Transmission sensor unit and manual transmission

Abstract

The invention relates to a transmission sensor unit for a manual transmission. The manual transmission comprises a housing (10), a selector fork (20), a toothed shift collar (30), and at least one toothed coupling body (40, 45). The shift collar (30) and the at least one coupling body (40, 45) are rotatably mounted about a common rotational axis (R) and engage into each other during a shifting process. The transmission sensor unit comprises: a first Hall sensor (110); a second Hall sensor (120), and a sensor body (130) which holds the first Hall sensor (110) axially relative to the second Hall sensor (120) and in the circumferential direction at specified positions. The transmission sensor unit additionally comprises a securing device (140) for securing the sensor body (130) to the housing (10) of the manual transmission or to the selector fork (20) so that the angular position of the at least one coupling body (40, 45) can be detected by the first Hall sensor (110), and the angular position of the toothed shift collar (30) can be detected by the second Hall sensor (120).

Description

[0001] Transmission sensor unit and manual transmission

[0002] The present invention relates to a transmission sensor unit and to a manual transmission and in particular to a transmission sensor unit for realizing angle-accurate, position-controlled switching operations in electrified drives with claw clutches.

[0003] BACKGROUND

[0004] Contactless, linear position sensors are typically used to detect shift fork positions, which require machining of the transmission housing. No direct sensors are currently known for determining the differential angle of the dog clutch. Absolute rotary encoders on the input and output shafts could be used to calculate a differential angle. These are disadvantageous because they require interfaces to the shafts and the transmission housing, making them costly.

[0005] Fig. 4 shows a conventional rotation sensing system using two absolute rotary encoders 510, 520, wherein a first rotary encoder 510 detects the angular position of a first rotary shaft 501 and a second rotary encoder 520 detects the angular position of a second rotary shaft 502. In the manual transmission shown, torque is transmitted from the rotary motor 500 via the second drive shaft 502 and selectively switchable first clutch bodies 530 and second clutch bodies 540 to the first rotary shaft 501 and from there to a wheel 550. For switching between the first and third clutch bodies 530, 540, a shift sleeve 535 is provided, which selectively couples the clutch bodies 530, 540 via axial displacements along the first rotary shaft 501.

[0006] The rotational positions determined by the rotary encoders 510, 520 can then be used to determine the most accurate tooth-to-gap position during a gear shift and then to shift gears appropriately. A common disadvantage here is the temperature and media compatibility, which is not always compatible with conventional sensor technology. Furthermore, installation is often difficult. The existing sensors are cost-intensive and require machining steps on the shafts or gearbox housing.

[0007] On the other hand, electrified multi-speed transmissions are increasingly being used, with claw clutches being increasingly used instead of traditional synchronizer units to increase efficiency and reduce costs. Speed ​​synchronization is then actively performed by the electric motor (electric drive).

[0008] For maximum shifting comfort and high reliability, there is a need for differential angle control that adjusts not only the differential speed but also the differential angle, ensuring that both clutch components (shift sleeve and clutch body) are in a favorable position (tooth-to-gap) when engaging and disengaging a gear. In this case, gear shifts can be performed without noticeable jerk and with minimal shifting forces. For this differential angle control, the relative angular positions of the clutch bodies must be determined with sufficient accuracy.

[0009] Therefore, there is a need for transmission sensor units that can be used in particular for dog clutches and that overcome the disadvantages mentioned above.

[0010] BRIEF DESCRIPTION OF THE INVENTION

[0011] At least some of the above-mentioned problems are overcome by a transmission sensor unit according to claim 1 and a manual transmission according to claim 7. The dependent claims relate to advantageous developments of the subject matter of the independent claims.

[0012] The present invention relates to a transmission sensor unit for a manual transmission. The manual transmission comprises a housing, a shift fork, a toothed shift sleeve, and at least one toothed clutch body. The shift sleeve and the at least one clutch body are rotatably mounted about a common axis of rotation and engage with each other during a shifting operation. The transmission sensor unit comprises: a first Hall sensor, a second Hall sensor, a sensor body, and a fastening device. The sensor body holds the first Hall sensor relative to the second Hall sensor axially and circumferentially at predetermined positions. The fastening device fastens the sensor body to the housing of the manual transmission or to the shift fork.The fastening can be such that an angular position of the at least one clutch body can be detected by the first Hall sensor and an angular position of the toothed shift sleeve can be detected by the second Hall sensor.

[0013] The shift sleeve and the coupling body(s) are, in particular, a claw coupling for drives. The drive can have an input shaft and one or more output shafts, whereby the shift sleeve and the coupling body(s) can be mounted rotatably or non-rotatably relative to one of the shafts. The rotations can, in particular, be carried out around a common axis of rotation.

[0014] The fastening device can comprise any means (e.g., threaded holes, rivets) capable of holding or fixing the sensor body. The fastening device or the sensor body can comprise a permanent magnet that generates a magnetic field that is passed through the first Hall sensor and changed by rotating the shift sleeve, in order to determine the angular position of the shift sleeve via the changed magnetic flux through the first Hall sensor. Advantageously, embodiments therefore do not require a magnetic wheel, but rather only one magnet per Hall sensor, which is arranged, for example, radially above the respective Hall sensor. The Hall sensors used are sensors based on the Hall effect and can therefore detect any changing magnetic field that is perpendicular to the current direction in the sensor.As an alternative to Hall sensors, other sensors can also be used in the same arrangement that are able to detect rotational movements via a change in the magnetic field.

[0015] Optionally, the sensor body is configured to hold the first Hall sensor relative to the second Hall sensor at at least one of the following predetermined positions:

[0016] - at the same angular position in the circumferential direction;

[0017] - an offset in the circumferential direction (e.g. approximately a distance between a tooth and a gap);

[0018] - an offset in the axial direction, wherein the offset corresponds to a decoupling of the shift sleeve and the at least one coupling body.

[0019] Optionally, the transmission sensor unit may comprise an evaluation unit designed to provide at least one of the following functions:

[0020] - Receiving a first sensor signal from the first Hall sensor and a second sensor signal from the second Hall sensor and determining an angular offset between the at least one clutch body and the shift sleeve based on a difference signal or a sum signal between the first sensor signal and the second sensor signal;

[0021] - Determining an axial position of the shift sleeve relative to the at least one clutch body;

[0022] - Determining a complete coupling of the shift sleeve and at least one clutch body (e.g. when a gear is engaged);

[0023] - Detecting a decoupling of the shift sleeve from at least one clutch body (e.g. idle),

[0024] - Detecting a gap between a toothing of the shift sleeve and a toothing of the at least one clutch body based on a deformation of the magnetic field in order to determine an angular position without torque transmission.

[0025] The sensor signals are, in particular, periodic signals, so that the angular offset results from a relative phase position. The detected angular offset can be used to determine whether a tooth is opposite a gap ("tooth-on-gap position"). The difference signal can be used if there is an offset at the predetermined positions (e.g., half the distance between two teeth). The sum signal can be used if there is no offset at the predetermined positions. In the latter case, in the tooth-on-gap position, a phase offset of 18° already exists in the periodic sensor signals due to the position of the Hall sensors.

[0026] The position without torque transmission occurs particularly when the teeth are not touching or when there is an air gap between the teeth in the direction of rotation. Such an air gap changes the magnetic flux and can therefore be detected by the evaluation unit.

[0027] Optionally, the toothed shift sleeve comprises two opposing toothings. The at least one clutch body can have a first clutch body, which is rotatably mounted on a first side of the shift sleeve, and a second clutch body, which is rotatably mounted on an opposite second side of the shift sleeve. Optionally, the transmission sensor unit further comprises: a third Hall sensor and / or a fourth Hall sensor and / or a further sensor body. The further sensor body can hold the third Hall sensor relative to the fourth Hall sensor axially and circumferentially offset from one another. The fastening device can hold the further sensor body to the housing of the manual transmission or to the shift fork.The holder can be designed such that an angular position of the second clutch body can be detected by the third Hall sensor, and an angular position of the toothed shift sleeve relative to the second clutch body can be detected by the fourth Hall sensor. The fastening device can be one-piece (monolithic) or multi-piece, e.g., to fasten several sensor bodies separately. Optionally, the sensor body and / or the further sensor body with at least one of the Hall sensors is formed as an overmolded housing. The overmold can be implemented such that complete protection of the at least one Hall sensor is achieved. In particular, all Hall sensors can be overmolded together or individually.

[0028] Optionally, at least one of the Hall sensors is configured to perform a pre-evaluation of the sensor signals. The analog measurement signals can be converted into digital signals and then transmitted digitally to the evaluation unit.

[0029] Optionally, at least one of the Hall sensors can be supplied with power either via a cable or wirelessly. In the wireless case, at least one coil can be provided to wirelessly transmit power to the transmission sensor unit. If the sensor unit is mounted on the shift fork, the power supply can be provided via a cable along the shift fork and the shift rod.

[0030] Embodiments also relate to a manual transmission, which is particularly suitable for electrified multi-speed drives. The manual transmission comprises a housing, a shift fork, a toothed shift sleeve, and at least one toothed clutch body. The shift sleeve and / or the at least one clutch body can be rotatably mounted about a common axis of rotation, wherein, during a shifting operation, the shift sleeve can be displaced in the axial direction along the axis of rotation in order to couple (i.e., engage) with the at least one clutch body. The manual transmission comprises a transmission sensor unit, as previously described.

[0031] Optionally, the manual transmission further comprises a voice coil actuator coupled to the shift fork to effect axial displacement of the shift fork and thereby axial displacement of the shift sleeve. A voice coil actuator is a two-pole, non-commutated drive mechanism with a limited travel or angle. It possesses high repeatability and positioning accuracy, a low electrical and mechanical time constant, and high performance relative to its mass and volume. Optionally, the at least one clutch body comprises a first clutch body and a second clutch body, wherein a fixation can be provided that holds the shift fork in at least three of the following predetermined axial positions:

[0032] - in a first position in which a coupling to the first coupling body takes place,

[0033] - in a second position in which a coupling to the second coupling body takes place,

[0034] - in a third position in which there is neither a coupling to the first coupling body nor a coupling to the second coupling body.

[0035] The fixation can advantageously be achieved reliably via the moving coil actuator.

[0036] The coupling can therefore be effected via toothing, whereby the shift sleeve and the clutch body (the first and / or the second clutch body) can be rotatable about a common axis of rotation R.

[0037] Within the scope of the present disclosure, a circumferential offset can be measured as an angle between rotatable objects, using teeth or gaps as a reference. An axial offset accordingly refers to a linear distance between the objects (e.g., to be ensured during idle operation). By arranging the sensors, the evaluation unit can directly receive a differential signal from, for example, two sine curves, since the angular offset (tooth-gap distance) corresponds to a phase shift of 180°.

[0038] According to embodiments, the meshing of the gear teeth or, in general, the axial position can be determined via the periodicity of the sensor signal. When the teeth mesh, for example, a doubling of the periodicity can be determined because there are then twice as many teeth. Embodiments thus overcome the above-mentioned problems by, for example, mounting four Hall sensors on a shift fork, which directly sense a shift toothing of the dog clutch. This makes it possible to arrange the sensor elements in such a way that fast signal processing is possible and the rotational speed of the clutch body and the shift sleeve as well as the relative angular positions to one another (difference angle) can be determined from the sensor signals from two of these Hall sensors each.In addition, it is possible that a clever signal analysis of a sensor can also be used to determine the axial position of the shift fork or the shift sleeve.

[0039] BRIEF DESCRIPTION OF THE CHARACTERS

[0040] The embodiments of the present invention will be better understood from the following detailed description and the accompanying drawings of the various embodiments, which, however, should not be construed as limiting the disclosure to the specific embodiments, but are for explanation and understanding only.

[0041] Figs. 1A, 1B show a transmission sensor unit according to an embodiment of the present invention.

[0042] Fig. 2 shows a further embodiment in which the shift sleeve comprises two teeth on opposite sides.

[0043] Fig. 3 shows a manual transmission according to an embodiment.

[0044] Fig. 4 shows a conventional rotation sensing system for manual transmissions.

[0045] DETAILED DESCRIPTION

[0046] Fig. 1A shows a transmission sensor unit according to an embodiment of the present invention, which is provided for a manual transmission. The manual transmission comprises a housing 10 (shown only schematically), a shift fork 20 (not visible in Fig. 1A, see Fig. 3), a toothed shift sleeve 30 and at least one toothed clutch body 40. The shift sleeve 30 and the clutch body 40 are jointly mounted for rotation about an axis of rotation R (not shown in Fig. 1A, see Fig. 3) and engage with one another during a shifting operation. The clutch body 40 can have a plurality of toothings 41, 42 which are used for torque transmission, of which one toothing 41 can be coupled to the shift sleeve 30 and a further toothing 42 can serve to transmit torque to another shaft (not shown). The shift sleeve 30 can, for example, be mounted in a rotationally fixed manner together with a shaft about the axis of rotation R.In addition, the shift sleeve 30 can also have a plurality of teeth 31, 32, which are formed, for example, opposite one another and enable coupling to a plurality of coupling bodies 40.

[0047] Thus, Fig. 1A shows an example of a claw clutch between the shift sleeve 30 and the clutch body 40. A claw clutch is generally a type of machine element for transmitting rotary motion or torque. It represents one of the simplest types of clutch.

[0048] The transmission sensor unit comprises a first Hall sensor 110 and a second Hall sensor 120, which are housed in or on a sensor body 130. The sensor body 130 holds the first Hall sensor 110 and the second Hall sensor 120 offset from one another in both the axial and circumferential directions. The axial direction refers to the direction parallel to the rotational axis R, while the circumferential direction extends along the angular direction of the rotatable shift sleeve 30 and clutch body 40.

[0049] Fig. 1B shows this arrangement in an enlarged plan view, with the teeth 41 of the clutch body 40 shown on the left and the teeth 31 of the shift sleeve 30 shown on the right. The offset arrangement of the first Hall sensor 110 relative to the second Hall sensor 120 is selected such that, as shown, the teeth point to the corresponding gaps between the teeth (tooth-on-gap position). Thus, one tooth is located below the corresponding Hall sensor 110, 120. In this way, by evaluating the differential signals of the sensor signals from the Hall sensors 110, 120, this tooth-on-gap position can be detected by, for example, a vanishing sensor signal.

[0050] In further embodiments, the Hall sensors 110, 120 have no offset in the circumferential direction and would thus be located at the same height in the illustration of Fig. 2. In this case, it is advantageous to use the sum signal during signal evaluation to detect the tooth-on-gap position as a vanishing detection signal. The tooth-on-gap position corresponds to a relative displacement of half the periodicity of the toothing.

[0051] Likewise, the axial offset of the Hall sensors 110, 120 along the horizontal direction in Fig. 1B is selected such that, when the shift sleeve 30 is decoupled from the clutch body 40, the Hall sensors 110, 120 are located above (in the top view shown) the teeth / gaps and not on the continuous section 43, on which no teeth are formed. Thus, the Hall sensors 110, 120 can generate a periodic signal with maximum amplitude when the shift sleeve 30 is decoupled from the clutch body 40.

[0052] In the illustrated embodiment, the sensor body 130 is attached to the housing 10 of the manual transmission via a fastening device 140 (shown only schematically in Fig. 1A). Alternatively to attachment to the housing 10 of the manual transmission, it is also possible for the sensor body 130 to be attached to a shift fork or another element.

[0053] To evaluate the sensor signals, an evaluation unit 150 can be provided, which receives the sensor signals either via a wired connection or wirelessly. The evaluation unit 150 can be housed entirely or partially within the sensor body 130, or the Hall sensors 110, 120 can include an integrated evaluation unit so that only evaluated signals are transmitted to an external control unit (e.g., digitally).

[0054] The first Hall sensor 110 and / or the second Hall sensor 120 can also comprise permanent magnets, which are arranged, for example, such that magnetic field lines from the sensor body 130 fall perpendicularly onto the toothing 31, 41 in order to achieve a periodic change in the magnetic field as the teeth move past, which can be detected as a sensor signal in the Hall sensors 110, 120. The sensor body 130 can further comprise a circuit board 132 on which the exemplary Hall sensors 110, 120 are arranged and which can also hold the permanent magnets (e.g., on an opposite side). The magnetic field can be generated by an axially magnetized permanent magnet. The arrangement of the Hall sensors 110, 120 shown ensures, according to exemplary embodiments, that the difference angle can be determined by a phase shift of the two signals and thus the desired state (tooth-on-gap) is achieved precisely with a phase shift of 0°.As already mentioned before, the terms phase, phase position, phase offset, etc. refer to the periodic signal(s) generated by the Hall sensors 110, 120 as a result of the periodically passing teeth.

[0055] By mounting the exemplary two analog Hall sensors 110, 120 in a radial direction to the claw coupling, the magnetic flux is influenced by the permeability of the claw coupling, so that the output voltages of the Hall sensors change, which can then be detected as a sensor signal.

[0056] According to further embodiments, the two Hall sensors 110, 120 can either be mounted as independent components in the transmission housing 10 or attached to the shift fork 20.

[0057] In the embodiment in which the attachment is made to the transmission housing 10, both Hall sensors 110, 120 could be mounted externally on the transmission. For this purpose, only minor modifications to the transmission housing 10 would need to be made to enable access to the sensors 110, 120, while ensuring accessibility to the claw clutch.

[0058] An advantage of this embodiment is that the attachment to the gearbox housing can be used to establish a signal transmission along the attachment (for example, by routing a wire or signal line). Likewise, a voltage supply can be achieved via the signal line or via another wire / line.

[0059] Fig. 2 shows a further embodiment in which the shift sleeve 30 comprises two toothings 31, 32 on opposite sides. A first toothing 31 is provided to couple with the toothing 41 of a first clutch body 40 (e.g., when engaging a gear). An opposite, second toothing 32 is provided on the shift sleeve 30 to alternatively couple the shift sleeve 30 to a second clutch body 45 (e.g., to engage a different gear). The second clutch body 45 accordingly comprises a toothing 46 that can be coupled to the second toothing 32 of the shift sleeve 30, e.g., for torque transmission between the shift sleeve 30 and the second clutch body 45.

[0060] In the exemplary embodiment shown, two Hall sensors 110, 120, 210, 220 are provided on each side of the shift sleeve 30 in order to sense the relative angular positions and / or the axial positions of the shift sleeve 30 with respect to the first clutch body 40 and with respect to the second clutch body 45. Thus, in addition to the first Hall sensor 110 and the second Hall sensor 120, this exemplary embodiment comprises a third Hall sensor 210 and a fourth Hall sensor 220. The third Hall sensor 210 and the fourth Hall sensor 220 are also arranged at predetermined positions (e.g., offset from one another) with respect to the axial direction and the circumferential direction in order to ensure sensing of the angular position and the axial position between the shift sleeve 30 and the second clutch body 45. Again, only the Hall sensors 210, 220 are shown, arranged at an angle to each other. However, this is not mandatory.If a different arrangement is chosen (e.g. without offset), the evaluation of the sensor signals would have to be adapted accordingly (e.g. use of the sum signal instead of the difference signal).

[0061] The third Hall sensor 210 and the fourth Hall sensor 220 can therefore be designed in the same way as the first Hall sensor 110 and the second Hall sensor 120 and in particular also comprise permanent magnets which are arranged, for example, via a circuit board (not visible in Fig. 2) in such a way that the magnetic flux of the permanent magnet(s) is influenced by the toothing, which can be detected by the Hall sensors 210, 220.

[0062] The embodiment shown with two clutch bodies 40, 45 and a shift sleeve 30 arranged therebetween allows three shift positions: (i) a neutral position (visible in Fig. 2), where the shift sleeve 30 couples neither to the first clutch body 40 nor to the second clutch body 45; (ii) a first shift position, where the shift sleeve 30 couples to the first clutch body 40; and (iii) a second shift position, where the shift sleeve 30 couples to the second clutch body 45.

[0063] In the neutral position, the first Hall sensor 110 senses the rotational speed and phase position of the first clutch body 40 (e.g., relative to the housing 10 or the shift fork 20). The second Hall sensor 120 senses the rotational speed and phase position of the shift sleeve 30 (e.g., relative to the housing 10 or the shift fork 20). If the sensor body 130 is attached to the housing, it would also be sufficient to have only one probe with two sensor elements, while the further sensor body 230 only needs one sensor element (only the fourth Hall sensor 220).

[0064] In an exemplary switching process, a sensor signal from the first or second Hall sensor 110, 120 can be used to determine the axial position of the shift sleeve 30. For this purpose, an amplitude of this sensor signal can be used, for example. During the engagement process, the information regarding the phase position or phase angle deteriorates over the engagement process, but this is irrelevant for sufficiently fast engagement processes (for example, using a moving coil actuator).

[0065] When a gear is engaged, the first Hall sensor 110 can detect the rotational speed of the clutch body 40 and thus also that of the shift sleeve 30. According to exemplary embodiments, it is also possible to detect whether and in which engagement the dog clutch is. For example, a differential angle in a gear position can be determined through signal analysis, which can be used to disengage a gear without load.

[0066] According to further embodiments, the sensor body 130, together with the first Hall sensor 110 and the second Hall sensor 120, can be manufactured by an overmolding process in which the sensors are completely overmolded with overmolding compound to provide reliable sealing and protection for the Hall sensors 110, 120. The same applies to the further sensor body 230 with the third Hall sensor 210 and the fourth Hall sensor 220, which can also be (completely) overmolded with an overmolding compound. The overmolding compound does not influence the magnetic flux or only to the extent that it does not negatively influence the sensor signal. Optionally, it is possible for corresponding cable ends (e.g., for sensor signals and / or power supply) to be led out of the overmolding body, or for the overmolding body to have an integrated connector to establish a connection to the Hall sensors 110, 120, 210, 220.

[0067] According to further embodiments, the signal transmission and signal analysis can be implemented as follows. The analog signals from the Hall sensors 110, 120, 210, 220 can, for example, be forwarded in analog form to a control unit (e.g., a transmission control unit) or the evaluation unit 150, where they can be evaluated. It is also possible for the Hall sensors 110, 120, 210, 220 to already generate digital signals and perform a preliminary evaluation, so that only evaluated (e.g., digital) signals are transmitted. Due to the external installation, wiring to other control units is also possible.

[0068] Fig. 3 shows a manual transmission according to one exemplary embodiment. The manual transmission comprises a first clutch body 40 and a second clutch body 45, between which the shift sleeve 30 is arranged. The shift sleeve 30 is moved in the axial direction via a shift fork 20, wherein the shift fork 20 couples to an actuator 60 via a shift rod 65. The actuator 60 can, for example, be a plunger actuator designed to cause an axial movement of the shift sleeve 30. This axial movement results in the shift sleeve 30 coupling either to the first clutch body 40 or to the second clutch body 45. The first clutch body 40, the second clutch body 45, and the shift sleeve 30 are mounted for rotation about a common axis of rotation R. The axis of rotation R can, for example, be provided by an input or output shaft.The exemplary moving coil actuator 60 is advantageous because it can ensure fast switching operations and precise position activation.

[0069] In the exemplary embodiment of Fig. 3, the sensor body 130 and the additional sensor body 230, together with the first to fourth Hall sensors 110, 120, 210, 220, are fastened to the shift fork 20 via the fastening device 140 (see enlarged illustration on the right). It is understood that the same sensor units 110, 120, 210, 220 can be formed mirror-symmetrically on both sides of the shift fork 20 and are fastened to the shift fork 20 together with a fastening device 140.

[0070] Depending on the design of the manual transmission, access from the outside may be difficult. Therefore, the double Hall sensors 110, 120 and / or the double Hall sensors 210, 220 can advantageously be mounted together on the shift fork 20, if this is spatially possible—as shown in Fig. 3. This exemplary embodiment also has several positions. In the neutral position, the position of the Hall sensors 110, 120 is equivalent to the embodiment in which the transmission sensor unit is attached to the housing.

[0071] During the shifting process, the Hall sensors no, 120 are displaced axially, in this embodiment together with the shift fork 20. The first Hall sensor 110 is pushed by a toothing of the claw clutch in an area 43 of the claw clutch where no change in reluctance occurs because no teeth are formed in area 43. By analyzing the resulting signal (e.g. amplitude values), conclusions can be drawn about the (axial) position of the shift fork 20. This is advantageous for a position-controlled engagement process. A favorable design of the claw clutch can specifically improve the signal quality. It is also possible, for example, to use a targeted change in an air gap between the clutch body 40 and the shift sleeve 30 over the shift path in the area for detection.

[0072] When a gear is engaged, the speed of the clutch body 40 and the shift sleeve 20 can be determined by analyzing the sensor signal from the second Hall sensor 120, and a differential angle between the clutch body 40 and the shift sleeve 30 can also be determined. With the help of the shift sleeve sensor (fourth Hall sensor 220) of the second double Hall sensor 210, 220, it is also possible to detect in this embodiment which position the dog clutch is currently in.

[0073] When transmitting and analyzing signals in this embodiment, it must be taken into account that the transmission sensor unit on the shift fork transmits the signal from a moving component (the shift fork 20) ​​to a stationary component (e.g., the evaluation unit 150 or a control unit). For short distances, this can be achieved using cables. For this purpose, for example, cables can be laid along a shift rod 65 (connection between the shift fork 20 and actuator 60) and the actuator 60. Alternatively or additionally, it is also possible to transmit the information to the control unit via wireless communication. Advantageously, digitization and signal analysis then take place before transmission (e.g., directly on the shift fork 20). The power supply can be ensured, for example, via inductive coupling using coils.Optionally, signal acquisition and power supply can be carried out using passive or active transponder technology.

[0074] In the manufacture of exemplary embodiments, for example, the shift fork 20 can be made of metal, often steel. However, in dedicated shifting systems with claw clutches, the forces are significantly lower, which is why manufacturing the entire shift fork 20 from plastic is also possible. Special sliding elements or other plain bearings can be attached to the contact points of the shift sleeve 30. All Hall sensors 110, 120, 210, 220 and / or the evaluation electronics 150 can be completely overmolded individually or together, which also ensures media compatibility with the lubricant.

[0075] The features of the invention disclosed in the description, the claims and the figures may be essential for the realization of the invention both individually and in any combination.

[0076] LIST OF REFERENCE SYMBOLS

[0077] IO gearbox housing

[0078] 20 shift fork

[0079] 30 toothed shift sleeve

[0080] 31,32 Gears of the shift sleeve

[0081] 40, 45 toothed coupling body

[0082] 41, 46 Gearing of the coupling bodies

[0083] 42 further gearing

[0084] 43 Section / area of ​​the coupling body without teeth

[0085] 60 actuator (e.g. moving coil actuator)

[0086] 65 shift rod

[0087] 110, 120, 210, 220 Hall sensors

[0088] 130, 230 sensor body

[0089] 132 Sensor body circuit board

[0090] 140 fastening device(s)

[0091] 150 evaluation unit

[0092] R axis of rotation

[0093] 500 electric drive

[0094] 501, 502 waves

[0095] 510,520 rotary encoders

[0096] 530,540 (conventional) coupling bodies

[0097] 535 (conventional) shift sleeve

Claims

CLAIMS 1. A transmission sensor unit for a manual transmission, the transmission comprising a housing (10), a shift fork (20), a toothed shift sleeve (30), and at least one toothed clutch body (40, 45), the shift sleeve (30) and the at least one clutch body (40, 45) being rotatably mounted about a common axis of rotation (R) and engaging with one another during a shifting operation. The transmission sensor unit comprises: a first Hall sensor (110); a second Hall sensor (120); a sensor body (130) which holds the first Hall sensor (110) axially and circumferentially at predetermined positions relative to the second Hall sensor (120);and a fastening device (140) for fastening the sensor body (130) to the housing (10) of the manual transmission or to the shift fork (20), so that an angular position of the at least one clutch body (40, 45) can be detected by the first Hall sensor (110) and an angular position of the toothed shift sleeve (30) can be detected by the second Hall sensor (120); 2. Transmission sensor unit according to claim 1, wherein the sensor body (130) is designed to hold the first Hall sensor (110) relative to the second Hall sensor (120) at at least one of the following predetermined positions: - at the same angular position in the circumferential direction; - an offset in the circumferential direction; - an offset in the axial direction, wherein the offset corresponds to a decoupling of the shift sleeve (30) and the at least one coupling body (40, 45).

3. Transmission sensor unit according to claim 1 or claim 2, further comprising an evaluation unit (150) designed to provide at least one of the following functions: - receiving a first sensor signal from the first Hall sensor (110) and a second sensor signal from the second Hall sensor (120) and determining an angular offset between the at least one clutch body (40, 45) and the shift sleeve (30) based on a difference signal or a sum signal between the first sensor signal and the second sensor signal, - determining an axial position of the shift sleeve (30) relative to the at least one clutch body (40, 45), - Determining a complete coupling of the shift sleeve (30) and the at least one coupling body (40, 45), - Determining a decoupling of the shift sleeve (30) from the at least one coupling body (40, 45), - Detecting a gap between a toothing of the shift sleeve (30) and a toothing of the at least one clutch body (40, 45) based on a deformation of the magnetic field in order to determine an angular position without torque transmission.

4. Transmission sensor unit according to one of the preceding claims, wherein the toothed shift sleeve (30) has two opposing toothings and the at least one coupling body (40, 45) has a first coupling body (40) which is rotatably mounted on a first side of the shift sleeve (30), and a second coupling body (45) which is rotatably mounted on an opposite second side of the shift sleeve (30), wherein the transmission sensor unit further comprises the following: a third Hall sensor (210) and a fourth Hall sensor (220), a further sensor body (230) which axially and circumferentially connects the third Hall sensor (210) relative to the fourth Hall sensor (220). predetermined positions, wherein the fastening device (140) holds the further sensor body (230) on the housing (10) of the manual transmission or on the shift fork (20), so that an angular position of the second clutch body (45) can be detected by the third Hall sensor (210) and an angular position of the toothed shift sleeve (30) relative to the second clutch body (45) can be detected by the fourth Hall sensor (220).

5. Transmission sensor unit according to one of the preceding claims, wherein the sensor body (130) and / or the further sensor body (230) with at least one of the Hall sensors (110, 120, 210, 220) is formed as an overmolded housing in order to achieve complete protection of the at least one Hall sensor (110, 120, 210, 220).

6. Transmission sensor unit according to one of the preceding claims, wherein at least one of the Hall sensors (110, 120, 130, 140) is designed to carry out a preliminary evaluation of the sensor signals.

7. Transmission sensor unit according to one of the preceding claims, wherein a power supply of at least one of the Hall sensors (110, 120, 130, 140) is via a cable or wirelessly.

8. Manual transmission, in particular for electrified multi-speed drives, with a housing (10), a shift fork (20), a toothed shift sleeve (30) and at least one toothed clutch body (40, 45), wherein the shift sleeve (30) and the at least one clutch body (40, 45) are rotatably mounted about a common axis of rotation (R) and during a shifting operation the shift sleeve (30) moves in the axial direction parallel to the axis of rotation (R) in order to engage with the at least one clutch body (40, 45), wherein the manual transmission has a transmission sensor unit according to one of the preceding claims.

9. Manual transmission according to claim 8, which further comprises a plunger coil actuator (60) coupled to the shift fork (20) to effect axial displacement of the shift fork (20) and thereby of the shift sleeve (30).

10. Manual transmission according to claim 8 or claim 9, wherein the at least one clutch body (40, 45) comprises a first clutch body (40) and a second clutch body (45), and a fixation is provided that holds the shift fork (20) in at least three of the following predetermined axial positions: - in a first position in which a coupling to the first clutch body (40) occurs, - in a second position in which a coupling to the second coupling body (45) takes place, - in a third position in which neither a coupling to the first coupling body (40) nor a coupling to the second coupling body (45) takes place.

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