WO2004042246A2

WO2004042246A2 - Methods and devices, especially for actuating an automatic gearbox of a motor vehicle

Info

Publication number: WO2004042246A2
Application number: PCT/DE2003/003664
Authority: WO
Inventors: Carmen Stumm; Gerd Ahnert; Joachim Hirt
Original assignee: Luk Lamellen Und Kupplungsbau Beteiligungs Kg
Priority date: 2002-11-07
Filing date: 2003-11-05
Publication date: 2004-05-21
Also published as: DE10393512B4; AU2003292952A1; DE10393512D2; WO2004042246A3

Abstract

The invention relates to methods and devices, especially for actuating an automatic gearbox of a motor vehicle with a drive motor and a gear in the drive train.

Description

Methods and devices, in particular for actuating an automated one

Gearbox of a motor vehicle

The invention relates to methods and devices, in particular for actuating an automated transmission of a motor vehicle with a drive motor and a transmission in the drive train.

According to FIG. 1, a vehicle 1 has a drive unit 2, such as an engine 12 or an internal combustion engine. Furthermore, a torque transmission system 3 and a transmission 4 are arranged in the drive train of the vehicle 1. In this exemplary embodiment, the torque transmission system 3 is arranged in the power flow between the motor 12 and the transmission 4, a driving torque of the motor via the torque transmission system 3 to the transmission 4 and from the transmission 4 on the output side to an output shaft 5 and to a downstream axis 6 and to the wheels 6a is transmitted.

The torque transmission system 3 is a clutch, such as. B. designed as a friction clutch, multi-plate clutch, magnetic powder clutch or torque converter clutch, the clutch can be a self-adjusting or a wear-compensating clutch. The transmission 4 is an uninterruptible manual transmission (USG). According to the idea of the invention, the transmission can also be an automated manual transmission (ASG), which can be shifted automatically by means of at least one actuator. An automated manual transmission is furthermore to be understood as an automated transmission which is shifted with an interruption in tractive force and in which the shifting operation of the transmission ratio is carried out in a controlled manner by means of at least one actuator.

Furthermore, an automatic transmission can also be used as the USG, an automatic transmission being a transmission essentially without interruption of tractive power during the switching operations and which is generally constructed by means of planetary gear stages. Furthermore, a continuously variable transmission, such as a conical pulley belt transmission, can be used. The automatic transmission can also be designed with a torque transmission system 3 arranged on the output side, such as a clutch or a friction clutch. The torque transmission system 3 can furthermore be designed as a starting clutch and / or a reversing set clutch for reversing the direction of rotation and / or a safety clutch with a selectively controllable, transferable torque. The torque transmission system 3 can be a dry friction clutch or a wet friction clutch that runs, for example, in a fluid. It can also be a torque converter.

The torque transmission system 3 has a drive side 7 and an output side 8, wherein a torque is transmitted from the drive side 7 to the output side 8 by z. B. the clutch disc 3a by means of the pressure plate 3b, the plate spring 3c and the release bearing 3e as well as the flywheel 3d. For this purpose, the release lever 20 is actuated by means of an actuating device, e.g. an actuator.

The torque transmission system 3 is controlled by means of a control unit 13, such as, for. B. a control unit, which may include the control electronics 13a and the actuator 13b. In another advantageous embodiment, the actuator 13b and the control electronics 13a can also be in two different structural units, such as. B. housings.

The control unit 13 can contain the control and power electronics for controlling the drive motor 12 of the actuator 13b. In this way it can advantageously be achieved, for example, that the system, as the only installation space, requires the installation space for the actuator 13b with electronics. The actuator 13b consists of the drive motor 12, such as. B. an electric motor 12, wherein the electric motor 12 acts on a master cylinder 11 via a gear such as a worm gear, a spur gear, a crank gear or a threaded spindle gear. This effect on the master cylinder 11 can take place directly or via a linkage. The movement of the output part of the actuator 13b, such as. B. the master cylinder piston 11a is detected with a clutch travel sensor 14 which detects the position or position or the speed or the acceleration of a variable which is proportional to the position or engagement position or the speed or acceleration of the clutch. The master cylinder 11 is via a pressure medium line 9, such as. B. a hydraulic line, connected to the slave cylinder 10. The output element 10a of the slave cylinder 10 is with the disengaging means 20, for. B. a release lever, operatively connected so that a movement of the output part 10a of the slave cylinder 10 causes the disengaging means 20 is also moved or tilted to control the torque transmitted by the clutch 3.

The actuator 13b for controlling the transmissible torque of the torque transmission system 3 can be actuatable by pressure medium, i.e. it can have a pressure transmitter and. The pressure medium can be, for example, a hydraulic fluid or a pneumatic medium. The actuation of the pressure medium transmitter cylinder can take place by means of an electric motor, wherein the electric motor provided as the drive element 12 can be controlled electronically. In addition to an electromotive drive element, the drive element 12 of the actuator 13b can also be another drive element, for example actuated by pressure medium. Magnetic actuators can also be used to adjust a position of an element.

In the case of a friction clutch, the transferable torque is controlled in that the friction linings of the clutch disc are pressed in a targeted manner between the flywheel 3d and the pressure plate 3b. About the position of the disengagement means 20, such as. B. a release fork or a central release, the application of force to the pressure plate 3b or the friction linings can be specifically controlled, the pressure plate 3b being moved between two end positions and being able to be set and fixed as desired. One end position corresponds to a fully engaged clutch position and the other end position corresponds to a fully disengaged clutch position. To control a transmissible torque which is, for example, less than that at the moment applied engine torque, for example, a position of the pressure plate 3b can be controlled, which is in an intermediate area between the two

End positions. The clutch can by means of the targeted control of the

Disengaging means 20 are fixed in this position. But it can also be transferable

Coupling torques are controlled that are defined above the current engine torque. In such a case, the currently occurring engine torques can be transmitted, the torque

Non-uniformities in the drive train in the form of, for example

Torque peaks are damped and / or isolated.

To control the torque transmission system 3, sensors are also used which at least temporarily monitor the relevant variables of the entire system and deliver the state variables, signals and measured values necessary for control, which are processed by the control unit, with a signal connection to other electronic units, such as, for example Engine electronics or an electronics of an anti-lock braking system (ABS) or an anti-slip control (ASR) can be provided and can exist. For example, the sensors detect speeds such as wheel speeds, engine speeds, the position of the load lever, the throttle valve position, the gear position of the transmission, an intention to shift and other vehicle-specific parameters.

1 shows that a throttle valve sensor 15, an engine speed sensor 16 and a speedometer sensor 17 can be used and transmit measured values or information to the control unit 13. The electronics unit, such as. B. a computer unit, the control electronics 13a processes the system input variables and forwards control signals to the actuator 13b.

The gear is as z. B. stage change gear designed, the gear ratios are changed by means of a shift lever 18 or the transmission is operated or operated by means of this shift lever 18. Furthermore, at least one sensor 19b is arranged on the shift lever 18 of the manual transmission, which detects the intention to shift and / or the gear position and detects it Control unit 13 forwards. The sensor 19a is articulated on the transmission and detects the current gear position and / or an intention to shift. The intention to shift is detected using at least one of the two sensors 19a, 19b in that the sensor is a force sensor which detects the force acting on the shift lever 18. Furthermore, the sensor can also be designed as a displacement or position sensor, the control unit recognizing an intention to switch from the change in the position signal over time.

The control unit 13 is at least temporarily in signal connection with all sensors and evaluates the sensor signals and system input variables in such a way that the control unit issues control or regulation commands to the at least one actuator 13b as a function of the current operating point. The drive motor 12 of the actuator 13b, for. B. an electric motor receives from the control unit, which controls the clutch actuation, a manipulated variable as a function of measured values and / or system input variables and / or signals of the connected sensors. For this purpose, a control program is implemented in the control unit 13 as hardware and / or as software, which evaluates the incoming signals and calculates or determines the output variables on the basis of comparisons and / or functions and / or characteristic maps.

The control unit 13 has advantageously implemented a torque determination unit, a gear position determination unit, a slip determination unit and / or an operating state determination unit or is in signal connection with at least one of these units. These units can be implemented by control programs as hardware and / or as software, so that by means of the incoming sensor signals, the torque of the drive unit 2 of the vehicle 1, the gear position of the transmission 4 and the slip that prevails in the area of the torque transmission system 3 and the current operating state of the vehicle 1 can be determined. The gear position determination unit determines the currently engaged gear on the basis of the signals from the sensors 19a and 19b. The sensors 19a, 19b are articulated on the shift lever and / or on gearbox-internal adjusting means, such as a central shift shaft or shift rod, and detect them, for example the Location and / or the speed of these components. Furthermore, a load lever sensor 31 can be arranged on the load lever 30, such as on an accelerator pedal, which detects the load lever position. Another sensor 32 can act as an idle switch, ie when the load lever 30 or accelerator pedal is actuated, this idle switch 32 is switched on and when the load lever 30 is not actuated, it is switched off, so that digital information can be used to identify whether the load lever 30 is actuated. The load lever sensor 31 detects the degree of actuation of the load lever 30.

1 shows, in addition to the load lever 30 and the sensors associated therewith, a brake actuating element 40 for actuating the service brake or the parking brake, such as e.g. a brake pedal, a hand brake lever or a hand or foot operated actuator of the parking brake. At least one sensor 41 is arranged on the actuating element 40 and monitors its actuation. The sensor 41 is, for example, a digital sensor, such as. B. designed as a switch, which detects that the brake actuator 40 is operated or not. With the sensor 41, a signaling device, e.g. a brake light, in signal connection, which signals that the brake is applied. This can be done for both the service brake and the parking brake. However, the sensor 41 can also be designed as an analog sensor, such a sensor, such as a potentiometer, determining the degree of actuation of the brake actuating element 41. This sensor can also be in signal connection with a signal device.

A method for acquiring reference points is explained below.

The method can preferably be used to detect at least one position of a nut of a spindle relative to the spindle shaft without a stop or a displacement sensor being required for this.

It has been shown that the efficiency of spindles decreases when the point of engagement changes in the radial extent, which corresponds to a larger diameter, with a corresponding increase. This is because the friction acting at the point of engagement increases with a larger effective diameter Friction torque caused. This can be seen in FIG. 2, in which the efficiency of an involute screw spindle with a predetermined geometry is plotted over the radial point of engagement, which is normalized to the base circle radius. It can be seen that the efficiency drops significantly as the radial engagement location increases.

Based on this change in the efficiency of spindles, a specific reference point or a specific nut position can be determined relative to the shaft.

Spindles that remain constant in diameter result in a friction torque that is equivalent or quasi-constant depending on the influencing parameters. If the spindle or the nut of the spindle is designed with different diameters, this has a direct effect on the friction or loss torque. The torque available for the drive thus changes relative to the torque specified by the load.

FIG. 3 shows the efficiency η over the movement distance s of the nut on a spindle or the disengagement path, the individual positions being identified by 103. Furthermore, corresponding to the diagram above, the nut 102 moving on a spindle 101 is indicated, so that the different positions of the nut can be read from the lower diagram due to the changing efficiency. In addition, a detailed view A of the toothing between the nut 102 and the spindle 101 is shown.

In the case of a spindle 101 with a larger diameter, this causes a greater energy requirement. Thus, e.g. B. a higher current requirement or a consequent voltage drop or speed and speed changes occur. Such changes can be detected by the control and / or regulation of the drive motor or by sensors.

In this way, according to the invention, one or more positions along the route z. B. a release system or the like can be determined and also defined. These determined positions or reference points can be used as the basis for the path z. B. a rule and Serve control mechanism. This makes it possible to detect the position without having to move to a stop or to use one or more sensors. As a result, the drive can be switched off or the speed or the force can be limited when the drive is controlled by a force such that, for. B. In the event of position errors, the mechanics on a stop are not damaged.

This method for detecting a reference point can be used with all spindles or the like regardless of the respective profile definition, such as. B. M, R, Tr, S or screw profiles, such as. B. ZA, ZN, ZK, ZI, ZH, can be used.

According to a development of the invention, the change in the thread diameter can also be implemented on the nut, which then produces its specific properties.

According to the invention, a relative position detection of the nut 102 with respect to the spindle 101 is thus made possible without moving to a stop or a displacement sensor. In this way, control strategies and positioning strategies can be controlled accordingly with the method according to the invention. It is also possible for the method according to the invention to be a component of certain control strategies and positioning strategies.

The method presented here can preferably be used in actuators, shift actuators, selector actuators and / or in clutch actuators.

Furthermore, an embodiment of the present invention is described, in which a multiple worm gear is preferably proposed, which, for. B. is coupled to a rack for stroke generation.

Particularly in the case of double clutch transmission clutch actuators (DKG) and automated manual transmission clutch actuators (ASG), a worm gear transmission can preferably be combined with a slider crank gear. The higher drive torques of a new clutch actuator motor may no longer be transferable with an unprocessed plastic worm wheel. Accordingly, it is proposed according to the invention that a worm shaft 106 connected to the motor shaft 104 of a motor 105 preferably drives a plurality of worm wheels 107, 108. The worm wheels 107, 108 can then z. B. drive a common rack as output member 109.

In this way, the power of the actuator motor 105 z. B. transmitted over two transmission strands. In this way, the gear parts which are more sensitive in their design are advantageously subjected to less stress. This is particularly advantageous for the worm gear teeth and the rack and pinion gear. Sufficient dimensioning is therefore also possible for the application with plastic worm gears. The required construction effort increases only slightly in relation to the possible increase in performance.

In Figure 4, the above-described configuration of the worm shaft 106 with the gears 107, 108 and the rack or the output member 109 is indicated schematically. The respective directions of movement are indicated by arrows. In this embodiment, the rack 109 is arranged at a right angle to the worm shaft 106.

A further arrangement possibility is shown in FIG. 5, with the rack 109 being arranged at a predetermined angle, which is denoted by a in FIG. 5, with respect to the worm shaft 106.

It is particularly advantageous in the embodiment according to the invention that the worm gear pinions are slipped onto corresponding bearing bolts and thus come into toothing contact with the worm shaft 106 and the rack 109. This makes it easy to install the gear unit without screwing in a spindle and nut pair.

Furthermore, the lateral forces of the rack do not act directly on the toothing of the worm gear. This means that the worm wheels can be easily bolted.

According to a development of the invention, a double-sided design of the worm gear can also be provided. This version can be a complete Axial force compensation can be achieved on the worm shaft 106. Thus, the worm shaft 106 does not have to be supported axially and can be easily molded onto the motor shaft. As a result, the motor shaft and the worm shaft 106 are preferably a common component. It is also possible that a serration or the like is used between the motor shaft and the worm shaft 106 for torque transmission.

In the embodiment with opposing pinions or worm wheels on the toothed rack, the toothing forces advantageously cancel each other out and thus lower friction losses occur.

The proposed worm gear offers the possibility, for. B. to drive a hydraulic master cylinder or the like with the rack.

The worm gear according to the invention can preferably have plastic parts or the like as combined worm gears and rack pinion in one part. The worm wheels and also the toothed rack pinion can preferably have the same toothing. It is also possible that other materials and also different gears are used for the individual elements.

The embodiment according to the invention enables a large number of arrangements with similar components, so that there is a high degree of adaptability in the mechanical connection.

Alternative configurations can preferably provide twin or multi-worm gears in a paired arrangement. The output direction of the rack can be provided in parallel, at right angles or at another suitable angle with respect to the screw axis. It is also possible that only wheel segments are used in the worm wheels or pinions instead of the solid wheels, in order to achieve space savings in this way. It is also conceivable to use idler gears instead of fixed worm gears.

It is also possible that other forms of gear such. B. helical gear can be used to straight toothed parts such. B. fine punching wheels or the like, to be able to use. The worm wheels can also come from others

Materials such as B. sintered parts or fine stamped parts or the like.

In the following a clutch actuator is preferably explained with a multiple spindle gear.

Particularly with clutch actuators for a parallel gearbox (PSG), the high actuation forces can place special demands on the design of the lifting gear.

According to the invention, a pinion connected to the motor shaft is provided, which drives a plurality of spindle nuts of the spindle gear of the clutch actuator. The lifting movement of the spindle is brought about by the moving spindle nuts. Another gear is preferably used, which summarizes the forces of the two spindle rods on an output member.

In this way, the power of the actuator motor is transmitted via two gear trains. This means that the gear parts, which are more sensitive in their design, are each less loaded. This is particularly advantageous for the spindle gear. As a result, adequate dimensioning is also possible when using plastic nuts.

The functional principle of the transmission link, comprising a release bearing 111 and a transmission gear 112 and a clutch actuator 110, is shown schematically in FIG. 8. In this embodiment, the transmission gear 112 is coupled to a summing / secondary gear 113 and has two lifting gear 114 arranged parallel to one another, which act on a common divider / pilot gear 115. The actuator motor is again designated 105.

FIG. 6 shows a possible exemplary embodiment of a mechanical summing gear, which enables compensation of path differences between the two spindle rods. The path differences can e.g. B. caused by mounting positions, differences in wear or the like. The mechanical Summing gear is arranged in an actuator housing 116, the output rod 117 being coupled via a connecting member 118 to two spindle rods 119, 120 and further to two spindle nuts 121, 122, which are finally in engagement with the motor shaft 104.

FIG. 7 shows a further exemplary embodiment of a transmission in which a hydraulic summing transmission is used. The hydraulic summing gear is arranged in an actuator housing 116, two master cylinders 123, 124 being hydraulically coupled to a spindle rod 119, 120, on each of which a spindle nut 121, 122 is provided, each of which is in engagement with the motor shaft 104.

The principle of operation of the clutch actuator 110 with the summing gear 113, the lifting gear 114 and the divider gear 115 is shown schematically in FIG. The following relationships result:

FlHubantrieb ⁼ FAktor / 2

SHub gearbox ⁼ S actuator

'Hoist gear ⁼ rHub gear ^' SHub gear ⁼ factor / 2 ^" SAktor where FHu giebiebe is the power of the hoist gear, FAktor the actuator force, SHu gearbox the path of the hoist gear, SAktor the actuator travel and PHub gearbox the work of the hoist gear.

According to a further development of the invention, it can also be provided that only one lifting gear is used, in which case the force load can be reduced by an additional gear. However, the transferred performance or work is not reduced. A corresponding schematic representation of the functional principle of the clutch actuator 110 with only one lifting gear 114 with an additional gear 123 is shown in FIG. The resulting relationships are described below: F Lift gear ⁼ 'Actuator' I Additional gear SH Lift gear ⁼ SActor ^" I Additional gear

P Hoist gear ⁼ "Hoist gear ^" SHub gear ⁼ (factor 'I additional gear) - (SActor ^" I auxiliary gear) PHub gear ⁼ F actuator ^' SA actuator where izu _s atzg _etr i _{ebe is} the translation of the additional gear. Overall, in the configurations according to the invention, there are lower component loads, in particular with regard to the axial force on the nuts of the spindle gear, so that the nuts can also be produced from plastic parts. The spindle nuts are also designed as gears. Overall, there is an advantageous flat structure in the area of the spindle gear. The lifting gear used can have the same stroke length of the output, ie the axial length of the spindle advantageously remains small.

In the transmission according to the invention there is also the possibility that a hydraulic master cylinder or the like is driven by the spindle rod.

Preferably two or more spindles are provided, the spindles being connected to the rotating gear wheels and the spindle nut being shifted accordingly. It is conceivable that at least one compensation spring is provided, each of which acts on a spindle rod and / or on the driven part.

Furthermore, a shift mechanism is explained, which has a shift drum for selection and realizes a concentrically linear shift. Thus, the gears can also be engaged through the selection movement.

In this way, the normal shift movement, which comprises the movement from one aisle to another aisle with a shift to neutral, is suitably combined. As a result, the time required for some longer shifts, particularly in a multi-speed transmission and in parallel transmissions, is significantly reduced. The size and complexity of the shift mechanism is further reduced if a plurality of parallel shift rails are provided in the transmission, in particular in the case of so-called inline transmissions. The shifting time for parallel gearboxes is also reduced. Furthermore, it is possible to provide a position in the mechanism where all gears can be neutralized and kept there. This can be achieved with a simple movement. According to the invention, the shift mechanism preferably has three essential elements, namely a shift drum 124, a shift shaft 125 and a shift finger or shift gear 126, as can be seen from FIG. 10. The shift drum 124 is axially fixed, but it can be rotated via the shift shaft 125. The shift shaft 125, however, can be moved axially. A third element, such as. B. a shift finger or a shift fork 126 is both with the shift drum 124 and with the shift shaft

125 connected so that this element rotates to with each shift rail lever

127, as shown in Figure 11, and then moved axially to engage the gears.

At least one recess 128 is preferably provided on the shift drum 124, which can run, for example, as an annular groove or the like along the circumference of the shift drum 124. The largest part of the extent or the groove 128 is only as wide as the switching rails 127 in each case. The groove 128 has at least one additional recess 131 which widens the groove 128 and is preferably of symmetrical design. The additional recess 131 has a width in Umfangsπ ^'rect, which makes it possible that the shift rails or rail lever can be moved into the aisle or into the gear gate 127, with the lateral boundaries or the like are provided in the circumferential direction is preferably ramp-shaped.

FIG. 12 shows a view projected onto the plane of an embodiment of the recess or groove and the respective position of the switching rails 127. The change in the width of the groove 128 in the circumferential direction is designed such that each shift rail lever 127 is pressed back into the neutral position by the rotation of the shift drum 124. Thus, it is not necessary that the shift shaft 125 be used to move the gears to the neutral position.

To engage a gear, the shift finger 126 is rotated via the rotation of the shift drum 124 to reach the desired shift rail lever position. The shift shaft 125 can then be moved axially to engage the gear. If the shift drum 124 is rotated further, the shift finger 126 can be aligned with another rail 127 so that a different gear can be engaged. The spacing and arrangement of the rails 127 is such that when the shift drum 124 and the shift finger 126 are rotated to align with a rail 127 of the same power path, the currently engaged gear through the groove or the recess of the shift drum in is brought into neutral or moved before the shift shaft 125 is aligned with the desired gear. Thus, the shift shaft 125 does not have to be operated to shift gears to the neutral state.

Furthermore, the shift drum 124 can be rotated into a position in which all gears are forced or moved into the neutral position and also held there, which is achieved solely by the rotation of the shift drum 124.

A typical shift sequence for a parallel shift transmission is indicated by way of example in FIG. 13. The sequence of a shift from 4th + 5th to 4th + 3rd gear is shown.

According to a development of the present invention, it is also conceivable that, for. B. a parking lock function or the like is controlled or implemented by the rotation of the shift drum 124 designed according to the invention. It is also possible that the shift drum 124 will be replaced by a flat profile, which is preferably developed from the shift drum configuration.

The switching mechanism according to the invention can preferably be used in parallel-shift transmissions. In particular there it is necessary to shift a gear and then move the mechanism to another gear position without changing the state of the original gear.

A multi-clutch transmission with a combined transmission and clutch actuator is explained in more detail below.

In a system with two clutches, such as. B. a parallel gearbox two clutch actuators are required to operate the two clutches. This is because when changing from one gear train to the other, the two clutches must be operated simultaneously. A combination of transmission actuation and clutch actuation according to the invention results in a considerable cost advantage as a result of the savings in the clutch actuation. If a transmission actuator with the so-called active interlock transmission actuation is used, e.g. B. The following strategy can be carried out. When the new gear is engaged, the transmission actuator can move the central shift shaft freely in the neutral area. This mobility during a period can be used for the clutch actuator.

According to a training in a system such. B. two pressed clutches can be combined with a clutch actuator. Here, a slave cylinder 132 with a master cylinder 133 with a so-called sniffer bore z. B. via a shuttle valve 134, which is designed as a directional valve for exchanging the slave cylinder 132, another slave cylinder 135 by a shut-off valve 136 and a throttle point 137, such as. B. a flow control valve, is connected to an expansion tank 138. A schematic representation of the functional principle of a hydrostatic clutch actuation is indicated by way of example in FIG. 14. When the shuttle valve 134 is actuated, the connections or connections of the two slave cylinders 132, 135 are then exchanged. When using two pressed clutches, the hydraulic pressure can be released in a controlled manner from a pressurized closed clutch. The corresponding clutch is thus opened. Furthermore, it can be determined by the shut-off valve 136 whether volume equalization in the slave cylinder 135 and the expansion tank 138 should be required. The clutch connected to the master cylinder 133 can be actuated in the usual way. When changing gear, the closed clutch of the previous gear train only needs to be opened after the torque has been taken over by the clutch of the new gear train. In this way it is necessary to modulate the torque on only one clutch at a time. For example, the modulation is carried out on the clutch coupled to the new gear. The other clutch only needs to be opened after a ramp function or the like. According to a development of the invention, it can be provided that when the new

Gear is engaged, the transmission actuator can move the central shift shaft freely in neutral. This mobility during a period can be used for the clutch actuator. For this purpose, preferably the H-circuit diagram 139 of the gear actuator z.

B. can be supplemented by a shift gate 140 for the clutch gate 141 of the clutch actuator 143, as indicated in Figure 15. Thus, after preselecting the new gear, the shift finger 142 is able to do this when the clutches are changed

To operate shuttle valve 134 and the opening valve for the previously closed clutch.

In FIG. 15, this is exemplified as a further exemplary embodiment of the proposed transmission and clutch actuation with an additional clutch gate 141.

The table below shows the actuation steps of the actuation system according to the invention with two clutches, a clutch actuator and a gear actuator.

In order to reduce a risk in reference travel after resetting the control unit, the H circuit diagram 139 can be suitably changed. For example, it can be provided that the attachment options 144 and 145 in both selection directions are also possible in the neutral alley. This can be seen in particular from the schematic illustration in FIG. 16. However, a predetermined sequence should be adhered to, which is indicated by the numbers provided in FIG. 16. In this way, unintentional actuation of the opening valve can be avoided. The two stop options 144 and 145 are preferably provided for the reference run. It is also possible to make a different change in the H circuit diagram 139 in order to achieve the aforementioned goal and other goals. The respective switching jaws are also designated with the reference number 146.

As part of a next development of the present invention, it can be provided that an emergency opening possibility is realized. This can preferably be achieved by redesigning the directional valve 134. In the upper illustration in FIG. 17 it is shown that stops 145 on the gear actuator prevent the inadvertent opening of both clutches. The lower illustration shows how the changed valve can be brought into an open position for both clutches by manual intervention. This corresponds to the emergency opening option.

A further variant of the invention according to FIG. 18 can provide that hydraulic clutch actuation is preferably provided by means of a feed pump 146. The transmission actuator can also be used for a clutch actuator 143 with a feed pump 146. The clutch to be modulated is connected to the adjustable pressure control device 147 or 148 (pressure control valve). To open the second clutch, a valve (134) or the like is preferably actuated by the gear actuator. This hydraulic clutch actuation according to the invention is shown schematically in FIG.

If the assignment of the couplings are to be interchanged, z. B. the gear actuator actuate the directional control valve 134.

According to a development of the present invention, an externally controlled control valve can also be dispensed with. For this, e.g. B. according to FIG. 19 be provided that by a first clutch lane 149 and a second

Clutch alley 150 is selected in the H circuit diagram, which of the different

Possibilities of shift-Z-direction and clutch control is used.

A possible assignment is shown in the table below as an example.

A schematic representation of the actuation without an external control valve is indicated by way of example in FIG. 19. It is possible that a diagonal movement of the shift finger 142 is also provided, as a result of which one clutch (132) can be closed or modulated and the second clutch (135) can be opened.

A mechanical clutch actuation can also be provided within the scope of a further variant of the present invention. A possible variant is shown schematically in FIG. 20. In the two clutch lanes 141, 141 ', the gear actuator can act on one clutch in each case via the actuating slide 151 and 152. The respective gear is designed to be self-locking due to the frictional conditions. If by a selection movement on the operating slide 152 z. B. the second clutch, the friction conditions are changed, such as. B. the change from sliding to rolling friction, the associated clutch can open automatically. The actuation options proposed according to the invention can preferably be used in a parallel transmission or the like. In Figure 20, the coupling forces are indicated by arrows 153 and 154. The opening actuation of the first clutch is denoted by the reference number 155 and the opening actuation of the second clutch is denoted by the reference number 156.

It is also conceivable to use electromagnetic actuation of the valves for clutch and transmission actuation. Preferably, the combination of the transmission and clutch actuator 143 according to the invention in a multi-clutch transmission, such as. B. a parallel gearbox (PSG) or the like can be used.

In addition, suitable actuation is preferably explained for a mechanical central release device or for a link release device 159.

The present invention has for its object to propose a suitable actuation of a release system in which the occurrence of a tilting moment is avoided.

It has been shown that when e.g. B. in a sleeve for actuating a

Link release 159 or a mechanical central release the force to

Drive is initiated only at one point on the circumference, a one-sided load can occur, whereby an undesirable tilting moment can act on the sleeve 158.

Accordingly, a suitable lever solution is proposed, by means of which two points of attack that are evenly distributed over the circumference are preferably realized, as a result of which an even introduction of torque is made possible. This ensures an even load on the release bearing.

A possible embodiment of a lever construction according to the invention for actuating the link release 159 is shown as an example in FIGS. 21 to 23.

In this case, the end of the lever 157, at which the moment introduction necessary for the actuation takes place, is arranged axially fixed. Radial movement of the end of the lever 157 is, however, possible. FIG. 21 shows a side view of the link release 159 with the lever 157 for actuating the link release 159. FIG. 22 shows a front view according to FIG. 21, from which it can be seen that two points 160 and 161 of the lever 157, which are evenly distributed on the circumference, enable a uniform introduction of torque, the force acting on the lever 157 being indicated by “F” a bearing bush 162 is shown FIG. 23 shows a sectional view along the section line AA according to FIG. 21 of the link release 159.

The possibility of actuation according to the invention can preferably be provided in disengagement systems of an electronic clutch management system (EKM), an automated gearbox (ASG), a parallel gearbox (PSG) or the like.

Options are explained below which reduce or avoid pressure drops at low temperatures, in particular in the case of coupling lines or the like.

It has been shown that difficulties may arise in a release system at low temperatures. This can be done on the one hand by the increasing viscosity of the fluid and on the other hand by increasing pressure losses between the master and slave cylinders.

According to the z. B. be provided that the coupling line is thermally insulated so that pressure drops are prevented at low temperatures.

Furthermore, it can be provided according to the invention that the torque tracking is switched off at a temperature of minus 15 ° C. This minimizes the pressure drop to ensure that there are no negative effects on the entire system.

At very low temperatures, i.e. temperatures below minus 15 ° C, the system can inflate when the vehicle is in the neutral state. During the sniffing process, more fluid is sucked in than can be compensated for by the opened sniffer hole. In extreme cases, the system can stop the clutch at minus 37 ° C. B. at the seventh sniffing process, so that the actuator switches off and the entire system is blocked.

Accordingly, the sniffing function should no longer be carried out below minus 15 ° C. It is also conceivable that when standing in neutral the clutch is closed. The time delay that occurs with an intention to switch does not lead to a problem.

When torque tracking is switched off, the system can engage the clutch after engaging e.g. B. over a slow ramp function or the like at a speed of about 1 mm / sec. conclude. It is conceivable that several switching operations occur in this short time, so that the sniffer bore cannot be reached before. The system can also be inflated in this situation. Accordingly, it is particularly advantageous if the speed on z. B. at least 5 mm / sec. is increased. This can significantly reduce the likelihood that a new shift request will occur or will occur before the sniffer bore is reached. This is particularly advantageous for ASG systems. Furthermore, it is also conceivable that the speed has a different value, such as. B. 10 mm / sec. or even higher values.

According to a development of the present invention, provision can also be made for the coupling line or the like to be heated, in particular at low temperatures. Pressure drops can also be avoided in this way.

The possibilities according to the invention can preferably be used for disengaging systems of all automated hydraulic and semi-hydraulic disengaging systems with torque tracking. It is also possible to apply this procedure to automated, hydraulic and semi-hydraulic release systems without torque tracking and to foot-operated hydraulic and semi-hydraulic release systems.

LIST OF REFERENCE NUMBERS

vehicle

drive unit

Torque transmission system a clutch disc b pressure plate c disc spring d flywheel e release bearing

transmission

output shaft

Axle a wheels

driving side

output side

Pressure medium line 0 slave cylinder 0a output element 1 master cylinder 1a master cylinder piston 2 drive motor / electric motor 3 control unit 3a control electronics 3b actuator 4 clutch displacement sensor 5 throttle valve sensor 6 7 speedometer sensor 8 shift lever 9 9a sensor 9b sensor declutching

load lever

Load lever sensor

Idle switch

Brake actuator

sensor

spindle

mother

Positions of the mother along the route

motor shaft

engine

worm shaft

worm gears

Rack / output element

clutch actuator

release bearing

transmission gear

Summing / Nachgetriebe

screw jack

Splitter / pre-transmission

actuator housing

output rod

link

spindle rod

spindle nut

Master cylinder

shift drum

shift shaft

shift fork 127 shift rail lever

128 recess / groove

129 arrow

130 arrow

131 recess

132 slave cylinders

133 master cylinder

134 directional control valve

135 slave cylinder

136 shut-off valve

137 throttle restriction

138 expansion tank

139 circuit diagram

140 Schaltgasse

141 clutch gate

142 shift finger

143 clutch actuator

144 attachment option

145 attachment option

146 shift mouthpiece

147 pressure control device

148 pressure control device

149 first clutch lane

150 second clutch lane

151 operating slide

152 operating slide

153 Arrow in the direction of clutch force

154 Arrow in the direction of the coupling force

155 Opening actuation of the first clutch

156 Second clutch opening actuation

157 levers

158 sleeve

159 backdrop releasers 160 point of attack

161 point of attack

162 bearing bush

Claims

claims

1. Device for operating a motor vehicle with a drive motor and a gearbox in the drive train, characterized in that an actuation system is connected to at least one clutch, said clutch being connected to a clutch

Coupling actuator (110) and a slave cylinder (10, 132, 135) via a shut-off valve (136) and a throttle point (137) is connected to an expansion tank (138), at least two gear trains are articulated on the motor (12, 105) at least one rack (109) and worm gears (107, 108) are formed, and the worm shaft (106) connected to the motor shaft (104) drives a plurality of gears, which are preferably designed as worm gears (107, 108).

2. Device according to claim 1, characterized in that at least one pinion connected to a mother shaft is provided, which with several

Spindle nuts (121, 122) of the spindle gear of the clutch actuator (110) is connected.

3. Device according to claim 1, characterized in that the shaft of the motor (105) and worm shaft (106) can preferably be represented in one component.

4. Device according to one of claims 1 to 3, characterized in that the worm gear is designed on both sides.

5. The device according to claim 1 to 4, characterized in that the interlocking components are provided with the same or different teeth.

6. The device according to claim 1 to 6, characterized in that the end of the lever element (157) of the introduction of torque is fixed and has two points of attack (160, 161) distributed uniformly on the circumference of the sleeve element (158).

7. The device according to claim 1, characterized in that at least two transmission elements are provided which are coupled to the motor (105) and which together drive the output element (109).

8. The device according to claim 8, characterized in that a worm shaft (106) connected to the motor shaft (104) of the motor (105) for driving is coupled to a plurality of worm wheels (107, 108), the worm wheels (107, 108) for driving are coupled to a rack (109) which is common as the output member (109).

9. The device according to claim 8 and 9, characterized in that the motor shaft (104) is coupled to a drive pinion, which for driving with a plurality of spindle nuts (121, 122) of the spindle gear of the clutch actuator (110) is engaged, through which the lifting movements of the spindle rods (119, 120) and that the forces acting on the two spindle rods (119, 120) are combined on a common output member (109).

10. The device according to claim 9, characterized in that the worm wheels made of an elastic material, preferably made of plastic, and are mounted on simple bolts.

11.Device according to claim 9, characterized in that the spindle rods (119, 120) of the spindle gear can be driven hydraulically.

12. Transmission, in particular parallel shift transmission, in a drive train of a vehicle with a plurality of clutches which have a clutch actuator and a transmission actuator, characterized in that the clutch actuator (143) is integrated into the transmission actuator.

13. clutch actuation for an automated transmission of a vehicle, preferably with a hydraulic release system, characterized in that a connecting line between the release system and a control unit is thermally insulated and / or heatable.

14. A method of operating a motor vehicle, characterized in that along the path, for example at least one release system, shift selector actuator and / or clutch actuator or actuator for detecting reference points of at least one position or a reference point of a spindle nut relative to the spindle shaft, the spindle along its length has different diameters.

15. The method according to claim 15, characterized in that at least one reference point is determined depending on the efficiency of the spindle motor (105).