WO2019063227A1

WO2019063227A1 - Motor vehicle transmission, in particular for a motor vehicle

Info

Publication number: WO2019063227A1
Application number: PCT/EP2018/073164
Authority: WO
Inventors: Josep Maria BOU ROMANO; Peter Hahn; Tobias Haerter; Andreas Kolb; Jakub Romaniak; Juergen Schweitzer; Stefan Sperrfechter; Niklas Drope
Original assignee: Daimler Ag
Priority date: 2017-09-27
Filing date: 2018-08-29
Publication date: 2019-04-04
Also published as: DE102017009029A1; CN111065848A; DE102017009029B4; CN111065848B

Abstract

The invention relates to a motor vehicle transmission (12) comprising a shift drum (10) which can rotate about a rotational axis (14) and which has a groove track (18) that has a front track section (20), a rear track section (22), and a lateral track section (30) that branches off from at least one of the track sections (20, 22) between the front and rear track sections (20, 22), a groove follower (32) which engages into the groove track (18) and is thereby movably guided in the groove track (18) and which can be moved relative to the shift drum (10) in the axial direction thereof by means of the groove track (18) when the shift drum (10) rotates, and a pressure piece (36) which is arranged in the groove track (18) between the track sections (20, 22), can be moved relative to the shift drum (10) in the radial direction thereof between at least one radially inner position and a radially outer position, and in the radially outer position blocks the front track section (20) from the rear track section (22) for a track follower (32) movement from the front track section into the rear track section (20, 22), wherein the movement is carried out relative to the groove track (18) and results from a relative rotation between the shift drum (10) and the track follower (32), said relative rotation being carried out in a first rotational direction, and guides the track follower (32) from the front track section (20) into the lateral section (30) during the relative rotation carried out in the first rotational direction. The lateral section (30) is in the form of a non-continuous track (S).

Description

Motor vehicle transmission, in particular for a motor vehicle

The invention relates to a motor vehicle transmission, in particular for a motor vehicle, according to the preamble of patent claim 1.

A similar motor vehicle transmission, in particular for a motor vehicle, is

For example, already known from DE 102 03 633 A1 as known. The

Motor vehicle transmission comprises at least one rotatable about an axis of rotation shift drum, which has at least one groove track. The groove track includes a front track portion, a rear track portion, and a side portion disposed between the front track portion and the rear track portion and branched off from at least one of the track portions. In addition, at least one engaging in the Nutenbahn and thereby movable in the track is guided

Tracking element provided which is displaceable by turning the shift drum by means of the groove track in the axial direction of the shift drum relative to this. In other words, when the shift drum is rotated about the rotation axis relative to the tracking element, the groove track causes displacement of the tracking element relative to the shift force in the axial direction of the shift drum. The axial direction of the shift drum coincides with the axis of rotation or runs parallel to the axis of rotation.

Such a motor vehicle transmission is also known from the generic DE 10 201 1 088 666 A1.

Furthermore, at least one pressure piece arranged in the groove track between the track sections and movable in the radial direction of the shift drum relative to the shift drum between at least one radially inner position and at least one radially outer position is provided, which in the radially outer position the front track section against the rear track section for a relative to that Nutenbahn taking place and taking place in a first direction of rotation

Relative rotation between the shift drum and the tracking element resulting movement of the tracking element from the front to the rear track section locks and the tracking element in the taking place in the first direction of rotation

Relative rotation of the front track section in the side portion passes. In other words, the pressure piece is in the radially outer position, in which the pressure piece relative to the radially inner position in the radial direction of

Shift drum is arranged further out, so locks or secures the

Pressure piece, the tracking element against movement from the front

Web section in the rear track section, when the shift drum is rotated relative to the tracking element in the first direction of rotation. Again, in other words, in the first direction of rotation relative rotation between the tracking element and the shift drum is prevented by means of located in the radially outer position of the pressure piece that the tracking element is moved from the front track section in the rear track section. When taking place in the first direction of rotation relative rotation between the shift drum and the tracking element which is initially located in the front track portion tracking element by means of the located in the radially outer position

Pressure piece passed from the front track portion in the side portion.

Object of the present invention is to develop a motor vehicle transmission of the type mentioned in such a way that can realize a particularly advantageous function of the motor vehicle transmission in weight, space and cost-effective manner.

This object is achieved by a motor vehicle transmission with the characteristics of

Patent claim 1 solved. Advantageous embodiments with appropriate

Further developments of the invention are specified in the remaining claims.

To a motor vehicle transmission of the in the preamble of claim 1

specified type such that in a particularly weight, space and cost, a particularly advantageous function of

Realize motor vehicle transmission, it is initially assumed that the side portion is formed as a dead end. In other words, the side portion has the shape of a dead end. This means that, for example, the tracking element in a first direction from the front track section in the

Dead end can be moved in, but the deadlock will be in the first direction, which coincides, for example, with the circumferential direction of the shift drum, limited, in particular by at least one wall region of the shift drum. The tracking element located in the dead end can or could not be moved without limit in the first direction along the dead end, but such a movement of the tracking element along the dead end in the first direction is limited by said wall region. This means, for example, that the shift drum, for example, when the tracking element is initially in the front track section, in the first direction of rotation relative to the

Tracking element can be rotated, whereby the tracking element is guided by means of the pressure element located in the radially outer position from the front track area in the dead end and thus moved into the dead end. Is then the tracking element in the dead end, so or could the

Shift drum not boundlessly further in the first direction of rotation relative to the

Tracking element are rotated, since such rotation of the shift drum is limited by the dead end or by said wall region.

Thus, for example, the first in the impasse

Tracking element can not be moved out of the dead end, that the shift drum is rotated further in the first direction, but the initially located in the dead end track follower example, and thus in particular only moved out of the dead end and in particular be moved into the front track section, by the shift drum - after the tracking element was moved into the dead end - in one of the first

Turning direction opposite second direction of rotation is rotated relative to the tracking element. As a result, the tracking element is moved out of the dead end and, for example, moved into the front track section.

In this way it is possible, for example, by means of one and the same shift drum gears, in particular forward driving, of the motor vehicle transmission, in particular successively, to switch, in particular upshift. For this purpose, for example, the shift drum is rotated in the second direction of rotation. After that, for example, a neutral state, which is usually also designated N, of the motor vehicle transmission, which is simply also referred to as a transmission, and / or a usually one with P

designated and trained for engaging a parking brake of the transmission

Park state of the transmission insert, the motor vehicle transmission

or the gears do not have to be switched back again successively, but the shift drum, for example, simply in the second direction of rotation rotated, whereby - in particular without the previously, in particular successively,

up or down in succession, the neutral state N is set. After that, for example, the

Shift drum turned in the first direction of rotation to adjust the parking state P or the parking lock - starting from N - insert. The upshifting of the gears or of the transmission is effected, for example, by the shift drum being rotated in said second direction of rotation relative to the tracking element, whereby the gears, in particular successively or respectively

sequentially or sequentially, inserted and thus switched up.

For example, by turning the shift drum in the second direction of rotation first a first gear, then a second gear and then a third gear of the transmission is engaged, so that the gears are switched sequentially, and then, for example, after inserting the third gear desired, the neutral position N or engage or activate the parking position P, the gear or the gears must not be sequentially switched back starting from the third gear, but the shift drum is simply further in the second direction and then in the second direction of rotation opposite first rotational direction about the axis of rotation turned. As a result, for example, the

Trace element first from the rear track section in the front

Track section, whereby the neutral state N is set, and then enters the tracking element in the dead end, whereby, for example, the park state P is set.

According to the invention, the aforementioned parking lock is provided, with which the tracking element is coupled such that an arrangement of the tracking element in the side portion causes an inserted state of the parking brake. The engaged state of the parking brake is also referred to as the activated state of the parking brake. If the parking brake is activated or engaged, at least one shaft, in particular designed as an output shaft or transmission output shaft of the motor vehicle transmission, is secured against rotation relative to a housing of the motor vehicle transmission by means of the parking brake, the shaft being at least partially, in particular at least predominantly or completely, in the housing is included. As a result, for example, an undesired rolling away of a particular designed as a motor vehicle and thereby, for example, as a passenger car, in which the motor vehicle transmission is used, be avoided. This embodiment is based on the finding that the actuation of the parking brake, which is also referred to as actuation, is usually a matter of weight and weight

space-consuming actuator is required, which now, however, integrated into the shift drum or omitted by the described design of the shift drum or space and weight can be made favorable.

It has been found to be particularly advantageous if the pressing piece connecting a front track portion with the side portion and the tracking element in the taking place in the first direction of rotation relative rotation of the front

Track section in the side portion conductive blocking region and a directed towards the rear portion of the rail ramp portion which rises from the rear portion of the track towards the front track portion. Thus, for example, if the shift drum is rotated in the second direction of rotation, then passes

For example, the first tracking element located in the dead end initially in the front track section. If the shift drum then continues to be rotated in the second direction of rotation relative to the tracking element, this will happen

Tracking element, for example, from the front track section in the rear track section and finally reaches the ramp area. If the shift drum is rotated further in the second direction of rotation relative to the tracking element, for example, the ramp area slides on the tracking element or vice versa. In this case, since the ramp area increases in the direction of the front track section, for example, the pressure piece over the ramp area by means of the tracking element in the radial direction of the shift drum is pressed inwardly relative to this, so that the tracking element - in particular without the tracking element in the radial direction of the shift drum relative to the shift drum translationally to move - can be moved across the pressure piece away. As a result, when the shift drum is rotated in the second rotational direction relative to the tracking element, the tracking element initially located in the rear track section can pass over the thrust piece into the front track section. In this way, for example, when the shift drum is moved in the second direction of rotation, a circuit of the transmission can be avoided, so that the transmission, for example, always in the neutral state N remains or it can, in particular, when the transmission is initially in a reverse position R, whereby, for example, a

Reverse gear is engaged, are switched to the neutral state N, and then remain on the further rotation of the shift drum in the second direction of rotation in the neutral state N or, when the transmission is initially in the park state P, switched from the park state P in the neutral state N. and then remain in the neutral state N on further rotation of the shift drum in the second rotational position. By example, then subsequent rotation of the shift drum in the first direction of rotation, the tracking element is then moved back into the dead end, for example, whereby the transmission is switched, for example in the reverse position R or in the park state P.

By means of the shift drum of the motor vehicle transmission according to the invention it is

particularly possible to integrate all electromechanically actuated switching units such as shift forks of shift sleeves and / or a Parksperrenaktor in the shift drum as the only shift drum and to press the said shift units by means of the single shift drum. The shift drum is actuated for example by means of an electric motor, so that, for example, a single electric motor sufficient to rotate the shift drum and thus to actuate all electromechanically actuated switching units. The described embodiment of the shift drum can be a particularly advantageous switching logic represent, so that a

Switchability of the motor vehicle transmission according to the invention in comparison to conventional motor vehicle transmissions is not limited.

In conventional motor vehicle transmissions, at least two switching modules and thus at least two switching rollers, switching units and electric motors are required to realize a switchability or switching capability, which can be realized in the motor vehicle transmission according to the invention by means of a shift drum and thus by means of said electric motor. As a result, the number of parts, the weight, the space requirement and the cost of the motor vehicle transmission according to the invention can be drastically reduced compared to conventional transmissions. In particular, in comparison with conventional transmissions, at least one complete switching module can be dispensed with, as a result of which the transmission can be made more cost-effective, lighter in terms of weight and space.

The pressure piece is a sinking mechanism, since it moves in the radial direction of the shift drum relative to this and in particular in the radial direction of the shift drum moves inward and thus at least partially moved into the shift drum. By using the countersink mechanism, a particularly advantageous switching logic can be represented so that at least one or more switching units can be switched in only one direction of rotation of the shift drum. Preferably, the pressure piece is spring loaded. In this case, for example, at least one spring element is provided, which is supported in the radial direction on the one hand at least indirectly on the shift drum and on the other hand at least indirectly on the pressure piece. At least in the radially inner position, the spring element is tensioned, whereby this provides a spring force acting on the pressure piece. By means of the spring force, the pressure piece can be moved from the radially inner position to the radially outer position.

It has proven to be particularly advantageous if the front track section is designed such that an arrangement of the tracking element in the front

Path section a laid out state, that is a deactivation

or causes a deactivated state of the parking brake. In other words, in order to insert or activate the parking lock, for example, the tracking element, in particular from the front track section, is moved into the dead end. For example, to interpret or disable the parking brake, the tracking element is moved from the dead end in one of the track sections and in particular in the front track section. In order to move the tracking element into the dead end, the shift drum is rotated in the first direction of rotation relative to the tracking element. To then the tracking element again from the

To move out dead end, the shift drum is moved in the opposite direction of rotation of the first second direction.

Another embodiment is characterized in that the parking brake has a parking pawl pivotable about a pivot axis. In particular, it is conceivable that the parking brake has a parking lock gear, which is connected, for example, rotationally fixed with said shaft. The parking lock wheel points

For example, a plurality of rads in the circumferential direction of the parking brake

successive teeth, between which respective tooth spaces are arranged, the parking pawl is in particular adapted to engage in the respective tooth gaps, whereby the Parksperrenrad and over this the shaft can be secured against rotation relative to the housing. As a result, a particularly effective parking lock can be displayed.

In order to keep the space requirements particularly low, it is provided in a further embodiment of the invention that the parking pawl is arranged at least substantially tangential to the shift drum or runs. The pivot axis, also referred to as the axis of rotation about which the parking pawl is pivotable or rotatable, runs, for example, at least in the Substantially parallel to the axis of rotation of the shift drum and is preferably spaced from the axis of rotation of the shift drum.

In a particularly advantageous embodiment of the invention, the shift drum has at least one further groove track. In addition, at least one shift fork is provided for switching at least one forward gear of the motor vehicle transmission. In addition, the motor vehicle transmission comprises at least one further tracking element, which engages in the further groove track and is thereby movably guided in the further groove track, which is coupled to the shift fork and rotated by rotation of the

Shifting roller by means of the further groove track in the axial direction of the shift drum relative to this is displaceable, thereby to actuate the shift fork. In other words, if the shift drum is rotated about the axis of rotation relative to the further tracking element, the further tracking element in the axial direction of the shift drum is displaced relative thereto by the further track element being engaged by the further track. As a result, said shift fork is actuated, in particular moved, whereby, for example, the at least one forward gear can be switched, in particular inserted or designed, can be.

Since the shift drum has the at least two grooves, the shift fork and, for example, the parking brake can be actuated by means of a shift drum so that the number of parts, the space requirement, the weight and the cost of the

Motor vehicle transmission can be kept very low.

It has been found to be particularly advantageous if the groove tracks and the tracking elements are configured and arranged in particular relative to each other, that the further tracking element is in a designed state of the forward gear neutral position when the first tracking element is arranged in the dead end. In this way, the previously described

Switching logic for engaging or activating the parking brake are implemented particularly advantageous because at or by moving the first tracking element in the dead end of said forward gear

or the aforementioned gears designed and the also with N

designated neutral state of the motor vehicle transmission is engaged or activated. In this way, a particularly advantageous switching logic can be realized with only a small number of parts and thus in a space, weight and cost-effective manner. Another embodiment is characterized in that the first

Tracking element is arranged in a first angle section and the further tracking element in a second angle section of the shift drum, wherein the second

Angular section is at least substantially opposite the first angle section.

In order to keep the space requirements particularly low, it is in further

Embodiment of the invention provided that the parking pawl is rotatably mounted on a rod of the shift fork.

In a further embodiment of the invention, a Parksperreneinlegevorrichtung is provided by means of which, for example, the parking brake, in particular the

Parking lock pawl, on and / or can be interpreted. The

Parking lock inserting device is on a rod of a shift fork,

in particular rotatably mounted for switching at least one gear, the motor vehicle transmission. As a result, the space requirement can be kept very low. In the at least one gear, which can be switched for example by means of the shift fork, on the rod of the parking lock insert device is rotatably mounted, it was, for example, one of the aforementioned

Forward gear different additional gear and, for example, to one of the aforementioned multiple gears of the motor vehicle transmission.

In order to keep the space requirements particularly low, it is in further

Embodiment of the invention provides that the shift fork, on the rod of the Parksperreneinlegevorrichtung is rotatably mounted, a first shift fork of the

Motor vehicle transmission is, while the shift fork, on the rod of the

Park pawl is rotatably mounted, a different from the first shift fork, in addition to the first shift fork provided second shift fork of the

Motor vehicle transmission is.

Further advantages, features and details of the invention will become apparent from the following description of a preferred embodiment and from the drawing. The features mentioned above in the description and

Feature combinations as well as the features and feature combinations mentioned below in the description of the figures and / or shown alone in the figures are not only in the respectively indicated combination but also in others

Combinations or alone, without departing from the scope of the invention. The drawing shows in:

Fig. 1 is a schematic perspective view of a shift drum

motor vehicle transmission according to the invention;

2 is a fragmentary schematic front view of the

Motor vehicle transmission; and

Fig. 3 in part a schematic developed view of

Shift drum.

In the figures, the same or functionally identical elements are provided with the same reference numerals.

Fig. 1 shows a schematic perspective view of a shift drum 10 for a partially shown in Fig. 2 motor vehicle transmission 12, which is used for example in a drive train of a motor vehicle, in particular a motor vehicle and thereby, for example, a passenger car. There are

For example, wheels of the motor vehicle via the motor vehicle transmission 12, which is also simply referred to as a gear, drivable. The shift drum 10 is rotatable about an axis of rotation 14, in particular relative to a housing of the motor vehicle transmission 12, not shown in the figures. Here, the shift drum 10 is mounted, for example via respective, designed in particular as a roller bearing 16 at least indirectly rotatably mounted on the housing.

From Fig. 1 is particularly well seen that the shift drum 10 has a first groove track 18 having a front track portion 20 and a rear track portion 22. The web sections 20 and 22, for example, follow one another in the circumferential direction of the shift drum 10. As will be explained in more detail below, the shift drum 10 is rotatable in a first direction of rotation illustrated by an arrow 24 and in a second direction of rotation opposite the first direction of rotation and illustrated in Fig. 1 by an arrow 26 about the axis of rotation 14 relative to the housing. The directions of rotation coincide with the aforementioned circumferential direction, wherein the circumferential direction is illustrated for example in Fig. 1 by a double arrow 28.

The groove track 18 further has a side section 30 which branches off at a branching point A arranged between the track sections 20 and 22 and thus between the track sections 20 and 22 of at least one of the track sections 20 and 22, in particular from the front track section 20. Furthermore, the motor vehicle transmission 12 comprises - as can be seen in conjunction with FIG. 3 - at least one first tracking element 32, which engages at least partially in the groove track 18 and is thereby movably guided in the groove track 18. The tracking element 32 is displaceable by turning the shift drum 10 by means of the groove track 18 in the axial direction of the shift drum 10 relative to the switching roller O, which is illustrated in Fig. 1 by an arrow 34. In other words, the shift drum 10 is relative to the

Tracking element 32 is rotated, the groove track 18 causes a displacement of the tracking element 32 in the axial direction of the shift drum 10 relative thereto, wherein the axial direction of the shift drum 10 coincides with the axis of rotation 14.

In addition, at least one arranged in the groove track 18 between the web sections 20 and 22 and in the radial direction of the shift drum 10 relative to the shift drum 10 between at least one radially inner position and at least one radially outer position movable pressure piece 36 is provided. The radial direction of the shift drum 10 is perpendicular to the axial direction. The pressure piece 36 can be moved relative to this in the radial direction of the shift drum 10. In Fig. 1, the radially outer position of the pressure piece 36 is shown. In order to move the pressure piece 36 from the radially outer position to the radially inner position, the pressure piece 36 is moved in the radial direction of the shift drum 10 relative to this inward. In order to move the pressure piece 36 from the radially inner position to the radially outer position, the pressure piece 36 is moved from the radially inner position in the radial direction of the shift drum 10 relative to this outwards.

The pressure piece 36 is preferably spring-loaded, so that at least one spring element not recognizable in the figures is provided. The spring element is, in particular in the radial direction of the shift drum 10, on the one hand at least indirectly on the shift drum 10 and on the other hand at least indirectly supported on the pressure piece 36. The

Spring element is stretched at least in the radially inner position and thus provides at least in the radially inner position a spring force which acts on the pressure piece 36. By means of the spring force, the pressure piece 36 from the radially inner position in the radially outer position movable. In particular, the pressure piece 36 is held in the radially outer position by means of the spring element.

The pressure member 36 locks in the radially outer position the front track portion 20 against the rear track portion 22 for a relative to the groove track 18 and taking place in the first direction of rotation relative rotation between the shift drum 10 and the tracking element 32 resulting movement of the tracking element 32 of the front track section 20 in the rear track section 22 and passes the

Tracking element 32 in the first direction of rotation relative rotation of the front track portion 20 in the rear track portion 22. In other words, for example, the tracking element 32 is initially in the front

Web portion 20, and then the shift drum 10 is rotated in the first direction of rotation relative to the tracking element 32, the pressure piece 36 locks a movement of the tracking element 32 from the web portion 20 in the web section 22, so that the tracking element 32 against a resulting from said relative rotation Movement secured from the web section 20 in the web section 22

or is blocked. As illustrated by an arrow 38 in FIG. 1, when the shift drum 10 is rotated in the first rotational direction relative to the tracking member 32, the tracking member 32 is guided from the front track portion 20 into the side portion 30 by the thrust piece 36, so that the

Tracking element 32 does not come about in the rear track section 22, but in the side portion 30. In this movement of the tracking member 32 from the web portion 20 in the side portion 30, the tracking element 32 is moved in the axial direction of the shift drum 10 relative thereto.

In order to realize a particularly advantageous function and in particular a particularly advantageous switchability of the motor vehicle transmission 12 in a space-saving, cost-effective and weight-saving manner, the side section 30 is designed as a dead-end S. The dead end S does not extend limitless in the circumferential direction of the shift drum 10, so that the shift drum 10, for example, if the

Tracking element 32 is moved into the dead end S, not limitlessly further in the first direction of rotation relative to the tracking element 32 can be rotated, but such a rotation of the shift drum 10 relative to the tracking element 32 is characterized by a particularly well visible in Fig. 1 wall portion 40 of Shifting roller 10 is limited, in particular in that the wall portion 40 limits the dead end S in a coincident with the circumferential direction of the shift drum 10 and in Fig. 1 by the arrow 38 illustrated first direction. If the shift drum 10 is rotated relative to the tracking element 32 in the first direction of rotation, it results in a Movement of the tracking element 32 relative to the shift drum 10 in the direction indicated by the arrow 38 first direction, whereby the tracking element 32 from the

Track section 20 is moved to the dead end S. Along this first direction, the dead end S is limited by the wall region 40, so that the shift drum 10, for example, only as long or as long as can be rotated in the first direction until the tracking element 32 comes in support system with the wall portion 40. The tracking element 32 which is initially located in the dead end S can thus be separated from the dead end S by one of them, and in particular only thereby

Web portions 20 and 22 are moved by the shift drum 10 is rotated relative to the tracking element 32 in the second direction of rotation.

As can also be seen particularly well from FIG. 1, the pressure piece 36 has a front section 20 with the side portion 30 (dead end S) connecting and the tracking element 32 in the first direction of rotation occurring relative rotation of the front track portion 20 in the side portion 30th conductive blocking region 42 and a ramp portion 44 directed towards the rearward web portion 22, which rises from the rearward web portion 22 toward the front web portion 20. So, for example, by turning the shift drum 10 in the second direction of rotation, the tracking element 32 from the dead end S first in the front track section 20, and then the shift drum 10 is rotated further in the second direction, the tracking element 32 passes from the web section 20 in the

Track portion 22 and finally to the ramp portion 44. Since the ramp portion 44 increases in the direction of the web portion 20, slides by further rotation of the

Shift drum 10 in the second direction of rotation, the tracking element 32 on the

Ramp area 44 from or vice versa. Due to the oblique configuration of the ramp portion 44, the pressure piece 36 is pressed by further rotation of the shift drum 10 in the second direction in the radial direction of the shift drum 10 down, so that the tracking element 32 can be moved over the pressure piece 36, in particular without the tracking element 32 in the radial Direction of the shift drum 10 to move relative to this. In the episode that comes

Tracking element 32 of the web section 22 via the pressure piece 36 in the

Railway section 20.

The tracking element 32 is located in the respective track section 20

or 22, the tracking element 32 is in a first position, for example. If the tracking element 32 is in the dead end S, for example, the tracking element 32 is in one of the first position different second position, which is offset in the axial direction of the shift drum 10 relative to the first position. Thus, the tracking element 32 is initially in the dead end S, and then the shift drum 10 is in the second

Turned rotational direction, the tracking element 32 is moved from the second position to the first position. Then, when the shift drum 10 is further moved in the second rotational direction, the tracking element 32 remains in the first position, and a movement of the tracking element 32 from the first position to the second position is omitted. Only by moving the shift drum 10 in the first direction of rotation, the tracking element 32 is moved from the first position to the second position.

From Fig. 2 it can be seen that the motor vehicle transmission 12 has a parking lock 46, with which the tracking element 32 is coupled such that an arrangement of the tracking element 32 in the side portion 30 is an inserted state of

Parking lock 46 causes. Thus, the second position of the tracking element 32 corresponds to the engaged state of the parking brake 46, so that the parking brake 46 is thereby inserted or activated, that the tracking element 32 is moved to the second position. Furthermore, it is preferably provided that the front

Web portion 20 and / or the rear rail portion 22 and preferably the ramp portion 44 are formed such that an arrangement of the tracking element 32 in the respective web section 20 or 22 causes a designed state of the parking brake 46. Thus, to disengage or deactivate the parking brake 46, the tracking element 32 is moved to the first position. In this case, the parking brake 46 comprises a pivot axis 48, also referred to as a rotation axis, in particular relative to the housing, pivotable parking pawl 50, which in particular by means of the tracking element 32 and in particular by

is pivotable that the tracking element 32 is moved between the positions. In this case, the parking pawl 50 is arranged substantially tangentially to the shift drum 10.

It can be seen particularly well from FIG. 1 that the shift drum 10 has at least one further groove track 52. In addition, the motor vehicle transmission 12 comprises at least one shift fork 56 for shifting at least one or more gears, in particular forward gears, of the motor vehicle transmission 12. For example, the shift fork 56 is adapted to a first gear designated by 1 in FIG. 3 and a second gear denoted by 2 Motor vehicle transmission 12 to switch, that is to put on and interpret. Furthermore, at least one engaging in the further Nutenbahn and thereby movably guided in the further Nutenbahn 52 further, and second tracking element 54 (FIG. 3), which is coupled to the shift fork 56 and slidable by rotating the shift drum 10 by means of the second groove track 52 in the axial direction of the shift drum 10 relative thereto, thereby actuating the shift fork 56 and in the Follow steps 1 and 2 to switch.

As illustrated in FIG. 1 by a double arrow 58, the tracking element 54 is moved in the axial direction of the shift drum 10 relative to the latter by means of the second groove track 52, when the shift drum 10 is rotated, in particular, the tracking element 54 can intervene a third position and a fourth position and an intermediate position are moved, wherein the intermediate position between the third position and the fourth position. In the third position, for example, the second gear 2 is engaged while the first gear 1 is designed. In the fourth position, for example, the first gear 1 is engaged, while the second gear 2 is designed. In the intermediate position, which is also referred to as the first intermediate position, for example, the gears 1 and 2 are designed.

In addition, for example, a recognizable from Fig. 3 and there designated 60 third groove track of the shift drum 10 is provided. The groove tracks 52 and 60 are also referred to as gear tracks or gangways, while the track 18 is referred to as a parking barrier track. In the groove track 60 engages, for example

Tracking element 62, which by means of the groove track 60 by turning the

Shift drum 10 in the axial direction of the shift drum 10 can be moved relative to this, in particular between a fifth position and a sixth position. The tracking element 62 is coupled to a second shift fork 64 of the motor vehicle transmission 12, for example, so that the shift fork 64 can be actuated by displacing the tracking element 62. By pressing the respective

Shift fork 56 or 64 is to be understood in particular that the shift fork 56 or 64 in the axial direction, in particular relative to the housing, is displaced. By operating or shifting the shift fork 64, for example, at least one or more further gears, in particular

Forward gears, the motor vehicle transmission 12 are switched. For example, we used the shift fork 64 to switch a third gear designated by 3 in FIG. 3 and a fourth gear of the motor vehicle transmission 12 denoted by 4 in FIG. 3, that is, to engage and disengage. In the fifth position of the shift fork 64, for example, the third gear is engaged, while the fourth gear is designed. In the sixth position, for example, the fourth gear is engaged, while the third gear is designed. In this case, for example, the tracking element 62 is movable to a second intermediate position lying between the fifth position and the sixth position, in which the third gear 3 and the fourth gear 4 are designed simultaneously. If, for example, the first gear 1 or the second gear 2 is engaged, then the tracking element 62 is in the second intermediate position. If, for example, the third gear 3 or the fourth gear 4 is engaged, then, for example, the tracking element 54 is in the first intermediate position.

In Fig. 3, an angle portion of the parking lock 46 is denoted by W1, wherein further relative angle sections W2 of the groove track 52 and 60 are shown, wherein the relative angle sections W2 correspond to the angle section W1 of the parking brake 46. If the parking lock 46 is engaged, the gears 1, 2, 3 and 4 are designed so that then the tracking elements 54 and 62 in their designated as neutral positions

Intermediate positions are. In addition, in Fig. 3, an offset V between the

Tracking elements 32, 54 and 62, wherein the offset V is for example about 180 degrees.

Fig. 3 illustrates an arrangement of the tracking elements 32, 54 and 62 relative to the circumference of the shift drum 10. The also referred to as elements tracking elements 32, 54 and 62 may be due to the arrangement of the shift forks 56 and 64 arranged in principle in very different ways, preferably the respective ones

Nutenbahn 18, 52 and 60, in particular their respective geometry is matched to the arrangement of the shift forks 56 and 64.

In a neutral state of the transmission also designated N, the gears 1, 2, 3 and 4 or all gears of the transmission are designed, and the parking brake 46 is also designed or disabled, so that the parking brake 46 is in a designed state. For example, starting from the

Neutral state N of the transmission to shift to fourth gear 4, the transmission is upshifted by the gears 1, 2, 3 and 4 are sequentially switched or inserted. For this example, the shift drum 10 in the second

Turned the direction of rotation so that first gear 1 is first inserted. Then the second gear 2, the third gear 3 and the fourth gear 4 is inserted.

If, for example, when the fourth gear is engaged, the motor vehicle is stopped and parked, so that it is desired that starting from the fourth gear 4

Parking lock 46 is inserted, thereby for example one as parking position and Inserted with P Park state of the transmission, it must not be switched back sequentially by using the shift drum 10, the transmission

or the gears 1, 2, 3 and 4 do not have to be switched back sequentially, but the shift drum 10, for example, just in the second

Turning further rotated until, for example, the tracking elements 32 from the web portion 22 and thus comes from a designated in Fig. 3 with N1 position in the web portion 20 and thus in a designated in Fig. 3 with N2 position.

Then, the shift drum 10 is rotated in the first direction of rotation and thus

turned back, whereby the tracking elements 32 comes in the described manner, in particular from the position N2 in the dead end S. This will be the

Parking lock 46 inserted in the manner described. It is preferably provided that when moving the tracking element 32 from the web section 20 in the dead end S, an insertion of the gears 1, 2, 3 and 4 is omitted.

Since the side portion 30 is formed as a dead end S, in particular form-fitting, can be avoided that, for example, starting from the park state P one of the gears is inserted. An insertion of the gears can only over the

Neutral state N occur because the tracking elements 32 can only be moved out of the dead end S that the shift drum 10 is moved in the second direction, this goes with the laying out of the parking brake 46th Thus, it is possible, the parking state P only from the Neutral state N and not out of one of the gears to activate. Furthermore, the parking state P can not be achieved directly from an engaged one of the gears but only via the neutral state N. In other words, starting from an engaged gear initially neutral state N is inserted without having to insert the park state P.

For example, to relatively move the pressure piece 36 in the radial direction of the shift drum 10, the shift drum 10 has a pocket, in which the pressure piece 36 can be lowered. Further, a preferably extending in the axial direction of the shift drum 10 pin for guiding the pressure piece 36 is provided, wherein for example by means of the pin excessive movement of the pressure member 36 in the radial direction of the shift drum 10 can be avoided to the outside. In other words, it can be avoided by means of the pen that the

Pressure piece 36 drops from the shift drum 10.

From Fig. 2 it can be seen that the parking pawl 50 is rotatably or pivotably mounted on a rod 65 of the second shift fork 64. Furthermore is a parking lock inserting device 66 is provided, by means of which the parking lock 46 can be inserted and / or designed. In this case, the parking lock insert device 66 is rotatable on a rod 68 of the first shift fork 56 or

pivoted. FIG. 2 shows a region B2 of the tracking element 32 or 54 for actuating the parking brake 46 or the shift fork 56. In addition, in Fig. 2, a region B2 of the tracking element 62 of

Shift fork 64 shown. In addition, for example, a third shift fork 70 of the transmission is provided. The parking brake 46 also includes, for example, a parking lock cone 72. The parking lock inserter 66 is, for example, a two-armed part, which is mounted axially displaceably in its center on the rod 68 of the shift fork 56. In particular, we used the parking lock inserter 66 to operate the parking lock cone 72.

Claims

claims

A motor vehicle transmission (12) comprising at least one shift drum (10) rotatable about an axis of rotation (14) and having at least one groove track (18) comprising a front track section (20), a rear track section (22) and an intermediate front and rear track Web section (20, 22) of at least one of the web sections (20, 22) branching off side portion (30), with at least one in the groove track (18) engaging and thereby in the groove track (18) movably guided tracking element (32) passing through Turning the shift drum (10) by means of the groove track (18) in the axial direction of the shift drum (10) is displaceable relative to this, and arranged with at least one in the groove track (18) between the track sections (20, 22) and in the radial direction of the Shifting roller (10) relative to this between at least one radially inner position and at least one radially outer position movable pressure member (36) which in the radially outer position of the front rail section (20) against the rear track section (22) for a movement of the tracking element (32) relative to the track (18) and resulting from relative rotation between the shift drum (10) and the track follower (32) in a first direction of rotation. from the front to the rear track section (20, 22) locks and the

Tracking element (32) taking place in the first direction of rotation

Relative rotation of the front track portion (20) in the side portion (30) passes,

wherein the side portion (30) is formed as a dead end (S), characterized by

a parking lock (46) to which the tracking element (32) is coupled such that an arrangement of the tracking element (32) in the side portion (30) causes an engaged state of the parking lock (46).

2. motor vehicle transmission (12) according to claim 1,

characterized in that

the pressing piece (36) has a front track section (20) with the

Side portion (30) connecting and the tracking element (32) in the first rotational direction relative rotation of the front track portion (20) in the side portion (30) conductive blocking region (42) and directed towards the rear track portion (22) ramp region (44) which rises from the rear track section (22) towards the front track section (20).

3. motor vehicle transmission (12) according to claim 1 or 2,

characterized in that

the front track portion (20) is formed so that an arrangement of the tracking element (32) in the front track portion (20) causes a deployed state of the parking lock (46).

4. motor vehicle transmission (12) according to claim 3,

characterized in that

the rear track section (22) is formed such that an arrangement of the tracking element (32) in the rear track section (22) effects a deployed condition of the parking lock (46).

5. motor vehicle transmission (12) according to any one of claims 3 or 4,

characterized in that

the parking lock (46) pivotable about a pivot axis (48)

Parking lock pawl (50).

6. motor vehicle transmission (12) according to claim 5,

characterized in that

the parking pawl (50) is arranged tangentially to the shift drum (10).

7. Motor vehicle transmission (12) according to one of the preceding claims,

characterized in that:

- The shift drum (10) has at least one further groove track (52);

- At least one shift fork (56) for switching at least one

Forward gear of the motor vehicle transmission (12) is provided; and at least one in the further Nutenbahn (52) engaging and thereby movably in the further Nutenbahn (52) guided further tracking element (54) is provided, which coupled to the shift fork (56) and by turning the shift drum (10) by means of the further Nutenbahn ( 52) in the axial direction of the shift drum (10) is displaceable relative thereto, thereby to actuate the shift fork (56).

8. motor vehicle transmission (12) according to claim 7,

characterized in that

the groove tracks (18, 52) and the tracking elements (32, 54) are arranged relative to one another in such a way that the further tracking element (54) effects an engaged state of the forward gear

Neutral position is when the first tracking element (32) in the dead end (S) is arranged.

9. motor vehicle transmission (12) according to claim 7 or 8,

characterized in that

the first tracking element (32) is disposed in a first angular section (W1) and the further tracking element (54) is disposed in a second angular section (W2) of the shift drum (10), the second angular section (W2) being opposite the first angular section (W1).

10. Motor vehicle transmission (12) according to claim 5 or 6 and according to one of

Claims 7 to 9,

characterized in that

the parking pawl (50) is rotatably mounted on a rod (65) of the shift fork (64).

1 1. Motor vehicle transmission (12) according to one of the preceding claims, characterized by

a parking brake inserting device (66) which is rotatably mounted on a rod (68) of a shift fork (56), in particular for switching at least one gear, the motor vehicle transmission (12).

12. motor vehicle transmission (12) according to claims 10 and 1 1,

characterized in that the shift fork (56), on whose rod (68) the parking lock insert device (66) is rotatably mounted, a first shift fork (56) of the motor vehicle transmission (12), wherein the shift fork (64), on whose rod (65) the parking pawl ( 50) is rotatably mounted, a second shift fork (64) of the

Motor vehicle transmission (12) is.