WO2007147632A1 - Boîte de vitesses manuelle pourvue d'un axe central de changement de vitesse et procédé de changement de vitesse à l'aide de ladite boîte - Google Patents

Boîte de vitesses manuelle pourvue d'un axe central de changement de vitesse et procédé de changement de vitesse à l'aide de ladite boîte Download PDF

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Publication number
WO2007147632A1
WO2007147632A1 PCT/EP2007/005559 EP2007005559W WO2007147632A1 WO 2007147632 A1 WO2007147632 A1 WO 2007147632A1 EP 2007005559 W EP2007005559 W EP 2007005559W WO 2007147632 A1 WO2007147632 A1 WO 2007147632A1
Authority
WO
WIPO (PCT)
Prior art keywords
sleeve
manual transmission
manual
brake
central control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2007/005559
Other languages
German (de)
English (en)
Inventor
Fritz BÜHLMAIER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
Daimler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG, Daimler AG filed Critical DaimlerChrysler AG
Publication of WO2007147632A1 publication Critical patent/WO2007147632A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
    • F16H63/20—Multiple final output mechanisms being moved by a single common final actuating mechanism with preselection and subsequent movement of each final output mechanism by movement of the final actuating mechanism in two different ways, e.g. guided by a shift gate
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
    • F16H63/20—Multiple final output mechanisms being moved by a single common final actuating mechanism with preselection and subsequent movement of each final output mechanism by movement of the final actuating mechanism in two different ways, e.g. guided by a shift gate
    • F16H2063/208—Multiple final output mechanisms being moved by a single common final actuating mechanism with preselection and subsequent movement of each final output mechanism by movement of the final actuating mechanism in two different ways, e.g. guided by a shift gate using two or more selecting fingers

Definitions

  • the invention relates according to the preamble of claim 1, a manual transmission with a central control shaft and according to claim 8, a method for switching this manual transmission.
  • the speed is between 15 and 21 miles per hour, -
  • the engine temperature is above 77 ° Celsius.
  • the non-generic DE 196 10 104 C2 or the corresponding US 5809836 relates to an automated manual transmission, which is also commonly referred to by the abbreviation AMT for "Automated Manual Transmission.”
  • AMT Automated Manual Transmission
  • all gears are automated A central switching shaft of the gearbox with it by means of a A fixed brake sleeve sets the path of movement to the target gear.
  • the object of the invention is to provide a manual transmission that at least impose a specific target gear in addition to the manual free choice of the target gear in certain operating conditions.
  • a guided on the central control shaft sleeve which has a slotted guide relative to the central control shaft. If the sleeve is free relative to the gearbox housing, it can communicate with the central selector shaft move freely. On the other hand, if it is fixed relative to the gear housing, then the sleeve or slide guide of the central control shaft forces a movement path. Thus, the manual shift lever is inserted only in the predetermined by this slotted guide target gear.
  • This target gear can be in particular the fourth forward gear, as it complies with the above-mentioned emission regulations in a usual translation interpretation of the transmission.
  • the target gear to achieve the above-mentioned emissions regulations also be the third or the fifth forward speed.
  • a frictional connection has the advantage over a form-locking connection that stepless fixing is possible and thus it can not come to tilt or a tooth-on-tooth position when engaging in a "skip-shift-active position".
  • a force for actuating this brake or a positive-locking device can be taken from the hydraulic system of a starting and shifting clutch for the manual transmission.
  • This starting and shifting clutch can be foot-operated or auxiliary-operated via the hydraulic system.
  • no additional hydraulic pump for fixing the sleeve is necessary.
  • fußkraftbetuschigen startup and clutch can even be dispensed with in an advantageous manner entirely on a hydraulic pump for the transmission system.
  • a seat valve can be used in a particularly advantageous manner.
  • Such a seat valve has particularly effective sealing surfaces. Thus occur in technically considered periods no Leakage losses on the seat valve, so that a master cylinder of the hydraulic system during the "skip-shift-active position" can show no critical hydraulic fluid loss.
  • FIG. 1 shows a detail of a manual transmission, which comprises a sleeve -with a brake and a schematically illustrated hydraulic system of a starting and shifting clutch, wherein the sleeve is fixable with a brake relative to a transmission housing,
  • FIG. 2 is a H-circuit diagram, which is the driver for operating a manual shift lever for a manual transmission according to FIG. 1,
  • Fig. 3 is a view according to section II-II of Fig. 1 and
  • FIG. 4 shows a design alternative of the brake according to FIG. 1.
  • Fig. 1 shows a detail of a manual transmission 1, which comprises a sleeve 2 with a disc brake 3 and a schematically illustrated clutch hydraulic 4, with which the disc brake 3 relative to a transmission housing 5 of the manual transmission 1 can be fixed.
  • the associated drive train of a passenger car comprises a powerful displacement engine 6, the crankshaft is connected to a starting clutch 7. By means of this starting clutch 7 and the power flow for switching operations is interrupted.
  • a non-illustrated transmission input shaft of the manual transmission 1 is connected to a clutch disc of the starting clutch 7.
  • the manual transmission is designed as a countershaft transmission with manual gearshift.
  • a central control shaft 8 is provided, which is welded to a switching plate 9, which four shift fingers 10, 11, 12, 13 carries.
  • the selector fingers 10, 11, 12, 13 also pivot, so that in each case one selector finger 10 or 11 or 12 or 13 can be swiveled and swung out into a selector jaw associated therewith.
  • the Heidelbergffleuler are not shown in the drawing and can be removed, for example, the DE 196 09 210 Cl and the corresponding US 815263. These Heidelbergffleuler are provided indirectly to shift forks or a shift rocker, so that by means of pivoting the central control shaft in each case two gears or the reverse gear can be selected. Will the
  • a clutch 14 is provided, with which the axial and pivoting movements are transferable.
  • the movement path within which the manual shift lever 60 is movable is shown in FIG. 2.
  • three shift gates 15, 16, 17 are provided for six forward gears G1 to G6. These three shift gates 15, 16, 17 can be reached by movement of the manual shift lever 60 along a selection lane 18.
  • This movement of the manual shift lever is implemented by the kinematic coupling to the central control shaft 8.
  • the central control shaft 8 is first shifted by almost half of the maximum possible axial travel to the right to disengage a gear change clutch of the first forward gear Gl.
  • the central control shaft 8 is rotated by half of the maximum possible pivoting angle, so that the shift finger 10 of the first forward gear Gl is pivoted out of its shift mouth and the shift finger 12 of the fourth forward gear G4 is pivoted into its shift mouth.
  • we shift the central shift shaft 8 further by almost half of the maximum possible axial travel to the right to engage a speed change clutch of the fourth forward gear G4.
  • a slotted guide 20 modeled, which comprises a guide track 21 and a slide cam 22a.
  • the guideway 21 is incorporated in the sleeve 2.
  • This sleeve 2 is axially displaceable and pivotally coaxial with central control shaft 8 slidably mounted. Further, the sleeve 2 is received with clearance in a blind hole of a lid 23 which is bolted to the transmission housing 5. Coaxial with the blind bore and the central control shaft 8, the disc brake 3 is aligned. For this purpose, an annular space 24 is milled into the front of the transmission housing 5.
  • the annular space 24 accommodates an annular piston 25 and a brake disk 27 arranged between the annular piston 25 and an annular wall 26 of the transmission housing 5.
  • This brake disc 27 is integral with the sleeve 2.
  • the brake disc 27 is braked against the transmission housing 5 by actuation of the ring piston 25 against the transmission, so that the sleeve 2 against the transmission housing 5 is braked.
  • an annular pressure chamber 28 is pressurized between the annular piston 25 and the cover 23.
  • the pressure chamber 28 is connected via a channel in the lid 28 and a line 29 connected to this channel with a two-way valve 30, which is designed as a seat valve.
  • This two-way valve 30 has a "skip-shift” active position shown in the drawing and a “skip-shift” inactive position, not shown.
  • the two-way valve 30 In the illustrated "skip-shift” active position is an electromagnetic actuator 37 under tension, so that against the force of a spring 36, the two-way valve 30 is pressed into this "skip-shift” -educationgna, so that hydraulic pressure of a Hydraulic line 33 is branched off between a master cylinder 34 and a slave cylinder 35 of fußkraftbetätigten start-up clutch 7. This hydraulic pressure is applied to the line 29 and sets the sleeve 2 against the gear housing 5 at a corresponding height.
  • the slave cylinder can be the schematically represented central release or a decentralized release.
  • a decentralized release pulls or presses the release bearing via a lever or a rocker.
  • Fig. 3 shows the sleeve 2 in a section along section II-II of Fig. 1.
  • a further slide cam 22 b is provided diametrically opposite the slide cam 22 a, in one of the first.
  • Guideway 21 corresponding second guide track 31 is guided.
  • the two slide cams 22a, 22b are formed by the ends of a continuous bolt 32.
  • This bolt 32 is fixed against movement of the central control shaft 8.
  • the bolt 32 may be pressed in a transverse bore of the central control shaft 8.
  • it may also be provided a transition fit or even a clearance fit, since the bolt 32 is secured in the blind hole of the lid 23 against slipping out of the transverse bore.
  • Fig. 4 shows a further alternative design of the brake for fixing the sleeve 2a.
  • the brake is designed as a radially actuated brake.
  • a piston 50 aligned radially with respect to the central control shaft 8a presses a concave braking surface 52 of a brake piston 51 against the sleeve 2a in the "skip-shift" active position of the two-way valve.
  • the sleeve is not round outside.
  • a round shape is not necessary if the sleeve is not guided on the outside, but is guided only radially inwards relative to the central shaft.
  • the sleeve and the disc do not have to be designed as a one-piece "component. It is possible also a multi-part design. It is a non-rotatable connection required. Furthermore, the brake disc and the sleeve must not be against each other axially displaceable. For this, the sleeve and the disc do not These two components can also each be supported axially relative to the transmission housing or the cover.
  • the brake for securing the sleeve does not have to be frictional. It can also be provided a positive locking. However, this positive lock must be designed so that a failure is prevented in particular as a result Zahnier-tooth position.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Gear-Shifting Mechanisms (AREA)

Abstract

La présente invention concerne un système mécanique permettant la mise en oeuvre d'un saut de rapport (skip-shift) dans une boîte de vitesses manuelle comportant un axe central (8) de changement de vitesse qui peut pivoter par rapport au carter (5) de boîte de vitesses pour la sélection de voies de changement de vitesse (15, 16, 17) et qui est axialement coulissant pour l'engrènement et le désengrènement de vitesses. Un manchon (2) pouvant être fixé par rapport au carter (5) de boîte de vitesses est guidé de manière à être pivotant et à coulisser axialement par rapport à l'axe central (8) et possède un guide de coulisse (20) conçu de manière telle que l'axe central (8) est contraint d'effectuer des mouvements de pivotement en raison des déplacements axiaux lorsque le manchon (2) est fixé, un levier de vitesses manuel (60) étant destiné à faire coulisser axialement et à faire pivoter l'axe central (8) de levier de changement de vitesses.
PCT/EP2007/005559 2006-06-24 2007-06-23 Boîte de vitesses manuelle pourvue d'un axe central de changement de vitesse et procédé de changement de vitesse à l'aide de ladite boîte Ceased WO2007147632A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006029155.7 2006-06-24
DE102006029155A DE102006029155A1 (de) 2006-06-24 2006-06-24 Handschaltgetriebe mit einer Zentralschaltwelle und Verfahren zum Schalten eines solchen

Publications (1)

Publication Number Publication Date
WO2007147632A1 true WO2007147632A1 (fr) 2007-12-27

Family

ID=38441934

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2007/005559 Ceased WO2007147632A1 (fr) 2006-06-24 2007-06-23 Boîte de vitesses manuelle pourvue d'un axe central de changement de vitesse et procédé de changement de vitesse à l'aide de ladite boîte

Country Status (2)

Country Link
DE (1) DE102006029155A1 (fr)
WO (1) WO2007147632A1 (fr)

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1008940A (en) * 1963-08-15 1965-11-03 Humber Ltd Improvements in change-speed gear-boxes
DE3141271A1 (de) * 1981-10-17 1983-05-05 Zahnradfabrik Friedrichshafen Ag, 7990 Friedrichshafen Fahrgeschwindigkeitsabhaengige schaltvorrichtung zur erschwerung unzulaessiger rueckschaltungen in einem kraftfahrzeuggetriebe
DE19609210C1 (de) 1996-03-09 1997-07-17 Daimler Benz Ag Schaltvorrichtung für ein Zahnräderwechselgetriebe
DE19610104A1 (de) 1996-03-15 1997-09-18 Daimler Benz Ag Schaltvorrichtung für ein Zahnräderwechselgetriebe
EP0828099A2 (fr) * 1996-09-04 1998-03-11 Daimler-Benz Aktiengesellschaft Dispositif de commande d'une boíte de vitesses
DE19737305C1 (de) * 1996-09-04 1998-12-03 Daimler Benz Ag Schaltvorrichtung für ein Zahnräderwechselgetriebe
DE19735844A1 (de) * 1997-08-19 1999-02-25 Zahnradfabrik Friedrichshafen Kupplungsabhängige Getrieberastierung
EP0926406A2 (fr) * 1997-12-22 1999-06-30 Ford Global Technologies, Inc. Dispositif de changement de vitesse pour une boíte de vitesses manuelle
EP1065415A1 (fr) * 1999-06-30 2001-01-03 MAGNETI MARELLI S.p.A. Dispositif de commande pour transmission de véhicule automobile
EP1116903A1 (fr) * 1999-10-18 2001-07-18 MAGNETI MARELLI S.p.A. Dispositif de commande pour sélectionner et changer une vitesse dans une boíte de vitesses
EP1821006A1 (fr) * 2006-02-17 2007-08-22 MAGNETI MARELLI POWERTRAIN S.p.A. Servomoteur pour changement de vitesse

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE517428C2 (sv) * 2000-10-19 2002-06-04 Scania Cv Ab Växlingsreglage hos ett motorfordon

Patent Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1008940A (en) * 1963-08-15 1965-11-03 Humber Ltd Improvements in change-speed gear-boxes
DE3141271A1 (de) * 1981-10-17 1983-05-05 Zahnradfabrik Friedrichshafen Ag, 7990 Friedrichshafen Fahrgeschwindigkeitsabhaengige schaltvorrichtung zur erschwerung unzulaessiger rueckschaltungen in einem kraftfahrzeuggetriebe
DE19609210C1 (de) 1996-03-09 1997-07-17 Daimler Benz Ag Schaltvorrichtung für ein Zahnräderwechselgetriebe
DE19610104A1 (de) 1996-03-15 1997-09-18 Daimler Benz Ag Schaltvorrichtung für ein Zahnräderwechselgetriebe
US5809836A (en) 1996-03-15 1998-09-22 Mercedes-Benz Ag Shift device for a change speed gearbox
EP0828099A2 (fr) * 1996-09-04 1998-03-11 Daimler-Benz Aktiengesellschaft Dispositif de commande d'une boíte de vitesses
DE19737305C1 (de) * 1996-09-04 1998-12-03 Daimler Benz Ag Schaltvorrichtung für ein Zahnräderwechselgetriebe
DE19735844A1 (de) * 1997-08-19 1999-02-25 Zahnradfabrik Friedrichshafen Kupplungsabhängige Getrieberastierung
EP0926406A2 (fr) * 1997-12-22 1999-06-30 Ford Global Technologies, Inc. Dispositif de changement de vitesse pour une boíte de vitesses manuelle
EP1065415A1 (fr) * 1999-06-30 2001-01-03 MAGNETI MARELLI S.p.A. Dispositif de commande pour transmission de véhicule automobile
EP1116903A1 (fr) * 1999-10-18 2001-07-18 MAGNETI MARELLI S.p.A. Dispositif de commande pour sélectionner et changer une vitesse dans une boíte de vitesses
EP1821006A1 (fr) * 2006-02-17 2007-08-22 MAGNETI MARELLI POWERTRAIN S.p.A. Servomoteur pour changement de vitesse

Non-Patent Citations (3)

* Cited by examiner, † Cited by third party
Title
ANONYM: "Skip Shift Elimination!", INTERNET ARTIKEL, 14 April 2001 (2001-04-14), XP002449823, Retrieved from the Internet <URL:http://web.archive.org/web/20010414020212/http://www.bfranker.badz28.com/96SS/skipshift.htm> [retrieved on 20070905] *
BILL BOUDREAU: "Technical Information on the ZF S6-40", INTERNET ARTIKEL, 10 January 2004 (2004-01-10), XP002449920, Retrieved from the Internet <URL:http://web.archive.org/web/20040110001304/http://www.zfdoc.com/techinfo.htm> [retrieved on 20070910] *
http://www.bfranker.badz28.com/96SS/skishift.htm

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