not_active Ceased
  • 2000-07-18 BR BR0006946-9A patent/BR0006946A/pt active Search and Examination
  • 2000-07-25 FR FR0009718A patent/FR2797017B1/fr not_active Expired - Fee Related
  • 2000-07-27 IT IT2000MI001724A patent/IT1318261B1/it active

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