WO2021043454A1

WO2021043454A1 - Transmission for a motor vehicle, method for operating a transmission of this type, and motor vehicle

Info

Publication number: WO2021043454A1
Application number: PCT/EP2020/066739
Authority: WO
Inventors: Enrico Szeppat
Original assignee: Audi Ag
Priority date: 2019-09-04
Filing date: 2020-06-17
Publication date: 2021-03-11
Also published as: DE102019123619B4; DE102019123619A1

Abstract

The invention relates to a transmission (10) for a motor vehicle, comprising: at least one engageable and disengageable gear (18a); at least one actuation element (54), by means of which the at least one gear (18a) can be disengaged and/or engaged when the actuation element (54) is moved in a movement direction (56); and a park lock (38), which has at least one locking element (40) provided in additional to all the engageable and disengageable gears (18a-c, 26a-c) of the transmission (10), the at least one locking element being able to be moved between at least one first position, in which the park lock (38) is activated, and at least one second position, in which the park lock (38) is deactivated. A coupling apparatus (62) is provided, by means of which the locking element (40) can be moved at least from one of the positions into the other position by the actuation element (54) when the actuation element (54) is moved in the movement direction (56).

Description

Transmission for a motor vehicle, method for operating such a transmission and motor vehicle

DESCRIPTION:

The invention relates to a transmission for a motor vehicle according to the Oberbe handle of claim 1. The invention also relates to a method for operating such a transmission according to the preamble of patent claim 9. The invention also relates to a motor vehicle.

DE 102007 019 241 A1 discloses a method for controlling an automated dual clutch transmission which has a first sub-transmission with a first input shaft having a starting gear for a forward drive and a first group of driving gears and connected on the input side to a first friction clutch, a second sub-transmission with a Starting gear for a reverse approach and a second group of driving gears having and on the input side with a second friction clutch connected to the second input shaft, and comprises a common output shaft.

DE 199 50 696 A1 is a double clutch transmission as known to take ent. A multi-speed transmission for a motor vehicle is also known from EP 2 163 791 A1.

The object of the present invention is to create a transmission, a method for operating such a transmission and a motor vehicle with such a transmission, so that a parking lock of the transmission is inserted and / or designed in a particularly simple and thus inexpensive, space-saving and weight-saving manner can be. According to the invention, this object is achieved by a transmission with the features of patent claim 1, by a method with the features of Pa tentanspruchs 9 and by a motor vehicle with the features of Pa tentanspruchs 10. Advantageous configurations with expedient developments of the invention are specified in the remaining claims.

A first aspect of the invention relates to a transmission for a motor vehicle, which is preferably designed as a motor vehicle, in particular as a passenger motor vehicle. For example, at least one wheel of the motor vehicle, also referred to as a vehicle wheel, can be driven via the transmission. In particular, at least or precisely two wheels of the motor vehicle, also referred to as vehicle wheels, can be driven via the transmission, whereby, for example, the motor vehicle can be driven as a whole. This means that the motor vehicle in its fully manufactured state has the gearbox and the wheel or wheels designed for example as a double clutch transmission, in particular as an automated or automatic double clutch transmission, and / or as an automatic or automated transmission. The respective wheel is, for example, a ground contact element by means of which the motor vehicle is supported or can be supported on a ground in the vertical direction of the vehicle downwards. If the motor vehicle is driven along the floor while the motor vehicle is supported on the floor in the vertical direction downwards, the wheel rolls on the floor.

The transmission has at least one or more shiftable and shiftable gears. The feature that the at least one gear can be engaged and disengaged can in particular be understood to mean that the at least one gear can be shifted, in particular automatically or automatically, that is to say can be shifted. In addition, at least one actuating element is provided, by means of which, by moving the actuating element in a direction of movement, the at least one gear can be laid and / or inserted. In other words, it is provided that for engaging and / or disengaging the at least one gear, the actuation movement element is to be moved in a direction of movement or is moved.

The transmission also has a parking lock, in particular a mechanical parking lock, which is provided in addition to all of the shiftable and disengageable gears of the transmission. The parking lock comprises at least one locking element provided in addition to all insertable and disengageable gears of the transmission, which can be moved between at least one first position and at least one second position, in particular relative to a housing of the transmission. For example, the locking element and / or the actuating element are arranged in the housing. For example, the locking element can be pivoted about a pivot axis between the positions relative to the housing. The locking element is for example at least indirectly, in particular directly, held movably, in particular pivotably, on the housing.

In the first position, the parking lock is activated, i.e. engaged. In the second position, the parking lock is deactivated, that is, disengaged. The transmission is therefore locked in the first position and thus by the parking lock activated thereby, and the transmission is unlocked in the second position. This can in particular mean the following: If the parking lock is activated, the aforementioned wheels, for example, are secured against rotation occurring relative to a structure formed, for example, as a self-supporting body, whereby the motor vehicle is to be secured against undesired rolling away by means of the activated parking lock or is secured. This is particularly advantageous when the motor vehicle is parked and parked on a downhill or uphill slope, so that a downhill force acting in particular in the longitudinal direction of the vehicle acts on the motor vehicle.

The parking lock has, for example, a locking part formed in particular as a locking wheel, which is connected, for example, in a rotationally fixed manner to a shaft, in particular to a transmission output shaft, of the transmission. The wave is at least partially, in particular at least predominantly gend or completely, arranged in the housing. For example, the shaft is coupled, in particular permanently, to the wheels in a torque-transmitting manner. In the first position, for example, the locking element interacts, in particular in a form-fitting manner, with the locking part, in particular in such a way that the locking element engages in a corresponding recess in the locking part. As a result, the shaft is secured against rotation relative to the housing via the locking part and the locking element. As a result, the wheels are secured against rotation relative to the structure. In other words, the shaft is basically rotatable about a shaft axis of rotation relative to the housing. In the first position, however, the shaft is secured against rotation about the shaft axis of rotation and relative to the housing, so that the shaft and consequently the wheels of the motor vehicle cannot rotate relative to the housing. As a result, the motor vehicle is secured against undesired rolling away. In the second position, however, the locking element releases the shaft for rotation about the shaft axis of rotation and relative to the housing, so that in the second position the shaft and thus the wheels of the motor vehicle can rotate relative to the housing or relative to the structure.

The feature that the locking element and preferably also the locking part are provided in addition to all insertable and disengageable and thus shiftable gears of the transmission can be understood in particular that the locking element or the locking part are not part of the shiftable gears of the transmission, but rather The locking element or locking part are components provided in addition to the gears and in particular in addition to shifting elements and gears of the gears, whereby the motor vehicle can be secured particularly reliably against undesired rolling away.

In order to be able to insert and / or design the parking lock in a particularly simple and thus cost-effective, weight-saving and space-saving manner, that is to say activate and / or deactivate, the invention provides that the transmission has a coupling device via which under Loading because of the actuating element in the direction of movement, the locking element can be moved into the other position by means of the actuating element at least from one of the positions. In other words, it is provided according to the invention that the locking element can be moved from one of the positions to the other position by means of the actuating element, that is to say, for example, from the first position to the second position and / or from the second position to the first position is or can be moved that the actuating element is moved in the direction of movement. Thus, according to the invention, the actuating element has a double function. On the one hand, the actuating element is used to engage and / or disengage the at least one gear. For this purpose, the actuating element is moved in the direction of movement. On the other hand, the actuating element is used to activate and / or deactivate the parking lock. For this purpose, the actuating element is moved in the direction of movement. Through this double function, the number of additional components provided for activating and / or deactivating, i.e. actuating, the parking lock can be kept particularly low, so that the number of parts and thus the costs, the space requirement and the weight of the transmission according to the invention are particularly low can be kept low. In addition, expenses for an additional control and / or sensor system can be kept low or avoided.

In a particularly advantageous embodiment of the invention, it is provided that by moving the actuating element in a second direction of movement opposite to the movement direction, the locking element can be moved from the other position into one position. In other words, it is provided in this embodiment that the locking element can be moved or moved from the other position into one position by moving the actuating element in the second direction of movement opposite to the first direction of movement. Thus, the actuating element is not only used to activate the parking lock, but the actuating element is also used to deactivate the parking lock. To activate and deactivate the parking lock, the actuating element, in particular translationally, moved back and forth or rotated back and forth, whereby the space requirement can be kept in a particularly small frame.

In order to keep the costs for actuating the parking lock particularly low, it is provided in a further embodiment of the invention that the actuating element is or is moved into a first actuating position to engage the at least one gear, the actuating element being moved into a first actuating position to disengage the gear a second actuation position is to be moved or is being moved. In other words, it is preferably provided that the at least one gear is engaged or is to be engaged then and only when the actuating element is moved at least into the first actuating position. Furthermore, it is preferably provided that the at least one gear is disengaged when and preferably only when the actuating element is moved to at least the second actuating position.

It has been shown to be particularly advantageous if moving the locking element into one position causes the actuating element to move into one of the actuating positions and / or moving the locking element into the other position causes the actuating element to move into the other actuating position. In other words, it is preferably provided that when the locking element is moved into one position, the actuating element is moved into one of the actuating positions, and when the locking element is moved into the other position, the actuating element is moved into the other actuating position. If the parking lock is activated, for example, the at least one gear is also engaged or disengaged, and if the parking lock is deactivated, for example, the at least one gear is also disengaged or engaged accordingly. As a result, the installation space, the costs and the weight can be kept within a particularly low framework.

In order to be able to avoid undesired activation and / or deactivation of the parking lock in a particularly simple manner, for example, is in one Another embodiment of the invention provides that the Koppelein direction between a coupling state and a decoupling state is adjustable, in particular, for example, relative to the housing is movable. The coupling state is a first state of the coupling device or the coupling state is also referred to as the first state, the decoupling state being a second state of the coupling device or also being referred to as the second state. In the coupling state, the locking element is coupled to the actuating element via the coupling device, so that when the actuating element is moved in the first direction of movement and / or the second direction of movement, the locking element is moved along with the actuating element via the coupling device. In the decoupling state, however, the locking element is decoupled from the actuating element, so that when the actuating element moves along the first direction of movement and / or the second direction of movement, the actuating element does not move the locking element.

It has been shown to be particularly advantageous if the transmission comprises at least one further actuating element, by means of which a further gear of the transmission which is different from the at least one gear can be disengaged and / or engaged by moving the further actuating element in a further direction of movement. It is preferably provided that the further direction of movement runs parallel to the first direction of movement and / or parallel to the second direction of movement, the first direction of movement and the second direction of movement preferably running parallel to one another. In this case, the coupling device is adjustable by moving the further actuating element in the further direction of movement at least from one of the states into the other state. The further actuating element thus also has a double function. On the one hand, the further actuating element is used to insert and / or disengage the wide ren gear of the transmission. On the other hand, the further actuating element is used, for example, to move the coupling device from the decoupling state into the coupling state and / or from the coupling adjustment state to adjust in the decoupling state, in particular to move. As a result, the number of parts, the costs, the space requirement and the weight of the transmission can be kept within a particularly low range.

In order to be able to activate the parking lock in a particularly simple manner, i.e. insert and / or disengage it, it is provided in a further embodiment of the invention that the coupling device is switched off by moving the white direct actuating element in a direction opposite to the further direction of movement the other state in the one state is adjustable, in particular movable. The further actuating element can thus be used to adjust the coupling device between the states, in particular to move it. As a result, the number of components provided for inserting and disengaging the parking lock can be kept particularly low, so that the weight, costs and installation space requirements of the transmission can be kept particularly low.

In order to be able to actuate the parking lock in a particularly simple and safe manner, it is provided in a further embodiment of the invention that the transmission has an actuator, for example electrically and / or hydraulically operated, by means of which the coupling device can be adjusted between the coupling state and the decoupling state, while a movement caused by the actuator of an actuating element of the transmission provided for engaging or disengaging a gear of the transmission is omitted. In other words, the actuator is designed to move the coupling device from the coupling state to the decoupling state and from the decoupling state to the coupling state, in particular to move it without, however, an actuating element provided for disengaging or engaging or shifting a gear of the transmission of the transmission to move.

By means of the invention, electrical actuation, that is to say activation, can in particular also be referred to as shift-by-wire actuation and / or deactivation, the parking lock can be realized. With such a shift-by-wire actuation, there is no mechanical coupling between the parking lock and an operating element which is arranged, for example, in the interior of the motor vehicle and can be operated by a person such as the driver of the motor vehicle, by means of which the person can activate and deactivate the parking lock. For example, if the person actuates the control element, the control element or an electronic computing device provides an electrical signal, by means of which the parking lock that was initially activated, for example, is deactivated or the parking lock that is initially deactivated is activated. In order to activate or deactivate the parking lock as a result of the actuation of the control element, the actuation element is used according to the invention. Thus, according to the invention, an already provided component is used to activate or deactivate the parking lock. This component is the Actuating element, which is provided anyway because it is used to scarf the at least one gear. In this way, for example, a particularly hydraulic and additional actuation of the parking lock can be avoided.

The at least one gear and the other gear of the transmission are or form a so-called gear pair, the actuating elements of which are used for particularly simple actuation of the parking lock. The gear pair, also referred to as a gear pairing, is preferably a constellation that is not used in normal driving mode, so that the actuation elements of the gear pairing can be used without any functional or comfort restriction. For example, the at least one gear is a starting gear, for example to bring about a forward approach or a reverse approach. Thus, for example, the at least one gear is the so-called first gear of the transmission and designed to effect forward travel, or the at least one gear is a reverse gear of the transmission and thus designed to effect reverse travel of the motor vehicle. For example, the at least one gear is an odd gear. The further gear is preferably a straight gear and / or a Gear for causing the motor vehicle to travel forward and / or a larger gear compared to the at least one gear. In particular, for example, the further gear can be what is known as the sixth gear of the transmission.

At least one latching and / or spring device is preferably provided, by means of which the first actuating element can be locked in at least one of the actuating positions. In this way, for example, undesired movement of the first actuation element from the other actuation position into one actuation position and / or from one actuation position into the other actuation position can be avoided without constantly consuming or expending energy by means of an actuator. In other words, the parking lock can be activated and / or deactivated by means of the detent and / or spring device, without an actuator having to constantly consume energy for this purpose.

The coupling device comprises, for example, an actuating shaft which can be rotated back and forth about an actuating shaft axis of rotation in order, for example, to move the locking element from one position to the other position and from the other position to one position, in particular to pivot it. It is alternatively or additionally provided that, in order to move the locking element from the first position into the second position, the actuating shaft is to be rotated or rotated from a first rotational position into a second rotational position. To move the locking element from the second position to the first position, the actuating shaft is, for example, to be rotated or rotated from the second rotational position into the first rotational position. It is alternatively or additionally provided that the actuating shaft can be locked in the first rotational position and / or in the second rotational position, in particular relative to the housing, by means of the latching and / or spring device. As a result, the parking lock can be safely activated and / or deactivated without an actuator having to constantly consume energy. It has also been shown to be advantageous if at least one sensor is provided, which is also referred to as a position sensor. The position sensor is designed, for example, to detect the first actuation position and / or the second actuation position of the actuation element. As a result, the position sensor can be used to detect whether the parking lock is engaged or disengaged.

In particular, by moving the actuating element, a shift element associated with at least one gear, in particular a form-fitting, such as a shift sleeve, in particular translationally and / or relative to the housing, can be moved. The first actuation position corresponds, for example, to an engagement position of the shift element, whereby the at least one gear is engaged. The second actuation position corresponds, for example, to a disengaged position of the shift element, as a result of which, for example, the at least one gear is disengaged. Alternatively or additionally, the position sensor is designed to detect the insertion position and / or the disengagement position of the switching element. As a result, for example, by means of the position sensor, it can be recognized whether the switching element is in the insertion position or in the disengagement position. Since moving the shifting element into the engagement position preferably causes the activation or deactivation of the parking lock, and since, for example, moving the shifting element into the disengagement position has the effect of deactivating or activating the parking lock, the position sensor can be used to detect the engagement position or the disengagement position of the switching element can be recognized whether the parking lock is activated or deactivated. In addition, by means of the position sensor and by means of the detection of the insertion position or disengagement position of the switching element brought about or can be brought about by the position sensor, it can be recognized whether the at least one gear is engaged or disengaged. The position sensor thus has a double function, since it is used both to recognize whether the at least one gear is engaged or disengaged and to recognize whether the parking lock is activated or deactivated. This enables a particularly safe operation can be implemented in a particularly simple manner. In simple terms, the position sensor can be used to detect the status of "parking" or "not parking". If the parking lock is activated, the transmission is in the “Parking” state. If the parking lock is deactivated, the transmission is in the “non-parking” state.

A second aspect of the invention relates to a method for operating a transmission, in particular according to the first aspect of the invention, for a motor vehicle. In the method, the transmission has at least one gear that can be engaged and disengaged, at least one actuating element, by means of which the at least one gear can be disengaged and / or engaged by moving the actuating element in a direction of movement, and a parking lock which in addition to has all insertable and disengageable gears of the transmission provided locking element. The locking element can be moved between at least one first position in which the parking lock is activated and at least one second position in which the parking lock is deactivated.

In order to be able to activate and / or deactivate the parking lock in a particularly simple, cost-effective, weight-saving and space-saving manner, it is provided according to the invention that the transmission has a coupling device. Via the coupling device, the locking element is moved by means of the actuating element from at least one of the positions into the other position by moving the actuating element in the direction of movement. This means that the actuating element is moved in the direction of movement, the locking element being moved with the actuating element when the actuating element is moved in the direction of movement, in such a way that the locking element is moved at least from one position to the other. Advantages and advantageous refinements of the first aspect of the invention are to be regarded as advantages and advantageous refinements of the second aspect of the invention and vice versa. A third aspect of the invention relates to a motor vehicle, preferably designed as a motor vehicle, in particular as a passenger vehicle, with a transmission according to the first aspect of the invention. Advantages and advantageous embodiments of the first and second aspects of the invention are to be regarded as advantages and advantageous embodiments of the third aspect of the invention and vice versa. The invention also includes developments of the method according to the invention and the motor vehicle according to the invention which have features as they have already been described in connection with the further developments of the transmission according to the invention. For this reason, the corresponding developments of the method according to the invention and the motor vehicle according to the invention are not described again here. The motor vehicle according to the invention is preferably configured as a motor vehicle, in particular as a passenger car or truck, or as a passenger bus or motorcycle. The invention also includes the combinations of the features of the described embodiments.

An exemplary embodiment of the invention is described below. For this purpose, the single FIGURE shows a schematic representation of a transmission according to the invention, in the present case designed as a dual clutch transmission for a motor vehicle.

The exemplary embodiment explained below is a preferred embodiment of the invention. In the Ausführungsbei game, the described components of the embodiment each represent individual features of the invention to be considered independently of one another, which further develop the invention in each case also independently of one another. Therefore, the disclosure is intended to include combinations of the features of the embodiment other than those illustrated. Furthermore, the embodiment described can also be supplemented by further features of the invention already described.

The single Fig. Shows a schematic representation of a Doppelkupp treatment transmission 10 of a motor vehicle, which is preferably used as a motor vehicle gene, in particular as a passenger car, is designed. The motor vehicle has at least one drive motor 12, by means of which at least two wheels of the motor vehicle can be driven via the dual clutch transmission 10. The dual clutch transmission 10 is thus a transmission through which the wheels driven by the drive motor who can. By driving the wheels, the motor vehicle is drivable or driven as a whole. The wheels, also referred to as vehicle wheels, are ground contact elements by means of which the motor vehicle can be or is supported on a ground in the vertical direction of the vehicle downwards. The wheels roll on the ground when the motor vehicle is driven along the ground, while it is supported in the vehicle upwards downwards on the ground via the wheels. The drive motor is designed, for example, as a floating piston machine and / or also as an internal combustion engine or as an electrical machine. The drive motor 12 has an output shaft 14 designed, for example, as a crankshaft.

The dual clutch transmission 10 has a first partial transmission 16, which includes, for example, three first gears 18a-c. In addition, the first partial transmission 16 has a first transmission input shaft 20. The double clutch transmission 10 also includes a second partial transmission 22, which has a second transmission input shaft 24 and second gears 26a-c. Gears 18a-c are, for example, odd gears or who are also referred to as odd gears, whereby, for example, gear 18a may be the so-called first gear, gear 18b may be the so-called third gear and gear 18c may be the so-called fifth gear of the dual clutch transmission 10. The gears 26a-c are also referred to as even gears or are so-called straight gears of the double clutch transmission 10, whereby, for example, the gear 26a can be the second gear, the gear 26b the fourth gear and the gear 26c the sixth gear of the double clutch transmission 10 . For example, one of the gears 18a-c and 26a-c is a reverse gear for causing the motor vehicle to travel backwards. The gears 18a-c and 26a-c can be engaged and disengaged, that is, shiftable. The dual clutch transmission 10 has a first clutch 28 assigned to the partial transmission 16, which, for example, with respect to the partial transmissions 16 and 22, in particular with respect to the transmission input shafts 20 and 24, exclusively to the partial transmission 16 or exclusively to the transmission input shaft 20, but not to the partial transmission 22 and is not assigned to the transmission input shaft 24. The dual clutch transmission 10 also includes a second clutch assigned to the sub-transmission 22, which, for example, with reference to the sub-transmissions 16 and 22, in particular with reference to the transmission input shafts 20 and 24, exclusively the sub-transmission 22 or exclusively the transmission input shaft 24, but not the sub-transmission 16 or, however, is not assigned to the transmission input shaft 20. This means that by means of the clutch 28, based on the transmission input shafts 20 and 24, the transmission input shaft 24 can exclusively be connected to the output shaft 14 in a torque-transmitting manner. By means of the clutch 30, based on the transmission input shafts 20 and 24, only the transmission input shaft 24 can be connected or coupled to the output shaft 14 in a torque-transmitting manner. In addition, the transmission input shaft 24 is designed as a hollow shaft, which in the present case is at least partially, in particular at least predominantly or completely, penetrated by the transmission input shaft 20, designed for example as a solid shaft. The respective sub-transmission 16 or 22 also has a side shaft 32 or 34, which is referred to as a secondary shaft. The dual clutch transmission 10 has a transmission output shaft 36 which is common to the partial transmissions 16 and 20, in particular the Be tenwellen 32 and 34, which can be driven by the side shafts 32 and 34.

The drive motor 12 can provide at least one drive torque via its output shaft 14, which is initiated via the respective clutch 28 or 30 into the respective sub-transmission 16 or 22 and transmitted via it to the transmission output shaft 36 who can. In this way, the aforementioned wheels can be driven by the drive motor 12 via the dual clutch transmission 10. It is preferably provided that the coupling 30, when the coupling 28 is closed. sen is open. In addition, it is preferably provided that the clutch 28 is opened when the clutch 30 is closed. Thus, only one of the partial transmissions 16 and 22 is preferably always connected to the output shaft 14 via the respective clutch 28 and 30, respectively, in a torque-transmitting manner.

The dual clutch transmission 10 also has a, in particular her conventional, parking lock 38, which is a mechanical parking lock. The parking lock 38 has at least one locking element in the form of a locking pawl 40 provided in addition to all switchable, that is to say insertable and disengageable, gears 18a-c and 26a-c of the double clutch transmission 10. In the figure, a housing 42 of the dual clutch transmission 10 is also illustrated particularly schematically. The clutches 28 and 30, the transmission input shaft 20, the transmission input shaft 24, the side shafts 32 and 34 and the parking lock 38 and the transmission output shaft 36 are each at least partially, in particular at least predominantly or completely, arranged in the housing 42. The pawl 40 is movable relative to the housing 42 between at least a first position and at least a second position. In the present case, the pawl 40 is at least indirectly, in particular directly, movably, in particular pivotably, held on the housing 42 and can be pivoted about a pivot axis 44 relative to the housing 42 between the first position and the second position. In the first position, the parking lock 38 is deactivated or engaged. In the second position, the parking lock 38 is deactivated or disengaged. The parking lock 38 comprises a locking part in the form of a locking wheel 46, which is non-rotatably connected to the transmission output shaft 36. In particular, the ratchet wheel 46, also referred to as the parking lock wheel, can be designed in one piece with the transmission output shaft 36. The ratchet wheel 46 has a plurality of recesses, in particular tooth gaps, which follow one another in the circumferential direction of the transmission output shaft 36 and thus of the ratchet wheel 46 and are, for example, spaced from one another. In the first position, the pawl 40 acts in a form-fitting manner with the ratchet wheel 46, in particular by virtue of the fact that in the first position the pawl 40 is in at least or exactly one of the recesses of the ratchet wheel 46 engages. As a result, the transmission output shaft 36, which is basically rotatable about a shaft rotation axis 48 relative to the housing 42, is secured against rotation about the shaft rotation axis 48 relative to the housing 42 via the ratchet wheel 46 by means of the pawl 40, so that in the In the first position, the transmission output shaft 36 cannot rotate about the shaft axis of rotation 48 relative to the housing 42. In addition, the transmission output shaft 36 is coupled, in particular permanently, to transmit torque to the aforementioned wheels. Because the transmission output shaft 36 is secured against rotation relative to the housing 42 in the first position, in the first position the wheels are also against a structure of the motor vehicle that is formed, for example, by a self-supporting body relative to the housing 42 and relative to a structure subsequent rotation secured. Thus, in the first position, that is, the activated parking lock 38 prevents the motor vehicle from rolling away undesirably. In the second position, however, the pawl 40 does not interact with the ratchet wheel 46, so that in the second position the ratchet pawl 40 controls the ratchet wheel 46 and thus the transmission output shaft 36 for a particularly occurring around the shaft axis of rotation 48 and relative to the housing 42 Releases rotation. As a result, in the second position, the transmission output shaft 36 and the wheels can rotate relative to the housing 42 and in particular relative to the structure.

The gear 18a has a gear 50 designed as a loose wheel, which is rotatably arranged on the side shaft 32. A shift element 52 is assigned to gear 50 or gear 18a, which shift element can preferably be designed as a form-fitting shift element, in particular as a claw clutch or shift muffle. The switching element 52 is rotatably connected to the side shaft 32 and can be moved in the axial direction of the side shaft 32 relative to the gear 50 and relative to the side shaft 32 between an insertion position shown in the figure and a disengagement position. In particular, the switching element 52 relative to the housing 42 and / or translationally between the Insertion position and the display position are moved. In the engaged position, the gear 50 is rotationally connected to the side shaft 32 via the shift element 52, as a result of which the gear 18a is engaged. In the Auslegestel development, however, the gear 50 is decoupled from the side shaft 32 so that the gear 50 can rotate relative to the side shaft 32. As a result, the gear 18a is disengaged.

An actuating element 54, shown particularly schematically in the figure, is assigned to the gear 18a and the shifting element 52. By moving the actuating element 54 in a first direction of movement, illustrated by an arrow 56 in the figure, relative to the housing 42, the switching element 52 can be moved or moved from the disengaged position into the inserted position. By moving the actuating element 54 in a illustrated in the figure by an arrow 58 and the first movement direction opposite second movement direction is or is the switching element 52 is or is moved from the insertion position into the disengagement position. The gear 18a can thus be engaged by moving the actuating element 54 in the first direction of movement, in particular relative to the housing 42 and / or in a translatory manner. The gear 18a can be designed in that the actuating element 54 is moved in the second direction of movement, in particular special relative to the housing 42 and / or in a translatory manner. To move the actuating element 54 along the respective direction of movement, for example, an electrically and / or hydraulically operable actuator 60 is provided, by means of which the actuating element 54 can be moved in the first direction of movement and in the second direction of movement relative to the housing 42.

It can also be seen from the figure that the gear 26c has a gearwheel 64 which is designed as a loose wheel and which is rotatably arranged on the transmission input shaft 24. A further shift element 66 is assigned to the gear 26c and the gearwheel 64, which shift element can preferably be designed as a form-fitting shift element, in particular as a claw clutch or shift sleeve. The switching element 66 is rotatably with of the transmission input shaft 24 and between at least one second insertion position shown in the figure and at least one second disengagement position relative to the transmission input shaft 24 and / or relative to the housing 42 and / or translationally movable. In the second engagement position, the gear wheel 64 is connected to the transmission input shaft 24 by means of the switching element 66 in a rotationally test manner. In the second configuration, however, the gear wheel 64 is decoupled from the transmission input shaft 24, so that the gear wheel 64 can then rotate relative to the transmission input shaft 24.

A further actuating element 68 is assigned to the further switching element 66. The actuating element 68 is in particular relative to the housing 42 in a third direction of movement illustrated by an arrow 70 in the figure and in a fourth direction of movement illustrated in the figure by an arrow 72 and opposite to the third direction of movement, which is also simply called the direction is referred to, in particular translationally, movable. For example, the actuating element 68 can be moved in the third or fourth direction of movement by means of the actuator 60, or a further, additional actuator 74 is provided, by means of which the actuating element 68 can be moved in the third and fourth direction of movement, in particular in a translatory manner . For example, the switching element 66 can be moved from the second opening position into the second loading position, in particular translationally, in that the actuating element 68, in particular the actuator 74, is moved in the third direction of movement, which is also referred to as the further direction of movement. In the second engagement position, gear 26c is engaged. The switching element 66 is movable, for example, from the second insertion position into the second disengagement position by the actuating element 68, in particular by means of the actuator 74, being moved in the fourth direction of movement. Aisle 26c is laid out in the second display position.

In order to be able to activate and deactivate the parking lock 38 in a particularly simple and therefore inexpensive, weight and space-saving manner, the dual clutch transmission 10 comprises a particularly schematically illustrated in the figure. provided coupling device 62, via which the pawl 40 can be or is moved from the second position to the first position by moving the actuating element 68, in particular by means of the actuator 60 or 74, in the third direction of movement relative to the housing 42. In other words, the pawl 40 is coupled or can be coupled to the actuating element 68 via the coupling device 62, so that, for example, when the initially disengaged gear 26c is engaged and for this purpose the actuating element 68, in particular by means of the actuator 60 or 74, relatively in the third direction of movement is moved to the Ge housing 42, in particular in a translatory manner, the pawl 40 is pivoted from the second position into the first position.

If the actuating element 68, in particular by means of the actuator 60 or 74, is moved in the fourth direction of movement relative to the housing 42, in particular in a translatory manner, whereby the first engaged gear 26c is disengaged, and consequently the switching element 66 is moved from the second disengaging position to the second disengaging position is, the pawl 40 is thereby pivoted through the Koppe leinrichtung 62 from the first position in the second Stel ment. Thus, by moving the actuating element 68 in the respective direction of movement, the pawl 40 can be moved by means of the actuating element 68 from one of the positions into the other position and from the other position into one position.

Engaging the gear 26c activates the parking lock 38, thus moving the pawl 40 from the second position to the first position, and disengaging the gear 26c causes the parking lock 38 to be disengaged or deactivated, i.e. the pawl 40 is moved from the first position to the second position. Thus, as part of a method for operating the dual clutch transmission 10, when the gear 26c is engaged by the actuating element 68, the parking lock 38 is engaged or activated, and when the gear 26c is disengaged via the actuating element 68 Parking lock 38 designed or deactivated. The coupling device 62 is preferably adjustable between a coupling state as the first state and a decoupling state as the second state. In the coupled state, the locking element (Sperrklin ke 40) is coupled to the actuating element 68 by means of or via the coupling device 62, so that when the actuating element 68 is moved, the locking pawl 40 is moved along with the actuating element 58. In the decoupling state, however, the pawl 40 is decoupled from the actuating element 68, so that when the actuating element 68 moves, a movement of the pawl 40 caused by the actuating element 68 does not occur.

Furthermore, it is provided in the dual clutch transmission 10 that the coupling device 62 can be adjusted from the decoupling state to the coupling state and from the coupling state to the decoupling state by moving the actuating element 54 in the respective direction of movement. For example, the coupling device 62, which is initially in the decoupling state, is moved from the decoupling state to the coupling state by moving the actuating element 54, in particular by means of the actuator 60, in the first direction of movement, hence the switching element 52 from the first disengaged position into the first insertion position moved and thus the initially laid out gear 18a is engaged. For example, the coupling device 62, which is initially in its coupling state, is shifted from the coupling state to the decoupling state in that the actuating element 54, in particular by means of the actuator 60, moves in the second direction of movement, thus disengaging and disengaging the initially engaged gear 18a thus the switching element 52 is moved from the first insertion position into the first disengagement position.

In order to activate the initially deactivated parking lock 38, for example, the initially disengaged gear 18a is first engaged. As a result, the coupling device 62 is moved from its Entkopplungszu stood in its coupling state. Thereupon, for example, the first disengaged gear 26c engaged, whereby the pawl 40, which is initially in the second position, is moved into the first position.

Overall, it can be seen that the actuating elements 54 and 68 have a double function. On the one hand, the actuating elements 54 and 68 are used for engaging and disengaging the gears 18a and 26c. On the other hand, the actuating elements 54 and 68 are used to insert and disengage the parking lock 38 as required. As a result, the number of additional components provided for inserting and disengaging the parking lock 38 can be kept particularly low, so that the costs, the installation space requirement and the weight of the dual clutch transmission 10 can be kept within a particularly low range.

Claims

PATENT CLAIMS:

1. Transmission (10) for a motor vehicle, with at least one insertable and disengageable gear (18a), with at least one actuating element (54), by means of which, by moving the actuating element (54) in a direction of movement (56), the at least one gear ( 18a) can be disengaged and / or inserted, and with a parking lock (38) which has at least one locking element (40) provided in addition to all insertable and disengageable gears (18a-c, 26a-c) of the transmission (10), which between at least one first position, in which the parking lock (38) is activated, and at least one second position, in which the parking lock (38) is deactivated, is movable, characterized by a coupling device (62), via which while moving the Actuating element (54) in the direction of movement (56) the locking element (40) by means of the actuating element (54) at least from one of the Stel lungs can be moved into the other position.

2. Transmission (10) according to claim 1, characterized in that by moving the actuating element (54) in one of the direction of movement (56) opposite second direction of movement (58), the locking element (40) from the other position in the one position be movable is.

3. Transmission (10) according to claim 1 or 2, characterized in that for engaging the at least one gear (18a), the actuating element (54) is to be moved into a first actuating position, wherein for disengaging the at least one gear (18a) The actuating element (54) is to be moved into a second actuating position.

4. Transmission (10) according to claim 3, characterized in that moving the locking element (40) into one position causes the actuating element (54) to be moved into one of the actuating positions and / or moving the locking element (40) into the other position causes the actuating element (54) to be moved into the other actuating position .

5. Transmission (10) according to one of the preceding claims, characterized in that the coupling device (62) is coupled between a coupling state as the first state in which the locking element (40) is coupled to the actuating element (54) by means of the Koppelein direction (62) is, and a decoupling state is adjustable as the second state in which the locking element (40) is decoupled from the actuating element (54).

6. Transmission (10) according to claim 5, characterized by at least one further actuating element (68), by means of which un ter moving the further actuating element (68) in a further direction of movement (70) a further gear (26c) of the transmission (10) can be interpreted and / or is insertable, the coupling device (62) un ter moving the further actuating element (68) in the further direction of movement (70) being adjustable at least from one of the states to the other state.

7. Transmission (10) according to claim 6, characterized in that by moving the further actuating element (68) in a direction (72) opposite to the white direct movement direction (70), the coupling device (62) can be adjusted from the other state to one state is.

8. Transmission (10) according to one of claims 5 to 7, characterized by an actuator (60, 74), by means of which the coupling device (62) between see the coupling state and the decoupling state can be adjusted, while the actuator (60, 74) moves an actuating element of the transmission (10) provided for engaging or disengaging a gear (18a-c, 26a-c) of the transmission (10) is omitted.

9. A method for operating a transmission (10) for a motor vehicle, in which the transmission (10) has at least one shiftable and disengageable gear (18a), at least one actuating element (54), by means of which while moving the actuating element (54) in a movement direction (56) of at least one gear (18a) can be disengaged and / or engaged, and has a parking lock (38) which has at least one in addition to all of the engaging and disengageable gears (18a-c, 26a-c) of the transmission ( 10) has provided locking element (40) which can be moved between at least a first position in which the parking lock (38) is activated and at least a second position in which the parking lock (38) is deactivated, characterized by a coupling device ( 62), via which the locking element (40) is moved by means of the actuating element (54) at least from one of the positions into the other position by moving the actuating element (54) in the direction of movement (56) gt will.

10. Motor vehicle with a transmission (10) according to one of claims 1 to 8.