Automated manual transmission

Abstract

Automated manual transmission (2), comprising: a gearbox housing (2A) having a motor mounting surface (4A) extending in the longitudinal direction of the vehicle; a gear-changing mechanism (60) which is housed in the transmission housing (2A) and adapted to perform a gear change by actuating a clutch (7) and a shifting and shifting shaft (34); a hydraulic pressure generator (63) comprising a reserve reservoir (43) adapted to store hydraulic oil in order to generate hydraulic pressure; a clutch actuator (17) adapted to use hydraulic oil supplied by the hydraulic pressure generator (63) to actuate the clutch (7); a gear-shift actuator (64) adapted to use hydraulic oil supplied by the hydraulic pressure generator (63) to actuate the shift and shift shaft (34); and a control unit (49) adapted to electrically control the clutch actuator (17) and the gear shift actuator (64); wherein the hydraulic pressure generator (63), the clutch actuator (17), the gear shift actuator (64) and the control unit (49) are arranged above the transmission housing (2A); wherein the gear shift actuator (64) has a gear shift actuator housing (65) which is designed in a rectangular shape, wherein in a top view of the automated transmission (2) it has a longer side (65A) and a shorter side (65B), the longer side (65A) being arranged adjacent to the displacement and shift shaft (34); and wherein the control unit (49) comprises a control unit housing (50) which is designed in a rectangular shape, wherein in the top view of the automated transmission (2) it has a longer side (50A) and a shorter side (50B), characterized in that that the longer side (65A) of the gear shift actuator housing (65) and the longer side (50A) of the control unit housing (50) extend close to each other and parallel to the motor mounting surface (4A) of the transmission housing (2A); that the reserve container (43) is located in the top view of the automated manual transmission (2), viewed in the longitudinal direction of the vehicle, in front of the gear shift actuator housing (65) and the control unit housing (50); that the clutch actuator (17) is designed in a form which extends in identical directions to the motor mounting surface (4A) of the gearbox housing (2A) and is arranged between the gearbox housing (2A) and the control unit housing (50); that the automated transmission (2) comprises a base plate (47), wherein for installation in the base plate (47) the base plate (47) is equipped on its upper side with a combination of the following parts: the reserve container (43), the gearshift actuator (64), which includes the gearshift actuator housing (65), and the control unit (49), which includes the control unit housing (50), and that the clutch actuator (17) is arranged for installation in the base plate (47) on a lateral side of the base plate (47).

Description

Background of the invention: Technical field

[0001] This invention relates to automated transmissions, in particular automated transmissions which are adapted to perform shifting operations automatically, unlike a manual transmission. State of the art

[0002] In general, automatic transmissions installed in vehicles, such as automobiles, are known as MT (Manual Transmission, Schaltgetriebe) of the spur gear type, which include an actuator that automatically performs combinations of shifting and clutch operations to enable automatic gear changes as in an AT (Automatic Transmission,automatische Getriebe).

[0003] Such automatic transmissions, called AMT (Automated Manual Transmission), are adapted to enable automatic gear changes without requiring major design changes to existing MTs, thus saving manufacturing costs compared to planetary gear type automatic transmissions.

[0004] Furthermore, these use slip clutches, not fluid clutches, to absorb engine power, thus offering the advantage of excellent power transmission efficiency.

[0005] One type of previously existing automated manual transmission is disclosed in JP 2005 - 291 461 A. This automated manual transmission is designed as a transaxle transmission with an integrated differential and is coupled to an engine to allow it to be positioned side-by-side with the engine across the vehicle width, in order to be arranged longitudinally in an engine compartment.

[0006] This automated manual transmission was installed in a vehicle designed as an FF (front engine, front-wheel drive) vehicle, with the automated manual transmission and engine installed in a front section of the vehicle to drive the front wheels.

[0007] Furthermore, the existing automated transmission includes a shift unit that controls the automatic shifting operations, with a set of associated components that include a combination of a hydraulic pressure generator and a clutch actuator for actuating the clutch, and these are arranged below the transmission housing, and the remaining components, which include a gear-change actuator for changing gears and the like, are arranged above the transmission housing.

[0008] This allowed previous automated manual transmissions to successfully utilize a dead space under the vehicle, thus enabling a compact arrangement of the automated manual transmission in the engine compartment.

[0009] An automated manual transmission is known from the publication SAAD: What is Celerio's AMT (Auto Gear Shift) and How Does It Work?, January 30, 2014, pages 1-4, URL: https: / / motorbash.com / what-is-clerios-amt-auto-gear-shift-and-how-does-it-work / [online]. [accessed June 14, 2021].

[0010] Another automated manual transmission is described in the publication: ENGEL-HARDT K.: MTA - The Third Generation. Opel article, May 21, 2014. Pilot production, Autumn 2014. Sales in the Corsa, pages 1-4. URL: https: / / www.opelpost.com / 01 / 2015 / mta-diedritte generation / [online]. [accessed June 14, 2021]. Brief description of the invention

[0011] Previous automated manual transmissions, which had the hydraulic pressure generator and clutch actuator located below the transmission housing, required a hydraulic line to transmit hydraulic pressure between the upper and lower parts of the housing. Therefore, the hydraulic line was positioned on a lower section of the vehicle, with the risk of it being touched by gravel or other objects protruding from the ground.

[0012] It was therefore desirable to arrange the entire set of components of the shifting unit above the gearbox housing, subject to the provision of a gear-shifting actuator at an upper end of a displacement and shift shaft adapted to determine or specify shifting operations.

[0013] This arrangement required that the remaining components of the shifting unit be positioned in accordance with the position at an upper end of the shift actuator, with concerns about significant impairment of the conditions for the shape and construction of other vehicle accessories not belonging to the automated manual transmission.

[0014] This invention was created with such problems in mind. It is therefore an object of this invention to provide an automated manual transmission that is suitable for installation in a vehicle without undue restrictions on the design and shape of other vehicle components not belonging to the automated manual transmission.

[0015] According to a first aspect of this invention, an automated transmission is provided, comprising: a transmission housing having an engine mounting surface extending in the longitudinal direction of the vehicle; a gear-shifting mechanism housed in the transmission housing and adapted to perform gear changes by actuating a clutch and a shift and shift shaft; a hydraulic pressure generator comprising a reservoir adapted to store hydraulic oil for generating hydraulic pressure; a clutch actuator adapted to use the hydraulic oil supplied by the hydraulic pressure generator to actuate the clutch; a gear-shifting actuator adapted to use the hydraulic oil supplied by the hydraulic pressure generator to actuate the shift and shift shaft; and a control unit adapted toto electrically control the clutch actuator and the gearshift actuator, wherein the hydraulic pressure generator, the clutch actuator, the gearshift actuator and the control unit are mounted on the transmission housing, wherein the gearshift actuator has a gearshift actuator housing which is designed in a rectangular shape which, in a top view of the automated transmission, has a longer side and a shorter side, wherein the longer side is arranged adjacent to the displacement and shift shaft, and wherein the control unit comprises a control unit housing which is designed in a rectangular shape,which, in a top view of the automated transmission, has a longer side and a shorter side. According to the invention, the longer side of the gearshift actuator housing and the longer side of the control unit housing extend close to each other and parallel to the engine mounting surface of the transmission housing. In a top view of the automated transmission, the reserve reservoir is located in front of the gearshift actuator housing and the control unit housing, and the clutch actuator is designed in a form that extends in the same directions as the engine mounting surface of the transmission housing and is arranged between the transmission housing and the control unit housing. Furthermore, the automated transmission comprises a base plate (47), wherein, for installation in the base plate (47), the base plate (47) is equipped on its upper side with a combination of the following parts: the reserve reservoir (43),the gearshift actuator (64), which includes the gearshift actuator housing (65), and the control unit (49), which includes the control unit housing (50). The clutch actuator (17) is also arranged for installation in the base plate (47) on a lateral side of the base plate (47).

[0016] According to the first aspect, a combination of the hydraulic pressure generator, the clutch actuator, the gearshift actuator, and the control unit is arranged above the transmission housing. Additionally, the gearshift actuator comprises a gearshift actuator housing, which is rectangular in shape and, in a top view of the automated manual transmission, has a longer side and a shorter side, with the longer side being located adjacent to the shift and displacement shaft.

[0017] Furthermore, the control unit includes a control unit housing. The control unit housing is rectangular in shape, with one longer side and one shorter side when viewed from above the automated transmission.

[0018] The automated manual transmission comprises a combination of the longer side of the gearshift actuator housing and the longer side of the control unit housing, which extend close to each other, parallel to the engine mounting surface of the transmission housing. Specifically, the gearshift actuator housing and the control unit housing are arranged such that their longer sides are positioned close to each other and oriented in one direction parallel to the engine mounting surface.

[0019] This results in the long sides of the gear shift actuator housing and the control unit housing being positioned close to each other.

[0020] In the automated manual transmission, therefore, a combination of both the shorter side of the gearshift actuator housing and the shorter side of the control unit housing is oriented in the vehicle's transverse direction and arranged parallel to each other. This allows the gearshift actuator and the control unit to protrude only minimally in the vehicle's transverse direction.

[0021] As a result, the automated manual transmission can be installed in the vehicle without unduly restricting the conditions of the construction and the shape of the other vehicle accessories not belonging to the automated manual transmission. Brief description of the drawings Fig. Figure 1 is a frontal view of an automated manual transmission installed in a vehicle, as an illustration showing an embodiment of an automated manual transmission according to this invention. Fig. Figure 2 is a top view of the automated manual transmission installed in a vehicle, as an illustration showing an embodiment of the automated manual transmission according to this invention. Fig. Figure 3 is a right-side view of the automated manual transmission installed in a vehicle, as an illustration showing an embodiment of the automated manual transmission according to this invention. Fig. 4 is a section view along the section line I - I in Fig. 1, as an illustration showing an embodiment of the automated transmission according to this invention. Description of the exemplary implementations

[0022] The following describes embodiments of an automated transmission according to this invention with reference to the drawings. Fig. Figures 1 to 4 illustrate an embodiment of the automated transmission according to this invention.

[0023] The following section describes the structure. As in the Fig. As shown in Figures 1 to 3, vehicle 1 has an automated manual transmission 2, which is arranged in a front section thereof. The automated manual transmission 2 is coupled to the engine 3 in one of its states and is arranged transversely in an engine compartment 1C of vehicle 1.

[0024] The Fig. 1 to 4 each feature a combination of arrows representing the associated directions (e.g. a forward (FRONT) direction, a rightward (RIGHT) direction and / or an upward (UP) direction) of longitudinal, transverse and vertical axis directions as identified in the field of vision of a driver seated in a driver's seat in a longitudinally central section of vehicle 1.

[0025] In engine compartment 1C, a dashboard 1A is arranged as a partition at its rear end. The dashboard 1A serves to separate engine compartment 1C from the passenger compartment of vehicle 1. Engine compartment 1C has a left side wall 1B, which is arranged at its left end. The side wall 1B serves to cover engine compartment 1C from the left side.

[0026] The engine compartment 1C is provided as a spatial region in the vehicle 1, defined by the dashboard 1A, the left side wall 1B and a right side wall not shown.

[0027] As in the Fig. 1 and Fig. As shown in Figure 2, the engine 3 has a crankshaft 8 for converting the reciprocating motions of the pistons (not shown) into rotational motions in order to generate driving force as rotary torque. The engine 3 is housed transversely in the engine compartment 1C of the vehicle 1, so that the crankshaft 8 is oriented transversely to the vehicle.

[0028] As in the Fig. 1, Fig. 2, Fig. 3 or Fig. As shown in Figure 4, the automated transmission 2 comprises an input shaft 10 adapted to receive drive force from the engine 3 and a countershaft 23 arranged parallel to the input shaft 10. The automated transmission 2, in a state connected to an engine output, is housed transversely in the engine compartment 1C of the vehicle, with the input shaft 10 and the countershaft 23 oriented in the transverse direction of the vehicle.

[0029] Vehicle 1 uses the automated transmission 2 to change the rotational speed of the drive force generated in the engine 3 in order to drive the front wheels (not shown), thus propelling the vehicle. That is, according to these embodiments, vehicle 1 is designed as a front-engine, front-wheel-drive (FF) vehicle in which the engine 3 and the automated transmission 2 are arranged transversely.

[0030] The automated manual transmission 2 comprises a transmission housing 2A. The transmission housing 2A comprises a first housing 4, which is attached to the left end of the motor 3, and a second housing 5, which is attached to the left end of the motor 3.

[0031] The first housing 4 has a motor mounting surface 4A, which is attached to the motor 3. The motor mounting surface 4A extends in the longitudinal direction of the vehicle. The motor mounting surface 4A is provided at an end face of the first housing 4 facing the motor 3 and is connected to the motor 3 by means of bolts. The first housing 4 is tubular in shape, with an increasing (i.e., outwardly diverging) diameter as it extends towards the motor 3.

[0032] As in Fig. As shown in Figure 3, a clutch 7 is housed in the first housing 4. The clutch 7 comprises a disc-shaped clutch disc 7A. The clutch disc 7A is arranged opposite a flywheel (not shown) which is provided at one right end of the crankshaft 8 of the engine 3. In other words, the clutch disc 7A is designed as a single-disc slip clutch.

[0033] The clutch disc 7A is attached to a right end, which is an axial end, of the input shaft 10. The input shaft 10 is rotatably supported at one axial end section, which comprises the right end, by the first housing 4, and at the other axial end section, which comprises its left end, is rotatably supported by the second housing 5.

[0034] As in Fig. 3 or Fig. As shown in Figure 4, the first housing 4 has a front differential 11, which is accommodated in a lower part (in the vehicle's vertical axis direction) of a rear section (in the vehicle's longitudinal direction). The front differential 11 comprises a ring gear 11B, a combination of right and left side gears 11A, and a combination (not shown) of a differential housing and a pair of serrated rollers. A combination of right and left drive shafts (not shown) is fitted to the right and left side gears 11A at their proximal ends.

[0035] In the front differential 11, the differential housing is rotated by the drive force when transmitting the rotational torque from an output gear of the countershaft 23 to the ring gear 11B. The front differential 11 uses the pair of comb rollers to distribute the rotational torque of the differential housing to the right and left side gears 11A in a differently rotating manner. This design allows the front differential 11 to rotate the right and left drive shafts in a differently rotating manner.

[0036] As in Fig. As shown in Figure 4, a gear-shifting mechanism 60 is housed in the second housing 5. The gear-shifting mechanism 60 comprises the input shaft 10, the countershaft 23, a reverse shaft 24, and a shift and selector shaft 34.

[0037] The gear-changing mechanism 60 is designed by a gear-changing mechanism of the type spur gear or parallel shaft gear, which is generally used in manual transmissions, and it includes the sliding and shifting shaft 34, which is operable to set one of the forward or reverse shift positions, ranging from a first gear to a fifth gear.

[0038] As in Fig. 1 or Fig. As shown in Figure 2, the first housing 4 includes a clutch release shaft 15, which is provided at its upper section. The clutch release shaft 15 extends in the vertical direction. At its lower end, which extends into the first housing 4, the clutch release shaft 15 is connected to a clutch mechanism comprising a combination (not shown) of a release bearing, a diaphragm spring, etc.

[0039] In the clutch mechanism, the clutch release shaft 15 is adapted to rotate around its axis in one direction or the opposite direction to switch the clutch 7 between an engaged state and a disengaged state.

[0040] The clutch release shaft 15 has a clutch release arm 16, which is provided at its upper end. The clutch release arm 16 is connected at its pivotable remote end to a clutch actuator 17, which will be described later.

[0041] The clutch release arm 16 uses operating forces acting on it from the clutch actuator 17 to perform a pivoting motion in order to engage or disengage the clutch 7 (see Fig. 3).

[0042] As in Fig. As shown in Figure 4, the input shaft 10, the intermediate shaft 23 and the return shaft 24 are arranged rotatably on the second housing 5, extending parallel to each other.

[0043] Gears 31 are arranged on the input shaft 10 to establish, as required, forward and reverse shift positions ranging from a first to a fifth gear.

[0044] The gears 31 comprise gears adapted to the input shaft 10, each adapted to rotate about the axis of the input shaft 10 to engage a third, fourth, or fifth gear, but these are prevented from axial movement along the axis of the input shaft 10. Furthermore, the gears 31 comprise gears attached to the input shaft 10, each adapted to rotate integrally with it to engage a first, second, or reverse gear position.

[0045] Furthermore, the input shaft 10 includes a sliding sleeve (not shown) for adjusting the third and fourth gears, which is attached to it between two gears to adjust the third and fourth gears. The sliding sleeve for adjusting the third and fourth gears is integrally rotatable with the input shaft 10 and is axially movable along the axis of the input shaft 10.

[0046] Gears 32 are arranged on the countershaft 23 in a sequence from the side of the clutch 7, each of which is adapted to set a forward shift position that changes from the first gear to the fifth gear.

[0047] The gears 32 comprise gears that are adapted to the countershaft 23 and that are each adapted to rotate around an axis of the countershaft 23 in order to engage a first gear or a second gear, but are prevented from axial movement along the axis of the countershaft 23.

[0048] Furthermore, the gears comprise 32 gears which are attached to the countershaft 23 and which are each adapted to rotate integrally with it in order to set the third gear, the fourth gear or the fifth gear.

[0049] Furthermore, the countershaft 23 has a sliding sleeve (not shown) for selecting first and second gear, which is fitted to it between two gears to select first and second gear. The sliding sleeve for selecting first and second gear is integrally rotatable with the countershaft 23 and axially movable along the axis of the countershaft 23.

[0050] Furthermore, the return shaft 24 is attached to the second housing 5. The return shaft 24 has a return wheel 25 mounted on it in a rotatable manner. The return wheel 25 is axially movable along an axis of the return shaft 24.

[0051] The return gear 25 is moved axially to engage with both the gear on the input shaft 10 that sets the reverse position and the gear on the countershaft 23 that sets the reverse position when the vehicle 1 is moving in reverse. During this time, the input shaft 10 rotates in the opposite direction due to the return gear 25, which transmits this rotation to the countershaft 23, causing the countershaft 23 to rotate in the same direction as the input shaft 10.

[0052] It is noted that the gear-shifting mechanism 60 comprises the input shaft 10, the countershaft 23, the reverse shaft 24, the gears 31, the gears 32, the reverse wheel 25, and the sliding sleeve. The automated shifting transmission 2 is adapted to use a pair of gears assigned to one of the forward or reverse shift positions, ranging from first to fifth gear, to form a power transmission path to establish a corresponding forward or reverse shift position within the range between first and fifth gear.

[0053] The second housing 5 is equipped with the sliding and switching shaft 34. The sliding and switching shaft 34 extends in the vehicle's vertical axis direction, i.e., orthogonal to the axis of the input shaft 10.

[0054] The displacement and shift shaft 34, which is arranged on the second housing 5, is rotatable about its axis and axially movable along the axis. The displacement and shift shaft 34 has an upper section that projects upwards from a top surface of the second housing 5 and is connected at its upper end to a gear-shift actuator 64 described later.

[0055] A combination of shift yokes 26, 27, and 28 is arranged in the vicinity of a lower section of the shift and selector shaft 34. The shift yoke 26 is connected to a shift fork 29. The shift fork 29 rotatably holds the sliding sleeve, which selects the third and fourth gears, on the input shaft 10.

[0056] The shift yoke 27 is connected to a shift fork 30. The shift fork 30 holds the sliding sleeve, which selects first and second gear, on the countershaft 23 in a rotatable manner.

[0057] Furthermore, the shift yoke 28 is connected via a combination of a sliding sleeve and a shift fork (not shown) to a gear setting the fifth forward gear and to the reverse gear 25.

[0058] As in the Fig. 3 and Fig. As shown in Figure 4, a switching unit 35 is arranged above the transmission housing 2A. The switching unit 35 comprises a reserve reservoir 43, an electric motor 45, an oil pump 46, a storage tank 44, the gear shift actuator 64, the clutch actuator 17, a base plate 47, and a control unit 49.

[0059] Of these accessories that form the switching unit 35, the base plate 47 serves to have the remaining components arranged for installation in it (i.e. the reserve container 43, the motor 45, the oil pump 46, the storage tank 44, the gear shift actuator 64, the clutch actuator 17 and the control unit 49).

[0060] In particular, for the installation of these parts in the base plate 47, the base plate 47 is equipped on its upper side with a combination of the reserve reservoir 43, the motor 45, the gear shift actuator 64, and the control unit 49. On the underside of the base plate 47, a combination of the oil pump 46 and the reservoir 44 is arranged for integration into the base plate 47. For installation in the base plate 47, the clutch actuator 17 is arranged on a lateral side of the base plate 47.

[0061] The base plate 47 is arranged above the second housing 5 and is designed in a horizontally extending, flat, plate-like shape. A network of oil passages is formed in the base plate 47 to guide flows of hydraulic oil.

[0062] The reserve reservoir 43 serves to store the hydraulic oil. The oil pump 46 is adapted to be driven by the motor 45 in order to draw flows of hydraulic oil at increased pressure from the reserve reservoir 43 and supply them to the accumulator 44 through oil passages (not shown) formed in the base plate 47.

[0063] In a top view of the automated transmission 2, the reserve container 43 is arranged in the vehicle longitudinal axis direction in front of a combination of a gear shift actuator housing 65 and a control unit housing 50.

[0064] The accumulator 44 is adapted to store pressures of hydraulic oil and to supply hydraulic oil under high pressure to the gear shift actuator 64 and the clutch actuator 17 via oil passages not shown, which are formed in the base plate 47.

[0065] The oil pump 46 and the accumulator 44 together form a hydraulic pressure generator 63 for generating hydraulic oil pressures to provide these to the gear shift actuator 64 and the clutch actuator 17.

[0066] A rotation sensor 48 is attached to the side wall of the second housing 5. The rotation sensor 48 is adapted to detect the number of revolutions of the input shaft 10.

[0067] The control unit 49 is located to the right of the gearshift actuator 64, adjacent to the side of the engine 3. The control unit 49 is designed as a microcomputer comprising a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), etc. The microcomputer is housed within the control unit casing 50 of the control unit 49.

[0068] As in Fig. As shown in Figure 2, the control unit housing 50 is designed in a rectangular shape, having a longer side 50A and a shorter side 50B in a top view of the automated transmission 2.

[0069] As in the Fig. 1 and Fig. As shown in Figure 3, the control unit housing 50 is arranged in a position spatially above the top of the gearbox housing 2A, with a significant volume of available free space 70B being a spatial region between the control unit housing 50 and the gearbox housing 2A.

[0070] As from the Fig. As shown in Figures 1 to 4, the control unit 49 is adapted to electrically control the clutch actuator 17 and the gear shift actuator 64. The rotation sensor 48 is connected to the control unit 49 via a wiring harness 52. The control unit 49 is adapted to detect the number of revolutions per minute of the input shaft 10 based on the information detected by the rotation sensor 48.

[0071] The motor is connected to the control unit 49 via a wiring harness 51. The control unit 49 is configured to output a control signal to the motor 45, thereby controlling the motor 45. This, in turn, enables the oil pump 46 to operate at increased hydraulic pressures and to store these increased hydraulic oil pressures in the accumulator 44.

[0072] Furthermore, the control unit 49 is adapted to electrically control a set of solenoid valves (not shown) for controlling the supply of hydraulic oil to the gear shift actuator 64 and the clutch actuator 17.

[0073] The gear shift actuator 64 is located above the displacement and shift shaft 34 and is connected to an upper end of the displacement and shift shaft 34. The gear shift actuator 64 is adapted to use hydraulic pressures from the hydraulic oil supplied by the hydraulic pressure generator 63 to actuate the displacement and shift shaft 34.

[0074] The gear shift actuator 64 is adapted to use hydraulic pressures from hydraulic oil to cause the displacement and shift shaft 34 to rotate about its axis and to move it axially along the axis to have one of the reverse shift positions and forward shift positions ranging from the first to the fifth gear, which are set in the gear shift mechanism 60.

[0075] As in Fig. As shown in Figure 2, the gearshift actuator 64 has a gearshift actuator housing 65. The gearshift actuator housing 65 is rectangular in shape, with a longer side 65A and a shorter side 65B as seen in a top view of the automated transmission 2. Furthermore, the longer side 65A is located adjacent to the displacement and shift shaft 34 in the gearshift actuator 64.

[0076] As in the Fig. As shown in Figures 1 to 4, the clutch actuator 17 is designed in a shape that extends in identical directions, i.e., parallel to the motor mounting surface 4A. The clutch actuator 17 is arranged in the clearance 70B between the transmission housing 2A and the control unit housing 50.

[0077] The clutch actuator 17 is adapted to use hydraulic oil supplied by the hydraulic pressure generator 63 to actuate the clutch 7. The clutch actuator 17 is adapted to use the hydraulic pressure of the hydraulic oil to rotate the clutch release shaft 15 via the clutch release arm 16.

[0078] This causes a release bearing on the input shaft 10 to move in an axial direction. The diaphragm spring then exerts clamping forces, which are generated to act on a pressure plate, or which are released, depending on the direction of movement of the release bearing.

[0079] When the diaphragm spring transmits the clamping forces, the clutch disc 7A is pressed against the flywheel, thereby transmitting a rotational torque from the crankshaft 8 to the input shaft 10. Conversely, when the diaphragm spring releases the clamping forces, the clutch disc 7A is disengaged from the flywheel, thus preventing the transmission of a rotational torque from the crankshaft 8 to the input shaft 10.

[0080] In this configuration, the clutch 7 is adapted to establish or interrupt the transmission of power between the crankshaft 8 of the engine 3 and the input shaft 10. It should be noted that when the hydraulic oil pressure is released, the clutch disc 7A is pressed against the flywheel.

[0081] As in Fig. As shown in Figure 2, the gear shift actuator housing 65 and the control unit housing 50 are arranged such that the longer side 65A of the gear shift actuator housing 65 and the longer side 50A of the control unit housing 50 extend close to each other.

[0082] Furthermore, the gear shift actuator housing 65 and the control unit housing 50 are arranged such that the longer side 65A of the gear shift actuator housing 65 and the longer side 50A of the control unit housing 50 extend in directions parallel to the motor mounting surface 4A on the first housing 4 of the transmission housing 2A.

[0083] In the described arrangement, the gear shift actuator housing 65 and the control unit housing 50 form a combination of the gear shift actuator housing 65 and the control unit housing 50, which is designed in a rectangular shape, wherein in a top view of the automated transmission 2 its longer side extends in the longitudinal direction of the vehicle and its shorter side extends in the transverse direction of the vehicle.

[0084] Therefore, the entire combination of the gear shift actuator housing 65 and the control unit housing 50 is designed with a smaller dimension in the transverse direction of the vehicle.

[0085] Additionally, the automated manual transmission 2 can utilize a significant volume of available free space 70A (see Fig. 1 and Fig. 2) exhibit, which is a spatial region in the vicinity of the motor mounting surface 4A above the transmission housing 2A. Furthermore, the automated manual transmission 2 can have a significant volume of available free space 70C (see Fig. 2) exhibit a spatial region located at the front left in the transverse direction of the vehicle and facing the left side wall 1B.

[0086] It is noted that the expression “directions parallel to the motor mounting surface 4A” (see paragraph

[0081] ) in a top view of the automated transmission 2 refers to those directions “which are considered to be substantially parallel to the extension directions of the motor mounting surface 4A”. Furthermore, the expression “extend close to one another” (see paragraph

[0080] ) does not simply include “situations adjacent without gaps”, but also “situations adjacent with small remaining gaps”.

[0087] It is noted that the gear shift actuator housing 65 and the control unit housing 50 can be joined together in terms of their construction, with the longer side 65A of the gear shift actuator housing 65 and the longer side 50A of the control unit housing 50 extending close to each other.

[0088] As in the Fig. 1 and Fig. As shown in Figure 2, the engine 3 includes an intake manifold 19, which is provided as an engine equipment component of the vehicle accessories at a rear end on its upper section. The intake manifold 19 includes an air-inlet inlet pipe 19A, which projects towards the transmission housing 2A and is located above the first housing 4 of the transmission housing 2A.

[0089] The inlet pipe 19A is connected at its upper section to a throttle body 20. The throttle body 20 is connected at its upper section to an intake pipe 21. An air filter box 22 is provided above the engine 3. Flows of intake air can be filtered in the air filter box 22 and introduced into the intake pipe 21.

[0090] Air currents can be guided through the intake pipe 21 and the throttle body 20 and introduced into the intake manifold 19 through the inlet pipe 19A.

[0091] The intake manifold 19 includes an expansion tank 19B and a set of branch pipes (not shown). Streams of intake air can be introduced from the inlet pipe 19A to the expansion tank 19B and temporarily stored therein, in order to be supplied evenly through the branch pipes to the respective cylinder bores of the engine 3.

[0092] The motor 3 has output characteristics that depend significantly on the fluid resistances of the intake air that is guided through the intake manifold 19, a storage capacity of the expansion tank 19B and the path length of the branch pipes of the intake manifold 19.

[0093] According to these embodiments, in the automated manual transmission 2, a combination of the inlet pipe 19A of the intake manifold 19, the throttle body 20 and the intake pipe 21 is arranged in a vicinity of the engine mounting surface 4A in the free space 70A, which lies above the transmission housing 2A, thereby enabling a shape as well as a design of the intake manifold 19 which, as required, can be implemented without undue restrictions by the automated manual transmission 2.

[0094] In space 70C, a battery (not shown) is arranged as part of the engine accessories. Space 70C occupies a local area within engine compartment 1C that is considered advantageous and has always been used for battery installation. It should be noted that the aforementioned engine equipment and accessories constitute a set of vehicle accessories not belonging to the automated manual transmission 2.

[0095] The operation and its effects are described below. According to these embodiments, in the automated manual transmission 2, a combination of the hydraulic pressure generator 63, the clutch actuator 17, the gear shift actuator 64 and the control unit 49 is arranged above the transmission housing 2A.

[0096] The gear shift actuator 64 includes the gear shift actuator housing 65. The gearshift actuator housing 65 is rectangular in shape, with the longer side 65A and the shorter side 65B visible in a top view of the automated transmission 2. The longer side 65A is positioned adjacent to the displacement and shift shaft 34.

[0097] The control unit 49 comprises the control unit housing 50. The control unit housing 50 is designed in a rectangular shape, which in the top view of the automated manual transmission 2 has the longer side 50A and the shorter side 50B.

[0098] The automated manual transmission 2 comprises a combination of the longer side 65A of the gear shift actuator housing 65 and the longer side 50A of the control unit housing 50, which extend close to each other and parallel to the motor mounting surface 4A of the transmission housing 2A.

[0099] In other words, the gear shift actuator housing 65 and the control unit housing 50 are arranged such that their longer sides, i.e., the longer side 65A and the longer side 50A, are adjacent and close to each other, with the longer side 65A and the longer side 50A oriented parallel to the motor mounting surface 4A.

[0100] This means that the gear shift actuator housing 65 and the control unit housing 50 are close to each other between the longer side 65A and the longer side 50A, so that the shorter side 65B of the gear shift actuator housing 65 and the shorter side 50B of the control unit housing 50 are oriented in the transverse direction of the vehicle.

[0101] Therefore, the gearshift actuator 64 and the control unit 49 can have minimized amounts of their protrusion in the vehicle's transverse direction. As a result, the automated manual transmission 2 can be arranged in the vehicle 1 without undue restrictions regarding the shape and construction of other vehicle accessories not belonging to the automated manual transmission 2.

[0102] According to these embodiments, the hydraulic pressure generator 63 in the automated transmission 2 includes the reserve reservoir 43. The reserve reservoir 43 is adapted to store hydraulic oil, and the reserve reservoir 43 is arranged in a top view of the automated transmission 2 on a longitudinally forward side of the combination of the gear shift actuator housing 65 and the control unit housing 50.

[0103] By arranging the reserve container 43 above the transmission housing 2A, the reserve container 43 in the automated manual transmission 2 can be located on a front side of the combination of the gear shift actuator housing 65 and the control unit housing 50 in the vehicle longitudinal direction, thereby ensuring a larger free space 70A above the transmission housing 2A in the vicinity of the engine mounting surface 4A.

[0104] This arrangement allows for the placement of vehicle accessories not belonging to the automated manual transmission 2 within the free space 70A. Consequently, the vehicle 1 can be equipped with the automated manual transmission 2 without any restrictions on the shape or design of the vehicle accessories not belonging to the automated manual transmission 2.

[0105] Furthermore, in these embodiments, the clutch actuator 17 of the automated transmission 2 is designed in a form which extends in identical directions to the motor mounting surface 4A of the transmission housing 2A, and the clutch actuator 17 is arranged between the transmission housing 2A and the control unit housing 50.

[0106] By arranging the clutch actuator 17 above the transmission housing 2A, the automated transmission 2 can use the free space 70B between the transmission housing 2A and the control unit housing 50 to arrange the clutch actuator 17, thereby enabling an advantageous arrangement of the clutch actuator 17 and ensuring a large free space 70A in the vicinity of the engine mounting surface 4A.

[0107] Therefore, a vehicle 1 can be equipped with an automated manual transmission 2 without undue restrictions regarding the shape and design of vehicle accessories not belonging to the automated manual transmission 2.

[0108] While embodiments of this invention have been described, it is obvious that a person skilled in the art can make modifications to them without departing from the scope of the invention. It is intended that all such modifications and their equivalents are included in the appended claims. Reference symbol list 1 vehicle 2 automated manual transmission 2A Gearbox housing 4 first housing (as the right half of gearbox housing 2A) 4A Motor mounting surface 5 second housing (as a left side of gearbox housing 2A) 7 Clutch 17 Clutch actuator 34 Displacement and shift shaft 35 Switching unit 43 reserve containers 44 storage tanks (as part of the hydraulic pressure generator 63) 46 Oil pump (as another part of the hydraulic pressure generator 63) 49 Control unit 50 control unit housings 50A longer side (of the control unit housing 50) 50B shorter side (of the control unit housing 50) 60-speed gear shifting mechanism 63 hydraulic pressure generator 64 Gear shift actuator 65 Gear shift actuator housing 65A longer side (of the gear shift actuator housing 65) 65B shorter side (of the gear shift actuator housing 65) 70A Free space 70B Free space 70°C free space

Claims

[1] Automated manual transmission (2), comprising: a gearbox housing (2A) having a motor mounting surface (4A) extending in the longitudinal direction of the vehicle; a gear-changing mechanism (60) which is housed in the transmission housing (2A) and adapted to perform a gear change by actuating a clutch (7) and a shifting and shifting shaft (34); a hydraulic pressure generator (63) comprising a reserve reservoir (43) adapted to store hydraulic oil in order to generate hydraulic pressure; a clutch actuator (17) adapted to use hydraulic oil supplied by the hydraulic pressure generator (63) to actuate the clutch (7); a gear-shift actuator (64) adapted to use hydraulic oil supplied by the hydraulic pressure generator (63) to actuate the shift and shift shaft (34); and a control unit (49) adapted to electrically control the clutch actuator (17) and the gear shift actuator (64); wherein the hydraulic pressure generator (63), the clutch actuator (17), the gear shift actuator (64) and the control unit (49) are arranged above the transmission housing (2A); wherein the gear shift actuator (64) has a gear shift actuator housing (65) which is designed in a rectangular shape, wherein in a top view of the automated transmission (2) it has a longer side (65A) and a shorter side (65B), the longer side (65A) being arranged adjacent to the displacement and shift shaft (34); and wherein the control unit (49) comprises a control unit housing (50) which is designed in a rectangular shape, having in the top view of the automated transmission (2) a longer side (50A) and a shorter side (50B), characterized by , that the longer side (65A) of the gear shift actuator housing (65) and the longer side (50A) of the control unit housing (50) extend close to each other and parallel to the motor mounting surface (4A) of the transmission housing (2A); that the reserve container (43) is located in the top view of the automated manual transmission (2), viewed in the longitudinal direction of the vehicle, in front of the gear shift actuator housing (65) and the control unit housing (50); that the clutch actuator (17) is designed in a form which extends in identical directions to the motor mounting surface (4A) of the gearbox housing (2A) and is arranged between the gearbox housing (2A) and the control unit housing (50); that the automated transmission (2) comprises a base plate (47), wherein for installation in the base plate (47) the base plate (47) is equipped on its upper side with a combination of the following parts: the reserve container (43), the gearshift actuator (64), which includes the gearshift actuator housing (65), and the control unit (49), which includes the control unit housing (50), and that the clutch actuator (17) is arranged for installation in the base plate (47) on a lateral side of the base plate (47).

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