Abstract:
An actuation device for a motor vehicle having a transmission with gear steps and a friction clutch for automated actuation of both the transmission and the friction clutch, where the actuation device has an actuator device with whose help both a rotational movement and a translational movement is executable, in order to improve the actuation device in terms of construction and/or function.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    The present application is the U.S. national stage application pursuant to 35 U.S.C. §371 of International Application No. PCT/DE2014/200039, filed Feb. 3, 2014, which application claims priority from German Patent Application No. DE 10 2013 203 284.6, filed Feb. 27, 2013, which applications are incorporated herein by reference in their entireties. 
     
    
     TECHNICAL FIELD 
       [0002]    The invention relates to an actuation device for a motor vehicle having a transmission with gear steps and a friction clutch, for automated actuation of both the transmission and the friction clutch. 
       BACKGROUND 
       [0003]    From WO 02/066870 A1 a transmission is known, in particular for motor vehicles, which has a plurality of wheel sets that form gear steps, each of which is made up of a speed-change gear wheel that is firmly connected to a shaft and an idler gear that can be connected to a shaft, where gear steps are engaged by connecting an idler gear with the shaft that carries it by means of a final output element which is part of a final output mechanism, which is actuated by the final actuating mechanism, and where the shifting sequence of the gear steps is not fixed in the final actuating mechanism, in order to produce a transmission—for example an automated shift transmission, a power-shift transmission, a dual-clutch transmission having gear steps distributed between at least two different shafts, and the like—in which the shifting sequence of the gear steps is not fixed in the final actuating mechanism, in which the shifting times are shortened significantly, which is a substantial improvement in terms of safety. 
         [0004]    From DE 10 2004 038 955 A1 an actuation device is known for acting upon at least two shifting elements which are spaced apart from each other, each having at least one first engagement zone for actuation thereof, having the following features: a drive shaft is drivable by a motor in both directions of rotation; the drive shaft has a first thread profile; on the first thread profile of the drive shaft a setting device is rotationally accommodated by means of a second thread profile which is complementary to the first thread profile; a control element which is non-rotatably connected to the setting device causes the setting device to rotate along with the drive shaft when the drive shaft rotates in a first direction of rotation, while at least one second engagement zone provided on the setting device is positioned on at least one engagement zone of at least one shifting element; when the drive shaft is rotated in a second direction of rotation, contrary to the first direction of rotation, the control element controls an axial displacement of the setting device relative to the drive shaft, and thus an actuation of the at least one shifting element, on whose first engagement zone the second engagement zone is positioned. This creates an actuation device which can be produced inexpensively, which operates reliably while requiring little effort to construct. 
       SUMMARY 
       [0005]    According to aspects illustrated herein, there is provided an actuation device for a motor vehicle having a transmission with gear steps and a friction clutch, the actuation device having an actuator device configured to enable a rotational movement and a translational movement, and configured to enable automated actuation of both the transmission and the friction clutch. 
         [0006]    A general object of the invention is to improve the construction and/or function of an actuation device. In particular, the actuation device is to be simplified. In particular, a production expense is to be reduced. In particular, a construction space requirement is to be reduced. 
         [0007]    In an example embodiment, an actuation device for a motor vehicle is provided as having a transmission with gear steps and a friction clutch for automated actuation of both the transmission and the friction clutch, where the actuation device has an actuator device with whose help both a rotational movement and a translational movement are executable. 
         [0008]    The motor vehicle may have a drivetrain. The drivetrain may have an internal combustion engine. The drivetrain may have a torsional vibration damper. The drivetrain may have the transmission. The transmission may be a multistep transmission. The transmission may be a shift transmission. The transmission may have shifting elements to shift the transmission steps. The shifting elements may have claw clutches with sliding muff-type couplings. Gear steps of the transmission may be power-shiftable. The transmission may have at least one subtransmission. The transmission may have a single subtransmission. The transmission may have a first subtransmission and a second subtransmission. The transmission may have at least one input shaft. The transmission may have a single input shaft. The transmission may have a first input shaft and a second input shaft. The transmission may have an input shaft for each subtransmission. The drivetrain may have a friction clutch device. The friction clutch device may have at least one friction clutch. The friction clutch device may have a single friction clutch. The friction clutch device may have a first friction clutch and a second friction clutch. The friction clutch device may have a friction clutch for each subtransmission. The friction clutch device may have a friction clutch for each input shaft of the transmission. A friction clutch can serve to shift a mechanical power stream between the internal combustion engine and an input shaft with modulation, in order to enable driving off and changing gear steps. A friction clutch can serve to shift a mechanical power stream between the internal combustion engine and the first input shaft or the second input shaft in a transitional change with modulation, in order to enable power shifting. 
         [0009]    Automated actuation can occur with the help of a control device which is able to issue output signals to control the actuator device on the basis of input signals. The actuator device may have an axis. The actuator device may have a rotation axis. The actuator device may have a translation axis. The actuator device may have a combined rotation and translation axis. 
         [0010]    When the transmission is actuated, first a gear step which is to be engaged can be selected and then the selected gear step engaged, where a selection movement can be executed with the help of the rotational movement and an engagement movement can be executed with the help of the translational movement of the actuator device. An actuation of the friction clutch can be executable with the help of the translational movement of the actuator device. 
         [0011]    The actuation device may have an active shift lock, which can serve to disengage a previously engaged gear step when engaging a gear step. The active shift lock can also be referred to as “active interlock.” The actuation device may have a first contour section for engaging a gear step. The actuation device may have at least one second contour section for disengaging a gear step. (Information: the disengagement occurs during the translational motion prior to the engagement). The first contour section and the at least one second contour section may be firmly assigned to each other. The first contour section and the at least one second contour section may be constructionally combined. Contour sections may also be used for both the disengaging and the engaging; preferably these contour sections then enter one after the other into operative connection with various opposing contours, in order to fulfill the particular function. The actuation device may have a shift lock, which can serve to secure an actuation state of the transmission during an actuation of the friction clutch. This shift lock and the active shift lock may be constructionally combined. 
         [0012]    During an actuation, the actuator device may first actuate the transmission and then the friction clutch. The actuator device may have a drive, whereby an actuation of the transmission and the friction clutch one after the other can be accomplished with the help of a continuous drive motion. A continuous drive motion may be a drive motion without a change of direction. 
         [0013]    The actuator device may have a rotary drive, a spindle drive and a rotationally and translationally movable tappet. The rotary drive may be an electric motor. The rotary drive may have a stator and a rotor. The spindle drive may have a spindle screw and a spindle nut. The spindle screw may be non-rotatably situated on the rotary drive. The spindle nut may be non-rotatably situated on the tappet. The spindle screw and the spindle nut may be rotatable relative to each other. Turning the spindle screw may cause a translational movement of the spindle nut between a first end position and a second end position, when the spindle nut is prevented from rotating. In the first end position the spindle nut may stop on the rotary drive side, so that rotation between the spindle screw and the spindle nut is prevented. In the first end position, the spindle screw and the spindle nut may be rotatable together. The tappet may have essentially the form of a round cylinder. Alternatively, the assignments of spindle screw and spindle nut may also be exchanged. If the spindle nut is non-rotatably connected to the rotary drive and the spindle screw to the tappet, the same functions can be fulfilled correspondingly as described above. The rotary drive may be driven, for example, electrically, hydraulically or pneumatically. 
         [0014]    The actuation device may have a tappet with a transmission actuating section and a clutch actuating section, a fixed perforated mask, and at least one movable gear track. 
         [0015]    The tappet may have a first end on the rotary drive side and an opposite second end. The tappet may have catch sections. The catch sections may serve to prevent rotation of the tappet, and therefore of the spindle nut, in defined positions. The defined positions may serve to select gear steps which are subsequently to be engaged. The defined positions may serve to provide rough rotary adjustment of the tappet. The catch sections may be situated at the first end of the tappet. The catch sections may be designed as catch tabs. The transmission actuating section may be situated eccentrically on the tappet. The transmission actuating section may be formed on the tappet as a radial projection. During a rotary movement of the tappet, the transmission actuating section may be movable in the circumferential direction of the tappet. The transmission actuating section may have a square cross section. The transmission actuating section may have a first end on the rotary drive side and an opposite second end. The transmission actuating section may have a ramp profile to move the at least one gear track. The ramp profile may be situated at the second end of the tappet. The ramp profile may be pyramid-shaped. The ramp profile may have a point. The clutch actuating section may be situated at the end of the tappet. The clutch actuating section may be situated at the second end of the tappet. The clutch actuating section may be designed as a thrust bolt. The clutch may also be actuated via the transmission actuating section. For example by the pyramid-shaped end of the transmission actuating section striking a contact surface after the gear step is engaged, which contact surface is moved by the transmission actuating section (for example, parallel or perpendicular to the direction of movement of the tappet) and interacts operatively with the clutch. If the end of the transmission actuating section is provided with a truncated pyramid contour instead of a pointed pyramid contour, it is possible to integrate both ramps for disengaging and engaging the gear steps and a flat tappet surface for actuating the clutch. 
         [0016]    The perforated mask may have groove-like recesses. The perforated mask may have a flat shape. The recesses may correspond geometrically complementarily to the cross section of the transmission actuating section. The perforated mask may have a recess for each gear step. The perforated mask may serve to positively guide a translational movement of the tappet. The perforated mask may serve for rotational fine adjustment of the tappet. The perforated mask may serve to prevent or limit a translational motion of the tappet and of the clutch actuating section, if the clutch actuating section is not aligned sufficiently precisely with one of the recesses present in the perforated mask and assigned to engaging a gear step. 
         [0017]    The at least one gear step may have a flat shape. The at least one gear track can be kinematically connected to a shifting element of the transmission. Moving the at least one gear track can cause a shifting of a shifting element of the transmission. The at least one gear track may have edge sections. The edge sections may be inner edge sections. The at least one gear track may have at least one edge section for engaging a gear step. The at least one gear track may have at least one edge section for disengaging a gear step. The edge sections may correspond to the transmission actuating section. The edge sections may correspond to the ramp profile of the transmission actuating section. A translational movement of the tappet may cause a displacement of the at least one gear trap. 
         [0018]    In summary, and described in other words, the invention yields, among other things, a single-motor transmission actuator with active interlock. A single-motor actuating system with active interlock can be provided. A constructive design may be characterized by the following points: combined transmission and clutch actuator with one motor—selecting and actuating with the same motor; switching from selecting to actuating by changing the direction of the motor; active interlock, which guarantees that only one gear is engaged; engaged gears are always disengaged before a new gear is engaged; engaged gear and disengaged gears are mechanically secured during a clutch actuation; actuation of a clutch in every gear position by continuing to operate the actuator; disengagement of an old gear, engagement of a new gear and actuation of the clutch take place in one continuous motion without changing the direction of the motor. 
         [0019]    The actuating system may have a tappet. The tappet may be used to disengage and engage gears, as well as to actuate the clutch. A spindle drive may be situated in the interior of the tappet. The tappet may be moved translationally by means of this spindle drive. The tappet may bottom out, so that it rotates together with the spindle. A gear selector may be attached to a main body of the tappet. The latter may have a pyramid-shaped point. At one end of the tappet there may be a locking contour (ratchet), for example having elevations or indentations which may be engaged by a locking pawl. Thus the locking pawl can slip past in one direction to select the desired position, and when actuated in the other direction can block so that the tappet stops in a correct orientation. If the rotary motion of the tappet is blocked by the locking pawl, then the tappet can be moved translationally downward by means of the spindle drive. During the downward movement, a perforated mask can assume the function of the locking pawl, and specify the rotational position of the tappet. As it moves further, sloping surfaces of the pyramid of the tappet can disengage or engage the gears. By moving it further, the clutch can be actuated. At the same time, the selected gear can remain secured, and the gears on a different track can be held securely in the disengaged position. 
         [0020]    The actuating system may have a spindle with a drive. The spindle may be driven by a motor. A block (limit stop) may be situated at the end of the spindle. When this block is reached by the tappet, the tappet may rotate together with the spindle. 
         [0021]    The actuating system may have a perforated mask. The perforated mask may guarantee rotational fixing of the gear selector by means of grooves. The gear selector may be fixed in four positions, which correspond to four gears of a subtransmission. By fixing the gear selector in the perforated mask, the load on the locking pawl can be relieved, and the tappet can be prevented from turning while retracting before the gear selector has retracted completely. The gear selector can be advanced far enough so that even with the maximum translational movement it only dips into the perforated mask, but does not plunge through it. This enables the rotational fixing of the gear selector to be ensured over a long range of motion. To improve the guidance, the perforated mask may also have guide elements or be augmented with other guide elements, which extend in the direction of motion of the gear selector. These guide elements of the perforated mask and the lateral surfaces of the gear selector preferably have flat, parallel contact areas. 
         [0022]    The actuating system may have gear tracks. The gear tracks may be connected to shifting elements (sliding muff-type couplings) in the transmission. Grooves may be cut in the gear tracks in such a way that in the appropriate position the bevels of the gear selector can shift the gears. The gear tracks here may be so encapsulated, one over the other, that on one side—viewed from the top, from the perspective of the tappet—lie the disengaging grooves with which the gear is disengaged, when a gear on the other side (located beneath) is to be engaged. On the other side, the grooves for engaging the gear can be located under the disengaging grooves of the other track. This enables the former gear of this track to be disengaged, and the new gear engaged in the same motion. 
         [0023]    The actuation device according to the invention is simplified. A production expense is reduced. A construction space requirement is reduced. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0024]    Exemplary embodiments of the invention will be described in greater detail below in reference to figures. Additional features and benefits result from this description. Concrete features of these exemplary embodiments may depict general features of the invention. Features of these exemplary embodiments combined with other features may also represent individual features of the invention. 
           [0025]    The figures show the following, schematically and by way of example: 
           [0026]      FIG. 1  is an exploded view of an actuation device for actuating both a transmission and a friction clutch, having an actuator device, a perforated mask and two gear tracks; 
           [0027]      FIG. 2  is a detail view of a tappet of the actuator device; 
           [0028]      FIG. 3  is a detail view of the perforated mask of the actuation device; 
           [0029]      FIG. 4  is a detail view of a gear track of the actuation device; 
           [0030]      FIG. 5  illustrates the actuation device after executing a selection movement; 
           [0031]      FIG. 6  illustrates the actuation device while engaging a gear step; 
           [0032]      FIG. 7  illustrates a track model for a selection and actuation principle of an actuation device; and, 
           [0033]      FIG. 8  is a schematic diagram of a dual-clutch transmission having two subtransmissions and two actuation devices. 
       
    
    
     DETAILED DESCRIPTION 
       [0034]    At the outset, it should be appreciated that like reference characters on different drawing views identify identical, or functionally similar, structural elements of the disclosure. It is to be understood that the disclosure as claimed is not limited to the disclosed aspects. 
         [0035]    Furthermore, it is understood that this disclosure is not limited to the particular methodology, materials and modifications described and as such may, of course, vary. It is also understood that the terminology used herein is for the purpose of describing particular aspects only, and is not intended to limit the scope of the present disclosure. 
         [0036]    Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood to one of ordinary skill in the art to which this disclosure belongs. It should be understood that any methods, devices or materials similar or equivalent to those described herein can be used in the practice or testing of the disclosure. 
         [0037]    “Can” or “may” designate in particular optional features of the invention. Accordingly, in each case there is one exemplary embodiment of the invention which has the particular feature or particular features. 
         [0038]    By “non-rotatably connected” first and second components we mean that the first component is connected to the second component so that any time the first component rotates, the second component rotates with the first component, and any time the second component rotates, the first component rotates with the second component. Axial displacement between the first and second components is possible. 
         [0039]      FIG. 1  shows actuation device  100  for actuating both a transmission and a friction clutch, having actuator device  102 , perforated mask  104  and two gear tracks  106 ,  108 , in an exploded view.  FIG. 3  shows a detail view of perforated mask  104  of actuation device  100 .  FIG. 4  shows a detail view of gear track  106  of the actuation device  100 . From the perspective of actuation device  100 , perforated mask  104  is situated on top; gear tracks  106 ,  108  are situated underneath perforated mask  104 . 
         [0040]    Actuation device  100  serves to automatically actuate both the transmission and the friction clutch in a motor vehicle drivetrain which also has an internal combustion engine with an output shaft. The transmission is a multistep shifting transmission, with which gear steps can be shifted. To shift the gear steps, the transmission has shifting elements, such as claw clutches, having sliding muff-type couplings. The transmission has an input shaft. The friction clutch is situated in the drivetrain between the internal combustion engine and the transmission, and serves to shift a mechanical power stream between the output shaft of the internal combustion engine and the input shaft of the transmission, with modulation. 
         [0041]    Actuator device  102  has rotary drive  110 , a spindle drive and tappet  112 .  FIG. 2  shows a detail view of tappet  112  of actuator device  102 . Tappet  112  has end  114  on the rotary drive side and opposite end  116 . Rotary drive  110  is designed, for example, as an electric motor having a stator and a rotor. The spindle drive is situated at end  114  of tappet  112 . The spindle drive has spindle screw  118 , and a spindle nut which meshes with spindle screw  118 . Spindle screw  118  is drivable with the help of rotary drive  110 . The spindle nut is firmly situated on tappet  112 . 
         [0042]    Rotating spindle screw  118  causes a translational movement of the spindle nut, and therefore of tappet  112 , when the spindle nut is prevented from rotating. In this way, tappet  112  is movable between an end position on the rotary drive side and an opposite end position. In the end position on the rotary drive side, the spindle nut bottoms out in the translational direction, so that further rotation of spindle screw  118  and the spindle nut relative to each other is prevented. Rotating spindle screw  118  then also causes a rotational movement of the spindle nut, and thus of tappet  112 , without a translational movement. 
         [0043]    Tappet  112  has a cylindrical shape. At end  114 , tappet  112  has four outward-directed catch tabs, such as  120 , protruding radially. Catch tabs  120  serve to engage locking pawls, in order to prevent rotation of tappet  112  and thus of the spindle nut. Tappet  112  has transmission actuating section  122 . Transmission actuating section  122  is situated on tappet  112  in the radial direction eccentrically to longitudinal axis  124  of tappet  112 . In the axial direction, transmission actuating section  122  is approximately centered on tappet  112 . Transmission actuating section  122  is designed in the form of a rectangular bar section, and has a pyramid-shaped point  126 . Point  126  of transmission actuating section  122  forms ramp profile  128  with ramps. Transmission actuating section  122  is connected to tappet  112  by one of its edges. Tappet  112  has clutch actuating section  130 . Clutch actuating section  130  is formed by end  116  of tappet  112 . Clutch actuating section  130  is designed as a thrust bolt. 
         [0044]    Perforated mask  104  is firmly situated, for example attached to a transmission housing. Perforated mask  104  has a flat shape. Perforated mask  104  has a clamp-like shape. In the present case, perforated mask  104  has four notch-like cutouts  132 ,  134 ,  136 ,  138 . Cutouts  132 ,  134 ,  136 ,  138  are assigned to four gear steps of the transmission. Cutouts  132 ,  134 ,  136 ,  138  each have edge sections which form a guideway for transmission actuating section  122  of tappet  112  as it moves translationally. Between cutouts  132 ,  134 ,  136 ,  138 , perforated mask  104  has cutout  140  for tappet  112 . Cutouts  132 ,  134 ,  136 ,  138 ,  140  are each formed by an inside edge of perforated mask  104 . Cutout  140  is open toward the outside. 
         [0045]    Gear tracks  106 ,  108  are each connected kinematically to a shifting element of the transmission. Gear tracks  106 ,  108  are each movable, in order to switch the shifting element to engage and/or disengage a gear step. Gear tracks  106 ,  108  each have a flat shape. Gear tracks  106 ,  108  each have a clamp-like shape with two legs. Only gear track  106  will be described below, by way of example. Gear track  106  has notch-like cutouts  142 ,  144 ,  146 . Cutouts  142 ,  144 ,  146  each have edge sections which correspond to ramp profile  128  of transmission actuating section  122  of tappet  112 , so as to bring about a movement of gear track  106  when tappet  112  moves translationally. Cutouts  142 ,  144  serve to disengage a gear step. Cutout  146  serves to engage a gear step. Between cutouts  142 ,  144 ,  146  gear track  106  has cutout  148  for tappet  112 . Cutouts  142 ,  144 ,  146 ,  148  are each formed by an inside edge of gear track  106 . Cutout  148  is open toward the outside. Legs  150 ,  152  of gear track  106  are offset from each other at different heights. The legs of gear track  108  are offset in opposite directions from each other at different heights. This enables gear tracks  106 ,  108  to be arranged so that legs  150 ,  152  of gear track  106  and the legs of gear track  108  mesh with each other in opposite directions. 
         [0046]      FIG. 5  shows actuation device  100  after executing a selection movement.  FIG. 6  shows actuation device  100  while engaging a gear step. To execute a selection movement, rotary drive  110  with spindle screw  118  is first operated according to arrow direction a, until the spindle nut with tappet  112  bottoms out in the translational direction at the end position on the side of the rotary drive, so that spindle screw  118  and the spindle nut with tappet  112  are prevented from rotating further relative to each other. Rotary drive  110  is then operated further according to arrow direction a, whereupon tappet  112  moves rotationally and transmission actuating section  122  revolves. With the help of catch tab  120  and a locking pawl, after a change of direction of rotation of the rotary drive, tappet  112  is then preset in a desired rotational position so that transmission actuating section  122  is located above desired cutout  132 ,  134 ,  136  or  138  of perforated mask  104 . Rotary drive  110  is then operated according to arrow direction b. A meshing of a locking pawl with catch tab  120  prevents tappet  112  from rotating, so that tappet  112  moves in the translational direction corresponding to arrow direction c. In the present case, transmission actuating section  122  of tappet  112  dips into cutout  134  of perforated mask  104 , whereupon transmission actuating section  122  is guided precisely to the edge sections of cutout  134  as it moves further in arrow direction c. Upon further movement in arrow direction c, transmission actuating section  122  with its ramp profile  128  meshes with corresponding edge sections of cutout  142  of gear track  106  and a cutout beneath it of gear track  108 , and displaces gear tracks  106 ,  108  in such a way that a gear step is disengaged with the help of gear track  106  and a gear step is engaged with the help of gear track  108 . Without a change in the direction of rotation of rotary drive  110 , a further movement of tappet  112  in arrow direction c occurs, whereupon the tappet  112  actuates the friction clutch using its clutch actuating section  130 . The friction clutch is engaged when the tappet  112  moves in arrow direction c, enabling a transfer of power between the internal combustion engine and the transmission using the previously engaged gear step. The friction clutch is preferably an automatically disengaging clutch. To disengage the friction clutch, the friction clutch  110  is then again operated in the opposite rotational direction corresponding to arrow direction a, so that the tappet  112  moves contrary to arrow direction c. To shift a gear step, transmission actuating section  122  is then withdrawn completely out of cutout  134  of perforated mask  104 , until tappet  112  hits the stop in the end position on the side of the rotary drive, and a gear step can be selected again by presetting transmission actuating section  122  above a desired cutout  132 ,  134 ,  136  or  138 . 
         [0047]      FIG. 7  shows track model  200  for a selection and actuation principle of an actuation device, such as actuation device  100  according to  FIG. 1 . Track model  200  names four setting tracks  202 ,  204 ,  206 ,  208  and one selecting track  210 . Selecting track  210  forms a closed ring track. Setting tracks  202 ,  204 ,  206 ,  208  each branch off like offshoots from selecting track  210 . Shunting switch  218  is assigned to each of setting tracks  202 ,  204 ,  206 ,  208 . Track model  200  can be traveled in both directions. In the clockwise direction, selecting track  210  is traveled in a continuous circle. If the travel direction is reversed, subsequent arrival at switch  218  when traveling selecting track  210  counter-clockwise causes diversion onto an associated setting track  202 ,  204 ,  206 ,  208 . This setting track  202 ,  204 ,  206 ,  208  is then traversed, starting from selecting track  210  to its end and back again to selecting track  210 . Selecting track  210  is then again traveled continuously in the clockwise direction, and by changing the direction of rotation to counter-clockwise a new setting track  202 ,  204 ,  206 ,  208  can be traveled via switch  218 . 
         [0048]    When one of setting tracks  202 ,  204 ,  206 ,  208  is traveled, first a disengagement zone  212  is traversed, in which a gear step of another track that may have been engaged is disengaged. Engagement zone  214  is then traversed, in which the gear step of setting track  202 ,  204 ,  206 ,  208  being traveled is engaged. Next clutch zone  216  is traversed, in which a friction clutch is actuated. 
         [0049]    The four setting tracks  202 ,  204 ,  206 ,  208  correspond to four gear steps of a transmission. Traveling selecting track  210  in the counter-clockwise direction corresponds to a selection movement, comparable to a rotational movement of tappet  112  in arrow direction a. Traveling selecting track  210  in the counter-clockwise direction corresponds to a rotational movement of tappet  112  in arrow direction b. Switches  218  correspond to catch tabs  120  interacting with a locking pawl. Traveling setting track  202 ,  204 ,  206 ,  208  starting from selecting track  210  to its end corresponds to a translational movement of tappet  112  in arrow direction c. For further details please see  FIG. 1  through  FIG. 6  and the associated description. 
         [0050]      FIG. 8  shows a schematic diagram of dual-clutch transmission  300  having two sub-transmissions  302 ,  304  and two actuation devices  306 ,  308 , such as actuation device  100 . Dual-clutch transmission  300  has seven gear steps  1 ,  2 ,  3 ,  4 ,  5 ,  6  and  7  for forward travel, and one gear step R for reverse travel. Subtransmission  302  has gear steps  1 ,  3 ,  5  and  7 . Subtransmission  304  has gear steps  2 ,  4 ,  6  and R. Friction clutch  310  serves to connect subtransmission  302  to an internal combustion engine. Friction clutch  312  serves to connect subtransmission  304  to an internal combustion engine. Actuation device  306  serves to actuate both subtransmission  302  and friction clutch  310 . Actuation device  308  serves to actuate both subtransmission  304  and friction clutch  312 . For further details please see  FIG. 1  through  FIG. 7  and the associated description. 
         [0051]    It will be appreciated that various of the above-disclosed and other features and functions, or alternatives thereof, may be desirably combined into many other different systems or applications. Various presently unforeseen or unanticipated alternatives, modifications, variations, or improvements therein may be subsequently made by those skilled in the art which are also intended to be encompassed by the following claims. 
       REFERENCE LABELS 
       [0000]    
       
           100  Actuation device 
           102  Actuator device 
           104  Perforated mask 
           106  Gear track 
           108  Gear track 
           110  Rotary drive 
           112  Tappet 
           114  End 
           116  End 
           118  Spindle screw 
           120  Catch tab 
           122  Transmission actuating section 
           124  Longitudinal axis 
           126  Point 
           128  Ramp profile 
           130  Clutch actuating section 
           132  Cutout 
           134  Cutout 
           136  Cutout 
           138  Cutout 
           140  Cutout 
           142  Cutout 
           144  Cutout 
           146  Cutout 
           148  Cutout 
           150  Leg 
           152  Leg 
           200  Track model 
           202  Setting track 
           204  Setting track 
           206  Setting track 
           208  Setting track 
           210  Selecting track 
           212  Disengagement zone 
           214  Engagement zone 
           216  Clutch zone 
           218  Shunting switch 
           300  Dual-clutch transmission 
           302  Subtransmission 
           304  Subtransmission 
           306  Actuation device 
           308  Actuation device 
           310  Friction clutch 
           312  Friction clutch