Abstract:
A transmission for a motor vehicle is provided that includes, but is not limited to at least first and second rotatable shafts, at least first and second pairs of meshing gearwheels, each of which includes, but is not limited to an idle gearwheel rotatably mounted on the second shaft, at least one synchronizer which is displaceable along said second shaft between first and second engaged positions in which it locks one of the idle gearwheels to the second shaft via a neutral position, and a hydraulic actuator for displacing the synchronizer. The actuator includes, but is not limited to a cylinder and a piston which is displaceable within the cylinder delimiting first and second chambers. The volume of the first chamber is smallest when the actuator is in the first engaged position and the volume of the second chamber is smallest when the actuator is in the second engaged position. The piston further delimits at least a third chamber within the cylinder, the volume of which is smallest when the actuator is in the neutral position.

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
       [0001]    This application claims priority to British Patent Application No. 0915092.1, filed Aug. 28, 2009, which is incorporated herein by reference in its entirety. 
       TECHNICAL FIELD 
       [0002]    The present invention relates to a transmission for a motor vehicle comprising at least first and second rotatable shafts, at least first and second pairs of meshing gearwheels, each of which comprises an idle gearwheel rotatably mounted on said second shaft, at least one synchronizer which is displaceable along said second shaft between first and second engaged positions in which it locks one or the other of said idle gearwheels to said second shaft via a neutral position, and a hydraulic actuator for displacing the synchronizer. 
       BACKGROUND 
       [0003]    A transmission is known, e.g., from WO 2007/104 276. In this conventional transmission, there are four actuators and synchronizers associated to gears  1  and  3 ,  2  and  4 ,  5  and  7 ,  6  and reverse, respectively. A pressure regulator and a rotary way valve driven by a stepper motor are connected between a source and a drain for hydraulic fluid, on the one hand, and the four actuators on the other. Depending on the state of the pressure regulator, either first sides of all four actuators are connected to the source via the pressure regulator, and the second side of one of the actuators is connected to the drain via the way valve, whereas second sides of the other actuators are blocked, or the first sides are connected to the source via the pressure regulator, and a selected one of the actuators has its second side connected to the drain, whereas the others are blocked. In each state, one of the actuators can move, whereas the others can not. If this conventional transmission is in second gear, first or third gears can be pre-selected in order to enable interruption-free shifting to the pre-selected gear when necessary. Since first and third gears are associated to a same synchronizer, pre-selection can be changed from first to third gear or vice versa by shifting the synchronizer from one of its two engaged positions to the other. However, if e.g., the fourth gear is active, either the fifth or the third gear should be pre-selected. Since these are associated to different actuators, a change of the pre-selection requires two actuators to be displaced. This can only be done by first transferring the first actuator from the engaged position to the neutral position, and then the second from neutral to an engaged position. Since, unlike the engaged positions, the neutral position is not defined by an abutment, the amount of hydraulic fluid applied to the first actuator must be carefully metered in order to ensure that the neutral position is reached exactly. In order to avoid overshooting, hydraulic fluid must be supplied at a low rate when approaching the neutral position. Therefore, switching over between pre-selected third and fifth gears takes much longer and is much more complicated to control than a switchover between pre-selected first and third gears. 
         [0004]    At least one object of the present invention is to provide a transmission for a motor vehicle comprising a synchronizer which is displaceable between first and second engaged positions, in which a switchover between an engaged position and a neutral position of the synchronizer is just as simple to control and at least as quickly accomplished as a switchover between the engaged positions. In addition, other objects, desirable features, and characteristics will become apparent from the subsequent summary and detailed description, and the appended claims, taken in conjunction with the accompanying drawings and this background. 
       SUMMARY 
       [0005]    The at least one object, and other objects, desirable features, and characteristics, are achieved by a transmission for a motor vehicle comprising at least first and second rotatable shafts, at least first and second pairs of meshing gearwheels, each of which comprises an idle gearwheel rotatably mounted on said second shaft, at least one synchronizer which is displaceable along said second shaft between first and second engaged positions in which it locks one of said idle gearwheels to said second shaft via a neutral position, and a hydraulic actuator for displacing the synchronizer, the actuator comprising a cylinder and a piston which is displaceable within the cylinder delimiting first and second chambers, the volume of the first chamber being smallest when the actuator is in the first engaged position and the volume of the second chamber being smallest when the actuator is in the second engaged position, wherein the piston further delimits at least a third chamber within the cylinder, the volume of which is smallest when the actuator is in a neutral position. 
         [0006]    If a pressure applied to first and second chambers is higher than the pressure in the third chamber, the third chamber will be compressed, causing the piston to come to rest in the neutral position. No sensor is required for verifying that the piston is exactly at the neutral position, since due to the third chamber a high pressure applied to first and second chambers will lock the piston in the neutral position as reliably as a high pressure applied only to the first and second chamber would lock it in the second and first engaged positions, respectively. 
         [0007]    The third chamber is preferably designed to reach its greatest volume when the actuator is in the first engaged position. 
         [0008]    According to a practical embodiment, the piston may comprise a main member and a first extension member, the first extension member forming a barrier between first and third chambers and being supported by said main member if the piston is displaced from a neutral position towards the first engaged position. 
         [0009]    For the actuator to be stable in the neutral position, the cylinder preferably comprises at least first and second portions, the second portion having a larger cross section than the first portion, the main member filling the cross section of said first portion, and the main member and the first extension member jointly filling the cross section of the second portion. 
         [0010]    In order to facilitate control, the piston should be as fast in moving between the first engaged position and the neutral position as between the second engaged position and the neutral position, and pressures required for displacing the piston in different directions from the neutral position should be identical. To this effect, the actuator should preferably have a symmetrical design, in particular it is advantageous if there is a fourth chamber delimited within the cylinder by said piston, the volume of which is smallest when the actuator is in the neutral position and greatest when the actuator is in the second engaged position. 
         [0011]    In order for the main member to move further towards the second engaged position than the first extension member, the first extension member preferably has an opening which exposes the main member directly to the pressure reigning in the first chamber, enabling the hydraulic fluid of the first chamber to push the piston main member forward even if it is not in contact with the first extension member. 
         [0012]    For the neutral position to be reached easily and reliably, a valve assembly of the transmission preferably is capable of assuming, in addition to a first state in which it connects the first chamber to a source and the second chamber to a drain of hydraulic fluid, and a second state in which it connects the second chamber to the source and the first chamber to the drain, a third state in which it connects first and second chambers to said source. 
         [0013]    Pressure regulators for applying hydraulic fluid at a first high pressure to one of said first and second chambers and hydraulic fluid at a second high pressure to the other chambers may serve various purposes. On one hand, the direction of displacement of the piston is controlled by the relationship of the first and second pressures, i.e. if the first pressure is highest, the piston moves towards the second engaged position, and if the second pressure is highest, it moves towards the first engaged position. Further, by decreasing the higher one of the two pressures while the piston is moving, the piston can be decelerated abruptly when it approaches a desired position, so that when the piston is remote from such a desired position it can be operated at a high speed. At such a high speed, a shift operation can be accomplished in a short time. 
         [0014]    First and second engaged positions of a synchronizer preferably correspond to non-adjacent gears, so that while a given gear is active, pre-selection can be swapped from a gear higher than the active gear to a lower one and vice versa using just one synchronizer. 
         [0015]    In a double clutch transmission having the first shaft and a third shaft for input shafts, the above mentioned first and second gearwheel pairs preferably comprise drive gearwheels which are mounted on said first shaft, i.e., both gears associated to said synchronizer are driven by the same input shaft. 
         [0016]    A second synchronizer and a second actuator of the above-described type, in particular an actuator having the above-described third chamber, can be associated to third and fourth gearwheel pairs which comprise drive gearwheels mounted on said third shaft. 
         [0017]    Again, in order to facilitate a change of pre-selection while a given gear is active, it is preferred that one of said first and second synchronizers is associated to odd-numbered gears, whereas the other synchronizer is associated to even-numbered gears. 
         [0018]    The advantages of the above-described actuator are most apparent in a transmission in which the number of gearwheel pairs driven by said first shaft is at least three, i.e. there are at least the above-described synchronizer having the third chamber associated to first and second gearwheel pairs of said first shaft, and another synchronizer associated to the third gearwheel pair. In case of switching over between a gear associated to the first or second gearwheel pair and the gear associated to the third gearwheel pair, the synchronizer having the third chamber is quickly and easily placed in its neutral position, and subsequently the synchronizer of the third gearwheel is engaged. 
         [0019]    If there are at least four gearwheel pairs driven by the first shaft, the third and fourth gearwheel pairs are preferably associated to a third actuator having said third chamber, too. 
         [0020]    For controlling the shifting operations, the valve assembly preferably comprises a way valve which, in a first position connects first and second chambers of said first actuator to said pressure regulators while connecting first and second chambers of said third actuator to said source, and, in a second position connects first and second chambers of said third actuator to said pressure regulator while connecting first and second chambers of said first actuator to said source. In this way, while the actuator having chambers connected to the pressure regulators is displaceable, the other actuator is locked in its position. 
         [0021]    Another way valve can be provided for connecting either said first or said second actuator to said pressure regulators. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0022]    The present invention will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements, and. 
           [0023]      FIG. 1  is a schematic diagram of an automated manual transmission embodying an embodiment of the present invention; 
           [0024]      FIG. 2  is a schematic cross section of a pressure controller used in the transmission of  FIG. 1 ; 
           [0025]      FIG. 3  is a schematic cross section of a hydraulic actuator used in the transmission of  FIG. 1 ; and 
           [0026]      FIG. 4  is a table of states of the valve assembly of the transmission of  FIG. 1 . 
       
    
    
     DETAILED DESCRIPTION 
       [0027]    The following detailed description is merely exemplary in nature and is not intended to limit application and uses. Furthermore, there is no intention to be bound by any theory presented in the preceding background or summary or the following detailed description. 
         [0028]      FIG. 1  illustrates a double-clutch transmission (DCT) which is a preferred field of application of the present invention. It should be understood, though, that the invention is applicable to single clutch transmissions alike, where it can facilitate shifting between gears associated to different synchronizers, as the reader will readily understand from the following description 
         [0029]    An input shaft  1  of the transmission comprises two concentrically rotating shaft members, namely a solid shaft  2  and a hollow shaft  3 , both of which carry a clutch plate of a double clutch  4 . The double clutch  4  is adapted to be selectively engaged in order to transmit engine torque only to solid shaft  2  or only to hollow shaft  3 . 
         [0030]    Solid and hollow shafts  2 ,  3  carry a plurality of drive gearwheels  6  to  9  that mesh with driven gearwheels  10  to  13  and  10 ′ to  13 ′ which are rotatably mounted on first and second layshafts  14 ,  14 ′, respectively. An output shaft, not shown, carries two gearwheels which mesh with pinions, not shown, of the layshafts  14 ,  14 ′. Gearwheel  13 ′ does not mesh directly with drive gearwheel  9 , but via an intermediate gearwheel  35 , so that the three gearwheels  9 ,  35 ,  13 ′ cooperate to form a reverse gear. Denominations of the various gears R,  1 ,  2 , . . . ,  7  are indicated in  FIG. 1  next to the gearwheel pairs associated to each gear. 
         [0031]    Between driven gearwheel pairs  10  and  11 ,  12  and  13 ,  10 ′ and  11 ′,  12 ′ and  13 ′, respectively, synchronizers  15 ,  16 ,  15 ′,  16 ′ are provided. The design of the synchronizers  15 ,  16 ,  15 ′,  16 ′ is familiar to the man of the art, comprising a shift sleeve  17  which is locked in rotation to a hub  18  on layshaft  14 ,  14 ′ and is axially displaceable along said layshaft  14 ,  14 ′ in order to engage one of the adjacent gearwheels  10 ,  11 ;  12 ,  13 ;  10 ′,  11 ′ or  12 ′,  13 ′ and lock it to the layshaft  14 ,  14 ′, baulk rings  19  between the hub  18  and the adjacent gearwheels which are dragged along when shift sleeve  17  is displaced from its neutral position and which have an annular friction surface, and friction surfaces rigidly connected to the adjacent gearwheels, against which the annular friction surface of a baulk ring  19  is pressed when it is dragged along by shift sleeve  17  to the synchronizing position. While the two friction surfaces are not yet synchronized, the baulk ring  19  blocks further progress of the shift sleeve  17  towards an engaged position in which it locks the gearwheel to the layshaft  14 ,  14 ′. 
         [0032]    Each synchronizer  15 ,  16 ,  15 ′,  16 ′ has a hydraulic actuator  20 ,  21 ,  20 ′,  21 ′ associated to it for displacing a shift fork  22  that engages shift sleeve  17 . The actuators  20 ,  21 ,  20 ′,  21 ′ are double-acting hydraulic cylinders having first and second chambers  23 ,  24  at either side of a displaceable piston  25  connected to shift fork  22 . Each synchronizer  20 ,  21 ,  20 ′,  21 ′ has a Hall sensor  34  associated to it for monitoring a displacement of its shift fork  22  to the left, towards gearwheel  10 ,  10 ′ or  12 ,  12 ′ and to the right, towards gearwheel  11 ,  11 ′ or  13 ,  13 ′ 4 . For detecting displacements into different directions, two magnets are placed on each shift fork  22  or piston rod so that one of them is detected when the shift fork  22  is displaced from neutral to the left, and the other when the shift fork  22  is displaced from neutral to the right. The magnets may differ in field strength and/or orientation, so that from polarity and/or amplitude of the Hall sensor signal the detected magnet can be recognized. 
         [0033]    Hydraulic circuitry for operating the actuators  20 ,  21 ,  20 ′,  21 ′ comprises a reservoir  26  for unpressurized hydraulic fluid, a pump  28  which draws fluid from reservoir  26 , an accumulator  29  connected to the output of pump  28 , control valves  27 ,  27 ′, each of which has one port connected to the output side of pump  28 , another port connected to reservoir  26  and a pressure-controlled port selectively connected to the actuators  20 ,  21 ,  20 ′,  21 ′ via way valves  30 ,  31 ,  32 . 
         [0034]    Way valve  30  is directly connected to the pressure-controlled ports of control valves  27 ,  27 ′ and to reservoir  26  and has two positions in which either way valve  31  receives controlled output pressures from control valves  27 ,  27 ′ and way valve  32  is connected to reservoir  26 , or vice versa. Control valves  27 ,  27 ′ and way valves  30 ,  31 ,  32  are controlled by an electronic transmission controller  5 . Since way valve  31  controls actuators  15 .  15 ′ associated to odd-numbered gears and way valve  32  controls actuators  16 ,  16 ′ associated to odd-numbered gears, the position in which way valve  30  supplies controlled output pressures to way valve  31  will be referred to as ODD in the following, whereas the other position is referred to as EVEN. 
         [0035]    Way valves  31 ,  32  are shown in  FIG. 1  with two positions each, which for convenience will be referred to as ON and OFF in the following, but in general the number of positions corresponds to the number of synchronizers associated to gearwheels driven via hollow shaft  3 , such as synchronizers  15 ,  15 ′, whereas the number of positions of way valve  32  corresponds to the number of synchronizers, such as synchronizers  16 ,  16 ′ associated to gearwheels driven by solid shaft  2 . Way valve  31  is shown in the ON position, in which it communicates outputs of way valve  30  to the first and second chambers of actuator  20 , whereas actuator  21  has a background pressure applied to it which is derived from the output of pump  28  by a pressure reducer  36 . In the OFF position of way valve  31 , actuator  20  receives the background pressure, whereas actuator  20 ′ is connected to way valve  30 . Way valve  32  is shown in the OFF position, in which it connects actuator  21  to way valve  30  and actuator  21 ′ to background pressure, and in its ON position it applies background pressure to actuator  21  and outputs of way valve  30  to actuator  21 ′. 
         [0036]      FIG. 2  schematically illustrates the structure of control valves  27 ,  27 ′. Within a cylindrical chamber  41  a piston  42  is displaceable by means of a solenoid  43 . The piston  42  has end sections  44  and an intermediate section  45  which fill the cross section of chamber  41 , and reduced diameter sections  46  between the intermediate section  45  and each end section  44 . The reduced diameter sections  46  define cavities  47  within chamber  41 , one of which communicates with high-pressure port  49  of the control valve  27 ,  27 ′, whereas the other communicates with low-pressure port  50 . In the configuration shown, the pressure-controlled port  51  is blocked by intermediate section  45 . A feedback duct  52  extends from pressure-controlled port  51  to the end of chamber  1  opposite to solenoid  43 . 
         [0037]    The solenoid  43  applies a force to piston  42  which is proportional to the intensity of a current flowing through solenoid  43 . If the force is directed to the right in  FIG. 2 , the piston is displaced to the right so that high-pressure port  49  and pressure-controlled port  51  come to communicate. A flow of hydraulic fluid results, and the pressure at pressure-controlled port  51  increases until the pressure communicated to the right-hand end of piston  42  by feedback duct  52  compensates the force of solenoid  43 . Conversely, if the solenoid applies a force directed to the left, hydraulic fluid is drained from pressure-controlled port  51  to low-pressure port  50  until the pressure decrease at the right-hand end of piston  42  compensates the force. In this way, a pressure is established at the pressure-controlled port  51  which is a direct function of the current in solenoid  43 . 
         [0038]    The control valve of  FIG. 2  is advantageous for the present invention in that it allows control of the force applied to the shift sleeve  17  in a simple open control loop. Of course, other types of control valves could also be used, if necessary in combination with a pressure sensor by which the force applied to shift sleeve  17  could be controlled in a closed loop. 
         [0039]      FIG. 3  illustrates structure and operation of the actuators  20 ,  21 ,  20 ′,  21 ′ by means of two cross sections.  FIG. 3A  shows an actuator close to its first engaged position, whereas  FIG. 3B  illustrates the neutral position. 
         [0040]    Each actuator  20 ,  21 ,  20 ′,  21 ′ comprises a hollow cylinder  61  which is divided into three portions  62 ,  63 ,  64  having different cross sections. A displaceable piston  65  delimits first and second chambers  23 ,  24 . In the configuration of  FIG. 3A , the first chamber occupies portion  62  and part of portion  63 , whereas chamber  24  occupies part of portion  64 . A piston rod  66  connected to shift fork  22  extends through second chamber  24 . The cross section of portion  64  is larger than that of portion  62  by the cross section of the piston rod  66 . Portion  63  has a smaller cross section than the other two portions  62 ,  64 . 
         [0041]    Piston  65  comprises a main member  67  of overall cylindrical shape, which is displaceably and sealingly guided in the narrow portion  63  Annular extension members  68 ,  69  having a larger diameter than main member  67  are provided at each end of main member  67 . The peripheries of extension members  68 ,  69  are in sealing contact with the walls of cylinder portions  62 ,  64 , respectively. The extension member  68  of first chamber  23  is shown abutting against a shoulder  70  of narrow portion  63 . Main member  67  is separate from extension member  68 , and is displaced to the left so that first chamber  23  extends far into the narrow portion  63 . At the left hand side of the narrow portion  63 , between its left-hand shoulder  71  and extension member  67 , an annular chamber  72  is formed which communicates with neither of the two supply lines  73 ,  74  which connect chambers  23 ,  24  to way valve  31  or  32 . In chamber  72 , there may be a vacuum, or low pressure e.g., atmospheric pressure, supplied by a bore in the wall of cylinders  61 , not shown. 
         [0042]    In order to hold the piston  62  in the configuration shown in  FIG. 1 , the pressure in chamber  23  has to be higher than that in chamber  24 , so that the total force acting on the right end surface of main member  67  compensates a pressure of the second chamber  24  acting on the combined surfaces of main member  67  and extension member  69 . If a same pressure is applied to chambers  23 ,  24 , chamber  72  will vanish, leaving the actuator in the configuration shown in  FIG. 3B . Therefore, no sensor is necessary for verifying that the actuator is in its neutral position. If identical or at least substantially identical pressures are applied at both supply lines  73 ,  74 , the neutral position of  FIG. 3B  is the only stable position. 
         [0043]    If chamber  24  was supplied with a substantially higher pressure than chamber  23 , the piston  65  would move to the right, leaving extension member  69  at shoulder  71 , and an annular chamber analogous to chamber  72  would open between shoulder  70  and extension member  68 . 
         [0044]    Since the three way valves  30 ,  31 ,  32  have two positions each, there is a total of eight different combinations of way valve positions, the effects of which will be described referring to  FIG. 4 . Referring to  FIG. 1 , way valve  30  is shown in the ODD position, and way valve  31  is shown in the ON position, and way valve  32  is OFF. By tracing the hydraulic lines in  FIG. 1 , it can be verified that if control valve  27  outputs high pressure and control valve  27 ′ outputs a pressure which is sufficiently less than that of control valve  27  to enable displacement of the actuators, actuator  20  will move to the left, engaging gear  5 . By outputting a higher pressure from control valve  27 ′ and a lower pressure from control valve  27 , gear  7  might be engaged. Therefore, in the line of  FIG. 4  associated to the valve configuration ODD, ON, OFF of  FIG. 1  gears  5  and  7  are labeled as “ready” (for engagement). 
         [0045]    When one of gears  5 ,  7  is engaged, one of the gears associated to synchronizers  16 ,  16 ′ can be pre-selected. By switching over way valve  30  in to the EVEN position, control valves  27 ,  27 ′ are connected to actuator  21 , enabling pre-selection of gear  6  or gear  4 . Accordingly, these gears are labeled “standby” in the third line of  FIG. 4 . 
         [0046]    Since lines  3  and  7  of  FIG. 4  differ only by the state of way valve  30 , it is readily understood that gears labeled “ready” in line  3  are labeled “stand by” in line  7  and vice versa. 
         [0047]    So, if gear  7  or gear  5  was activated, pre-selection of adjacent gears  4  or  6  is possible by simply switching over way valve  30 , and similarly, gears  5  and  7  can be pre-selected when gears  6  or  4  are active. If gear  4  has been activated (which could be done, as easily seen from  FIG. 4 ) with way valves  30 ,  31  in the ON position, it is desirable that either gear  3  or gear  5  van be pre-selected. With way valves  31 ,  32  ON, gear  3  can be preselected, whereas with way valve  31  ON and way valve  32  OFF, pre-selection of gear  5  is possible. It can be easily verified that with any given active gear both adjacent gears can be pre-selected by switching one or two way valves. 
         [0048]    While at least one exemplary embodiment has been presented in the foregoing summary and detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration in any way. Rather, the foregoing summary and detailed description will provide those skilled in the art with a convenient road map for implementing an exemplary embodiment, it being understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope as set forth in the appended claims and their legal equivalents.