Gear shifting mechanism for transmission, gear shifting module, transmission and vehicle

Abstract

The utility model relates to a shift mechanism (1) for a transmission (14), comprising: a first shift interface (2); the utility model relates to a gearshift mechanism (1), comprising a first gearshift interface (2), a second gearshift interface (3) and a transmission interface (4), the first gearshift interface (2) being designed to receive a first drive movement (5) parallel to a first axis (9) and the second gearshift interface (3) being designed to receive a second drive movement (6) parallel to a second axis (10), the gearshift mechanism (1) being designed to transmit the first drive movement (5) to the second axis (10), a first shifting movement (18) is generated by the first drive movement (5) and acts on a transmission interface (4), and a second shifting movement (19) is generated by the second drive movement (6) and acts on the transmission interface (4), the transmission interface (4) being designed to be coupled to a shifting element (15) of a transmission (14), the first shifting interface (2) is connected to a first actuating element (7) via an articulated connection (201) such that a first shifting movement (18) and a second shifting movement (19) can be applied to the shifting element (15) via the transmission interface (4), the first shifting interface (2) is connected to the first actuating element (7) via the articulated connection (201), and the first actuating element (7) is designed to receive the first drive movement (5) via the articulated connection (201) and to convert the first drive movement (5) into the first shifting movement (18) or an intermediate movement. A shift module (13), a transmission (14), and a vehicle (90).

Description

Technical Field

[0001] This utility model relates to a shifting mechanism for a transmission, a shifting module, a transmission, and a vehicle. Background Technology

[0002] In vehicles, transmissions are used to adapt to the operating range of the drive unit by means of multiple adjustable gears, allowing the vehicle to be used at speeds greater than the actual permissible motor speed. In commercial vehicles, gears, or shift levels, are adjusted by a shift mechanism. In this case, the selection and shifting motions are transmitted to the transmission mechanism via a transmission interface that engages with the transmission's shift elements, thereby enabling the selection and subsequent engagement of the desired gear or shift position.

[0003] A shifting mechanism for performing such a shifting motion is known from EP 3 862 597 A1. Here, the free end of a sway bar engages with a U-shaped receiver, and the sway bar rotates by translating the U-shaped receiver. This produces a selection motion. Here, the U-shaped receiver is located at the end of the piston rod of a pneumatic or hydraulic selector cylinder. A disadvantage of this solution is that the U-shaped construction increases the mass of the piston rod, and consequently, the mass of the shifting mechanism that is moved. Furthermore, when the sway bar oscillates, a length compensation, or compensating motion, must occur between the sway bar and the U-shaped receiver, which exacerbates the increase in the mass moved. Therefore, a minimum kinematic extension of the U-shaped receiver is necessary to ensure contact with the U-shaped receiver even at the maximum angular deflection of the sway bar. Additionally, this shifting mechanism is disadvantageous due to its complex implementation, as the sway bar and the U-shaped receiver must be engaged during assembly. Another disadvantage of this shifting mechanism is the configuration of the sway bar and the U-shaped receiver. The relatively small free end of the swing arm, which engages with the U-shaped receiver, generates high surface pressure when the U-shaped receiver is moved to move the swing arm. Furthermore, lateral forces are introduced into the piston rod of the shift cylinder via the U-shaped receiver and the contact with the swing arm, which is torsionally mounted on the piston rod. These lateral forces are ultimately supported on the piston of the shift cylinder via the piston rod, placing a unilateral load on the piston seal located on the piston, thereby increasing wear on the piston seal. Additionally, there is a risk that the opposite side of the piston seal, i.e., the side that is relieved of load due to the lateral forces, will no longer be pressed sufficiently against the cylinder wall, resulting in reduced or eliminated sealing effectiveness of the piston seal in this situation. Therefore, the lateral force sensitivity of this shifting mechanism is another drawback.

[0004] Generally speaking, for a shifting mechanism in which a translational drive motion is performed to generate a translational or rotational selection or shifting motion, the disadvantage may be that when the drive motion is applied to the shifting interface, the rotational motion begins at the corresponding shifting interface. Utility Model Content

[0005] This disclosure is based on the objective of eliminating at least one of these disadvantages.

[0006] This task is addressed by the subject matter of the independent claims. Extended solutions can be derived from the dependent claims, the description below, and the accompanying drawings.

[0007] According to a first aspect of this disclosure, a shifting mechanism for a transmission is provided. The shifting mechanism has a first shifting interface and a transmission interface. The first shifting interface is configured to receive a first driving motion. The first driving motion may be oriented parallel to a first axis. The shifting mechanism is configured to generate a first adjusting motion from the first driving motion and apply it to the transmission interface. The transmission interface is configured to connect with a shifting element of the transmission such that the first adjusting motion can be applied to the shifting element via the transmission interface.

[0008] The shifting mechanism may have a second shifting interface. The second shifting interface may be configured to receive a second drive motion. The second drive motion may be oriented parallel to a second axis.

[0009] The shifting mechanism can be configured to generate a second adjusting motion from the second drive motion and transmit it to the transmission interface. Therefore, in addition to the first adjusting motion, the second adjusting motion can be applied to the shifting elements of the transmission via the transmission interface.

[0010] The first shift port can be connected to the first adjusting element via a hinged connector. The first adjusting element is configured to receive a first drive motion via the hinged connector and convert it into a first adjusting motion or intermediate motion. The first adjusting element is securely connected to the shift port via the hinged connector. In this embodiment, no compensation motion is required or provided, such as sliding of the first adjusting element or a section of the first adjusting element relative to the first shift port. In other words, a fixed rotation point is also achieved via the hinged connector, at which the first adjusting element is securely connected to the first shift port. The first drive motion can be configured such that this rotation point is shifted, for example, parallel to a first axis.

[0011] The first adjustment movement can cause channel selection in the transmission. This first adjustment movement can be specifically configured as a selection movement.

[0012] The second adjustment movement can be configured in the transmission to set a shift level, which has been previously selected via channel selection. Specifically, the second adjustment movement can be configured as a shift movement.

[0013] Specifically, a shifting mechanism for a transmission is disclosed, wherein the shifting mechanism has

[0014] - First gear shift interface

[0015] -Second shift interface, and

[0016] -Pass the interface, where

[0017] The first shift interface is configured to receive a first drive motion parallel to the first axis, and the second shift interface is configured to receive a second drive motion parallel to the second axis, wherein...

[0018] The shifting mechanism is configured to generate a first adjusting motion from a first driving motion and apply it to the transmission interface, and to generate a second adjusting motion from a second driving motion and apply it to the transmission interface, wherein...

[0019] The transmission interface is configured to connect with the shift elements of the transmission, such that a first adjustment movement and a second adjustment movement can be applied to the shift elements via the transmission interface, wherein, in particular

[0020] The first shift interface is connected to the first adjustment element via a hinged connector, and the first adjustment element is configured to receive the first drive motion via the hinged connector and convert it into a first adjustment motion or intermediate motion.

[0021] The first driving motion can be linear motion. Linear motion is technically easy to achieve, allowing the shift mechanism to operate using different drive units that can be connected to the first shift interface. For example, the first drive unit can be configured as a pressure-medium driven unit, such as a pneumatic or hydraulic piston cylinder unit. Alternatively, the first drive unit can be an electromechanical drive unit, such as a linear motor. Alternatively, the first drive unit can be a rotary electric drive unit, such as a rotary electric motor, wherein the linear first driving motion is generated by a corresponding gearbox or motion converter (e.g., a spindle drive or ball screw drive). The gearbox or motion converter can be arranged between the first drive unit and the first shift interface.

[0022] Alternatively or additionally, the second drive motion can be linear motion. Linear motion is technically readily achievable, allowing the shift mechanism to operate using different drive units that can be connected to the second shift interface. For example, the second drive unit can be configured as a pressure-medium driven unit, such as a pneumatically or hydraulically operated piston cylinder unit. Alternatively, the second drive unit can be an electromechanical drive unit, such as a linear motor. Alternatively, the second drive unit can be a rotary-operated electro-drive unit, such as a rotary-operated electric motor, wherein the linear second drive motion is generated by a corresponding gearbox or motion converter (e.g., a spindle drive or ball screw drive). The gearbox or motion converter can be arranged between the second drive unit and the second shift interface.

[0023] The first adjustment movement can be a rotational movement. Rotational movement allows for relatively small adjustments because the components within the shift mechanism do not require further movement or positional change. Therefore, rotational movement can achieve corresponding adjustments within a small space. In particular, the first adjustment movement is used to achieve the selection movement.

[0024] The second adjustment motion can be a linear motion. Since the shift mechanism is configured to generate the second adjustment motion from the second drive motion, it can be configured to transmit the second drive motion as the second adjustment motion to the transmission interface via direct drive. In this way, motion transformation or conversion (e.g., from rotational to translational motion) is avoided, which ultimately allows the shift mechanism to react more directly, or rather, avoids elasticity in the transmission path between the second shift interface and the transmission interface.

[0025] The first adjusting element can be configured to rotate about a second axis of the shift mechanism. In other words, the second axis forms the axis of rotation of the first adjusting element within the shift mechanism. Therefore, a torque, or rotational motion, oriented about the second axis, can be generated by the first adjusting element. That is, the second axis forms a corresponding axis of rotation for a first drive motion applied to the first shift interface and subsequently to the first adjusting element. If the first adjusting element is simultaneously connected to the first shift interface via the aforementioned hinged connector, there exists a first adjusting element that is rotatable about the second axis and extends substantially between the second axis and the hinged connector. In this way, the hinged connector allows the first drive motion to be transmitted to the first adjusting element without torque, at least relative to one axis.

[0026] The second axis can be oriented to be coaxial with the second drive motion and / or coaxial with the second adjustment motion. This allows for a flush arrangement of the second axis and the second drive motion and / or the second adjustment motion. This enables a compact construction of the shift mechanism. This compact construction is particularly possible when both the second drive motion and the second adjustment motion are arranged coaxially or flush with the second axis. If both the second drive motion and the second adjustment motion are arranged coaxially or flush with the second axis, the second adjustment motion can correspond to the second drive motion, which can correspond to direct drive from the second shift interface to the transmission interface.

[0027] The first adjusting element may have a connecting section by which it is torsionally connected to a second adjusting element of the shift mechanism, the second adjusting element being rotatable about a second axis. The second adjusting element thus forms the axis of rotation of the first adjusting element. In other words, if the second adjusting element is configured to rotatable about a second axis, it can form the axis of rotation or rotation shaft for the first adjusting element. The first adjusting element is here configured to rotatable about a second axis, wherein the torsionally connected via the connecting section enables rotational movement of the first adjusting element based on a first drive motion.

[0028] The second adjusting element can be configured to extend substantially along the second axis. In this way, the rotational inertia of the second adjusting element relative to the second axis is minimized as much as possible, so that the rotational motion of the second adjusting element is associated with the lowest possible inertial effect to be overcome.

[0029] Contact surfaces can be provided between the connecting section and the second adjusting element to create a torsional-resistant connection between the first and second adjusting elements. These contact surfaces can be oriented relative to each other so that the contact surfaces constructed on the connecting section and the second adjusting element are in contact with each other as closely as possible. In this way, a contact area of ​​the largest possible size is formed between the connecting section and the second adjusting element. This reduces the maximum surface pressure level acting on these contact surfaces.

[0030] Specifically, the contact surface can be configured to extend along the second axis. The longer the extension along the second axis, the larger the corresponding contact surface will be constructed, and thus a large contact area can be created between the connecting section and the second adjusting element. This is a further measure to reduce the surface pressure acting on the contact surface.

[0031] The sliding surface can be specifically configured to allow relative movement between the second adjusting element and the first adjusting element in the radial direction relative to a second axis. This allows the first adjusting element to move radially relative to the second adjusting element, thereby enabling kinematic compensation, particularly length compensation, between the hinged connector and the second adjusting element (or the second axis serving as the axis of rotation of the first adjusting element) when a hinged connection exists between the first shift interface and the first adjusting element. In other words, length compensation can be achieved through sliding of the contact surface in the radial direction without loosening the torsional connection between the first and second adjusting elements.

[0032] One or more contact surfaces of the connecting section or one or more contact surfaces of the second adjusting element can be constructed as segments. This avoids full-surface contact of the contact surfaces. Instead, only segments of the contact surfaces contact the opposing, unsegmented contact surfaces. In this way, the effective friction surface in such contact surface pairing can be reduced. The segmented contact surfaces can be constructed on the connecting section and / or the second adjusting element. Such segments can have a rounded shape relative to the opposing contact surfaces to minimize the contact surface area. Such segments can be constructed to extend parallel to the second axis to form line contact with the opposing contact surfaces, such that the contact force is distributed along the line contact, thereby reducing surface pressure. In particular, multiple such segments can be provided, spaced apart from each other, so that the contact force is distributed over the contact surfaces opposite the segmented contact surfaces over the largest possible area.

[0033] The second adjusting element can be configured to shift parallel to the second axis. In this way, the adjusting element can be used to transmit the second drive motion as a second adjusting motion within the shift mechanism to the transmission interface by means of the shift parallel to the second axis. Since the second adjusting element is moved accordingly, the first drive motion can be directly transmitted via the second adjusting element. The connection between the first and second adjusting elements, especially the connection via the aforementioned connecting section, can be configured such that the shift of the second adjusting element parallel to the second axis is not blocked by the first adjusting element or its connecting section. In other words, in this case, the torsional connection between the first and second adjusting elements cannot be configured as axially fixed. Therefore, relative movement between the second and first adjusting elements parallel to the second axis can be achieved. The first adjusting element is particularly unaffected by the shift of the second adjusting element along the second axis.

[0034] Specifically, when the second adjusting element contacts the first adjusting element via the connecting section, the contact surfaces constructed between the connecting section and the second adjusting element can be oriented such that they are parallel to the second axis. In this way, they allow corresponding relative movement of the second adjusting element relative to the first adjusting element, wherein the contact surfaces can slide relative to each other parallel to the second axis.

[0035] The connecting section can be configured to at least partially surround the second adjusting element. This allows for the most comprehensive possible contact between the connecting section and the adjusting element. Consequently, a large contact area can be constructed between the corresponding contact surfaces, which reduces surface pressure. This enables a load-bearing, torsional-resistant connection between the first and second adjusting elements.

[0036] The connecting section may have an opening in the circumferential direction relative to the second axis. In other words, the connecting section is interrupted in the circumferential direction around the second axis. Compared to a connecting section that completely surrounds the second adjusting element, this opening allows for material savings at the connecting section. This, in particular, enables a reduction in the rotational inertia of the first adjusting element relative to the second axis. The connecting section with the corresponding opening may be U-shaped or fork-shaped.

[0037] The opening can be configured such that the second adjusting element and the connecting section can be connected to each other in a movement transverse to the second axis. In other words, due to the relative movement of the first and second adjusting elements, the second adjusting element can engage with the connecting section through the opening in a torsional manner. This simplifies the connection of the first and second adjusting elements, and thus simplifies the assembly of the shifting mechanism, because the opening allows the first and second adjusting elements to be connected or assembled together by simple lateral movement, and the first and second adjusting elements do not have to be assembled relative to each other along the second axis. This also means that the second adjusting elements can be configured relatively freely along the second axis in sections where they cannot engage with the connecting section or the first adjusting element. In any case, they do not have to be configured such that they can engage axially with the connecting section relative to the second axis or be occupied by the connecting section in the direction of the second axis. In other words, these sections can extend further radially than the connecting section allows.

[0038] Alternatively, the connecting section can be constructed as a closed structure. Thus, the connecting section completely surrounds the second adjusting element relative to the second axis. Here, the connecting section forms a closed structure. To still achieve length compensation between the first and second adjusting elements, the connecting section can be constructed such that relative movement between the second adjusting element and the connecting section is feasible in the radial direction relative to the second axis, or in the opposite radial direction. Therefore, the connecting section, or typically the first adjusting element, is constructed to be radially displaceable relative to the second adjusting element within predetermined kinematic limits. The advantage of the closed shape of the connecting section (which can be constructed, for example, as a sleeve extending along the second axis) is that the closed structure creates a significantly stiffer structure capable of being loaded in the circumferential direction.

[0039] If a hinged connector exists between the first adjusting element and the first shift interface, the intermediate section of the first adjusting element (connected to the hinged connector) can extend radially relative to the second axis. This intermediate section forms a lever relative to the second axis, by which a first driving motion acting on the first adjusting element via the first shift interface, particularly via the hinged connector, can be converted into a rotational motion, similar to the first adjusting motion. The conversion from driving motion to rotational motion is determined by the distance from the hinged connector to the second axis. Due to the lever arrangement, the first adjusting element rotates about the second axis, and consequently, the second adjusting element also rotates about the second axis. Since the lever formed by the first adjusting element requires a relatively small force to perform the rotational motion, the rotational motion can be set further than the first adjusting motion, resulting in a lever formed by the first adjusting element exhibiting the simplest possible construction for generating the first adjusting motion as a rotational motion.

[0040] The transmission interface can be constructed on the second adjusting element. Thus, the shifting mechanism has an element, namely the second adjusting element, which can perform a first adjusting movement and a second adjusting movement, for example, a rotational movement about a second axis and a translational movement along the second axis, and, on the other hand, these two adjusting movements can be transmitted to the transmission interface without any other intermediate elements. Therefore, the transmission of these adjusting movements to the transmission interface can be achieved as directly as possible.

[0041] The first shift port may have a receiving element configured to transmit a first drive motion to a hinged connector. The receiving element may be configured to extend along a first axis. For example, the receiving element may be configured as a rod extending in the direction of the first axis. In this way, a linear first drive motion can be transmitted to the first shift port. Here, the receiving element serves as a connector or part of a connector, through which the first drive unit can be connected to the first shift port. The receiving element may also be configured as part of a hinged connector to enable direct transmission of the first drive motion to the hinged connector. The receiving element may also be configured as part of a drive unit connected to the first shift port for the simplest possible configuration.

[0042] The hinged connector may have a rotational axis oriented transversely to the first axis, allowing the first adjusting element to swing about this rotational axis. Therefore, the hinged connector represents a connection with only one rotational degree of freedom. For example, it can be achieved by having two opposing sections, with a bolt or shaft arranged between these sections to connect them. Here, the bolt or shaft forms a corresponding rotational axis oriented transversely to the first axis. A corresponding mating element is connected to the bolt or shaft, for example, arranged between the two sections. For example, these sections may be constructed as part of the receiving element, while the corresponding mating element is part of or connected to the first adjusting element. Alternatively, these sections may be constructed as part of the first adjusting element, while the corresponding mating element is constructed as part of the receiving element.

[0043] The shifting mechanism may have a guide configured to guide the receiving element when receiving the first drive motion, and especially when the first drive motion is transmitted to the hinged connector. In this way, rotation of the receiving element, especially about the first axis, or tilting of the receiving element, especially along the first axis, is prevented by the guide.

[0044] The guide member may in particular have a face having a contact section connected to the receiving element and a mating face fixed relative to the receiving element. The mating face may be constructed as part of a housing or carrier element, which may, for example, be incorporated into a shift module or transmission, in which or on which a shift mechanism is arranged. The contact section has a corresponding face that contacts the mating face, so that when a first driving motion is applied to the receiving element, the two faces can slide relative to each other, wherein the faces of the contact section and the mating face are oriented relative to each other or in contact with each other, such that they block or prevent rotation of the receiving element about a first axis. Torsional protection for the receiving element is thus achieved, and ultimately torsional protection is achieved for the hinged connectors (if present), so that they are not loaded by additionally introduced rotational motion. This is particularly advantageous when the hinged connectors are constructed as hinges with a single degree of rotational freedom as described above.

[0045] The shifting mechanism can be configured to detect shift states. A shift state can be understood as one or more positions of the transmission interface of the shifting mechanism. In other words, a first shift state corresponds to a first position of the transmission interface, and a second shift state corresponds to a second position of the transmission interface. Here, the two positions can be independently affected by adjustment movements. That is, a first adjustment movement (e.g., a selection movement) can affect the first position of the transmission interface, and a second adjustment movement (e.g., a shifting movement) can affect the second position of the transmission interface. The two positions of the transmission interface determine the shift state in the transmission, through which the shifting mechanism is operatively connected to the transmission, because the two positions allow us to deduce which transmission elements have just been selected or switched. For example, the first position can determine which of the multiple shift levers of the transmission has been selected and, for example, is currently engaged with a shifting element of the transmission and eventually with the transmission interface. Furthermore, the second position can determine, for example, whether the shift lever selected in this way has been shifted or displaced, or what its current position is. The shift state can be detected in this way. If the first adjustment movement is set to a rotational movement, the shifting mechanism can be configured to detect the corresponding angular parameters, particularly the corresponding angular parameters of the transmission interface. If the second adjustment movement is set to a translational movement, the shifting mechanism can be configured to detect the corresponding displacement position, particularly the corresponding displacement position of the transmission interface. The detection of angular position and / or displacement position can be performed directly at the transmission interface by setting a detection device configured to detect the corresponding parameters. Therefore, detection can be performed without intermediate elements, thereby avoiding or minimizing the elasticity between the transmission interface and the corresponding detection device. Alternatively, the corresponding parameters of the transmission interface can be detected by detecting the parameters of another element. If the kinematics between the transmission interface and the other element are known, the first or second position of the transmission interface can be inferred by detecting that other element. For example, consider the hinged connector and / or the receiving element of the first shifting interface as another element from which the first position of the shift state can be inferred, wherein its position along the first axis is detected. Alternatively or additionally, it is conceivable that the shifting mechanism is configured to detect the angular position of the second adjustment element and / or the first adjustment element. For example, the second adjustment element is considered as another element, and the second position of the shift state can be inferred from the position of the other element.

[0046] To detect relevant parameters, a detection period can be set, such as a sensor, like a position or angle sensor. Position detection can typically be performed using a position sensor, especially a Hall-effect based position sensor.

[0047] Features relating to the shifting mechanism have been described above. Other aspects of this disclosure are described below. Features related to these aspects and already described above within the framework of the description of the shifting mechanism should be understood as possible extensions of the subject matter described below. If features of the shifting mechanism, especially those not explained above, are described below within the framework of the description of other aspects of this disclosure, these features should be understood as possible extensions of the shifting mechanism described above.

[0048] According to one aspect of this disclosure, a shift module for a transmission is provided. The shift module has the shift mechanism as described above. The shift module has a first drive unit connected to a first shift interface to apply a first drive motion to the first shift interface. The shift module has a second drive unit connected to a second shift interface to apply a second drive motion to the second shift interface.

[0049] The first and / or second drive unit can be a pressure-medium driven unit. A pressure-medium driven unit is particularly understood as a pneumatically or hydraulically operated drive unit. The pressure-medium driven unit can have a piston movably guided within a cylinder. Here, the piston and cylinder enclose a cavity. This cavity can be adjusted in volume according to the piston displacement. Such a piston displacement can be generated by supplying pressure medium into or removing pressure medium from the cavity, and this displacement can be used, in particular, as the first or second drive motion. The advantage of a pressure-medium driven unit is that it can achieve relatively large forces within a small space. In other words, the force generation here depends primarily on the piston surface facing the cavity. This enables a relatively compact shifting module.

[0050] Alternatively, one or both of the first and second drive units can be implemented as electromechanically operated drive units. In this case, the drive unit has an electric motor that generates the corresponding drive motion. The electric motor can be, for example, a linear motor that performs linear drive motion. However, it is also possible to provide a rotary electric motor. This motor can be connected to a corresponding shift interface, wherein when the corresponding drive motion is linear motion, a corresponding gearbox or motion converter is also provided between the motors, thereby enabling the rotary motion of the motor to be converted into linear or translational drive motion.

[0051] A shift module can be configured to detect the shifting state of a shift mechanism, or transmission, in which the shift module is located. The shifting state should be understood as one or more positions of the transmission interface of the shift mechanism as described above, or one or more positions of equivalent elements (e.g., shift elements of the transmission) as further described below. In addition to the above description regarding the detection of the shifting state, the following are added to the framework of the description of the shift module.

[0052] To detect position, the shift module can have a detection device that can detect the position of the transmission interface describing the shift state. As mentioned above, this can be the angular position and / or displacement position of the transmission interface. When the transmission interface is constructed on the second adjustment element, the corresponding parameter can be detected, for example, directly at the transmission interface or at an element directly connected to the transmission interface (e.g., the second adjustment element). However, it is also possible to detect alternative parameters that can be detected within the shift module, and which, if necessary, are easier to detect than the corresponding parameter at the transmission interface. In this case, for example, to detect the position of the transmission interface, a detection device can be provided that detects the position at the shift interface instead of the position of the transmission interface, via which the position at the shift interface can affect the corresponding position of the transmission interface. For example, to detect the angular position of the transmission element, the position of the receiving element and / or the hinged connector can be detected along the first axis of the first shift interface. The corresponding position of the transmission element can be derived from the known kinematics between the first shift interface and its influence on the corresponding position of the transmission element. Therefore, for example, if a rotational adjustment movement is generated by a first drive movement, the angular position of the transmission interface can be obtained by a linear or translational drive movement. If the first drive unit operates under pressure, the corresponding position of the transmission interface can be determined by detecting the position of the piston or piston rod. Similarly, in the second drive unit operating under pressure, the position of the piston or piston rod along the second axis can be detected.

[0053] Other drive units also provide corresponding detection. If a drive unit performing linear drive motion is provided, the corresponding position can be detected by detecting the position of the connecting element along the first axis or the second axis. Here, the connecting element is constructed to transmit linear drive motion to the first or second shift interface. The connecting element can be constructed, for example, as a rod extending along the first axis or the second axis. If a drive unit with rotational action is present, the corresponding position can be determined, for example, by detecting the rotational speed of the drive unit.

[0054] Position detection can typically be performed using position sensors, particularly Hall-based position sensors.

[0055] The first drive unit and / or the second drive unit can be connected to the corresponding shift interface via a multi-piece connecting element. For example, rotational decoupling can be achieved at the drive unit via the multi-piece connecting element, so that rotational movement about the first axis or about the second axis does not act on the corresponding drive unit. This protects the corresponding drive unit. In particular, in the first drive unit, a portion of the connecting element can be configured as the receiving section as described above. In particular, in the second drive unit, a portion of the connecting element can be configured as the second adjusting element as described above.

[0056] According to another aspect of this disclosure, a transmission for a vehicle is provided. The transmission has a shift module and a shift element as described above. The shift element is connected to the shift module via a transmission interface of the shift mechanism, thereby enabling the transmission of a first adjustment movement and a second adjustment movement to the shift element. The shift element can move in response to the first and second adjustment movements. In other words, the shift element has corresponding degrees of freedom of movement. The shift element can be configured to extend in the direction of a second axis, and in particular, can be configured as a shift lever in the transmission. The shift element can be arranged coaxially with the second axis, and in particular, is configured to be rotatable about the second axis. The shift element can be configured to be displaceable along the second axis. The shift element can be used to set a desired shift state in the transmission by means of an adjustment movement applied to the shift element via the transmission interface.

[0057] The transmission may have other elements for setting specific shift states. For example, this could be one or more shift levers and corresponding shift forks associated with them, which can engage with the shift element according to the position of the transmission interface or shift element and can move accordingly to set the desired driving class or desired gear in the transmission. For engagement with one or more such other elements (like shift levers), the shift element may have correspondingly shaped engagement elements. The engagement elements and shift levers are arranged such that only one shift lever can engage with the engagement element. This prevents simultaneous shifting or engagement of multiple gears by switching multiple shift levers.

[0058] According to another aspect of this disclosure, a vehicle is provided having a transmission as described above. The vehicle also has a drive unit. The drive unit is configured to provide drive power. The vehicle also has at least one drive wheel. The vehicle has a mechanical power flow, for example, realized through a drive system. Drive power can be directed to at least one drive wheel via the transmission through the mechanical power flow. The drive unit and transmission can be considered as part of such a drive system. The at least one drive wheel may include wheels located on the same or different axles of the vehicle. The drive unit may be an internal combustion engine drive unit, such as a gasoline or diesel engine. Alternatively or additionally, the drive unit may have an electric drive motor. Thus, the vehicle can be configured as a conventional internal combustion engine driven vehicle, an electric vehicle, or a hybrid vehicle, wherein the operating range of the drive unit can be set via the transmission and a driving level that can be set by means of the transmission. The vehicle can be, in particular, a commercial vehicle, such as a truck or bus. Attached Figure Description

[0059] Embodiments of this disclosure are explained below with reference to the accompanying drawings. They illustrate:

[0060] Figure 1 According to the implementation of the shifting mechanism of this disclosure,

[0061] Figure 2 According to the implementation of the shift module of this disclosure,

[0062] Figure 3 According to the implementation of the shift module of this disclosure,

[0063] Figure 4 According to the implementation of the shift module of this disclosure,

[0064] Figure 5 According to the implementation of the shift module of this disclosure,

[0065] Figure 6 Figure 1 A schematic cross-sectional view of the gear shift mechanism.

[0066] Figure 7 Figure 1 A schematic detail view of the gear shift mechanism.

[0067] Figure 8 Figure 1 A schematic cross-sectional view of the gear shift mechanism.

[0068] Figure 9 Figure 1 A schematic cross-sectional view of the gear shifting mechanism.

[0069] Figure 10 According to the schematic diagram of the transmission disclosed herein, and

[0070] Figure 11 Based on the schematic diagram of the vehicle disclosed herein. Detailed Implementation

[0071] Figure 1 An embodiment of the shifting mechanism according to this disclosure is shown.

[0072] The shift mechanism 1 shown has a first shift interface 2 and a second shift interface 3. A first axis 9 extends through the first shift interface 2, while a second axis 10 extends through the second shift interface 3. The first axis 9 is shown in perspective in the figure. The first axis extends above the second axis 10, which extends horizontally from left to right in the figure. The two axes 9 and 10 are oriented at an angle to each other, wherein if the first axis 9 is moved downward until it intersects the second axis 10, the first axis will intersect the second axis 10 at a right angle.

[0073] The shift mechanism 1 has a transmission interface 4. The transmission interface 4 has a connection section 401 to which the shifting element of the transmission (not shown) can be connected.

[0074] The first shift interface 2 is configured to receive the first drive motion 5. The first drive motion 5 is here set to linear motion and oriented along the first axis 9.

[0075] The first shift interface 2 also has a hinged connector 201 and a receiving element 203, wherein the receiving element 203 extends rearward along the first axis 9. A connecting section 202 is provided at the end of the receiving element 203. A first drive unit (not shown) can be connected to the first shift interface 2 via the connecting section so as to apply a first drive motion 5 to the first shift interface 2.

[0076] A first adjusting element 7 is disposed below the hinged connector 201 and has an intermediate section 701 extending from the hinged connector 201 to the second axis 10. On the second axis 10, the intermediate section 701 connects to a connecting section 702 of the first adjusting element 7. The connecting section 702 is arranged such that a second adjusting element 8, extending coaxially with the axis 10, extends through the connecting section 702. The connecting section 702 and the second adjusting element 8 are torsionalally connected to each other relative to the second axis 10. The second adjusting element 8 is also configured to rotate about the second axis 10, thus forming the axis of rotation of the first adjusting element 7.

[0077] Here, the transmission interface 4 is directly connected to the first adjustment element 8 and can be implemented on the first adjustment element 8 in particular.

[0078] The shifting mechanism 1 shown is configured to convert a first drive motion 5 into a first adjustment motion 18, such as a selection motion. Corresponding to this first adjustment motion, the transmission interface 4, and in particular the connecting section 401, is moved. The conversion is as follows: The linear first drive motion 5 is transmitted to the hinged connector 201 via the receiving element 203. Consequently, the hinged connector 201 is displaced along the first axis 9, thereby initiating a common rotational movement of the first adjusting element 7 and the second adjusting element 8 about the second axis 10 due to the torsional connection between the connecting section 702 and the adjusting element 8.

[0079] Therefore, this rotational motion around axis 10 also serves as the first adjustment motion 18 on the transmission interface 4.

[0080] Therefore, the first adjustment movement 18 can be generated by the first driving movement 5.

[0081] Furthermore, the second shift interface 3 has a connection section 301. A second drive unit (not shown) can be connected to this connection section to apply the second drive motion 6 to the second shift interface 3.

[0082] In the illustrated embodiment, the second shift interface 3, especially the connection section 301, is integrally constructed with the second adjustment element 8.

[0083] The second drive motion 6 can be converted into a second adjustment motion 19 acting on the transmission interface 4 by the shift mechanism 1. The second adjustment element 8 is configured to be displaceable relative to the connecting section 702 along the second axis 10, that is, when the second drive motion 6 is applied to the interface 3 and thus to the second adjustment element 8, the second adjustment element 8 can be displaced accordingly along the second axis 10. In other words, the second adjustment element 8 and the connecting section 702 are non-axially fixedly connected relative to the second axis 10. Therefore, the second adjustment element 8 can move relative to the connecting section 702 and thus relative to the first adjustment element 7 along the second axis 10. Thus, in the shift mechanism 1 shown, the second adjustment motion 19 corresponds to the second drive motion 6, that is, there is a direct drive for the second drive motion 6 between the second shift interface 3 and the transmission interface 4.

[0084] Due to the axial displacement of the second adjusting element 8 relative to the connecting section 7, the second adjusting movement 19 can be performed by the mechanism 1 without affecting the angular position of the transmission interface 4 relative to the second axis 10, which corresponds to the setting of the first adjusting movement 18 during rotation.

[0085] The hinged connector 201 is configured such that, relative to the first shift interface 2 (especially relative to the connecting section 202), the first adjusting element 7, especially the intermediate section 701, achieves a fixed rotation point. In other words, the first adjusting element 7 is arranged to be able to swing relative to the hinged connector 201, or the connecting section 202.

[0086] The hinge connector 201 is specifically configured such that the rotation point or axis of rotation for the first adjusting element 7, or intermediate segment 701, realized through the hinge connector 201, allows only one degree of rotational freedom, particularly only one degree of rotational freedom about an axis transverse to the first axis 9. Displacement of the first adjusting element 7, or intermediate segment 701, relative to the hinge connector 201 is prevented by the hinge connector 201. Since the distance between the hinge connector 201 and the second axis 10 changes when the hinge connector 201 moves along the first axis 9 corresponding to the first drive movement 5, the first adjusting element 7 has length compensation (not shown) so as not to obstruct the rotational movement of the first adjusting element 7 about the axis 10 caused by the first drive movement 5. For example, in… Figure 6 The paper demonstrates a feasible method for length compensation.

[0087] Figure 2 An embodiment of the shift module according to this disclosure is shown.

[0088] The shift module 13 shown has, for example, Figure 1 The shift mechanism 1 shown is illustrated. Therefore, for a description of the shift mechanism 1, please refer to the section on... Figure 1 Explanation.

[0089] The shift module 13 has a first drive unit 11. This first drive unit has a connecting element 1102 with a connecting section 1101. The connecting section 1101 is configured to connect to the connecting section 202 of the receiving element 203. Through this connection, the first drive motion 5 can act as a linear motion generated by the first drive unit 11 onto the first shift interface 2 and thus onto the shift mechanism 1.

[0090] The shift module 13 has a second drive unit 12. This second drive unit has a connecting element 1202 with a connecting section 1201. The connecting section 1201 is configured to connect to the connecting section 301 of the second shift interface 3. Through this connection, the second drive motion 6 can act as a linear motion generated by the second drive unit 12 onto the second shift interface 3 and thus onto the shift mechanism 1.

[0091] In the illustration of the shift module 13, the connections between connecting sections 202 and 1101, and between connecting sections 301 and 1201, are axially fixed. Therefore, linear drive motions 5 and 6 can be transmitted accordingly. However, no rotational motion can be transmitted via these connections. That is, the rotational freedom of connecting sections 202 and 1101, or between receiving element 203 and connecting element 1102, about the first axis 9 is not restricted. In other words, there is no torsional connection. Furthermore, this means that the rotational freedom of connecting sections 301 and 1201, or between the second adjusting element 8 and connecting element 1202, about the second axis 10 is not restricted. In other words, there is no torsional connection. This has the advantage that rotational movements that occur due to tolerances or other effects in the shift mechanism 1 and are oriented about the corresponding axes 9 and 10 are not transmitted to the connecting section 1101, and therefore not to the connecting element 1102 or the connecting section 1201, and consequently not to the connecting element 1202. Therefore, the transmission of the first drive motion 5 or the second drive motion 6 to the corresponding shift interfaces 2 and 3 can be carried out purely axially, thereby protecting the corresponding drive units 11 and 12.

[0092] In this embodiment, the connection configuration between connecting sections 202 and 1101, or 301 and 1201, is detachable. Therefore, the existence of a detachable connection allows for the replacement or removal of the first drive unit 11 or the second drive unit 12.

[0093] The connection between connecting sections 202 and 1101, or 301 and 1201, can also be constructed to be non-detachable, so that receiving section 203 can be considered as part of connecting element 1102, or the second adjusting element 8 can be considered as part of connecting element 1202. This achieves a two-piece piston rod, especially in the case of drive units 11 and 12 operating on pressure media.

[0094] Figure 3 An embodiment of the shift module according to this disclosure is shown.

[0095] The shift module 13 shown here corresponds to Figure 2 The shift module. Therefore, it is basically referenced to the shift module. Figure 2 The above description.

[0096] and Figure 2Unlike the shift module, the connection between drive units 11 and 12 and shift mechanism 1 is torsional and axially fixed in this configuration. In other words, there is a torsional connection between connecting section 202 and connecting section 1101 relative to the first axis 9, and a torsional connection between connecting section 301 and connecting section 1201. This retains the advantage of a detachable connection, which allows for replacement or removal of the first drive unit 11 or the second drive unit 12. However, due to the torsional connection, a rigid and more direct connection between connecting sections 202 and 1101, or 301 and 1201, can be achieved if necessary, thus avoiding backlash in shift mechanism 1.

[0097] Figure 4 An embodiment of the shift module according to this disclosure is shown.

[0098] The shift module 13 shown here essentially corresponds to Figure 2 The shifting module is shown here. The difference lies in that drive units 11 and 12 are specifically illustrated here. More precisely, drive unit 11 has a piston 1103, while drive unit 12 has a piston 1203. Pistons 1103 and 1203 are guided within their respective drive units 11 and 12. Piston 1103 is configured to be displaceable parallel to a first axis 9, while piston 1203 is configured to be displaceable parallel to a second axis 10. Both drive units 11 and 12 are configured here as pressure-medium driven units, wherein the respective pistons 1103 and 1203 can be moved by supplying or discharging pressure medium to or from the respective drive units 11 and 12. For clarity, pressure medium lines, etc., are not shown. Here, piston displacement of piston 1103 parallel to the first axis 9 corresponds to a first drive movement 5, and piston displacement of piston 1203 parallel to the second axis 10 corresponds to a second drive movement 6. The pressure medium can be, in particular, compressed air or hydraulic fluid.

[0099] Instead of the embodiments shown herein, drive units 11, 12, or at least one of them may be configured as electromechanical drive units, as described above.

[0100] Figure 5 An embodiment of the shift module according to this disclosure is shown.

[0101] The shift module 13 shown here and Figure 2The shift module is similar to that in the previous version. The difference is that the connection between sections 202 and 1101, and between 301 and 1201, is missing here. Instead, the connecting element 1102 is directly connected to the receiving element 203. Furthermore, the second adjusting element 8 is directly connected to the connecting element 1202. In other words, the connecting element 1102 is integrated with the receiving element 203, and the second adjusting element 8 is integrated with the connecting element 1202. This embodiment omits the previously mentioned... Figures 2 to 4 The connection shown in the diagram allows the drive units 11 and 12 to be more securely attached to the shift mechanism 1. This enables the first drive motion 5 to be transmitted more directly to the receiving element 203, and the second drive motion 6 to be transmitted more directly to the second adjusting element 8.

[0102] Especially when drive units 11 and 12 are configured as drive units operating on pressure media, connecting elements 1102 and 1202 can be configured as corresponding piston rods. Due to the integrated construction of connecting element 1102 and receiving element 203, the illustrated embodiment can be understood as such that receiving element 203, and in particular hinged connector 201, or a portion thereof, is configured as part of the piston rod of the first drive unit 11. Due to the integrated construction of connecting element 1202 and second adjusting element 8, the illustrated embodiment can be understood as such that the second adjusting element 8 is configured as part of the piston rod of the second drive unit 12.

[0103] Generally speaking, the embodiments shown can be understood as such that the receiving element 203 and / or the hinged connector 201 are configured as part of the connecting element 1102 of the first drive unit 11.

[0104] Generally speaking, the embodiments shown can be understood as such that the second adjustment element 8 is configured as part of the connection element 1202 of the second drive unit 12.

[0105] Therefore, the configuration of the shift module 13 and the associated shift mechanism 1 shown here is compared to... Figures 1 to 4 The implementation method described above is even less complicated.

[0106] Generally speaking, Figures 2 to 5 The embodiments of the shifting modules shown can be combined with each other. The drive units 11 and 12 need not be constructed to be identical to each other. Instead, for example, a drive unit that operates on a pressure medium can be set as the first or second drive unit 11 or 12, while the other drive units 11 and 12 can be constructed as electromechanical driven units.

[0107] The connection between connecting segments 202 and 1102, or 301 and 1202, can also be configured differently. For example, the connection between connecting segments 202 and 1102 can correspond to... Figure 2 , 3 Alternatively, it can be constructed using 4, and the connection between connecting segments 301 and 1202 can correspond independently to this. Figure 2 , 3 Another connection in 4. It can also be configured such that one of the connections is constructed as a single unit, such as... Figure 5 As shown.

[0108] Figure 6 It shows Figure 1 A schematic cross-sectional view of the gear shifting mechanism.

[0109] The view shown corresponds to, as in Figure 1 Section II is shown in the diagram. Here, a section is basically shown passing through the connecting section 702 of the second adjusting element 8 and the first adjusting element 7. Only the upwardly extending intermediate section 701 and the hinged connector 201 including the receiving element 203 are shown here. The line of sight looking towards the second adjusting element 8 corresponds here to the line of sight away from the transmission interface 4 and towards the second shift interface 3.

[0110] As can be seen, the connecting section 702 partially surrounds the second adjusting element 8. The connecting section 702 is provided with an opening 704 that opens downwards in the figure. The second adjusting element 8 is inserted into the opening 704. In the cross-sectional view shown, the connecting section 702 has an open shape. Within the connecting section 702, the connecting section 702 has a contact surface 703 facing the second adjusting element 8. The second adjusting element 8 has a corresponding contact surface 801 as its outer surface, which is opposite to the contact surface 703 of the connecting section 702. The corresponding contact surface 703 of the connecting section 702 contacts the contact surface 801 of the second adjusting element 8. However, the contact surfaces 703 and 801 are configured such that a torsional connection is established between the connecting section 702 and the second adjusting element 8 relative to the second axis 10. That is, when the first driving motion 5 is applied to the receiving element 203, or the hinged connector 201, a rotational motion of the first adjusting element 7 begins, which is transmitted via the contact surfaces 703 and 801. In this way, the first rotational adjustment motion 18 can be generated by the first driving motion 5.

[0111] The embodiment of the connecting section 702 shown here also allows for length compensation, which is necessary when the first adjusting element 7 rotates about the second axis 10. Since the connection between the first adjusting element 7 and the hinged connector 201 presents a fixed point, when the first adjusting element 7 rotates out of the position shown by means of rotation about the second axis 10, the contact surfaces 703, 801 can slide relative to each other in the radial direction relative to the second axis. The contact surfaces 703, 801 are thus kinematically matched with the shift mechanism 1, so that even if the first adjusting element 7 deflects to its maximum due to the first drive motion 5, the connection of the contact surfaces 703, 801 is always present, thereby maintaining the torsional connection between the connecting section 702 and the second adjusting element 8.

[0112] The connecting section 702 and the second adjusting element 8 are configured such that they can be displaced relative to each other parallel to the second axis 10. That is, the contact surfaces 703 and 801 do not impede this displacement. The contact surfaces 703 and 801 can be oriented substantially parallel to the second axis 10. At least one of the contact surfaces 703 and 801 can be segmented, as described above, while the other contact surfaces 703 and 801 that contact the segmented contact surface are not segmented.

[0113] The opening 704 in the connecting section 702 simplifies the assembly of the shifting mechanism. The second adjusting element 8 and the connecting section 702 do not necessarily need to be inserted into each other with a movement parallel to the second axis 10. Instead, a vertically extending or relative movement, as shown in the figures, between the connecting section 702 and the second adjusting element 8 is possible, allowing the second adjusting element 8 to engage with the connecting section 702 through the opening 704, as shown, so that contact surfaces 703 and 801 come into contact with each other. Therefore, the opening 704 facilitates the assembly of the shifting mechanism 1.

[0114] The embodiment of the connecting section (not shown) does not have this opening 704. Instead, in this embodiment, the connecting section completely surrounds the second adjusting element 8. Here, the connecting section forms a closed structure. To achieve length compensation as before, the connecting section can be configured such that relative movement between the second adjusting element 8 and the connecting section is possible along the direction of the hinged connector 201, or away from the hinged connector. That is, it is a radial relative movement relative to the second axis 10. Therefore, the connecting section is configured to be relatively displaceable in this direction relative to the second adjusting element 8, wherein the closed structure of the connecting section is configured such that kinematic length compensation is achieved for all angular positions of the first adjusting element 7 relative to the second axis 10. The closed shape of the connecting section 702 (which may be configured, for example, as a sleeve extending along the second axis) has the advantage that the closed structure forms a significantly more rigid and circumferentially load-bearing structure.

[0115] Figure 7 and Figure 8 It shows Figure 1 A schematic detail view of the gear shift mechanism.

[0116] The guide of the receiving element 203 is shown in both figures. Therefore, the two figures will be described together below.

[0117] Figure 7 It shows Figure 1 The shift mechanism 1 is viewed along the second axis 10 away from the transmission interface 4 and in the direction of the second shift interface 3. Figure 8 It shows Figure 7 Section line II-II inserted in the middle.

[0118] It can be seen that the contact section 204 is connected to or constructed on the receiving element 203. Figure 7 and Figure 8 The contact segment 204 extending from left to right forms a contact surface that contacts the mating surface 205. For example, the mating surface 205 can be formed on... Figures 2 to 5 The shift module 13 shown is mounted on the housing or supporting element, or formed on the transmission housing in which the shift module or shift mechanism is disposed. The mating surface 205 is configured to be fixed relative to the receiving element 203 and therefore relative to the contact section 204. Thus, the contact section 204 and the mating surface 205 form a contact surface that guides the receiving element 203 when it is displaced parallel to the first axis 9. Therefore, particularly by the contact section 204 extending transversely to the first axis 9, torsional fixation of the receiving element 203 relative to the first axis 9 can be achieved by the contact surface or by the guidance thus formed.

[0119] Figure 9 It shows Figure 1 A schematic cross-sectional view of the gear shifting mechanism.

[0120] The line of sight in this view corresponds to Figure 1 The line of sight is shown in Figure III. For clarity, Figure 1 The other cross-sectional orientation line is omitted in the text.

[0121] Here, the cross-sectional plane extends perpendicular to the first axis 9 and passes directly through the hinged connector 201. Here, the bolt 207 extends horizontally through the receiving element 203 in the figure, and further extends transversely to the first axis 9. Therefore, the bolt 207 forms a rotation axis 206 for the mating member 208 that engages with the bolt 207. Thus, the mating member is configured to rotate about the rotation axis 206. The mating member 208 is further connected downwards to the intermediate section 701 of the first adjusting element 7. This connection can, for example, be an integral connection.

[0122] This achieves a simple hinged connection, which allows for rotational freedom between the receiving element 203 and the first adjusting element 7.

[0123] Figure 10 A schematic diagram of a transmission according to this disclosure is shown.

[0124] The transmission 14 shown is marked by a dashed box. This box may represent the transmission housing.

[0125] For example, like in Figures 2 to 5 As shown, a shift module 13 is provided within the transmission 14. Here, the shift module 13 is essentially shown as a block, with a transmission interface 4 connected to the second adjustment element 8. The connection section 401 of the transmission interface 4 is axially fixed and torsionalally resistedly connected to the connection section 1501 of the shift element 15 of the transmission. The shift element 15 can be configured, for example, as a shift lever, wherein the shift element is arranged in the transmission 14 such that it has degrees of freedom of movement corresponding to the first adjustment movement 18 and the second adjustment movement 19. Therefore, the adjustment movements 18, 19 can be transmitted to the shift element 15 via the transmission interface 4. Thus, the shift element 15 can perform the adjustment movements 18, 19 within the transmission 14.

[0126] The shift element 15 also has an engagement element 1502, which is connected to the shift element 15 in a torsional and axially fixed manner, for example. Here, a rotational movement of the shift element 15, which is coaxially arranged with the second axis 10 of the shift module 13, can be performed by a first adjustment movement 18, allowing the engagement element 1502 to engage with one of the plurality of shift levers 16 of the transmission 14. Here, the transmission 14 is configured such that only one of the shift levers 1601, 1602, and 1603 can always engage with the engagement element 1502. By preventing the engagement element 1502 from engaging simultaneously with, for example, the first shift lever 1601 and the second shift lever 1602, the movement or shifting of both shift levers 1601 and 1602 via the shift element 15 is prevented. This prevents damage to the transmission 14.

[0127] Shift fork 17 is connected to shift lever 16, wherein first shift lever 1601 is connected to first shift fork 1701, second shift lever 1602 is connected to second shift cable 1702, and third shift lever 1603 is connected to third shift fork 1703. Shift lever 16 and consequently shift fork 17 are displaceably arranged parallel to the second axis 10 and positioned such that engagement element 1502 can engage with the desired shift lever 16 by rotation in response to a first adjustment movement 18.

[0128] Figure 11 A schematic diagram of a vehicle according to this disclosure is shown.

[0129] Vehicle 90 is shown, which has the following features: Figure 10 The transmission 14 is shown. The transmission 14 has a shift module 13, for example in... Figures 2 to 5 As shown in the figure, vehicle 90 also has a drive unit 9001. The drive unit 9001 is configured to provide drive power. Furthermore, vehicle 90 has two drive wheels 9003 on either side of its longitudinal axis 9002. Vehicle 90 has a mechanical power flow, for example, achieved through a drive system. In the figures, the power flow is indicated by arrows between drive unit 9001 and transmission 14, and between transmission 14 and drive wheels 9003. Vehicle 90 may also have non-drive wheels 9004. Drive power can be directed to drive wheels 9003 via the mechanical power flow through transmission 14. Drive unit 9001 and transmission 14 can be considered as part of such a drive system. Drive wheels 9003 are arranged on the same axle of vehicle 90. Alternatively, drive wheels may also be arranged on multiple axles of vehicle 90. For example, wheel 9004 may also be driven, meaning power can be directed from transmission 14 to wheel 9004. Drive unit 9001 may be an internal combustion engine drive unit, such as a gasoline engine or a diesel engine. Alternatively or additionally, the drive unit 9001 may have an electric drive motor. Therefore, the vehicle 90 can be configured as a conventional internal combustion engine driven vehicle, an electric vehicle, or a hybrid vehicle, wherein the operating range of the drive unit 9001 can be set via the transmission 14 and the driving levels settable by means of the transmission. The vehicle 90 can particularly be configured as a commercial vehicle, such as a truck or bus.

[0130] List of reference numerals

[0131] 1. Gear shifting mechanism

[0132] 2 First shift interface

[0133] 3 Second shift interface

[0134] 4. Transmission Interface

[0135] 5. First driving motion

[0136] 6 Second drive motion

[0137] 7 First Adjustment Element

[0138] 8 Second Adjustment Element

[0139] 9 First Axis

[0140] 10 Second Axis

[0141] 11 First Drive Unit

[0142] 12 Second Drive Unit

[0143] 13-speed shift module

[0144] 14-speed transmission

[0145] 15 shift elements

[0146] 16-speed shift lever

[0147] 17 Shift Fork

[0148] 18 First Adjustment Movement

[0149] 19 Second Adjustment Movement

[0150] 90 vehicles

[0151] 201 Hinged connector

[0152] 202 Connecting Section

[0153] 203 Receiving Element

[0154] 204 Contact Section

[0155] 205 Pairing Faces

[0156] 206 Rotation axis

[0157] 207 bolts

[0158] 208 mating parts

[0159] 301 Connecting Section

[0160] 401 Connecting Section

[0161] 701 Intermediate Section

[0162] 702 Connecting Section

[0163] 703 contact surface

[0164] 704 Opening

[0165] 801 contact surface

[0166] 802 contact surface

[0167] 1101 Connecting Section

[0168] 1102 Connecting element

[0169] 1103 Piston

[0170] 1201 Connecting Section

[0171] 1202 Connecting element

[0172] 1203 Piston

[0173] 1501 Connecting Section

[0174] 1502 Connecting element

[0175] 1601 First gear shift lever

[0176] 1602 Second gear shift lever

[0177] 1603 Third gear shift lever

[0178] 1701 First Shift Fork

[0179] 1702 Second Shift Fork

[0180] 1703 Third shift fork

[0181] 9001 drive unit

[0182] 9002 Vehicle longitudinal axis

[0183] 9003 Drive Wheel

[0184] 9004 Non-drive wheel

Claims

1. A shift mechanism (1) for a transmission (14), wherein The shift mechanism (1) has - a first shift interface (2), and - a transmission interface (4), wherein the first shift interface (2) is configured to receive a first drive movement (5) parallel to a first axis (9), wherein the shift mechanism (1) is configured to generate a first adjustment movement (18) from the first drive movement (5) and to act it onto the transmission interface (4), wherein the transmission interface (4) is configured to be coupled to a shift element (15) of the transmission (14) such that the first adjustment movement (18) can be applied to the shift element (15) via the transmission interface (4), wherein the first shift interface (2) is connected to a first adjustment element (7) via a hinged connection (201), and the first adjustment element (7) is configured to receive the first drive movement (5) via the hinged connection (201) and to convert it into the first adjustment movement (18) or an intermediate movement.

2. The shift mechanism (1) according to claim 1, wherein The shift mechanism (1) has - a second shift interface (3), wherein the second shift interface (3) is configured to receive a second drive movement (6) parallel to a second axis (10), wherein the shift mechanism (1) is configured to generate a second adjustment movement (19) from the second drive movement (6) and to act it onto the transmission interface (4), wherein the transmission interface (4) is configured to be coupled to a shift element (15) of the transmission (14) such that the second adjustment movement (19) can be applied to the shift element (15) via the transmission interface (4).

3. The shift mechanism (1) according to claim 2, wherein The first drive movement (5) is a linear movement, and / or wherein the second drive movement (6) is a linear movement.

4. The shift mechanism (1) according to claim 1, wherein the first adjustment movement (18) is a rotational movement.

5. The shift mechanism (1) according to claim 2, wherein the second adjustment movement (19) is a linear movement.

6. The shift mechanism (1) according to claim 2, wherein the first adjustment element (7) is arranged to be rotatable about the second axis (10) of the shift mechanism (1).

7. The shift mechanism (1) according to claim 6, wherein the second axis (10) is oriented coaxially with the second drive movement (6) and / or coaxially with the second adjustment movement (19).

8. The shift mechanism (1) according to claim 6 or 7, wherein the first adjustment element (7) has a coupling section (702) by which it is torsionally coupled to a second adjustment element (8) of the shift mechanism (1) which is arranged to be rotatable about the second axis (10).

9. The shift mechanism (1) according to claim 8, wherein between the coupling section (702) and the second adjustment element (8) contact faces (703, 801) are arranged which contact each other such that a torsionally resistant coupling is configured between the first adjustment element (7) and the second adjustment element (8).

10. The shift mechanism (1) according to claim 8, wherein the second adjustment element (8) is arranged displaceable parallel to the second axis (10).

11. The shift mechanism (1) according to claim 8, wherein the coupling section (702) at least partially surrounds the second adjustment element (8).

12. The shift mechanism (1) according to claim 8, wherein The coupling section (702) has an opening (704) in a circumferential direction with respect to the second axis (10), or wherein, the coupling section (702) is configured closed in a circumferential direction with respect to the second axis (10).

13. The shift mechanism (1) according to claim 8, wherein the intermediate section (701) of the first adjustment element (7) extends radially with respect to the second axis (10) and is connected to the articulated connection (201).

14. The shift mechanism (1) according to claim 8, wherein the transmission interface (4) is configured on the second adjustment element (8).

15. The shift mechanism (1) according to any one of claims 1 to 7 and 9 to 14, wherein the first shift interface (2) has a receiving element (203) configured for transmitting the first drive motion (5) onto the articulated connection (201).

16. The shift mechanism (1) according to claim 15, wherein the receiving element (203) extends essentially along the first axis (9).

17. The shift mechanism (1) according to claim 16, wherein the articulated connection (201) has an axis of rotation transverse to the first axis (9), so that the first adjustment element (7) can be swung about the axis of rotation.

18. The shift mechanism (1) according to claim 15, wherein the shift mechanism (1) has a guide configured for guiding the receiving element (203) when receiving the first drive motion (5).

19. The shift mechanism (1) according to claim 18, wherein the guide is configured for guiding the receiving element (203) when transmitting the first drive motion (5) onto the articulated connection (201).

20. The shift mechanism (1) according to claim 18, wherein The guide has a facing surface, wherein the facing has a contact section (204) connected to the receiving element (203) and a counter face (205) fixed with respect to the receiving element (203).

21. The shift mechanism (1) according to any one of claims 1 to 7, 9 to 14 and 16 to 20, wherein the shift mechanism (1) is configured for detecting a shift state.

22. A shift module (13) for a transmission (14), wherein, The shift module (13) has a shift mechanism (1) according to any one of the preceding claims, wherein the shift module (13) has a first drive unit (11) which is connected to a first shift interface (2) in order to act a first drive movement (5) onto the first shift interface (2), wherein the shift module (13) has a second drive unit (12) which is connected to a second shift interface (3) in order to act a second drive movement (6) onto the second shift interface (3).

23. Shift module (13) according to claim 22, wherein the first drive unit (11) is a pressure medium operated drive unit or an electromechanically operated drive unit, and / or wherein the second drive unit (12) is a pressure medium operated drive unit or an electromechanically operated drive unit, and / or wherein the shift module (13) is configured for detecting a shift state, and / or wherein the drive unit and / or the driven unit (12) is connected to the respective shift interface (2, 3) by means of a multi-piece connection element.

24. A transmission (14) for a vehicle (90), wherein, The transmission (14) has a shift module (13) according to claim 22 or 23 and has a shift element (15), wherein the shift element (15) is connected with the shift module (13) via a transmission interface (4) of the shift mechanism (1) in order to be able to transmit a first adjustment movement (18) and a second adjustment movement (19) onto the shift element (15).

25. A vehicle (90) having a transmission (14) according to claim 24, a drive device (9001) which is configured for providing a drive power, and at least one drive wheel (9003), wherein the vehicle (90) has a mechanical power flow such that the drive power can be guided via the transmission (14) onto the at least one drive wheel (9003).

Images