DE19912817A1 - Automatic transmission esp. for motor vehicles has torque transmission paths grouped in individual groups with associated coupling units - Google Patents

Abstract

The transmission has several torque transmission paths (1,2,3,4) and a coupling device to activate the paths. The device has coupling units (44,46) associated with a group (G1,2) of transmission paths, for selective actuation of one path in a group. Some groups have only one transmission path, or at least one group has several transmission paths. In one of the groups containing several paths, these parts are not sequential. Each coupling unit has a regulator member unit (48,50), and a synchronization device for each transmission path in a group.

Description

The present invention relates to an automated transmission, in particular for a motor vehicle comprising a plurality of torque over transmission paths, which are optionally activated for torque transmission can be, the torque transmission paths are different Have transmission characteristics and based on their over bearing characteristics in an order of torque transmission can be classified, further comprising a coupling arrangement, by which each have at least one of the torque transmission paths can be activated.

Recently, vehicle construction has developed in one direction which is increasingly a transition from manually shiftable transmissions, i.e. H. Gearboxes in which a shifting force from a gear lever is mechanical transferred to the transmission takes place to automated transmissions. With these transmissions, a driver's desire to shift through the Detection of a gear lever movement by an assigned sensor arrangement recognized or by an automatic program, and due to the recognized shift request is an actuator arrangement in the transmission Operation set that performs the desired switching procedure. To this Purposes are the gearboxes built for manual operation equipped that, for example, a selector shaft that is used to carry out of a switching operation is to be moved linearly and, if necessary, rotationally, is moved by actuators initiating these required movements. When switching operations are carried out by appropriate Actuation of the shift shaft setting up a gear previously engaged Coupling device, for example in the form of a synchronizing device tion, deactivated and only after by the movement of the selector shaft  this device has been deactivated will be used in the course of the further Movement of the selector shaft of the next gear to be set up assigned coupling device activated. The time required for this to perform a switching procedure is relatively long since first a complete disengagement of a previously set gear, then that Moving the selector shaft to the following position and only then can a new gear be engaged. Furthermore, there is the problem that those driving the shift shaft Actuators both with regard to the travel to be traveled as well the required switching force must be designed so that relative Large drives are required due to the relatively long switching travel can still provide the required switching force.

It is the object of the present invention to provide an automated transmission provide that with a simplified structure to minimize the Execution of switching procedures leads to the time required.

According to the invention, this object is achieved by an automated Gearbox, in particular for a motor vehicle, comprising a plurality of Torque transmission paths, which for torque transmission can be activated optionally, the torque transmission have different transmission characteristics and based on their transfer characteristics in an order of Torque transmission paths can be arranged, further comprising a Coupling arrangement through which at least one of the torque transmission paths can be activated.

In the transmission according to the invention it is further provided that the coupling arrangement of a group of torque transmission paths assigned a coupling unit, through which each optionally a torque transmission path from the group of torque transmission paths can be activated, a plurality of groups of  Torque transmission paths are provided, of which each group includes only a single torque transmission path, or one A plurality of groups of torque transmission paths is provided, of which at least one group has multiple torque transmission ways, or a plurality of groups of torque transmissions supply routes is provided, of which at least one group one includes only torque transmission path and at least one further Group includes a plurality of torque transmission paths, and that at least one group of torque transmission paths, provided it comprises several torque transmission paths, only in the order Torque transmission paths that are not immediately consecutive includes.

The inventive design of an automated transmission is matched by the appropriate grouping of different torques transmission paths and the assignment of the same to a coupling ensures that there is a high degree of independence from the predetermined order is obtained. For example, suppose that the order in which the individual torque over transmission paths are integrated with regard to their transmission characteristics or can be listed, an indication of the decreasing speed reduction ratio is. This results in an order that at conventional gearboxes through the individual gear stages first gear, second gear, third gear, fourth gear, etc. is defined. Because with that Gearbox according to the invention is now ensured that not two in torque immediately following this sequence can be used by the same coupling unit for example when performing a switching operation from the first to the second gear the coupling unit assigned to the first gear Disengagement can be controlled, and almost simultaneously or with less The coupling assigned to the second gear may be delayed unit to be controlled for engagement, the first and the here  second course are classified in different groups and thus through different coupling units have to be activated. So it must be with the Activation or not waited for second gear until the first gear is fully designed. It can be based on this Way perform a significantly faster shift, and at The switching process can be carried out through a period of time Interruption of tractive power in the state of the art loss of comfort be significantly reduced.

According to the present invention regarding the grouping of the different alternatives for individual torque transmission paths possible. For the purposes of the present invention, the expression means "Group" does not necessarily mean the association of several Torque transmission paths. It is also possible, for example, that each group only a single member, i.e. a single torque over contains or is defined by this. this means ultimately that each individual torque transmission path has its own Coupling unit is assigned and not multiple torque over transmission paths are operated by a single coupling unit. Also In this way, the individual can be controlled as desired Torque transmission paths to activate or deactivate them achieve. It is also possible that, for example, several in a group Torque transmission paths are included, whereas the ver permanent torque transmission paths each individually in each Groups are positioned so that this individual torque transmission routes are to be controlled again by own coupling units and the in the group summarized several torque transmission paths to be activated or deactivated by a common coupling unit are. Basically, the principles of the present invention already lead to an improved gearbox construction if there are several groups of Torque transmission paths, of which several groups each comprise several torque transmission paths, only a single one  is provided in which to be activated by a coupling unit or deactivating torque transmission paths in the defined Do not follow each other in sequence.

A particularly simple structure can be obtained in that everyone Coupling unit of the coupling arrangement is assigned an actuator unit is. The independence of the individual coupling units can thereby be further increased.

For example, it can be provided that each coupling unit for each Torque transmission path associated with this coupling unit Group of torque transmission paths a synchronizer includes.

Furthermore, the transmission according to the invention can be a particularly simple one Structure can be achieved if it is provided that the transmission Has input shaft and that each torque transmission path through the coupling arrangement to the input shaft to the common Rotation with this coupling link, preferably Transmission gear, includes.

An excessively complex structure of the individual coupling units can be avoided if any group of torque transmission paths includes two torque transmission paths.

A particularly useful distribution of the different torque Transmission paths in different groups can be achieved that between two in terms of their transmission characteristics in the Sequence of successive torque transmission paths at least one group of torque transmission paths at least a torque transmission path of another group of torque transmission paths. One recognizes from this that in the sense of the  lying invention in a group of torque transmission paths included torque transmission paths, which in the order on each other such torque transmission paths are between which in this group no further torque over the order way of transmission lies. Due to the fact that none in a group torque listed in immediate succession transmission paths may be included, however, the order between two contained in a group and in order successive torque transmission paths still at least one other torque not included in this group transmission path on. For example, in a group are the torque Transmission path for first gear, third gear and fifth Gear included, so is the torque transmission path for the third Gear on the torque transmission path of the first gear in the sense the order of the following but not immediately following torque transmission path. The one on the torque transmission path for the first Gear immediately following torque transmission path would be the Torque transmission path for second gear.

For example, it can be provided that a first group of torque transmission paths the torque transmission paths for a first one and comprises a third gear stage and that a second group of Torque transmission paths the torque transmission paths for a second and fourth gear and if necessary for a reverse includes gear.

In a particularly preferred embodiment, it is provided that that between two in terms of their characteristics in order successive torque transmission paths at least one Group of torque transmission paths at least two not in torque transmission paths included in this group. A such configuration of the transmission according to the invention is taken into account  the fact that in certain driving situations the each in the order of immediately consecutive torque Transmission paths are traversed, but that z. B. at least one in the sequence of the torque transmission path skipped becomes. It can happen, for example, that if starting from fourth gear an overtaking process is to be started to provide sufficient torque or motor power not shifted to third gear, but to second gear becomes. If it is ensured that between two based on the Order in a group of successive torques at least two not included in this group Torque transmission paths are, it is inevitably ensured that when skipping a torque transmission path a moment tan established or active torque transmission path and a subsequent when skipping a torque transmission path torque transmission path to be set up is not the same Coupling unit to be deactivated or activated. So it will even when skipping a torque transmission path advantage of a significantly reduced switching time or one according to the invention significantly increased shifting comfort.

This can be achieved, for example, in that a first group of torque transmission paths the torque transmission paths for the first and fourth gears include a second group of Torque transmission paths the torque transmission paths for the second and fifth gear steps and that a third group of Torque transmission paths the torque transmission path for the third gear and optionally the torque transmission path for one Reverse gear stage and / or includes a sixth gear stage.  

A particularly simple construction of the actuator units can be achieved be when at least one of the actuator units preferably one via a gear arrangement to the assigned coupling unit acting electromotive drive, preferably brushless Electric motor has.

Especially when used in commercial vehicles, but also for people motor vehicles, which are generally hydraulic or pneumatic have circuit, the required switching force can advantageously be provided in that at least one of the actuator units has a hydraulic or pneumatic cylinder arrangement, which directly or via a force conversion arrangement, preferably a lever arrangement the assigned coupling unit acts.

Alternatively, however, it is also possible for at least one of the actuators units has a lifting magnet arrangement, which directly or via a Power conversion arrangement, preferably lever arrangement, to the associated one Coupling unit acts, or that at least one of the actuator units comprises a piezo actuator arrangement, which directly or via a force transfer arrangement, preferably lever arrangement, to the associated one Coupling unit acts.

As already mentioned above, the transmission charac teristics of the individual torque transmission paths through a provided speed set for the respective torque transmission paths ratio can be defined, and the order of torque over can be transmitted through a sequence of torque transmission because of increasing or decreasing speed reduction ratio nissen be defined.

It should be noted that in the sense of the present application "Activating" a torque transmission path means that a  certain torque transmission path from a state in which this is not for the transmission of a torque between a transmission input shaft and a transmission output shaft was used in one Is brought into a state in which this torque is exceeded the force coupling between the input shaft and Output shaft is achieved. In this sense, the expression means "Activate", the insertion or establishment of a certain torque transmission path, generally a certain gear.

As already mentioned at the beginning of conventional manual transmissions to select different gears in general so that an actuator element to select a specific shift gate is moved, and then when the particular shift gate is selected, by Turn the actuator a shift claw or shift fork into one be moved from two directions so that one out of two through this Claw to be activated torque transmission paths is activated. At The gearshift claw must then be used to change gear be moved back to the neutral position, if necessary the actuation element can be shifted linearly again and then another shifting claw again from their neutral position to a torque transmission be brought away activating position. The movement of the actuation elements takes place via several actuators, as in EP 0 422 278 A1 known. In order to eliminate the disadvantage of such known gears, namely the disadvantage that the to perform certain switching operations required time can be relatively long, according to the present Invention further proposed an automated transmission, ins especially for a motor vehicle, comprising a plurality of coupling units, with at least one through each of the coupling units Torque transmission path of the transmission can be activated. Invention according to at least one, preferably each coupling unit is one Actuator unit assigned.  

This means that this at least one coupling unit alone by the its associated actuator unit can be controlled, d. H. independently can be controlled by other coupling units. This has to Consequence that the prior art for performing Schaltvor necessary sequential movement states can be avoided can, since the at least one coupling unit is activated or deactivated can be while at the same time or with a time lag on a other coupling unit is acted.

It can be provided, for example, that each actuator unit has one Drive unit and a driving force transmission unit includes, by which the driving force of the drive unit to the respectively assigned Coupling unit is transferable.

In order to be conventional with such a configuration with gears Construction work, d. H. essentially only the conventional need to replace the main switching shaft with other components, it is proposed that each driving force transmission unit has one Transmission shaft includes which by the associated drive unit is rotatable. It is preferably provided that at least two of the transmission shafts of different actuator units are arranged coaxially to each other. Most preferred are all Transmission shafts of the various actuator units coaxial with one another arranged.

One can also directly access the coupling units or several Operate shift shafts.

To provide sufficient space for positioning the actuator in a simple manner To be able to provide units, it is proposed that the each other coaxially arranged shafts pass through a housing of the gearbox and are rotatably mounted on it. In this case it is preferred  provided that each of the transmission waves in a first end region for driving coupling with the assigned drive unit is formed and a transmission element in a second end region has, by which the driving force on an actuator of assigned coupling device is routed.

According to an alternative embodiment, each driving force Transmission unit a pivotable transmission lever element comprise, which in a first end region with the associated Drive unit is drivingly coupled and in a second Endbe rich to transfer the driving force to an actuator of the associated coupling unit is formed.

It should be noted here that the one described above Design of the driving force transmission units with this Embodiment can be combined in the way that for at least a coupling unit designed as a lever and for at least one Coupling unit the wave-shaped driving force transmission unit is used.

However, it is preferably provided that several, preferably all pivotable transmission lever elements about the same pivot axis are pivotable.

When switching operations are carried out, the Designing a certain gear level, d. H. to activate or deactivate Ren a certain torque transmission path required force not constant over the travel range. So when laying one Gear step initially only a relatively small force is applied until the neutral position of a coupling unit is reached, and during the transition in the new gear stage in the area of synchronization is a relatively large force required. With conventional gearboxes, therefore  the actuator units used are dimensioned such that they to deliver or apply the maximum force required, d. H. of maximum torque required. this means however, that the travel distance per unit of time is relatively small, which in turn leads to the implementation of a switching operation required time is relatively long. According to another aspect of The present invention is therefore proposed that in the Kraftüber transmission path between a drive unit of a coupling unit assigned actuator unit and the coupling unit a gear arrangement with changeable power or path translation ability is seen.

Such gear arrangements can be adapted accordingly be made that when greater forces are released must also be generated, whereas if smaller Forces are sufficient, only smaller forces, but a larger stroke is generated becomes.

For example, it can be provided that the gear arrangement is formed in the area of a neutral position of the associated Coupling unit corresponding drive position a smaller actuator force or a larger actuation path for the coupling unit to be provided as in the area of a drive position of the actuator arrangement, which a position activating a torque transmission path or / and corresponds to a synchronization position of the coupling unit.

In a particularly simple design, the Gear arrangement a non-circular gear arrangement.

In the case of an automated transmission in which different couplings are involved units to be controlled by different actuator units basically no mechanical interaction between the coupling  units or the actuator units themselves. This means that for example wise in the event of incorrect control, possibly due to a Error in a control program, if already through a coupling A torque transmission path is activated by another unit Coupling unit another torque transmission path can be activated should. However, this can lead to a defect in the gearbox. To such To avoid conditions, it is also suggested that a backup Arrangement is provided, which, if by a coupling unit one torque transmission path is activated, the activation of another Torque transmission path through another coupling unit prevented.

For example, it can be provided that the fuse arrangement for at least one coupling unit comprises a security device which at Activation of a torque transmission path through the one coupling unit prevents the actuation of at least one other coupling unit.

The security element assigned to a coupling unit can at least have an activation section, which when the one Coupling unit by one of the coupling units assigned Actuating section can be acted upon, and for at least one further Coupling unit has at least one blocking section, which at Acting on the at least one activation section of one of the at least one further coupling unit associated actuation section blocked.

However, there is preferably a securing element for each coupling unit provided the at least one activation section for this Coupling unit and at least one blocking section for all has other coupling units.  

In particular in the embodiment of the Actuator units with transmission shafts arranged coaxially to one another it is preferably provided that the coaxially arranged Transmission waves of different actuator units coaxial with each other Arranged locking sleeves are surrounded, each transmission shaft is assigned a locking sleeve, which for those with the over supporting shaft connected coupling unit forms a security element and each securing sleeve having at least one with the associated over shaft or a related component has active activation section and for at least one, preferably all other transmission waves or with these connected components each have at least one blocking section having.

Each securing sleeve can then be used in the longitudinal direction of the transmission waves can be displaced and biased into a position in which no blocking section is active, and when an activation is applied section each of these locking sleeves can be moved into one position in which each blocking section thereof the associated Transmission wave or the component connected to it against Movement blocked.

The present invention will hereinafter be described with reference to the accompanying Drawings in detail based on preferred embodiments described. It shows:

Figure 1 is a schematic view of a transmission according to the invention with the various torque transmission paths.

Figure 2 is a detail view of a gear according to the invention provided in the coupling unit in partial longitudinal section.

Fig. 3 shows a first embodiment of an actuator unit of the invention;

Fig. 4 shows a second embodiment of an actuator unit of the invention;

Fig. 5 shows a third embodiment of an actuator unit of the invention;

Fig. 6 is a partial sectional view of an automated transmission according to the invention with three different coupling units. associated actuator units;

Fig. 7 is a partial perspective view of the actuator units with a safety envelope;

Fig. 8-10 functional diagrams of the different actuators th associated locking sleeves;

Fig. 11 shows a variant of the embodiment shown in Fig. 6;

FIG. 12 is a force diagram illustrating the when performing a shift from a first gear to a second gear shifting force to be applied;

Fig. 13 is a schematic representation of a gear arrangement through which an adaptation to the Kraftver course shown in Fig. 12 is obtained;

FIG. 14 shows the torque obtained by the gear arrangement of FIG. 13 as a function of the shift path;

FIG. 15 is a further partial sectional view of a gearbox with an alternative type of configuration of the actuator units;

FIG. 16 is a schematic view of the arrangement shown in Fig 15 looking in the direction XVI.

Fig. 17 shows an alternative embodiment of an actuator unit shown in Fig. 15; and

Fig. 18 is a sectional view of an actuator unit taken along a line XVIII-XVIII in Fig. 17.

In Fig. 1, an automated transmission according to the invention is generally designated 10 . The transmission 10 has a transmission input shaft 12 which can be coupled in a rotationally fixed manner to a drive shaft 16 , for example a crankshaft of an internal combustion engine, via a clutch 14 . The transmission input shaft 12 can have a plurality of torque transmission paths 1. , 2. , 3 . and 4. are brought into a torque transmission connection with a transmission output shaft 18 , which is coupled via an output gear 20 to a differential 22 , which in turn drives or has drive shafts 24 , 26 . Each of the torque mission paths 1 .-. 4 has, as described in detail below, an input gear 28 , 30 , 32 , 34 which can optionally be non-rotatably coupled to the input shaft 12 , and an output gear 36 , 38 , 40 , 42 which is non-rotatably coupled or can be coupled to the transmission output shaft 18 . In the embodiment shown, the respective input gears 28 , 30 , 32 , 34 mesh with the associated output gears 36 , 38 , 40 , 42 ; it goes without saying that between these illustrated Zahnradpaa ren still further rotatable gears can be provided on an intermediate shaft in order to obtain certain speed reduction ratios. It is further assumed in the following that the torque tragungsweg 1., Which has the smallest input gear 32 and the largest output gear 40, the first gear of the transmission 10 and that the torque transmission paths. 4, which is the largest input gear 30 and the smallest output gear 38 has the fourth, that is the highest gear. This means that in the transmission according to the invention, the torque transmission paths 1. , 2. , 3. , 4 . or the assigned gear stages in this sequence, given the speed reduction ratios provided by these individual torque transmission paths, can be arranged in an order in which, in the sense of the decreasing speed reduction ratio, the first torque transmission path 1 is at the beginning of the sequence, followed by the second torque transmission path 2 . the third torque transmission path 3 . and the fourth torque transmission path 4 . In this order, in the sense of increasing numerical figures, the immediately following torque transmission path has a lower speed reduction ratio, ie a higher output speed at the same input speed than an immediately preceding torque transmission path. It can be seen from this that in the sense of the present text the designation "immediately following" or "immediately preceding" indicates that there is no further torque transmission path of the order between such two torque transmission paths.

In the transmission 10 , the torque transmission paths 1. , 2. , 3 . and 4th divided into two groups G1 and G2. The group G1 has the first and the third torque transmission path 1. , 3 . and the group G2 has the second and fourth torque transmission paths 2nd , 4th on. Each of these groups G1 and G2 is assigned a coupling unit 44 and 46 , which will be described in detail below and which can activate one of the torque transmission paths of this group or deactivate the other by suitable control. This means that either the first gear, ie the first torque transmission path 1st , or the third gear, ie the third torque transmission path 3rd , can be activated by the coupling unit 44 , whereas the second gear, ie the second torque transmission path, can be activated by the coupling unit 46 2nd , or fourth gear, ie the fourth torque transmission path 4th , can be activated. Of course, each of the coupling units 44 , 46 can also be brought into a neutral position in which none of the torque transmission paths that can be activated by the respective coupling unit 44 or 46 are actually activated. Depending on which of the coupling units 44 , 46 has then been moved out of the neutral position and depending on the direction in which the deflection has taken place from the neutral position, one of the four torque transmission paths becomes 1 . to 4th activated.

In order to be able to put the individual coupling units 44 , 46 into operation in order to maintain the preceding function, each of these coupling units is assigned an actuator unit 48 or 50 , by means of which the required function of the coupling units 44 , 46 is achieved. That is, the actuator units 48 , 50 are under the control of a control device, not shown, and depending on the specification made by the driver's operation of a shift lever or by an automatic program, one of the actuator units 48 , 50 is designed to disengage a previously activated gear or one previously activated Torque transmission path controlled, and one of the actuator units 48 , 50 is activated to activate a gear step to be set up or a torque transmission path to be set up subsequently.

When switching operations are carried out, it can generally be assumed that a switching sequence is carried out in the sense of the sequence defined above. That is, it can be assumed that, for example, shifting from the first gear to the second gear, from the second gear to the third gear and from the third gear to the fourth gear, or that the gear is shifted in reverse order. It is now necessary to carry out such a shift operation, for example from first to second gear, ie the first torque transmission path 1 must be used. be deactivated, and the second torque transmission path 2 . must be activated, the actuator unit 48 to control such that it is brought from an input gear 32 to the input shaft 12 ankoppelnden operation position to its neutral position in which this Drehan 32 coupling the input gear to the input shaft 12 is no longer present. At the same time or, if necessary, with a slight time delay, the actuator unit 50 can be actuated in order to bring the coupling unit 46 out of its neutral operating position into a position in which the input gear 28 of the torque transmission path 2 . is rotatably coupled to the input shaft 12 . It can thus be seen that this switching operation can be carried out very quickly, since the two torque transmission paths involved in the switching operation 1 . and 2 . can be activated by various coupling units 44 and 46, and moreover, these units are operated Kopplungsein 44 and 46 respectively by separate actuator units 48, 50th There is therefore no need to wait until the first torque transmission path 1 . is completely designed to subsequently follow the second torque transmission path 2 . to be able to activate, as is the case with the prior art. Because of these shifting procedures to be carried out much more quickly, the time during which the torque transmission via the transmission 10 is completely interrupted is also significantly shortened, so that the shifting comfort can also be improved.

It should be noted that the above-mentioned effect in all in the normal order given by the defined order Switching sequence occurring switching procedures can be used regardless of whether an upshift or a downshift before is increasing.

For the sake of completeness, it should also be pointed out that the transmission 10 also has a reverse gear stage R. which defines a torque transmission path for the reverse drive. This reverse gear stage R. has an input gear 52 , which with the input gear 30 of the fourth gear stage or the fourth torque transmission path 4th is non-rotatably coupled and which is in torque transmission connection with an output gear 56 via an intermediate gear 54 . It can be seen that a connection unit 58 is provided, which, when the reverse gear stage R. is activated, from the one shown in FIG. 1 and the output gear 38 of the fourth torque transmission path 4 . is rotatably attached to a connecting gear 60 of the output shaft 18 coupling position to the left in a position in which the output gear 56 of the reverse gear R. is coupled to the output shaft 18 . Since it can generally be assumed that a gear change from reverse gear only to first gear, that is to say to the first torque transmission path 1 . or will take place in the reverse direction, here too, by assigning the reverse gear stage R. to the group G2, one can benefit from the aforementioned minimization in the time required to carry out shifting procedures. For the purposes of the present invention, the group G2 is thus expanded by the reverse torque transmission path R. and thus comprises three torque transmission paths, the connecting unit 58 for activating this reverse torque transmission path being controlled together with the actuator unit 50 and thus with this as one unit look at is. In the sense of the sequence defined above, the reverse gear stage R. could be at the beginning, ie before the first torque transmission path 1 . stand.

The above presented advantage of the present invention is thus obtained in that in each group of torque transmission paths only those torque transmission paths are included that are in the sense do not follow each other in the previously defined order. Nonetheless, each of the groups of torque shown is transmitted different torque transmission paths, which in the Consecutive order, d. i.e., a first torque over The path of a group stands in the sense of the order defined order before a second assigned to this group Torque transmission path and this can possibly in the sense of order defined by the order in front of a third of this group assigned torque transmission path. In the meaning of In this text, this first and second torque would be over way of transmission as included in the group in the sense of the order successive, but not immediately successive To consider torque transmission paths, as well as this for the  second and third torque transmission path of this group of Case is.

In the following, various embodiments of such actuator units or coupling units will be described with reference to FIGS . 2 to 5. However, it should be pointed out that the principle of the present invention is independent of the specific embodiment of the actuator units on the one hand and the coupling units on the other. Any type of friction clutch could be used as the coupling units, which can provide a rotationally fixed coupling of various transmission elements, which are shown here in the form of gear wheels, but could also be created by belt connections.

In Fig. 2, such a coupling unit, for example the coupling unit 44 is shown, through which either the input gear 32 or the output gear 34 can be rotatably coupled to the transmission input shaft 12, not shown. This coupling unit 44 has each of the gears 32 , 34 respectively assigned and connected to them, for example by a toothing, a driving gear 60 , 62 . Each of these driving gears 60 , 62 has a driving toothing 64 , 66 radially on the outside, into which a synchronizing ring 68 with an internal toothing 70 engages when a corresponding gear stage is activated. Furthermore, a synchronizing gear 70 or 72 is assigned to each driving gear 62 . Each of the driving gear wheels 60 , 62 has a frustoconical section 74 or 76 , and each synchronizing gear wheel 70 , 72 has a correspondingly tapering central opening 78 , 80 .

With the transmission input shaft 12 , a driving element 82 is connected in a rotationally fixed manner, which in turn is connected in a rotationally fixed manner to a coupling element 85 . The coupling element 85 has radially outside a not shown, extending in the direction of the transmission input shaft toothing, which meshes in an axially displaceable manner with the toothing 70 of the synchronizing ring 68 . In this way, a rotationally fixed connection is created between the synchronizing ring 68 and the transmission input shaft. Furthermore, each of the toothed wheels 70 , 72 has an external toothing 84 , 86 which is provided with respective circumferential inclined surfaces 88 , 90 on the side facing the synchronizing ring 68 . Correspondingly, the internal toothing 70 of the synchronizing ring 68 has respective inclined surfaces 92 , 94 at its axial ends. That is, the teeth of the respective toothings 70 , 84 , 86 are tapered at their respective end regions located in the axial direction. Furthermore, the width of the synchronizing ring 86 is such that, in the neutral position shown, in which none of the gears 32 , 34 is coupled to the transmission input shaft 12 , the inclined tooth regions 92 , 94 , 90 , 88 mesh with one another.

If, for example, the gearwheel 32 is to be coupled to the transmission input shaft starting from the position shown, then the schematically indicated actuator unit 44 exerts a force on a shifting claw, generally designated 96 , which in the direction of arrow R, i.e. to the left in FIG shifts. 2,. The shifting claw 96 positively engages in a recess 98 of the synchronizing ring 68 in the axial direction and thus takes it along with this movement in the R direction. Due to the abutting inclined surfaces 92 , 88 and the fact that the coupling gear 70 is also dragged for rotation by the rotating synchronizing ring 68 , this movement in the direction of pure force is exerted on the coupling gear 70 , which also in the direction R presses. At the same time, the synchronizing ring 68 with its toothing 70 shifts into the toothing 84 of the gearwheel 70 . Because of this generated axial force, the coupling gear 70 is pushed with its opening area 78 onto the conical section 74 , so that a frictional force is generated here, which produces a rotational coupling of the driving gear 60 and thus of the input gear 32 to the coupling gear 70 . Ultimately, in this way, the rotational synchronization between the driving gear 60 and the coupling gear 70 is achieved. Then the claw 96 and thus the synchronizing ring 68 moves further in the direction R, this occurs, by supporting the inclined surface or inclined surfaces 92 , also in the toothing 64 on the driving tooth 60 , this occurrence being provided by the toothing 64 Inclined surfaces 100 is further facilitated. A rotationally fixed coupling of the input gear 32 to the transmission input shaft is then generated via the driving gear 60 , the synchronizing ring 68 and the elements 85 and 82 .

In order to ensure in the neutral position that the synchronizing ring 68 is not deflected by vibrations even when the actuator arrangement 44 is not energized, a biasing arrangement 102 is provided. This holds a plunger 104 which engages with a spherical end 106 in a V-shaped circumferential groove 108 of the synchronizing ring 68 . The plunger 104 is biased in a recess 103 in the elements 82 , 85 by a biasing spring 110 in the direction of the synchronizing ring 68 . When performing a switching operation, ie when moving the synchronizing ring 68 in the direction of the transmission input shaft 12 , the tappet 104 with its spherical end 106 , which can also be designed as a separate engagement ball, is removed from its engagement with the through the V-shape of the groove 108 Synchronization ring 68 moved out. If the latter returns to the position shown, the plunger 104 engages with its spherical end 106 in the groove 108 again and thus holds the synchronizing ring 68 in the neutral position. It is pointed out here that a position fixation in the neutral position does not necessarily have to be obtained by a plunger and an associated spring. Rather, it is also possible to provide a self-locking drive, for example in the form of a self-locking toothing formed by a worm gear. Such an arrangement is then forcibly held in a respective position by the self-locking toothing if there is not a corresponding drive torque from the drive motor.

FIGS. 3 to 5 show different embodiment forms of recognizable in FIG. 1, the actuator unit 48, 50. Since these actuator units 48 , 50 can be constructed in the same way, a description is made below regarding the actuator unit 48 . It can be seen that the shifting claw 96 has a recess 112 in its area remote from the synchronizing ring 68 , into which an end 114 of an actuating lever 116 , which widens like a ball joint, engages. This actuating lever 116 can be pivoted about a pivot axis S, which is positioned orthogonally, but skewed, with respect to the transmission input shaft 12 . The lever 116 has in its other end region 118 a segment-like toothing 122 with which a drive pinion 124 of an electric motor 126 , for example a brushless electric motor, meshes. If the electric motor 126 is energized, the lever 116 is driven to pivot about the axis S, and the shifting claw 96 moves on a guide shaft 128 in the previously addressed direction R in order to non-rotatably couple one of the gearwheels 32 , 34 to the transmission input shaft .

In the embodiment according to FIG. 4, the shifting claw 96 has a toothed section 130 in its outer region, with which the drive pinion 124 of the electric motor 126 in turn meshes. So there is not the power transmission by a lever, as can be seen in the embodiment according to FIG. 3, but the rotary movement of the electric motor 126 is directly converted into a movement in the shifting claw 96 along the guide shaft 128 .

FIG. 5 shows an embodiment in which the switching force that is required to move the claw 96 is generated by a double-acting piston / cylinder unit 132 . This comprises a cylinder housing 134 in which a piston 136 is guided in a sealed manner. The piston 136 is coupled to a piston rod 138 which is otherwise coupled to the claw 96 for displacement thereof. The piston / cylinder unit 132 is preferably double-acting and has fluid supply / discharge openings 140 , 142 . Each of these openings 140 , 142 is in fluid exchange connection with a spatial region 144 , 146 of the interior of the cylinder housing 134 which is divided into two spaces by the piston 36 . Depending on the fluid in which the space regions 144 , 146 are fed or from which fluid is withdrawn, the piston 136 and the piston rod 138 connected to it move again in the direction R, as a result of which the corresponding movement of the synchronizing ring 68 is generated again. The piston / cylinder device can be a hydraulic or pneumatic piston-cylinder device, the working pressure of which can be taken, for example, from a hydraulic or pneumatic system, as is often present in particular in commercial vehicles. It is then only necessary to actuate corresponding valves which interrupt or release lines leading to the openings 140 , 142 . As an alternative to the double-acting cylinder, it is of course also possible to provide two single-acting cylinders.

Furthermore, it is pointed out that, although not shown, many other types of drive for generating the switching force are conceivable, an armature coupled to the claw 96 can be displaced via an electromagnet by exciting its windings, or it is possible to provide piezo actuators that induce the corresponding movement.

An automated transmission has been described above in which due to the combination of different torque transmission routes to respective groups and the activation of the torque transmission paths from respective groups through a respective coupling unit a very quick and easy switching operation  is achievable. It is important here that in a given order ge, which is generally defined by how the individual gears stages or torque transmission paths with normal switching behavior are to be activated in succession, immediately successive gears levels are not in the same group. That is, can according to the invention a coupling unit not for example for engaging the first gear and serve to engage the second gear, if assumed is that the shift sequence is normally as follows: 1st gear, 2nd gear, 3rd Gear, 4th gear etc. So this means that a group is not two Contains torque transmission paths when performing normal Switching processes are to be activated one after the other.

As can also be seen in particular in FIG. 1, the groups do not necessarily have to contain the same number of gear stages, ie torque transmission paths. It can be seen that group G2 contains both two forward speed steps and one reverse speed step. Nevertheless, it is conceivable that the transmission has a total of five or six forward speed steps and that, for example, the fifth speed step is still assigned to group G1 and the sixth speed step, if present, is still assigned to group G2. It is also fundamentally conceivable that in a transmission with only three gears, ie three torque transmission paths, one group contains two gear stages, ie torque transmission paths, and the other group contains only a single torque transmission path. In the sense of the present invention, this means that a group does not necessarily have to contain several members; a group can also contain only one member.

In this sense, it is basically also according to the present invention possible that each group has only one member, that is, one Includes torque transmission path. Every torque is then there transmission path through a separate coupling unit and if necessary  a separate actuator unit can be activated or deactivated. At a such a configuration, it is also possible to make gait jumps, in soft a corridor is skipped, e.g. B. jumps from second to fourth gear or vice versa, with the same previously addressed to perform benefits, d. that is, it can also skip one Get a very fast and comfortable gear shift become.

This can also be achieved with an arrangement as shown in FIG. 1, ie with an arrangement in which two gears can be operated by one coupling unit. It can then be provided, for example, in a five-speed transmission, that a first group includes the torque transmission paths for the first and fourth gears, that a second group includes the torque transmission paths for the second and fifth gears, and that a third group includes the torque transmission paths for includes the third and for reverse gear. If there is a six-speed gearbox, the third group may also include sixth gear. One recognizes that in each group between the courses contained therein, which in the sense of the. Shift sequence, as defined at the beginning, are to be regarded as successive gears, each have two torque transmission paths or gear stages, which are not contained in this group but in another group. The consequence of this is that, for example, when shifting from the fourth to the second gear, the fourth gear is deactivated by the coupling unit assigned to the first group and the second gear is activated by the coupling unit assigned to the second group to the embodiment shown in Fig. 1, in which both the fourth and the second are to be operated by the same coupling unit. Overtaking processes can thus be carried out significantly faster, since even when skipping individual gear steps it is avoided that only a single coupling unit is involved in a switching process. In order to minimize the required coupling units for a given number of gear stages, the embodiment in which two other torque transmission paths lie between two gear stages or torque transmission paths of a group in the sense of the defined sequence is preferred, since it is generally not to be expected that more than one gear stage will be skipped becomes. This means that it is generally not to be expected that shifting from fourth to first gear or vice versa.

With reference to FIGS. 6-18, further different design forms of transmissions or actuator units for automatically shiftable transmissions are described, which can be used in connection with the coupling units shown in FIG. 3. Here, Figs. 6-14 refer to a first embodiment of a five forward and one reverse speed transmission 10 having. It should be pointed out that, in particular in FIG. 6, only those sections of the transmission or of a transmission housing 150 are shown which are relevant for explaining the present invention.

In the transmission 10 shown in FIG. 6, three actuator units 152 , 154 and 156 are provided, by means of which respective coupling units, such as those shown in FIG. 2 and described with reference to this figure, each activate one of two possible gear positions or these gear positions each associated torque transmission paths can be operated. This means that each of these coupling units can have a shifting claw or shift fork which can be actuated by the associated actuator unit 152 , 154 or 156 and by means of which a synchronization device can be activated.

It can be seen in Fig. 6, that each of the actuator units 152, 154 and 156, a drive, for example, electric motor drive, 158, 160 and 162 has. Furthermore, each of the actuator units 152 , 154 , 156 has a transmission shaft arrangement. Actuator unit 152 thus has a transmission shaft unit, generally designated 164 , which comprises a hollow shaft section 166 . This hollow shaft section 166 is rotatably mounted in a bearing and sealing arrangement 168 of the gear housing 150 and is essentially fluid-tight. At its protruding from the gear housing 150 section, this hollow shaft section 166 carries a segment gear section 170 which meshes with a drive gear 172 of the drive 158 . At its housing in Getriebege 150 end region of the hollow shaft portion 166 carrying a shift finger labeled 174, either, as described above, communicates directly with an associated shift dog in actuating engagement, or a serving of a carrier member 176 to shift with this associated shaft portion 178 6, which can be displaced along an axis orthogonal to the plane of the drawing when the hollow shaft section 166 is rotated and the shift finger 174 is pivoted accordingly by the driving element 176 in the illustration in FIG. 6. This shaft part 178 can then firmly carry the shifting claw assigned to a respective coupling unit.

The actuator unit 156 is assigned a second transmission shaft arrangement 180 , which in turn has a hollow shaft section 182 which is arranged coaxially with the hollow shaft section 166 and lies therein. In its protruding from the hollow shaft section 166 and lying outside the gear housing 150 , the hollow shaft section 182 also carries a segment gear 184 which is in meshing engagement with a drive gear 186 of the drive 162 . In its other end region lying in the transmission housing 150 , the hollow shaft section 182 carries a shift finger 188 , which in turn can move a shaft part 192 in its longitudinal direction via a driving element 190 . The shaft part 192 then also carries a shifting claw or shift fork of an assigned coupling unit.

A transmission shaft arrangement 194 of the actuator unit 154 runs in the hollow shaft section 182 . This transmission shaft assembly 194 comprises a shaft section 196 , which in its section projecting from the hollow shaft section 182 in turn carries a segment gear 198 which meshes with a gear 200 of the drive 160 . In its other end section, the shaft section 196 is rotatably mounted on the clutch housing 150 or a component firmly connected to it and carries a shift finger 202 near the rotatably mounted area, which can move a shaft part 206 in its longitudinal direction via a driving element 204 when the shaft section 196 rotates. The shaft part 206 also then again carries a shifting claw of an assigned coupling unit.

It should be noted that the coaxially nested hollow shaft sections 166 and 182 and the shaft section 194 can be mounted on each other and can be sealed against each other, among other things, fluid-tight. It should also be pointed out that the individual segment gear sections 170 , 184 and 198 can be connected to the respective hollow shaft sections 166 , 182 and shaft section 196 after the individual hollow shaft and shaft sections 166 , 182 , 196 have been pushed into one another, previously the entire nesting arrangement of hollow shaft sections and shaft sections is inserted into the bearing unit 168 .

The embodiment shown in FIG. 6, in which two torque transmission paths can be activated by three coupling units, is designed in a particularly advantageous manner to be integrated into conventional gearboxes designed for manual shifting. It must then namely only in such transmissions generally provided main shift shaft, which is passed through the gearbox housing and which is rotatable or linearly displaceable to control various coupling units, to be replaced by the nested shaft sections 166 , 182 , 196 . Essentially, no further adjustment measures need to be provided. Depending on which of the drives 158 , 160 , 162 is then energized, one of the shaft parts 178 , 192 , 206 can be displaced to actuate an associated coupling unit. For example, the drive 158 can be actuated almost simultaneously to disengage one gear stage and a further one of the drives can be actuated to engage another gear stage. It can be seen that there is essentially no mechanical coupling between the individual actuator units 152 , 154 , 156 . This means that these actuator units 152 , 154 , 156 can be operated completely independently of one another. However, this entails the risk that if control is incorrect, if a gear stage has already been activated by one of the actuator units, another of the actuator units will also attempt to act on an associated coupling unit for activating a gear stage. This could damage a gearbox. In order to avoid this, a safety arrangement 210 can be seen in FIG. 6, which inevitably ensures that another gear stage cannot be activated at the same time when the gear stage is activated. The securing arrangement 210 comprises three securing sleeves 212 , 214 , 216 which are coaxial to the shaft sections 166 , 182 and 196 and are nested one inside the other. Each of these securing sleeves 212 , 214 , 216 is biased upwards by an associated spring 218 , 220 , 222 in the illustration in FIG. 6. Furthermore, the securing sleeves 212 , 214 , 216 have slot-like recesses 224 , into which a rotational locking pin 226 engages, which in turn is fixed to the housing 150 or a component connected to it. In this way, the locking sleeves 212 , 214 , 216 are secured against rotation.

FIG. 7 shows a perspective view of the securing sleeve 212 assigned to the actuator unit 152 , that is to say the transmission shaft arrangement 164 or the shift finger 174 . It can be seen that the securing sleeve 212 , as well as the other securing sleeves 214 , 216 , have a link-like recess configuration 228 through which the shift fingers 174 , 188 , 202 reach . This backdrop-like recess configuration 228 has a central, substantially parallel to the shaft sections 166 , 182 , 196 extending through area 230 , from which the shift fingers 188 , 202 assigned and approximately around the shaft sections 166 , 182 , 196 extending recess sections 232 , 234 , 236 and 238 each extend away from both circumferential sides. Sections 232 , 234 , 236 , 238 are each at an altitude that corresponds to the position of shift fingers 188 and 202 , respectively. Also assigned to the shift finger 174 are passage portions 239 and 240 which extend laterally to the passage area 230 , but which, in the neutral position of the shift finger 174 shown, are slightly higher than the shift finger 174 . In this neutral position there are 174 inclined surface sections 242 , 244 on both sides of the shift finger. This situation is also shown in a schematic view in FIG. 8a). If, starting from this neutral position, the actuator unit 152 is driven in order to actuate a coupling unit assigned to it by the shift finger 174 , the shift finger 174 rotates laterally to the right or left in the illustration in FIG. 8a) and comes to rest in the process on one of the inclined surface areas 242 , 244 . Due to the resulting displacement force, the securing sleeve 212 is displaced counter to the force of the spring 218 and, when a gear stage has been activated by the assigned coupling unit, assumes the position shown in FIG. 8b). In this position, the shift fingers 188 , 202 are no longer in alignment with the respective passage sections 232 , 234 , 236 , 238 , but instead the shift fingers 188 , 202 in the lateral direction now face blocking sections 246 , 248 , 250 , 252 , each in Direction of displacement of the securing sleeve 212 between the passage sections 238 and 232, the passage sections 240 and 234 or the passage sections 232 and 236 and the passage sections 234 and 238 are formed. 156, in this position can be prepared by any of the actuators 154 in an undesirable manner the respectively assigned shift finger 188, 202 are moved so that it is forcibly made to the activation of the locking sleeve 212 in that only a single gear ratio is engaged and engaged remains. Only when the shift finger 174 has been returned to the position shown in FIG. 8 a) and the securing sleeve 212 has returned to the deactivated position shown in FIG. 8 a) can another of the shift fingers 188 , 202 or again the shift finger 212 be moved to activate an assigned gear.

FIG. 9 shows the functional diagram and the structure of the securing sleeve 214 , which is assigned to the actuator unit 154 . It can be seen that here, too, each of the shift fingers 174 , 188 , 202 assigned lateral passage sections 232 , 234 , 236 , 238 , 239 , 240 , branching from the central passage area 230 in both directions, are provided, it being recognized here that between the passage sections 232 and 239 or the passage sections 234 and 240 there is no separating web. The inclined surface areas 242 , 244 are now aligned with the shift finger 188 in the neutral position. If this shift finger 188 is moved laterally, it abuts one of the inclined surface areas 242 , 244 and pushes the securing sleeve 214 against the action of the spring 220 into its activation position shown in FIG . The shift finger 202 then lies between the two blocking sections 250 , 252 . The shift finger 174 lies between the blocking sections 254 , 256 now assigned to it. Only when the shift finger 188 is returned to its neutral position, in which it is aligned with the other shift fingers 174 or 202 in the longitudinal direction of the assigned shaft sections, can another of the shift fingers or again the shift finger 188 be moved to activate a gear stage.

Finally, FIG. 10 shows the functional diagram or the principle of the structure of the securing sleeve 216 associated with the actuator unit 156 . In the neutral position of the three shift fingers 174 , 188 , 202 shown in FIG. 10 a), the two inclined surface sections 242 , 244 are now laterally next to the shift finger 202 . If the shift finger 202 pivots, it moves through the interaction with one of the inclined surfaces 242 , 244, the locking sleeve 216 against the action of the spring 222 such that, as can be seen in Fig. 10b), the two shift fingers 174 , 188 between each associated blocking sections 254 , 256 , 246 , 248 come to rest.

It should be noted that in the case of the securing sleeves 212 , 214 , 216, the respective blocking sections 246 , 248 , 250 , 252 , 254 , 256 are the wall areas which delimit the passage area 230 in the lateral direction and lie where there are no lateral passage sections 232 , 234 , 236 , 238 , 239 , 240 branch off from the passage area 230 or where there are no inclined surfaces 242 , 244 . It should also be pointed out that the radial staggering of the securing sleeves assigned to the various actuator units 152 , 154 , 156 need not be as described above. For example, the securing sleeve assigned to the actuator unit 152 could also be the securing sleeve 216 positioned in the outermost position. It should also be pointed out that the stop action counteracting the spring preload of the springs 218 , 220 and 222 can be formed either by the securing pin 226 or / and by the end region of the passage region 230 close to the springs in the various securing sleeves. Also, as indicated in FIGS . 8-10, a further stop 260 fixed to the housing can be seen.

Fig. 11 shows a modification of the embodiment shown in Fig. 6, here a different type of force coupling between the individual drives 158 , 160 , 156 and the shaft sections 166 , 182 , 196 is provided. It can be seen that the shaft sections 166 , 182 , 196 each carry lever elements 262 , 264 and 266 in their end regions protruding from the clutch housing 150 . These lever elements are coupled to the respectively assigned drives 158 , 160 , 162 by force transmission elements, for example Bowden cable cores 274 , 276 , 278 running in Bowden cable sheaths 268 , 270 , 272 . The other ends of the Bowden cable core 274 , 276 , 278 can, for example, be coupled to segment gears, which in turn are in meshing engagement with gears driven by the drives 158 , 160 , 162 . The advantage of this embodiment is that the drives 158 , 160 , 162 can be physically separated from the transmission itself.

When switching operations are carried out, that is to say when activating or deactivating torque transmission paths by coupling units, as are shown, for example, in FIG. 2, a shifting force curve results, as is the case for a switching operation from first gear to second gear, for example in FIG. 12 is shown. It can be seen that during the transition from the state in which the first gear is activated to the neutral position N, a relatively small increase in the required shifting force F initially occurs, the shifting force F then decreasing again towards the neutral position. When moving from the neutral position to the position activating the second gear, a force maximum occurs in the area of the synchronization phase SP, and after overcoming or passing through the synchronization phase SP, the shifting force F drops rapidly. This means that the force required to disengage a gear step is significantly smaller than the force required to engage a gear step, with a local force minimum occurring in the area of the neutral position. In order to take this shifting force characteristic into account, according to a further aspect of the present invention, in the actuator units, for example the actuator units 152 , 154 , 156 shown in FIGS. 6 and 11, a gear arrangement can be integrated, which has a power transmission or displacement ratio that changes with the rotational position. This can be achieved, for example, by means of a gear arrangement 290 , which is indicated schematically in FIG. 13. This gear arrangement 290 comprises a first non-circular gear 292 , which can, for example, replace the gears 172 , 186 and 200 of the drives 158 , 160 , 162 , and comprises a second non-circular gear 294 , which can replace the segment gears 170 , 184 and 198 , for example. For example, assume that the relative positioning of the two non-circular gears 292 , 294 shown in FIG. 13 is the neutral position N. In this position, the area with the largest radius of the non-circular gear 292 meshes with the area with the smallest radius of the non-circular gear 294 . This means that in this relative position when the associated drive is activated, the force transmitted to the non-circular gear 294 is minimal, but the angle of rotation of the non-circular gear 294 generated per rotational angle of the non-circular gear 292 is maximum. When rotating out of this position shown in Fig. 13, however, this changes in the direction that the force transmitted via this transmission arrangement 290 force increases continuously, ie the output torque increases continuously, but the output angle of rotation decreases per predetermined input angle of rotation. This leads to a torque or force characteristic as shown in FIG. 14. It can be seen that there is a minimum of torque in the area of the neutral position, the moment or the output force then increasing with the switching path on both sides. Here, a symmetrical configuration is advantageous because, depending on whether, for example, the first gear is switched from first to second gear or second gear 10674 00070 552 001000280000000200012000285911056300040 0002019912817 00004 10555n, the force maximum occurs once between the neutral position and the second gear another time occurs between the neutral position and the first gear. It can thus be taken into account by the Unrundge gear arrangement 290 shown in FIG. 13, these two force relationships occurring in a coupling unit.

By using such a gear arrangement it is achieved that when large forces are required, they are also generated  can be transmitted, and that when less large forces are required, a maximum adjustment stroke of the respectively assigned Shift finger is generated, based on a predetermined rotation on the Home page. This also contributes to the required switching time can be shortened. Furthermore, it is not necessary to drive or To interpret the translation of the respective coupling units so that she is able at all times to achieve the maximum force required to transmit the maximum required torque, which is the maximum Torque only in a certain range, namely the Synchronisa tion phase, is required.

Figs. 15-18 show a further modification of a transmission, in particular in the region of the actuator units, is shown an arrangement of actuator units here again, which is designed for a five-speed transmission comprising five forward gears and one reverse gear. Components which correspond to the components or components described in FIG. 6 in terms of structure or function are identified by the same reference symbols. It should also be pointed out here that only the areas of the transmission 10 relevant to the understanding of the present invention are shown.

In the embodiment shown in FIG. 15, the driving force of the drives 152 , 154 , 156 is transmitted to the respective shaft parts 178 , 206 , 192 via transmission levers 296 , 298 and 300 , respectively. All transmission levers 296 , 298 , 300 are pivotally supported about a common pivot axis part 302 on the gear housing 150 . In one of its end regions, the transmission levers 296 , 298 , 300 each carry the segment toothings 170 , 198 , 184 , which mesh with the gears 172 , 200 and 186 of the drives 158 , 160 , 162 . In their other end regions, the transmission levers 296 , 298 , 300 each carry the shift fingers 174 , 202 and 188 in an angled manner, which, as shown in FIG. 6, engage with respective driving elements 176 , 204 and 190 , each with the associated shaft parts 178 , 206 and 192 are firmly connected. It can be seen here that the shaft part 192 is designed as a hollow shaft, in which the shaft part 206 is guided at least in some areas. Furthermore, the coupling unit 94 or its switching claw 96 is shown schematically in FIG. 15, which is then firmly connected to the shaft part 178 and which, by pivoting the transmission lever 296, depending on the direction of pivoting, moves out of the drawing plane or backwards with respect to the drawing plane for activation or deactivation of the different gear stages can be shifted.

As can be seen in FIG. 16, the three transmission levers 296 , 298 , 300 are positioned pivoted relative to one another about the assigned pivot axis in order to enable the respective shaft parts 178 , 192 and 206 to be brought up to them.

FIGS. 17 and 18 show various views of a modification example of the actuator unit 152 shown in Fig. 15. It can be seen that here no electromotive drive is provided, but a piston / cylinder arrangement 304 with a double-acting cylinder 306 , in which a piston element 308 is slidably received. The piston element 308 is coupled by a piston rod 310 to a rack section 312 , so that by supplying or removing fluid in respective cylinder chambers 314 , 316 the rack section 312 can be shifted in the direction of the arrow. The toothed rod section 312 meshes with the segment toothed section 170 of the transmission lever 296 , so that a linear displacement of the toothed rod section 312 leads to the pivoting movement of the transmission lever 296 and this then shifts the shaft part 178 in its longitudinal direction.

In Fig. 18 you can see the driving element 176 fixed to the shaft part 278 , which has a driving recess 320 , in which the Schaltfin eng 174 engages with a spherical end region. It is thus ensured that a system with as little friction as possible is achieved between the driving element 176 and the shift finger 174 . It goes without saying that the two other actuator units 154 , 156 can also be constructed in this way.

It is pointed out that in the embodiments described with reference to FIGS. 6-18, the transmission of the driving force from respective drive units, for example electric motors, piston / cylinder arrangements or lifting magnet arrangements, piezo elements or the like to the respective coupling units in self-locking Way, for example using self-locking teeth, such as a worm gear or the like, can be done. In this way it can be ensured that the coupling units or the components which can be displaced therein can only be displaced when the assigned drives are energized. Further measures for securing the coupling units against undesired movement are then not necessary. Furthermore, the embodiment of a transmission according to the invention, in which separate actuator units are provided for different coupling units, has the advantage that the lost motion caused by different mechanical coupling can be minimized, so that a very direct coupling of the respective drives with the organs to be actuated Coupling units is reached. This leads to the fact that the existing in the synchronization areas of the coupling units and described with reference to FIG. 3 toothing sections, which must be brought into meshing engagement to produce the rotary coupling of a respective gear to the transmission input shaft or transmission output shaft, can be formed with less overlap . This has a shortening of the path when performing switching operations and a corresponding shortening of the time required to carry out the switching operations.

It is also pointed out that, of course, a Control device which the various actuator units of the controls the transmission according to the invention, completely or partially in a Control device for an internal combustion engine or other motor can be integrated. There is also a summary with a tax prep Direction for an anti-lock device or an anti-slip device possible.

The gear configuration forms described with reference to FIGS. 6-18 are particularly suitable for the grouping of various torque transmission paths described at the beginning, in each case with a coupling unit. As already stated, the main advantage can be achieved that two torque transmission paths to be activated directly on one another cannot be activated by the same coupling unit and therefore not by the same actuator unit, so that the switching time can be shortened considerably. For example, one of the actuator units 152 , 154 , 156 can actuate a coupling unit that can activate torque transmission paths for the first and fourth gears of a six-speed transmission. Another of these actuator units can be used to actuate a coupling unit which can activate torque transmission paths for the second and fifth gears, and the third actuator unit can be used to actuate a coupling unit which can transmit torque transmission paths for the third and sixth gears or possibly a reverse gear ( especially with five-speed transmissions). It can be seen from this that the advantage of the minimized shifting time can also be achieved with gear jumps in which up to two gears can be skipped.

Furthermore, it can be seen in the embodiments described in FIGS. 6-18 that these can be integrated in a simple manner into conventionally constructed manual transmissions, so that no or no essential reorganization measures are required on the transmissions themselves, in particular also on the transmission housing itself. It is even conceivable to fully integrate these actuator units, including the drives, into the transmission housing.

It should also be noted that the transmission according to the invention in particularly advantageously with a 36 volt or a 42 volt Vehicle electrical system can be combined since, as explained above, especially when using the transmission arrangement according to the invention changeable power conversion ratio the different drives very small can be dimensioned and thus the energy requirement during implementation of a switching operation is kept small.

Claims (32)

1. Automated transmission, in particular for a motor vehicle, comprising a plurality of torque transmission paths ( 1st , 2nd , 3rd , 4th ), which can be activated selectively for torque transmission, the torque transmission paths ( 1st , 2nd , 3rd , 4. ) Have different transmission characteristics and can be classified into a sequence of torque transmission paths ( 1st , 2nd , 3rd , 4th ) based on their transmission characteristics, further comprising a coupling arrangement ( 44 , 46 ) through which at least one of the torque transmission paths ( 1. , 2. , 3. , 4. ) Can be activated, characterized in that the coupling arrangement ( 44 , 46 ) each assigned to a group (G1, G2) of torque transmission paths ( 1st , 2nd , 3rd , 4th ) has a coupling unit ( 44 , 46 ) by means of which a torque transmission path ( 1st , 2nd , 3rd , 4th ) from the group (G1, G2) of torque transmission paths ( 1st , 2nd , 3. , 4. ) Can be activated, whereby

• - A plurality of groups (G1, G2) of torque transmission paths ( 1st , 2nd , 3rd , 4th ) is provided, of which each group (G1, G1) only a single torque transmission path ( 1st , 2nd , 3. , 4. ), Or
• - A plurality of groups (G1, G2) of torque transmission paths ( 1st , 2nd , 3rd , 4th ) is provided, of which at least one group (G1, G2) a plurality of torque transmission paths ( 1st , 2nd , 3rd ., 4. ), Or
• - A plurality of groups (G1, G2) of torque transmission paths ( 1st , 2nd , 3rd , 4th ) is provided, of which at least one group (G1, G2) has a single torque transmission path ( 1st , 2nd , 3rd , 4th ) and at least one further group (G1, G2) comprises a plurality of torque transmission paths ( 1st , 2nd , 3rd , 4th ), and

that at least one group (G1, G2) of torque transfer because of (1., 2., 3.,. 4), unless they lanes plurality of torque transmission (1., 2., 3.,. 4) comprises only in the order not immediately consecutive torque transmission paths ( 1st , 2nd , 3rd , 4th ). 2. Automated transmission according to claim 1, characterized in that each coupling unit ( 44 , 46 ) of the coupling arrangement ( 44 , 46 ) is assigned an actuator unit ( 48 , 50 ). 3. Automated transmission according to claim 1 or 2, characterized in that each coupling unit ( 44 , 46 ) for each torque transmission path ( 1st , 2nd , 3rd , 4th ) of this coupling unit ( 44 , 46 ) assigned group (G1 , G2) of torque transmission paths ( 1st , 2nd , 3rd , 4th ) comprises a synchronizing device. 4. Automated transmission according to one of claims 1 to 3, characterized in that the transmission ( 10 ) has an input shaft ( 12 ) and that each torque transmission path ( 1st , 2nd , 3rd , 4th ) one through the coupling arrangement ( 44 , 46 ) to the input shaft ( 12 ) for common rotation with this coupling link ( 28 , 30 , 32 , 34 ), preferably transmission gear ( 28 , 30 , 32 , 34 ). 5. Automated transmission according to one of claims 1 to 4, characterized in that each group (G1, G2) of torque transmission paths ( 1st , 2nd , 3rd , 4th ) two torque transmission paths ( 1st , 2nd , 3rd , 4. ). 6. Automated transmission according to one of claims 1 to 5, characterized in that at least one group (G1, G2) of between two with respect to their transmission characteristics in the sequence of successive torque transmission ( 1st , 2nd , 3rd , 4th ) Torque transmission paths ( 1st , 2nd , 3rd , 4th ) at least one torque transmission path ( 1st , 2nd , 3rd , 4th ) of another group (G1, G2) of torque transmission paths ( 1st , 2nd , 3rd , 4. ) Lies. 7. Automated transmission according to one of claims 1 to 6, characterized in that a first group (G1) of torque transmission paths ( 1st , 2nd , 3rd , 4th ), the torque transmission paths ( 1st , 2nd ) for a first and a third gear stage, and that a second group (G2) of torque transmission paths ( 1st , 2nd , 3rd , 4th ) the torque transmission paths ( 2nd , 4th , R.) for a second and a fourth gear stage and optionally for a reverse gear stage. 8. Automated transmission according to one of claims 1 to 6, characterized in that at least one group (G1, G2) of torque transmission between two in terms of their characteristics in the sequence of successive torque transmission paths ( 1st , 2nd , 3rd , 4th ) ( 1st , 2nd , 3rd , 4th ) at least two torque transmission paths ( 1st , 2nd , 3rd , 4th ) not included in this group (G1, G2). 9. Automated transmission according to claim 8, characterized,  that a first group of torque transmission paths Torque transmission paths for the first and fourth gear includes a second set of torque transmission paths the torque transmission paths for the second and fifth Gear stage includes and that a third group of torque over the torque transmission path for the third Gear stage and optionally the torque transmission path for one Reverse gear stage and / or includes a sixth gear stage. 10. Automated transmission according to one of claims 1 to 9, characterized in that at least one of the actuator units ( 48 , 50 ) preferably act via a transmission arrangement ( 124 , 116 ; 124 , 130 ) on the associated coupling unit ( 44 , 46 ) Elektromotori rule ( 126 ), preferably brushless electric motor ( 126 ). 11. Automated transmission according to one of claims 1 to 10, characterized in that at least one of the actuator units ( 48 , 50 ) has a hydraulic or pneumatic cylinder arrangement ( 132 ) which directly or via a force conversion arrangement, preferably lever arrangement, on the assigned coupling unit ( 44 , 46 ) acts. 12. Automated transmission according to one of claims 1 to 11, characterized in that at least one of the actuator units ( 48 , 50 ) has a lifting magnet arrangement, which directly or via a Kraftumsetzanord voltage, preferably lever arrangement, on the associated coupling unit ( 44 , 46th ) acts. 13. Automated transmission according to one of claims 1 to 12, characterized in that at least one of the actuator units ( 48 , 50 ) comprises a piezo actuator arrangement which, directly or via a force conversion arrangement, preferably a lever arrangement, on the assigned coupling unit ( 44 , 46 ) acts. 14. Automated transmission according to one of the preceding claims, characterized in that the transmission characteristic of the individual torque transmission paths ( 1st , 2nd , 3rd , 4th ) by a transmission paths in the respective torque ( 1st , 2nd , 3rd , . 4) provided speed is defined reduction ratio, and that the order of the torque transmission paths (1., 2., 3.,. 4) by a succession of torque transmitting paths (1., 2., 3.,. 4) increase with the or sloping Speed reduction ratios is defined. 15. Automated transmission, in particular for a motor vehicle, comprising a plurality of coupling units, wherein at least one torque transmission path of the transmission ( 10 ) can be activated by each of the coupling units, optionally in conjunction with one or more of the features of claims 1 to 14, characterized that at least one, preferably each coupling unit is assigned an actuator unit ( 152 , 154 , 156 ). 16. Automated transmission according to claim 15, characterized in that each actuator unit ( 152 , 154 , 156 ) comprises a drive unit ( 158 , 160 , 162 ) and a drive force transmission unit ( 164 , 180 , 194 ; 296 , 298 , 300 ), through which the driving force of the drive unit ( 158 , 160 , 162 ) can be transmitted to the respectively assigned coupling unit. 17. Automated transmission according to claim 16, characterized in that each driving force transmission unit ( 164 , 180 , 194 ) comprises a transmission shaft ( 166 , 182 , 196 ) which can be set in rotation by the associated drive unit ( 158 , 160 , 162 ) . 18. Automated transmission according to claim 17, characterized in that at least two of the transmission shafts ( 166 , 182 , 196 ) of different actuator units ( 152 , 154 , 156 ) are arranged coaxially to one another. 19. Automated transmission according to claim 18, characterized in that all transmission shafts ( 166 , 182 , 196 ) of the various actuator units ( 152 , 154 , 156 ) are arranged coaxially to one another. 20. Automated transmission according to claim 18 or 19, characterized in that the mutually coaxial shafts ( 166 , 182 , 196 ) pass through a housing ( 150 ) of the transmission ( 10 ) and are rotatably mounted thereon. 21. Automated transmission according to one of claims 17 to 20, characterized in that each of the transmission shafts ( 166 , 182 , 196 ) is formed in a first end region ( 170 , 184 , 198 ) for driving coupling with the associated drive unit and in a second End region has a transmission member ( 174 , 188 , 202 ) through which the driving force is directed to an actuating member of the associated coupling device. 22. Automatic transmission according to one of claims 16 to 21, characterized in that each driving force transmitting unit (296, 298, 300) a pivotable transmission lever element (296, 298, 300) which in a first end region (170, 184, 198 ) is coupled to the drive unit ( 158 , 160 , 162 ) assigned to it and is designed in a second end region ( 174 , 188 , 202 ) for transmitting the drive force to an actuating member ( 96 ) of the assigned coupling unit ( 44 ). 23. Automated transmission according to claim 22, characterized in that several, preferably all pivotable transmission lever elements ( 296 , 298 , 300 ) are pivotable about the same pivot axis ( 302 ). 24. Automated transmission according to the preamble of claim 155 or one of claims 15 to 23, characterized by an actuator unit ( 152 , 154 , 156 ) assigned to a coupling unit in the force transmission path between a drive unit ( 158 , 160 , 162 ) and the coupling unit provided transmission arrangement ( 290 ) with changeable power or path translation ability. 25. Automated transmission according to claim 24, characterized in that the transmission arrangement ( 290 ) is designed to provide a smaller actuation force or a larger actuation path for the coupling unit in the region of a neutral position of the associated coupling unit, as in the region of a drive position the actuator arrangement, which corresponds to a position activating a torque transmission path and / or a synchronization position of the coupling unit. 26. Automated transmission according to claim 24 or 25, characterized in that the transmission arrangement ( 290 ) comprises a non-circular gear arrangement ( 292 , 294 ). 27. Automated transmission according to one of claims 1 to 26, characterized by a securing arrangement ( 210 ) which, when a torque transmission path is activated by a coupling unit, prevents the activation of a further torque transmission path by another coupling unit. 28. Automated transmission according to claim 27, characterized in that the securing arrangement ( 210 ) for at least one coupling unit comprises a securing member ( 212 , 214 , 216 ) which prevents the actuation of at least one other coupling unit upon activation of a torque transmission path by the one coupling unit . 29. Automated transmission according to claim 28, characterized in that the securing element assigned to a coupling unit ( 212 , 214 , 216 ) has at least one activation section ( 242 , 244 ) which, when the one coupling unit is actuated by an actuating section ( 174 , 188 , 202 ), and for at least one further coupling unit has at least one blocking section ( 246 , 248 , 250 , 252 , 254 , 256 ) which, when the at least one activation section ( 242 , 244 ) is applied, one of the at least one further coupling unit associated actuating section ( 174 , 188 , 202 ) blocked. 30. Automated transmission according to claim 28 or 29, characterized in that a securing member ( 212 , 214 , 216 ) is provided for each coupling unit, the at least one activation section ( 242 , 244 ) for this coupling unit and in each case at least one blocking section ( 246 , 248 , 250 , 252 , 254 , 256 ) for all other coupling units. 31. Automated transmission according to claim 18 and one of claims 28 to 30, characterized in that the mutually coaxially arranged transmission shafts ( 166 , 182 , 196 ) different actuator units ( 152 , 154 , 156 ) of mutually coaxially arranged securing sleeves ( 212 , 214 , 216) are surrounded, each transmission shaft (166, 182, 196) a safety sleeve (212, 214 assigned, 216), which for the transmission shaft (166, 182, 196) connected to the coupling unit comprises a securing member (212, 214, 216 ), and each securing sleeve ( 212 , 214 , 216 ) has at least one activation section ( 242 , 244 ) interacting with the associated transmission shaft ( 166 , 182 , 196 ) or a component connected thereto and for at least one, preferably all others Transmission waves ( 166 , 182 , 196 ) or components connected to them each have at least one blocking section ( 246 , 248 , 250 , 252 , 254 , 256 ). 32. Automated transmission according to claim 31, characterized in that each securing sleeve ( 212 , 214 , 216 ) is displaceable in the longitudinal direction of the transmission shafts ( 166 , 182 , 196 ) and is biased into a position in which no blocking section ( 246 , 248 , 250 , 252 , 254 , 256 ) is active, and when an activation section ( 242 , 244 ) is acted upon, it can be moved into a position in which each blocking section ( 246 , 248 , 250 , 252 , 254 , 256 ) transmits the transmission shaft ( 166 , 182 , 196 ) or the component connected to it is blocked against movement.