WO2017153032A1 - Boîte de vitesses automatique - Google Patents

Boîte de vitesses automatique Download PDF

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Publication number
WO2017153032A1
WO2017153032A1 PCT/EP2017/000192 EP2017000192W WO2017153032A1 WO 2017153032 A1 WO2017153032 A1 WO 2017153032A1 EP 2017000192 W EP2017000192 W EP 2017000192W WO 2017153032 A1 WO2017153032 A1 WO 2017153032A1
Authority
WO
WIPO (PCT)
Prior art keywords
actuator
shift
transmission
transmission shaft
automated
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/EP2017/000192
Other languages
German (de)
English (en)
Inventor
Lars Didwiszus
Hansjörg KRAFT
Romain Poux
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.)
ZF CV Systems Hannover GmbH
Original Assignee
Wabco GmbH
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 Wabco GmbH filed Critical Wabco GmbH
Publication of WO2017153032A1 publication Critical patent/WO2017153032A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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
    • 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
    • F16H63/24—Final output mechanisms therefor; Actuating means for the final output mechanisms each of the final output mechanisms being moved by only one of the various final actuating 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
    • F16H2063/202—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 cam plates for selection or shifting, e.g. shift plates with recesses or groves moved by a selector extension

Definitions

  • the invention relates to an automated transmission, which has arranged in a transmission housing gear shafts on which intermeshing gears are arranged in which a plurality of rotatably mounted on a first transmission shaft gears with associated and arranged on a second transmission shaft rotatable gears are in meshing engagement, in which the rotatable gears carrying gear shaft axially displaceable shift sleeves rotatably and axially adjacent to the rotatable gears are arranged, wherein the rotatable gears rotatably connected by means of an associated shift sleeve with second transmission shaft, and in which the shift sleeves directly or indirectly with an actuator of each associated actuator are connected.
  • a conventional motor vehicle usually has an internal combustion engine whose drive shaft is connected via a starting and shifting clutch to an input shaft of a transmission.
  • the starting and shifting clutch is designed as a friction clutch, with the start of the vehicle or in preparation for a gear change, the torque transmission between the engine and the transmission can be interrupted.
  • the transmission can be designed as a manually operable manual transmission or as an automated manual transmission.
  • a gear change is effected by means of, for example, an electro-hydraulic or electropneumatic gear change unit which has at least one actuator.
  • the respective actuator is connected directly or via a shift rod and a shift fork with an associated shift sleeve, which is arranged axially displaceable and rotationally fixed on an associated transmission shaft.
  • a sliding sleeve By means of an axial displacement of such a sliding sleeve is a rotatably mounted on the same gear shaft gear, also called idler gear rotatably connected to this gear shaft connectable or released again for free rotation.
  • the starting and shifting clutch is usually hydraulically or electro-pneumatically actuated. The actuation of the starting and clutch as well as the actuators of the gear Exchange unit are triggered and controlled by a higher-level control and / or regulating device.
  • the electro-hydraulic or electropneumatic gear change unit of the transmission is usually arranged directly on the outside of the transmission housing.
  • the structural design of an automated manual transmission is largely identical to a conventional, manually switchable transmission.
  • a disadvantage of known automated manual transmissions is inter alia that for the electro-hydraulic or electropneumatic gear change unit comparatively large access openings in the outside of the transmission housing are provided, at least to their actuators or their adjusting elements to the shift rails, shift forks and / or shift sleeves to lead.
  • This comparatively large opening in the gear housing reduces its mechanical stability and is at the same time an outlet window for operating noise of the gearbox to the outside.
  • comparatively powerful actuators for the axial displacement of the shift sleeves by means of the associated shift rods and / or shift forks are provided.
  • the present invention seeks to provide an automated transmission for a motor vehicle with a spatially optimized arrangement of the actuators necessary for the actuation of the shift forks and the associated shift sleeves.
  • the invention is based on an automated gearbox, which has arranged in a gear housing transmission shafts on which intermeshing gears are arranged in which a plurality of rotatably arranged on a first gear shaft gears with associated and arranged on a second transmission shaft rotationally fixed gears are in meshing engagement, at the the rotatable gears carrying gear shaft axially displaceable shift sleeves rotatably and axially adjacent to the rotatable gears are arranged, wherein the rotatable gears rotatably connected by means of an associated shift sleeve with second transmission shaft, and in which the shift sleeves directly or indirectly with an actuator of each associated actuator are connected.
  • the actuating axis of the actuator of the respective actuators is aligned perpendicular to the direction of actuation of the shift sleeves.
  • the actuators can be made relatively small and inexpensive, since the actuators only have to cope with very short actuation paths to actuate the shift sleeves.
  • the actuated according to the invention arranged actuators shift forks or shift sleeves comparatively easy to reach.
  • a plurality of shift forks or shift sleeves are actuated on different transmission shafts by means of one actuator.
  • first gear shaft and the second gear shaft are arranged in an imaginary plane within a transmission housing, and that the actuating axis of the at least one actuator is aligned parallel to this plane.
  • This makes it possible to arrange the actuators space-saving on both sides of that imaginary plane in which the at least two transmission shafts are arranged in the transmission housing. If, therefore, such an imaginary plane extends perpendicular to a horizontal and, for example, a first transmission shaft and a second transmission shaft or a countershaft are arranged vertically one above the other, the actuators can be arranged laterally next to this plane or laterally next to these two transmission shaft on or in the transmission housing.
  • the at least one upper-side access opening for the actuators in the transmission housing to be relatively small, whereby the gear housing is stiffer than in conventional solutions.
  • the smaller opening in the gearbox housing unwanted transmission noise to a lesser extent to the outside.
  • the inventive arrangement of the actuators allows the use of weaker actuators and thus allows easier access to the shift forks or shift sleeves.
  • the actuation axes of the actuators in this case preferably extend substantially perpendicular to an imaginary horizontal on which the motor vehicle equipped with the automated transmission is located. In other words, the actuation axes of the actuators in this embodiment are in the direction of the action of gravity.
  • this has at least one Aktuator- control unit for controlling the at least one actuator, and that this actuator control unit is controlled by an electronic gear shift unit.
  • the actuator-related control takes place in spatial proximity to the actuators.
  • the control valves necessary for their control are usually arranged in addition to the required power electronics in the immediate vicinity of the pneumatic or hydraulic cylinders, from which Short hydraulic, pneumatic and electrical conduction paths result.
  • the actuator control units may also be integrated in the transmission shift unit.
  • the at least one actuator and the at least one actuator control unit and a transmission shift unit are arranged on an outer side of the transmission housing.
  • the at least one actuator is designed as a linear actuator, which has an axially movable actuating rod coaxial with its actuating axis, and in which each actuating rod cooperates with at least one shift fork.
  • the at least one linear actuator has a housing which is mechanically connected to the transmission housing. Characterized in that the linear actuator has a coaxial to its actuation axis retractable and extendable actuator rod, the mechanical coupling between the respective linear actuator and the associated shift fork is structurally particularly easy to implement.
  • the respective shift fork has a semicircular portion for coupling to an associated shift sleeve, and that the respective shift fork has a radially outwardly directed, peg-like driver, which is preferably arranged centrally on the semicircular portion of the shift fork.
  • This driver enables a reliable mechanical coupling of the shift fork to the actuating rod of the linear actuator.
  • the driver of the respective shift fork can be arranged at the same height as the longitudinal axis of the associated, the idler gears and shift sleeves bearing first gear shaft.
  • the respective drivers are designed for example as cylindrical pins or bolts to facilitate their guidance in a slide track.
  • a link body is fixed, which equipped with respect to the longitudinal axis of the sliding sleeves and the idler gears Having first gear shaft inclined slide track, and that the driver of the associated shift fork is slidably received in this slide track of the slide body.
  • the geometry of the slide track determines the length of the actuating travel of the shift fork or the coupled thereto shift sleeve and the two axial end and locking positions of the shift sleeve.
  • the geometry of the slide track determines the actuating speed of the sliding sleeve in relation to the actuating speed of the linear actuator. Since the linear actuator is preferably designed such that it can assume a stable actuation position between its two axial end positions, the slide track of the link body can bring the shift sleeve in its neutral position between two axially opposite shift or gear positions and hold there.
  • Gear shift sleeve translated An angle of inclination of the slide track of the link body in relation to the longitudinal axis of the associated transmission shaft is in a range between 30 ° and 60 °, preferably at 45 °.
  • the at least one linear actuator can be actuated pneumatically, hydraulically, electro-hydraulically, electromotively, electromagnetically, piezoelectrically or by a combination of at least two of the aforementioned action mechanisms.
  • This provides a wide range of alternative drive mechanisms for the linear actuators used in automated manual transmissions.
  • the automated manual transmission has a drive shaft and at least one countershaft, wherein the countershaft can exert the function of a transmission output shaft.
  • FIG. 1 is a perspective view of an automated transmission with a drive motorfernfre opened gear housing
  • Fig. 2 is a perspective view of the gearbox of FIG. 1 without the gear housing
  • 3a to 3c three perspective views of a shift fork of the gearbox according to FIG. 1 in three different setting positions.
  • the automatic transmission 10 shown in FIGS. 1 and 2 has a first transmission shaft 12 and a second transmission shaft 14, which are arranged in a transmission housing 16.
  • the first transmission shaft 12 is effective in this transmission 10 as an input shaft, while the second transmission shaft 14 serves as an output shaft.
  • the first transmission shaft 12 is frictionally connected by means of a clutch 18 with a crankshaft 20 of an internal combustion engine, not shown, or separable from this.
  • the clutch 18 may be formed, for example, as an automated dry friction clutch or the like.
  • first gear shaft 12 On the first gear shaft 12 are a plurality of not individually designated idler gears 76 and on the second gear shaft 14 are not individually designated fixed wheels 78 are arranged, of which two of these gears 76, 78 to form a predetermined gear ratio or a gear are in meshing with each other.
  • the individual idler gears 76 with the help of each associated shift sleeves 58 rotatably connect with that transmission shaft 12 on which these idler gears 76 and the associated shift sleeves 58 are arranged together. This structure is well known to the skilled person.
  • each of these shift sleeves 58 is associated with a shift fork 68, 70, which have an approximately semicircular geometry.
  • the shift forks 68, 70 engage in each case in a radially outer annular groove in the associated shift sleeve 58 a positive fit, so that in an axial displacement of the shift fork 68, 70 and the associated shift sleeve 58 is axially displaced on the first transmission shaft 12.
  • the first transmission shaft 12 has a longitudinal axis 22 which is aligned parallel to the longitudinal axis 24 of the second transmission shaft 14.
  • the first gear shaft 12 and the second gear shaft 14 are therefore arranged in an imaginary, indicated here in the drawing plane 26, which runs only by way of example approximately perpendicular to a horizontal plane or a horizontal surface 28 on which an equipped with the automated transmission 10 motor vehicle operated by way of example becomes.
  • the first transmission shaft 12 also extends above the second transmission shaft 14, wherein the first transmission shaft 12 and the second transmission shaft 14 are aligned parallel to the horizontal and planar ground 28 respectively.
  • the two gear shafts 12, 14 are always arranged in an imaginary plane whose However, spatial location may be different.
  • two Aktuator Trust- units 32, 34 are arranged, which are controlled by an electronic gear shift unit 36.
  • the two actuator control units 32, 34 be integral part of the gearshift unit 36, so be integrated into this structurally.
  • the gearshift unit 36 is controlled and commanded by an unillustrated, higher-level digital control and / or regulating unit, wherein this control and / or regulating unit preferably at the same time controls the actuation of a likewise not shown actuator unit for engagement or disengagement of the clutch 18.
  • two actuators 40, 42 integrated in a first actuator housing 38 are actuated by means of the first actuator control unit 32, which interact in each case with a shift fork 68, 70 which is concealed in FIG. 1 and serve to actuate two likewise concealed shift sleeves 58.
  • further actuators 54, 56 recognizable in FIG. 2 are controlled by the second actuator control unit 34.
  • the automated manual transmission 10 to implement special driving programs using suitable program algorithms fully automatically depending on the operating condition of the motor vehicle and the engine control.
  • the gear changes or the switching between the individual gears without manual intervention of the driver can be triggered automatically or, if necessary, by means of a selector lever manually.
  • various sensors are integrated to reliably detect the current state of the automated transmission 10, in particular the switching state of the shift sleeves 58, the operating position of the actuators and the rotational speed of the transmission shafts 12, 14, and to the electronic gear shift unit 36 for evaluation.
  • the two actuators 40, 42 which can be seen in FIG. 1, are here only designed as linear actuators 44, 46 by way of example.
  • the actuating axes 48, 50 of the actuating Links 72, 74 of these actuators 40, 42 are each aligned perpendicular to the direction of actuation of the shift forks 68, 70 and the shift sleeves 58. They also run parallel and spaced from the aforementioned plane 26, in which the two transmission shafts 12, 14 are arranged. Accordingly, the linear actuators 44, 46 are arranged substantially perpendicular with respect to the upper side 30 of the transmission housing 16 or to the ground 28 and laterally next to the first transmission shaft 12.
  • the two linear actuators 44, 46 can be implemented as a function of a working medium available on board the motor vehicle, such as compressed air or hydraulic oil, for example as pneumatically, hydraulically, electrohydraulically or electropneumatically actuated piston-cylinder arrangements, ie with pneumatic or hydraulic cylinders.
  • the linear actuators 44, 46 can also be realized by an electric motor, for example by means of an electric motor driven spindle drive.
  • the basic structure of an automated manual transmission 10 with a gearshift unit, an actuator control unit and actuators is the well-known in the field of motor vehicle transmission specialist incidentally also known from the prior art, so that at this point to a more detailed description of the operation of the automated transmission 10 is waived.
  • FIG. 2 shows a schematic and perspective view of the automated manual transmission 10 according to FIG. 1 without the transmission housing 16.
  • the first transmission shaft 12 and the second transmission shaft 14 and their longitudinal axes 22, 24 are clearly arranged in the imaginary plane 26, not shown here, which runs perpendicular to the ground 28, wherein the first transmission shaft 12 is disposed vertically above the second transmission shaft 14.
  • a second cuboid actuator housing 52 having a third and a fourth actuator 54, 56, which are controlled by the second actuator control unit 34.
  • These two actuators 54, 56 are likewise designed as linear actuators 47, 49.
  • the actuation of the actuators 40, 42, 44, 46, 47, 49, 54, 56 takes place by means of the two actuator control units 32, 34, which are controlled and commanded jointly by the hierarchically superior electronic gear shift unit 36.
  • the actuators 40, 42, 44, 46, 47, 49, 54, 56 each have an axially movable actuating rod 72, 74, at the free axial end of which in each case a parallelepiped link body 60, 62 is attached. Therefore, upon actuation of the actuators 40, 42, 44, 46, 47, 49, 54, 56, the actuating rod 72, 74 and attached to her respective gate body 60, 62 vertically, ie perpendicular to the ground 28 and perpendicular to the longitudinal axis 22 of first transmission shaft 12 moves.
  • Each of the gate bodies 60, 62 has a slot-shaped or groove-like slide track 64, 66, in each of which a pin-shaped or cylindrical cam 82 engages, which is arranged on the radial outer side of a respective actuator associated shift fork 68.
  • This construction can be seen particularly clearly in FIGS. 3a to 3c, which will be discussed in detail later.
  • the linear actuators 44, 46, 47, 49 each have a preferably cylindrical actuating rod 72, 74 which, controlled by the first or second electronic actuator control unit 32, 34, each include a precisely defined axial positioning or travel path perpendicular to the substrate 28 can be moved in and out of intermediate positions.
  • Each gate body 60, 62 is in each case connected to one of the actuating rods 72, 74 in a mechanically suitable manner.
  • FIGS. 3 a, 3 b and 3 c each show a perspective view of a shift fork 68 of the shift transmission 10 according to FIG. 2 in three different shift positions I, II and III.
  • the shift fork 68 has an approximately semi-circular portion 80 for mechanical connection to the associated shift sleeve 58, which is aligned concentrically to the longitudinal axis 22 of the first transmission shaft 12. Centered on the semicircular portion 80 of the shift fork 68 is here a peg-shaped or cylindrical and radially outwardly directed driver 82 is arranged.
  • the cooperating with the shift fork 68 shown linear actuator 44 has the already mentioned actuating rod 72, at the free axial end 84 of the recognizable also in Fig. 2 cuboid backdrop body 60 is attached.
  • the slide track 64 of the guide body 60 of the driver 82 is received and guided.
  • the slide track 64 has a first end portion 86 and a second end portion 88, each half-round ends serve as axial end stops for the driver 82.
  • These two end portions 86, 88 of the slide track 64 are by an obliquely or diagonally with respect to the longitudinal axis 22 of the first gear shaft 12 and connected to the actuating rod near top 90 of the gate body 60 extending central portion 92.
  • the angle ⁇ of the inclined central portion 92 to the longitudinal axis 22 of the first gear shaft 12 is between 30 ° and 90 °, but preferably about 45 °.
  • One of the better graphical overview half unspecified diameter of the peg-like driver 82 on the shift fork 68 is slightly smaller than the width of the slide track 64, whereby a largely free play in the axial direction recording of the driver 82 is ensured in the slide track 64.
  • the length 94, 96 of the end portions 86, 88 of the slide track 64 corresponds approximately to the diameter of the driver 82, whereby its stable end positions are ensured in the slide track 64.
  • the actuating rod 72 of the linear actuator 44 has reached its axially furthest extended position so that the driver 82 reaches the second end section 88 of the guide track 64 of the link body 60 and thus its first stable end position Has.
  • the shift fork 68 has taken her clutch remote position, which in the result, for example, an associated idler gear 12 is rotatably connected to the first gear shaft.
  • the actuating rod 72 is further retracted in the direction of the first arrow 87 in the cylinder housing of the linear actuator 44, and the shift fork 68 is further moved in the direction of the second arrow 89 parallel to the longitudinal axis 22 of the first transmission shaft 12 until the driver 82 is in the first end portion 86 of the slide track 64 of the guide body 60.
  • the driver 82 has its second end position and the shift fork 68 reaches its third setting position III (FIG. 3c).
  • this shift fork 68 is in its clutch-tight displacement position, as a result, the actuated by this shift fork 68 shift sleeve 58 rotatably connects an associated, relatively close-coupled idler gear with the first gear shaft 12.
  • the link body 60 functions in conjunction with the link track 64 and the driver 82 received therein as a loss-len mechanical Umlen- kung transmission, which takes place vertically, ie perpendicular to the longitudinal axis 22 of the first gear shaft 12 adjusting movement 87 of the actuating rod 72 of the respective linear actuator 44 in a horizontal, ie parallel to the longitudinal axis 22 of the first gear shaft 12 and directed to the ground 28 adjusting movement 89 of the shift fork 68 for actuating a shift sleeve 58 of the automated transmission 10 is transformed.
  • Umlen- kung transmission which takes place vertically, ie perpendicular to the longitudinal axis 22 of the first gear shaft 12 adjusting movement 87 of the actuating rod 72 of the respective linear actuator 44 in a horizontal, ie parallel to the longitudinal axis 22 of the first gear shaft 12 and directed to the ground 28 adjusting movement 89 of the shift fork 68 for actuating a shift sleeve 58 of the automated
  • Second gate body First sets of tracks

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

Abstract

L'invention concerne une boîte de vitesse automatique (10), qui comprend des arbres de transmission (12, 14) dans un boîtier d'engrenage (16), sur lesquels sont disposés des pignons s'engrenant ensemble (76, 78). Plusieurs pignons (76) disposés de manière rotative sur un premier arbre de transmission (12) s'engrènent avec des pignons solidaires en rotation associés et disposés sur un second arbre de transmission (14). Les manchons coulissant axialement (58) sont disposés solidaires en rotation et adjacents axialement aux pignons rotatifs (76) sur l'arbre de transmission (12) portant les pignons rotatifs (76). Les pignons rotatifs (76) peuvent être reliés de façon solidaire en rotation au second arbre de transmission (12) au moyen d'un manchon coulissant associé (58). Les manchons coulissants (58) sont reliés directement ou indirectement à un élément de commande (72, 74) d'un actionneur associé (40, 42, 54, 56). De plus, dans un agencement des actionneurs optimisé en termes d'espace, il est prévu que l'axe d'actionnement (48, 50) de l'élément de commande (72, 74) des actionneurs (40, 42, 54, 56) soit orienté perpendiculairement à l'axe d'actionnement des manchons coulissants (58).
PCT/EP2017/000192 2016-03-05 2017-02-10 Boîte de vitesses automatique Ceased WO2017153032A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016002824.6A DE102016002824B4 (de) 2016-03-05 2016-03-05 Automatisiertes Schaltgetriebe
DE102016002824.6 2016-03-05

Publications (1)

Publication Number Publication Date
WO2017153032A1 true WO2017153032A1 (fr) 2017-09-14

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DE (1) DE102016002824B4 (fr)
WO (1) WO2017153032A1 (fr)

Cited By (2)

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Publication number Priority date Publication date Assignee Title
CN113748280A (zh) * 2019-05-28 2021-12-03 采埃孚商用车系统欧洲有限公司 自动化的换挡传动装置
CN115560068A (zh) * 2021-06-30 2023-01-03 克诺尔制动系统（大连）有限公司 用于变速箱的换挡执行组件

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SE541599C2 (en) 2017-02-02 2019-11-12 Scania Cv Ab Dog clutch control arrangement, transmission, and vehicle comprising transmission
DE102018204956A1 (de) * 2018-04-03 2019-10-10 Zf Friedrichshafen Ag Schaltautomat, automatisiertes Synchrongetriebe und ein landwirtschaftliches oder kommunales Nutzfahrzeug
DE102019131935B4 (de) * 2019-11-26 2025-12-31 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Integration eines Getriebestellers

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US2893256A (en) * 1955-09-12 1959-07-07 Stewart Warner Corp Actuator for a two-speed adapter
US4656882A (en) * 1984-05-29 1987-04-14 Kerr John H Incrementally variable single countershaft transmission
EP1302706A2 (fr) * 2001-10-10 2003-04-16 Bayerische Motoren Werke Aktiengesellschaft Boíte de vitesses
DE102005028122A1 (de) * 2005-06-10 2006-12-14 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Automatisiertes Vorgelegegetriebe und Verfahren zu dessen Herstellung
DE102014206493A1 (de) * 2014-04-04 2015-10-08 Zf Friedrichshafen Ag Schaltvorrichtung für ein automatisiertes Fahrzeuggetriebe

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DE102009054942A1 (de) 2009-12-18 2011-06-22 ZF Friedrichshafen AG, 88046 Schalteinrichtung für ein Zahnräderwechselgetriebe
DE102010048739A1 (de) 2010-10-16 2012-04-19 Neumayer Tekfor Holding Gmbh Schaltvorrichtung und Schaltgetriebe
DE102011088666A1 (de) 2011-12-15 2013-06-20 Zf Friedrichshafen Ag Verschiebevorrichtung mit mittels Kulissenführung verschiebbarer Schiebemuffe
DE102013204669A1 (de) 2013-03-18 2014-09-18 Zf Friedrichshafen Ag Verschiebevorrichtung mit mittels Kulissenführung verschiebbarer Schiebemuffe

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2893256A (en) * 1955-09-12 1959-07-07 Stewart Warner Corp Actuator for a two-speed adapter
US4656882A (en) * 1984-05-29 1987-04-14 Kerr John H Incrementally variable single countershaft transmission
EP1302706A2 (fr) * 2001-10-10 2003-04-16 Bayerische Motoren Werke Aktiengesellschaft Boíte de vitesses
DE102005028122A1 (de) * 2005-06-10 2006-12-14 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Automatisiertes Vorgelegegetriebe und Verfahren zu dessen Herstellung
DE102014206493A1 (de) * 2014-04-04 2015-10-08 Zf Friedrichshafen Ag Schaltvorrichtung für ein automatisiertes Fahrzeuggetriebe

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113748280A (zh) * 2019-05-28 2021-12-03 采埃孚商用车系统欧洲有限公司 自动化的换挡传动装置
CN115560068A (zh) * 2021-06-30 2023-01-03 克诺尔制动系统（大连）有限公司 用于变速箱的换挡执行组件

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DE102016002824B4 (de) 2024-01-04
DE102016002824A1 (de) 2017-09-07

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