Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
  • F16H61/26—Generation or transmission of movements for final actuating mechanisms
  • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
  • F16H61/30—Hydraulic or pneumatic motors or related fluid 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
  • 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
  • F16H61/0003—Arrangement or mounting of elements of the control apparatus, e.g. valve assemblies or snapfittings of valves; Arrangements of the control unit on or in the transmission gearbox
• • 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
  • F16H61/30—Hydraulic or pneumatic motors or related fluid control means therefor
  • F16H2061/308—Modular hydraulic shift units, i.e. preassembled actuator units for select and shift movements adapted for being mounted on transmission casing

Definitions

• the invention relates to a control device for controlling at least one transmission in a drive train, with a housing which on a
• Transmission connection side a connection for connecting the
• Control device has to be controlled a transmission and at least one further side at least one connection for an electronic control unit and / or an actuator.
• Generic control devices are commonly used in automated manual transmissions.
• Generic control devices typically include a plurality of elements for engaging the respective gears in the transmission to be controlled.
• at least two different actuators are provided, wherein in each case an actuator for the selection of the shift gate and the other is used for the choice of gears.
• Gear selector element is provided along the respective shift gates for engaging the gears. It is proposed to simplify the construction by a catch element is provided for the selector gate, so that the Gassen inches- actuating cylinder instead of the shift gates corresponding number of positions can be performed as a cylinder with only two positions and the intermediate positions are held by means of the locking element.
• a Getriebestellvorraum in a further construction is disclosed in DE 10 2006 005 249 AI. It has a switching shaft, which is movable by means of an actuator along its longitudinal axis. On the shift shaft, a shift finger is firmly attached. Due to the axial movement of the switching shaft of the shift finger in
• control device for controlling at least one transmission has a control element mounted on the housing, which is movable for selecting a transmission gear in a first direction and for selecting a transmission lane in a second of the first Direction different direction is movable.
• Control device is limited by the housing and the actuator is mounted on the housing.
• the adjusting element is preferably mounted directly or indirectly on the housing.
• the actuator is according to the invention for selecting a
• Transmission gear movable in a first direction and movable to select a transmission lane in a second direction.
• the second direction is different from the first direction. Moving involves both translational and rotational movements, that is, moving back and forth on a straight path as well
• Pivoting movements back and forth about a defined axis can also be combined. Furthermore, a movement along a curved path can also be provided. Two actuators are preferably provided for carrying out the movements, wherein in particular in each case an actuator is set up to move the actuating element in one of the directions.
• the adjusting element is mounted on the housing by means of an adjusting axis, wherein the adjusting element is rotatable about the adjusting axis by means of the adjusting axis.
• the second direction in which the actuator for selecting a transmission lane is movable is the translational direction of the adjusting axis.
• the actuator is Preferably fixed at least partially in the axial direction of the adjusting axis, so that it can be taken in an axial movement of the adjusting axis.
• the adjusting axis itself is preferably mounted directly on the housing and preferably extends at least in sections through this.
• an at least partially extending through the housing piston rod is preferably provided which engages with the adjusting element in such a way that the adjusting element is pivotable about an axis, in particular about the adjusting axis.
• Embodiment in the first direction movable, so here pivotable so as to switch a gear or insert Basically, any suitable pivot axis can be selected.
• the piston rod extends at least in sections through the housing and is preferably mounted directly on this.
• the piston rod is preferably connected to a suitable actuator which is adapted to move the piston rod along its longitudinal axis.
• the engagement between the piston rod and the adjusting element can be achieved, for example, by suitable connecting means, such as a pivotable connecting member, or by a corresponding pair of recess and projection.
• the actuating element has a transmission finger, which extends out of the housing through an opening in the transmission connection side of the housing for engagement in a transmission.
• the housing has on one side, the transmission connection side, an opening, via which the control device can be connected or coupled to a transmission of a drive train to be controlled.
• the geometry of the opening is selected so that the control device can be mounted directly on an existing coupling point of an existing gear to be controlled.
• suitable mounting elements provided, such as centering holes and / or pins, threaded holes and / or pins, through holes for screws, screws and the like.
• the transmission finger of the actuating element extends out of this opening in such a way that it can come into functional engagement with the transmission to be controlled, so that the control device can control the transmission to be controlled.
• a compact design is achieved with a low number of parts.
• the control device is directly above the opening in the housing with a
• Gearbox coupled, additional mounting means can be omitted.
• the control element has an engagement projection, which engages in a recess on the piston rod and which extends from the transmission finger of a base body of the actuating element, wherein the adjusting axis between the engagement projection and the transmission finger extends through the base body.
• the actuator thus has two projections on its base body: a projection forms the transmission finger and a further projection forms the engagement projection.
• the main body has a recess, preferably a through hole, through which the adjusting axis extends.
• the engagement projection is preferably designed such that a substantially torque and lateral force-free coupling between the piston rod and the actuating element is achieved.
• the engagement projection and the piston rod are preferably not firmly connected to each other, but the power transmission takes place solely by means of contact between the two elements.
• the adjusting element per se is preferably in one piece, for example made of a metal such as steel. As a result, a simplified construction is achieved, which allows a very compact design.
• the actuator is simultaneously in direct
• a first latching element is further arranged on the base body, and on the housing a second corresponding latching element is arranged, so that the actuating element can engage in a middle position on the housing.
• the main body has a lateral projection which has an approximately conical depression.
• On the housing can then be mounted in a recess a corresponding equipped with a conical projection locking element, for example by means of a spring.
• a further preferred embodiment is characterized in that the piston rod cooperates with a pneumatic piston which is fixed to the housing and is adapted to adjust the piston rod.
• Pneumatic piston thus acts as an actuator for moving the piston rod.
• the pneumatic piston is adapted to adjust the piston rod infinitely.
• the transmission gear is selected by means of the piston rod. Since, depending on the design of the gearbox to be controlled, different paths may occur by which the adjusting element is to be moved or pivoted, it is preferable to make the pneumatic piston infinitely variable.
• the center position of the actuating element is defined and started by stops in the pneumatic piston itself via pneumatic ventilation of the piston.
• the pneumatic piston is fixed to the housing.
• the housing either has a connection provided for this purpose on one side or the pneumatic piston is integrated directly into the housing.
• the pneumatic piston with the housing forms a unit which can be connected as a component to a coupling point of a gear to be controlled. This too is one achieved compact design and the control device can be replaced or removed if necessary in a simple manner.
• a control axis actuator arranged on the housing or integrated into the housing is provided, which is set up to move the control axis along its longitudinal axis into at least four defined positions.
• the adjusting axle serves to move the adjusting element according to the transmission lanes to be selected. It is necessary for that
• actuator is adapted to move the actuator axis along its longitudinal axis in at least four defined positions.
• a control axis actuator is preferred, which is adapted to move the control axis along its longitudinal axis in two or three defined positions.
• Such an actuator may be designed as a four-position cylinder (pneumatic, hydraulic or electromechanical).
• Stellachsen- actuator is arranged on the housing or integrated into the housing, in turn, a compact design is achieved and the control device is mounted as a compact unit on the gear to be controlled.
• the control device has an electronic control unit (ECU), which is arranged by means of a connection of the housing for an electronic control unit to this and connected thereto.
• the housing accordingly has on one side a connection which is adapted to receive an electronic control unit (ECU).
• the electronic control unit (ECU) preferably has both
• the ECU is preferably in operative communication with the shift actuator and the actuator axle actuator, causing it to move to the positions required to engage a corresponding gear.
• this configuration achieves a compact design that largely manages without additional wiring (such as between the housing and the ECU).
• additional wiring such as between the housing and the ECU.
• the ECU is directly in the
• Function unit is integrated to achieve an even more compact embodiment.
• control device is characterized by one or more terminals on the housing, which are adapted to receive further functional units, which are directly mountable to the housing.
• functional units include, for example, a clutch control, a travel control of the pneumatic piston and / or the adjusting axle actuator, a control unit for a group actuation unit, an actuation unit for a split actuation unit, an actuation unit for at least one separate synchronization unit, an actuation unit for at least one PTO (power take-off) device, a control unit for at least one continuous braking unit, a control unit for at least one external energy source, a control unit for at least one locking device in the drive train (eg., a clutch control, a travel control of the pneumatic piston and / or the adjusting axle actuator, a control unit for a group actuation unit, an actuation unit for a split actuation unit, an actuation unit for at least one separate synchronization unit, an actuation unit for at least one PTO (power take-off
• All of these functional units are preferably coupled via the terminals provided on the housing directly with this functionally and thus form a unit with the control device.
• the functional units directly so without additional wiring and / or tubing, are coupled to the housing a modular design of an overall control device is achieved, which has a compact overall design and in which individual elements in a simple manner, if necessary, are interchangeable. Additional cabling and / or tubing is avoided as far as possible.
• FIG. 1 shows a perspective view of a control device together with an electronic control unit (ECU) in a first
• FIG. 2 shows a further perspective view of the control device according to the first embodiment
• Figure 3 a sectional view of the control device according to the first
• FIG. 4 shows a perspective view of a control device according to a second embodiment.
• a control device 1 for actuating at least one transmission in a drive train has a housing 2 with a transmission connection side 3.
• the housing 2 has according to this
• Embodiment ( Figures 1 to 3) has a substantially cuboid shape. As a result, it has a compact design and it can be in a simple way other additional functional units mounted on this.
• Figures 1 to 3 has a substantially cuboid shape. As a result, it has a compact design and it can be in a simple way other additional functional units mounted on this.
• Gearbox connection side 3 the housing 2 has an opening 4 ( Figure 1).
• Eight mounting elements 5 (only one provided with reference numerals, see also FIG. 2) are arranged around the opening 4, so that the control device 1 can be mounted via the transmission connection side 3 directly to a coupling point of a transmission to be controlled (not shown in the figures).
• Inside the housing 2, an actuating element 6 is arranged inside the housing 2.
• the adjusting element 6 has a gear finger 7, which extends from this and through the opening 4 from the housing 2 out.
• the transmission finger 7 is adapted to engage in a gearbox to be controlled at the coupling point.
• the adjusting element 6 is mounted by means of a control axis 8 which extends through the housing 2 movable on this.
• the adjusting axle 8 is driven by means of a adjusting axle actuator 9 and can move in the second direction R2.
• the Stellachsen- actuator 9 is designed as a four-position cylinder, which can move the adjusting axis 8 along its longitudinal axis in four defined positions.
• the adjusting element 6 is connected in the axial direction of the adjusting shaft 8 fixed thereto, so that it is also mitverschoben in a displacement of the adjusting shaft 8 in the second direction R2. Furthermore, sensors for measuring the travel path of the adjusting shaft 8 can be accommodated in the housing 2.
• the adjusting axle actuator 9 is integrated adjacent to the opening 4 in the housing 2. This achieves a compact design.
• control device 1 has a pneumatic piston 10 (see also FIG. 2), by means of which the adjusting element 6 can be pivoted about the adjusting axis 8 and thus moved in the first direction R1, as will be described in more detail below with reference to FIG.
• the pneumatic piston 10 is provided with a
• Supply unit 11 is connected, which has a compressed air connection 12.
• the supply unit 11 necessary for controlling the pneumatic piston 10 lines and solenoid valves are housed.
• the supply unit 11 may additionally comprise sensors which detect the travel path or other parameters of the pneumatic piston 10.
• the pneumatic piston 10 and the supply unit 11 are mounted directly on the housing 2.
• the housing 2 has a side 13 which is adapted to receive a pneumatic piston 10 together with the supply unit 11 and to which the corresponding connections are provided.
• ECU electronice control unit
• the ECU 15 is connected both to the housing 2 and directly to the supply unit 11 of the pneumatic piston 10 via a port
• the ECU 15 essentially has the electronic hardware components necessary for the control of the transmission to be controlled.
• the ECU 15 includes according to this exemplary embodiment ( Figures 1 to 3)
• Control software may contain advantageous application-related parameters.
• the ECU 15 evaluates the sensor signals of the Stellachsen- actuator 9 and the pneumatic piston 10 and controls the solenoid valves in the supply unit 11 for the operation of the pneumatic piston 10 and the solenoid valves for operating the Stellachsen- actuator 9.
• the solenoid valves for operating Stellachsen- actuator 9 are housed in the housing 2 and at least partially pneumatically, and electrically connected to the ECU 15 and / or the supply unit 11.
• the ECU 15 may further include pneumatic interfaces for venting external actuators (such as split or range).
• the ECU 15 may have interfaces to a vehicle and / or to the transmission to be controlled (energy supply: compressed air, voltage, current).
• the ECU 15 may have a terminal for transferring vehicle data (CAN).
• the ECU 15 according to this embodiment has a connection 17.
• the adjusting element 6 has a base body 18 through which the adjusting axis 8 extends.
• the adjusting shaft 8 serves on the one hand, as already described with reference to Figure 1, for the axial displacement of the adjusting element 6, on the other hand, the adjusting axis 8 also serves as a pivot axis of the adjusting element. 6
• the adjusting element 6 is movable in the first direction Rl or
• Embodiment directly opposite of the transmission finger 7 (relative to the adjusting axis 8) arranged. In other embodiments, other arrangements may be provided.
• the engagement projection 19 engages in a recess 20 on a piston rod 21, which is drivable by means of the pneumatic piston 10.
• the recess 20 on the piston rod 21 is formed substantially as a rectangular groove.
• the engagement projection 19 is substantially frusto-conical in a section adjacent to the base body 18 and has a part-spherical head at its distal end. As a result, the head can roll on the inner surface in the recess 20 during axial displacement of the piston rod 21.
• a uniform and precise power transmission is achieved, is essentially torque and lateral force free.
• the respective end positions when moving the adjusting element 6 in the direction Rl are defined either by stops in the pneumatic piston 10 or by stops in the housing 2.
• To support the piston rod 21 is guided at its end 22 in a recess 23 which is formed here as a blind hole.
• About the lever ratio on the transmission finger can be a translation between switching movement of the control piston and the
• a latching element designed as a latching projection 24 is arranged on the main body 18 of the actuating element 6.
• Detent projection 24 has a recess at its end remote from the base body 18.
• On the housing 2 is directed to the actuating element 6 a corresponding to the locking projection 24 locking element 25 is provided which is elastically supported by a coil spring to the housing 2 and at its end a rounded tip, which can engage in the recess of the locking projection 24.
• the actuator 6 In the latched position, as shown in Figure 3, the actuator 6 is in a central position.
• Figure 4 shows a second embodiment of the control device 1, wherein the same and similar elements are identified by the same reference numerals. In that regard, reference is made in full to the above description of Figures 1 to 3.
• the control device 1 in turn has a housing 2 with a
• Gearbox connection side 3 on.
• the transmission connection side 3 is shown hidden, but also has an opening from which a
• Control device 1 also has a Stellachsen- actuator 9 and a pneumatic piston 10 with supply unit 11, which are, however, arranged according to this embodiment, on two opposite sides of the housing 2.
• an electronic control unit (ECU) 15 is arranged, which is functionally connected thereto. Since the adjusting-axis actuator 9 is disposed on the opposite side of the housing 2, according to this embodiment, it is necessary to provide wiring 26 from the electronic control unit (ECU) 15 to the adjusting-axis actuator 9
• Control device 1 according to the second embodiment ( Figure 4) further comprises a shift actuator 27.
• the shift actuator 27 is mounted to the housing 2 and is operatively connected to the electronic control unit 15 via a port. It provides switching signals for an automatic transmission.
• the electric control unit (ECU) 15 has electronics with software for controlling and operating an automated gear shift by means of the Wegaktuator s 27.
• it also comprises solenoid valve units for controlling external actuator units for the entire control device 1 and solenoid valve units for controlling external actuation units for a split circuit and / or a clutch actuation.
• it preferably also has an interface for connecting a
• Displacement sensor for a clutch actuator on.
• a further advantage is that due to the selected modular structure of the functional units, the proportion of external wiring and tubing compared to the current state of the art can be reduced to a minimum.
• ECU electronic control unit

Landscapes

• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Gear-Shifting Mechanisms (AREA)
• Control Of Transmission Device (AREA)

Priority Applications (3)

Applications Claiming Priority (2)

Publications (1)

Family

ID=50478854

Family Applications (1)

Country Status (5)

Cited By (1)

Families Citing this family (4)

Citations (6)

Family Cites Families (9)

• 2013
  • 2013-04-15 DE DE102013006390.6A patent/DE102013006390A1/de active Pending
• 2014
  • 2014-04-11 CN CN201480021327.5A patent/CN105121915A/zh active Pending
  • 2014-04-11 RU RU2015148942A patent/RU2638063C2/ru active
  • 2014-04-11 BR BR112015024927A patent/BR112015024927A2/pt not_active Application Discontinuation
  • 2014-04-11 WO PCT/EP2014/057397 patent/WO2014170231A1/de active Application Filing

Patent Citations (6)

Also Published As

Similar Documents

Legal Events