transmission

Abstract

Transmission (1) with at least one first shaft (2, 3) and at least one parallel second shaft (4, 5), each with gears (8, 9, 10, 11, 12, 13, 14) arranged thereon, wherein a first gear (11, 14) of the first shaft (2, 3) and a second gear (9, 10, 12, 13) of the second shaft (4, 5) are arranged as a gear pair, wherein the gears (9, 10, 11, 12, 13, 14) of a gear pair mesh with each other, and wherein the first gear (11, 14) of a gear pair is non-rotatably connected to its supporting first shaft (2, 3) and the second gear (9, 10, 12, 13) of a gear pair is rotatably mounted on its supporting shaft (4, 5), wherein an axially displaceable shift sleeve (15, 16, 17, 18) is provided for non-rotatable connection of the gear wheel (9, 10, 12, 13) rotatably mounted on the second shaft (4, 5) with the second shaft (4, 5), wherein an axially displaceable shift fork (19, 20, 21, 22) is provided for actuating the shift sleeve (15, 16, 17, 18), wherein the shift fork (19, 20,21, 22) a damping element (30) is provided which can be applied to a transmission element, characterized in that the transmission element is a gear wheel (9, 10, 11, 12, 13, 14) or a flank (62) of a gear wheel (9, 10, 11, 12, 13, 14).

Description

[0001] The invention relates to a transmission with at least one transmission input shaft and at least one parallel second shaft with gear wheels arranged thereon, in particular according to the preamble of claim 1, and to a method for controlling the transmission.

[0002] Transmissions for motor vehicles are known in various designs. Torque fluctuations occur in different operating situations of the vehicle or the transmission, which can lead to noise or vibrations.

[0003] Transmissions of this type are already known from DE 103 51 304 A1 and DE 10 2010 046 473 A1. Control devices for manual transmissions are generally known, in particular from DE 10 2005 026 230 A1. With regard to individual transmission components, reference should also be made to JP 2008 - 121 729 A as relevant prior art.

[0004] However, implementing permanent measures to suppress noise or vibration leads to a deterioration in the efficiency of the transmission, which is generally considered a disadvantage.

[0005] Furthermore, control strategies are known that negatively affect the immediate feedback of the transmission or drivability. In addition, there are also rattling or clattering phenomena in highly efficient transmissions that cannot be eliminated by control strategies alone.

[0006] The object of the invention is therefore to create a transmission that is improved with regard to rattling noises and torque fluctuations. It is also an object to create a corresponding method.

[0007] This problem is solved by a transmission with the features according to claim 1.

[0008] One embodiment of the invention provides a transmission with at least one first shaft and at least one second shaft parallel thereto, with gears arranged thereon, wherein a first gear of a first shaft and a second gear of a second shaft are arranged as a gear pair, wherein the gears of a gear pair mesh with each other, and wherein one gear of a gear pair is non-rotatably connected to its supporting shaft and the other gear of a gear pair is rotatably mounted on its supporting shaft, wherein an axially displaceable shift sleeve is provided for non-rotatably connecting the gear rotatably mounted on the shaft to the shaft, wherein an axially displaceable shift fork is provided for actuating the shift sleeve, wherein a damping element is provided on the shift fork which can be applied to a transmission element.

[0009] It is advantageous if the damping element is an extension that can be attached to a transmission element. This extension can be easily and cost-effectively attached to the shift fork or integrated into it.

[0010] It is advantageous if a friction element is provided on the extension at its intended contact area. A wear-resistant friction element is provided for wear protection, which can be applied to a rotatable element.

[0011] According to the invention, the transmission element is a gear wheel or a flank of a gear wheel. In this way, a substantially stationary element, namely the extension, is applied to a rotating transmission element, which has a damping effect.

[0012] It is advantageous if the gear is a gear on the same shaft as the shaft associated with the shift fork and its corresponding shift sleeve. It is further beneficial if the gear is located adjacent to the shift fork, as this minimizes the distances that need to be traveled.

[0013] It can also be advantageous if the gear is a gear on a different shaft than the shaft associated with the shift fork and its corresponding shift sleeve. This allows a neighboring gear to be engaged despite the shaft change, provided it is located axially close.

[0014] It is also additionally or alternatively provided that a control unit and an actuation unit are provided for the controlled actuation of the shift fork, so that a targeted application of the damping element to the element of the transmission for vibration damping can be controlled.

[0015] The objective is achieved by a method for controlling a transmission, according to claim 7, wherein the control unit, in operating situations requiring vibration reduction, actuates a shift fork by means of an actuating unit to apply a damping element to an element of the transmission for vibration damping.

[0016] It is advantageous if the control unit selects and controls the shift fork and the element of the transmission depending on the operating point or depending on the gear engaged in the transmission.

[0017] The present invention is explained in more detail below with reference to preferred embodiments in conjunction with the associated figures: This shows: Fig. 1 a schematic representation of a gearbox, and Fig. 2. A view of a detail of a gearbox.

[0018] Fig. Figure 1 shows a gearbox 1 with a first shaft 2, which is provided as the first input shaft, and a second input shaft 3. The first and second input shafts 2, 3 are arranged coaxially to each other. Furthermore, a second shaft 4 and another shaft 5, also parallel to the first, are provided.

[0019] The transmission 1 is thus designed as a dual-clutch transmission with two transmission input shafts 2, 3, with two shafts 4, 5 arranged parallel to the two transmission input shafts. The two transmission input shafts 2, 3 can each be connected to a driving shaft, such as an output shaft of an internal combustion engine, via a clutch 6, 7.

[0020] Gears 8 to 14 are provided on each of the shafts 2, 3, 4, 5 of the transmission 1. The gears 11 to 14 are arranged in pairs such that one gear of a gear pair is connected to a first shaft 2, 3 and the second gear of a gear pair is connected to a second shaft 4, 5 or rotatably mounted on it.

[0021] One of the gears of a gear pair is non-rotatably connected to a shaft, while the other gear of the gear pair is rotatably mounted on the shaft supporting it. Furthermore, an axially displaceable shift sleeve 15, 16, 17, 18 is provided for the non-rotatable connection of the rotatably mounted gear to the shaft supporting it. This shift sleeve is designed to be axially displaceable relative to a shaft in order to provide a non-rotatable connection between the rotatably mounted gear and the shaft. The shift sleeve is actuated or axially displaced by a shift fork 19, 20, 21, 22. The shift fork is actuated by means of an actuator, which in the exemplary embodiment of the Fig. 1 is not shown, actuated, as in particular shifted.

[0022] Damping elements 30 are attached to the shift fork, which can be supported against a transmission element.

[0023] The Fig. Figure 2 shows a section of a transmission 50 with a shaft 51, a gear 52, and a second gear 53. The gears are rotatably connected to the shaft 51, with the shift sleeve 54 being axially displaceable towards the first gear 52 or the second gear 53 to connect the respective gear 52, 53 to the shaft 51 in a rotationally fixed manner. The shift fork 55 serves to actuate the shift sleeve 54. Damping elements 56, 57 are connected to the shift fork 55 and can be applied to a transmission element.

[0024] The damping element 56, 57 is preferably designed as an extension that projects from the shift fork in the axial direction.

[0025] The damping element 56 or the damping element 57, which is designed as an extension, has a friction element 60, 61 on its contact area 58, 59, which comes into contact with the gear element.

[0026] The transmission element which is acted upon by the damping element 56, 57 is, for example, a flank 62 of a gear wheel or, for example, a wall 63 of the housing of the transmission.

[0027] In Fig. Figure 2 shows that the damping element 56 of the shift sleeve 55 acts on the adjacent gear 62. In the exemplary embodiment of the Fig. A damping element 30 is provided which acts on the gear 14. The damping element is assigned to the shaft 5, while the gear 14 is assigned to the shaft 2.

[0028] It is therefore advantageous if the gear wheel actuated by the damping element is a gear wheel of the same shaft as the shaft that is assigned to the shift fork and the associated shift sleeve to which the damping element belongs.

[0029] Alternatively, the gear wheel can also be a gear wheel that is assigned to a different shaft than the shift fork with its associated damping element.

[0030] In Fig. Figure 2 schematically indicates an actuating unit 80, which is controlled by a control unit 90, for actuating the shift fork 55 or other shift forks. The control unit 90 thus controls the targeted application of the damping element 56, 57 to a transmission element 62, 63 in order to reduce vibrations.

[0031] The damping element is only subjected to pressure against the transmission element in specific operating situations. During normal shifting, the transmission element does not contact or exert pressure on the damping element. This means that the damping element is dimensioned such that, during normal shifting with the shift sleeve and shift fork actuated axially, it is not subjected to pressure against the transmission element. Therefore, there is sufficient clearance between the transmission element and the damping element to ensure that no additional damping occurs during normal transmission shifting.

[0032] However, in specific operating situations, the shift sleeve can be over-actuated by the shift fork, so that only in the operating state of over-actuation is the damping element moved against the transmission element and then acted upon, thus achieving a damping effect. Reference symbol list 1 gearbox 2 first wave 3 second input wave 4 second wave 5 parallel waves 6 Clutch 7 Clutch 8-speed bicycle 9-speed bicycle 10-speed bicycle 11 first gear 12 second gear 13 second gear 14 first gear 15 Switch sleeve 16 Switch sleeve 17 Switch sleeve 18 Switch sleeve 19 shift fork 20 shift fork 21 shift fork 22 shift fork 30 damping element 50 gearboxes 51 wave 52-speed bicycle 53-speed bicycle 54 Switch sleeve 55 shift fork 56 Damping element 57 Damping element 58 Investment area 59 Investment area 60 friction element 61 Friction element 62 Flank as a gear element 63 Wall as a gear element 80 Actuating unit 90 Control unit

Claims

[1] Transmission (1) with at least one first shaft (2, 3) and at least one second shaft (4, 5) parallel thereto, with gears (8, 9, 10, 11, 12, 13, 14) arranged thereon, wherein a first gear (11, 14) of the first shaft (2, 3) and a second gear (9, 10, 12, 13) of the second shaft (4, 5) are arranged as a gear pair, wherein the gears (9, 10, 11, 12, 13, 14) of a gear pair mesh with each other, and wherein the first gear (11, 14) of a gear pair is non-rotatably connected to its supporting first shaft (2, 3) and the second gear (9, 10, 12, 13) of a gear pair is rotatably mounted on its supporting shaft (4, 5), wherein an axially displaceable shift sleeve (15, 16, 17, 18) is provided for a rotationally fixed connection of the gear wheel (9, 10, 12, 13) rotatably mounted on the second shaft (4, 5) to the second shaft (4, 5), wherein an axially displaceable shift fork (19, 20, 21, 22) is provided for actuating the shift sleeve (15, 16, 17, 18),wherein a damping element (30) is provided on the shift fork (19, 20, 21, 22) which can be applied to a transmission element, characterized by , that the gear element is a gear wheel (9,10,11,12,13,14) or a flank (62) of a gear wheel (9,10,11,12,13,14). [2] Gearbox (1) according to claim 1, wherein the damping element (30) is an extension that can be attached to the gearbox element. [3] Gearbox according to claim 2, wherein a friction element (60, 61) is provided on the extension at its contact area intended for contact. [4] Transmission according to one of the preceding claims, wherein the gear wheel (9,10,11,12,13,14) is a gear wheel (9,10,11,12,13,14) of the same shaft (2,3,4,5) as the shaft (2,3,4,5) which is associated with the shift fork (19,20,21,22) and the associated shift sleeve (15,16,17,18). [5] Transmission according to any one of claims 1 to 3, wherein the gear wheel (9,10,11,12,13,14) is a gear wheel (9,10,11,12,13,14) of the shaft (2,3,4,5) which is different from the shaft (2,3,4,5) which is associated with the shift fork (19,20,21,22) and the shift sleeve (15,16,17,18) associated with it. [6] Transmission according to at least one preceding claim, wherein a control unit (90) and an actuating unit (80) are provided for controlled actuation of the shift fork (19, 20, 21, 22) so that targeted application of the damping element (30) to the transmission element for vibration damping can be controlled. [7] Method for controlling a transmission according to claim 6, wherein the control unit (90) in operating situations with vibration reduction requirements actuates the shift fork (19,20,21,22) by means of the actuating unit (80) to apply the damping element (30) to the transmission element for vibration damping. [8] Method according to claim 8, wherein the control unit (90) selects and controls the shift fork (19, 20, 21, 22) and the transmission element depending on the operating point or depending on the gear engaged in the transmission.

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