MANUAL TRANSMISSION LOCK FOR PARKING ASSISTANCE

Abstract

A gearshift lock for a gearbox includes a gearshift cylinder and a pawl wheel with a toothing. The gearshift lock includes a rotatably positioned pawl, and the pawl engages in the toothing of the pawl wheel in a locked position, and is disengaged from the pawl wheel in a freewheeling position. The pawl is pretensioned by a spring element in the direction of the locked position, and an engagement element is connected to the pawl. The engagement element holds the pawl in the freewheeling position by directly interacting with the gearshift cylinder against the effect of the spring element when the gearshift cylinder takes up a rotational position in a freewheeling rotational range, and the pawl can be released from the gearshift cylinder into a locked position by the engagement element when the gearshift cylinder takes up a rotational position in a locked rotational range.

Claims

1. A gearshift lock, preferably for parking assistance, for a gearbox comprising at least one gearshift cylinder and at least one pawl wheel with a toothing, wherein the gearshift lock comprises a rotatably positioned pawl, wherein the pawl engages in the toothing of the at least one pawl wheel in a locked position, and is disengaged from the at least one pawl wheel in a freewheeling position, and wherein the pawl is pretensioned by a spring element in the direction of the locked position, wherein an engagement element is connected to the pawl, wherein the engagement element holds the pawl in the freewheeling position by directly interacting with the gearshift cylinder against the effect of the spring element when the gearshift cylinder takes up a rotational position in a freewheeling rotational range, and wherein the pawl can be released from the gearshift cylinder into a locked position by means of the engagement element when the gearshift cylinder takes up a rotational position in a locked rotational range.

2. The gearshift lock according to claim 1, wherein the pawl has a bearing portion, wherein the pawl is rotatably positioned in the bearing portion, and wherein the pawl has a locking range, wherein the pawl engages in the toothing of the pawl wheel in the locking range.

3. The gearshift lock according to claim 1, wherein the spring element is designed as a torsion spring and/or is arranged in a bearing portion of the pawl.

4. The gearshift lock according to claim 1, wherein the pawl has a locking contour in a locking range, wherein the locking contour engages in the toothing of the at least one pawl wheel, wherein the locking contour, preferably engages in at least one, preferably at least two different, interdental space/spaces, and/or is adapted to the toothing of the at least one pawl wheel so that the pawl is mechanically repelled by the at least one pawl wheel so that the gearbox does not block when the pawl engages in a rotating pawl wheel, and/or can be released from the locked position even when the gearbox is under load.

5. The gearshift lock according to claim 1, wherein the engagement element is formed as a support arm, wherein the support arm preferably comprises a contact surface for placing on the gearshift cylinder, and/or is connected to the pawl in a bearing portion of the pawl, and/or together with the pawl forms a two-sided lever, in particular an angle lever, particularly preferable, wherein the angle of the angle lever is in the range of 80 to 100 degrees, and/or a contact surface for placing the support arm on the gearshift cylinder, and a locking contour for engagement of the pawl in the toothing of the at least one pawl wheel are arranged on the same side of the support arm and the pawl, respectively, as viewed from a common bearing portion of the support arm and the pawl and/or wherein the engagement element is formed as a driver pin.

6. The gearshift lock according to claim 1, wherein the gearshift cylinder has an actuating contour, wherein the engagement element can be supported on the actuating contour in the freewheeling position.

7. The gearshift lock according to claim 6, wherein the actuating contour runs along a circular path in the freewheeling rotational range of the gearshift cylinder, so that the engagement element rests on the actuating contour with a contact surface, and/or has a radially inward-pointing recessed recess and/or a radially inward-pointing recessed curve in the locked rotational range of the gearshift cylinder, so that the engagement element is preferably released in radial direction at a rotational position of the gearshift cylinder in the locked rotational range and/or is arranged radially further inwards than at a rotational position of the gearshift cylinder in the freewheeling rotational range, and/or has a radially outwardly pointing bulge and/or a radially outwardly pointing curve in the locked rotational range of the gearshift cylinder so that the engagement element is preferably released in radial direction at a rotational position of the gearshift cylinder in the locked rotational range, and/or is arranged radially within an outer radius of the gearshift cylinder, and/or is arranged on a front face of the gearshift cylinder.

8. The gearshift lock according to claim 1, wherein the pawl and/or at least one locking range of the pawl is arranged in a space between the gearshift cylinder and the at least one pawl wheel.

9. A gearbox comprising at least one gearshift cylinder, at least one pawl wheel with a toothing, and a gearshift lock according to claim 1, preferably wherein the gearbox comprises a housing, and the gearshift lock is completely arranged in the housing.

10. The gearbox according to claim 9, wherein the at least one pawl wheel is connected in a torque-proof manner to an output shaft of the gearbox.

11. The gearbox according to claim 9, wherein the gearbox has a number of pawl wheels, wherein the at least one pawl wheel is designed as at least one lockable gearwheel of the number of gearwheels, preferably wherein the at least one lockable gearwheel is designed as a fixed wheel of the gearbox, and/or is designed as a control wheel of the gearbox, and/or is designed as a floating wheel of the gearbox, wherein the at least one lockable gearwheel of the gearshift cylinder is connected torque-proof to at least one control wheel, particularly preferably by means of shifting claws and/or shifting collars, when the gearshift cylinder takes up a rotational position in the locked rotational range.

12. The gearbox according to claim 9, wherein the gearbox comprises at least one gearshift rail, wherein at least one gearshift fork is displaceably positioned on the at least one gearshift rail, and wherein the pawl is rotatably positioned on at least one gearshift rail of the gearbox.

13. The gearbox according to claim 9, wherein the gearshift cylinder can take up at least two rotational positions in the freewheeling rotational range, wherein one rotational position each in the freewheeling rotational range corresponds to one gear of the gearbox.

14. The gearbox according to claim 9, wherein the gearbox is designed as a claw transmission, and/or designed as an automatic gearbox, preferably wherein the gearshift cylinder is rotatable by means of a geared motor and/or a gear drive.

15. A motorcycle with a drive engine and the gearbox according to claim 9, preferably wherein the motorcycle has a “normally open” clutch, preferably a centrifugal clutch, wherein the drive engine can be coupled to the gearbox by means of the “normally open” clutch.

16. The motorcycle according to claim 15, wherein the motorcycle has an electronic control unit, wherein control signals can be sent from the electronic control unit to at least one actuator, wherein the gearshift cylinder is rotatable by the at least one actuator, which can be controlled by the control signals, into at least one rotational position in the freewheeling rotational range, and into at least one rotational position in the locked rotational range, and/or wherein control commands from a motorcyclist can be received by the electronic control unit so that the motorcyclist can shift between different rotational positions of the gearshift cylinder, in particular between at least one rotational position in the freewheeling range, and a rotational position in the locking range, and/or between rotational positions in the freewheeling range, and/or wherein at least one actuation indication is provided on the motorcycle, wherein the at least one actuation indication indicates the rotational position of the gearshift cylinder.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0067] Further embodiments and details are visible in the figures. Thereby they show:

[0068] FIG. 1 the gearbox with a gearshift lock in perspective view

[0069] FIGS. 2a, 2b the gearshift lock with a shift cylinder and pawl wheel in perspective view

[0070] FIG. 2c the gearshift lock with a gearshift cylinder and pawl wheel in side view

[0071] FIGS. 2d, 2e the gearshift lock with a gearshift cylinder and pawl wheel in front and rear view

[0072] FIGS. 3a, 3b the gearshift lock with gearshift cylinder, pawl wheel and gear drive in perspective views

[0073] FIGS. 3c, 3d the gearshift lock with gearshift cylinder, pawl wheel and gear drive in front and rear view

[0074] FIG. 4 an alternative embodiment of a gearbox with a gearshift lock in perspective view

DETAILED DESCRIPTION OF THE INVENTION

[0075] FIG. 1 shows a perspective view of a gearbox 1 with a gearshift lock 30. The gearshift lock 30 is preferably suitable for parking assistance. By locking the gearbox 1, the wheels of the vehicle in which the gearbox 1 is installed are also blocked.

[0076] The gearbox 1 comprises a gearshift cylinder 2, two gearshift rails 3 and several gearwheels 5.

[0077] In particular, the gearbox 1 is a claw gearbox, which is preferably designed as an automatic gearbox. Thereby, the gearshift cylinder 2 can be rotated by means of a gearshift motor 27 and/or a gear drive 35, as shown in FIGS. 3a to 3d. However, the gearbox 1 can also be designed as a manually shiftable gearbox.

[0078] At least one shift fork 10 is positioned displaceably on the two shift rails 3, by means of which certain gearwheels 5 are displaceable. These so-called control wheels 5c are connected torque-proof to the input shaft 6 or the output shaft 7, wherein input shaft 6 and output shaft 7 are arranged coaxially to each other, and together form a main shaft 8. Gearwheels 5 of the type mentioned can also be arranged on a secondary shaft 9.

[0079] Moreover, fixed wheels 5b are provided on the shafts, which are arranged in a torque-proof and non-displaceable manner on a shaft, and floating wheels 5a, which are rotatably and non-displaceably arranged on a shaft. By shifting, a control wheel 5c can be coupled to a floating wheel 5a in a torque-proof manner by means of shifting claws, so that the floating wheel 5a is also connected to the shaft in a torque-proof manner. Thus, various combinations of gearwheels 5 on input shaft 6, secondary shaft 9 and output shaft 7 can be selected for power transmission, thus realizing various gears with different gear ratios for a motorcycle.

[0080] Such gearboxes 1 are often installed in motorcycles. Preferably, the motorcycle can have a “normally open” clutch, preferably a centrifugal clutch, wherein the drive motor of the motorcycle can be coupled to the gearbox 1 by means of the “normally open” clutch. When at standstill, the clutch is therefore open, with which the wheels of the motorcycle are not coupled to the drive motor, and are therefore not blocked.

[0081] The gearshift lock 30 engages in the at least one gearshift cylinder 2 and at least one pawl wheel 15 with a toothing 19. The gearshift lock 30 thereby has a rotatably positioned pawl 13, wherein the pawl 13 engages in the toothing 19 of the at least one pawl wheel 15 in a locked position, and is disengaged from the at least one pawl wheel 15 in a freewheeling position. In particular, the pawl 13 is rotatably positioned on at least one shift rail 3 of the gearbox 1.

[0082] The pawl 13 is pretensioned by a spring element 16 in the direction of the locked position. In the embodiment shown in FIG. 1, the spring element 16 is designed as a torsion spring, and is arranged in a bearing portion 32 of the pawl 13.

[0083] In FIG. 1, one of the gearwheels 5 is designed as a lockable gearwheel, which is referred to below as pawl wheel 15. If the pawl wheel 15 is designed as a floating wheel 5a, the floating wheel 5a must be coupled to a control wheel 5c in the locked position, otherwise the gearbox 1 would not be lockable by the pawl 13.

[0084] Furthermore, it is evident from FIG. 1 that an engagement element 12 is connected to the pawl 13, wherein the engagement element 12 holds the pawl 13 in the freewheeling position by directly interacting with the gearshift cylinder 2 against the effect of the spring element 16 when the gearshift cylinder 2 takes up a rotational position in a freewheeling rotational range, and wherein the pawl 13 can be released from the gearshift cylinder 2 into a locked position by means of the engagement element 12 when the gearshift cylinder 2 takes up a rotational position in a locked rotational range. The engagement element 12 is connected to the pawl 13, in particular, torque-proof. FIG. 1 thereby shows the locked position in which the pawl 2 is released by means of the engagement element 12.

[0085] In addition, the gearshift cylinder 2 has at least two rotational positions in the freewheeling rotational range, wherein one rotational position each in the freewheeling rotational range corresponds to a gear of the gearbox 1. In particular, several forward gears are provided in the freewheeling rotational range.

[0086] FIGS. 2a to 2e show the gearshift lock 30 from FIG. 1 in various views, wherein the gearbox 1 is not completely shown here. The gearshift lock 30 is also shown here in the locked position. The locking mechanism can be easily understood in particular by means of the side view in FIG. 2c.

[0087] The pawl 13 has a bearing portion 32, wherein the pawl 13 is rotatably positioned in the bearing portion 32. In addition, the pawl 13 has a locking range 34, wherein the pawl 13 engages in the toothing 19 of the pawl wheel 15 in the locking range 34.

[0088] In the locking range 34, the pawl 13 has, in particular, a locking contour 14. The locking contour 14 engages in at least two different interdental spaces 24, wherein the locking contour 14 is adapted to the toothing 19. This allows it to be realized that the pawl 13 is mechanically repelled by the at least one pawl wheel 15, so that the gearbox 1 is not blocked when the pawl 13 engages in a rotating pawl wheel 15, and/or can be disengaged from the locked position even when the gearbox 1 is under load.

[0089] In FIGS. 1 to 3d, the engagement element 12 is designed as a support arm 23. The support arm 23 has a contact surface 33 for resting on the gearshift cylinder 2. Furthermore, the support arm is connected to the pawl in a bearing portion 32 of the pawl 13 in a torque-proof manner. Together with the pawl 13, the support arm 23 forms a two-sided lever, in particular an angle lever, wherein the angle of the angle lever is in the range from 80 to 100 degrees (see FIG. 2c).

[0090] A contact surface 33 for placing the support arm 23 on the gearshift cylinder 2 and the locking contour 14 for engaging the pawl 13 in the toothing 19 of the at least one pawl wheel 15 are arranged on the same side, in particular both on the right, of the support arm 23 and the pawl 13, respectively, as viewed from a shared bearing portion 32 of the support arm 23 and the pawl 13.

[0091] This configuration of the contact surface 33 and the locking contour 14 is appropriate as the pawl 13 and/or at least one locking range 34 of the pawl 13 is arranged in a space between the gearshift cylinder 2 and the at least one pawl wheel 15 (see in particular FIG. 2c).

[0092] The gearshift cylinder 2 has an actuating contour 11, wherein the engagement element 12, here in particular the support arm 23, can be supported on the actuating contour 11 in the freewheeling position. In particular, the actuating contour 11 runs along a circular path 25 in the freewheeling rotational range of the gearshift cylinder 2, wherein the engagement element 12, here in particular the support arm 23, rests on the actuating contour 11 with the contact surface 33. It should be noted here that the freewheeling position is not shown in any of the figures.

[0093] In the locked rotational range of the gearshift cylinder 2, the actuating contour 11 has a radially inwardly-pointing recessed recess 26 and/or a radially inwardly-pointing recessed curve so that the engagement element 12, in particular the support arm 23, is released in radial direction at a rotational position of the gearshift cylinder 2 in the locked rotational range. As a result, the support arm 23 can no longer rest on the gearshift cylinder 2, causing the pawl 13 to be pressed into the pawl wheel 15 by the spring element 16.

[0094] In FIG. 2c, the impression can arise that the support arm 23 also rests on the gearshift cylinder 2, in particular the actuating contour 11, in the locked position. This is preferably not the case, since the pawl 13 is held in the locked position by the pawl wheel 15.

[0095] Since the support arm 23 and the pawl 13 are released in the locked rotational range by means of a recess 26 in the actuating contour 11, the pawl 13 is not pressed into the toothing 19 of the pawl wheel 15 by an actuating contour, for instance with a locking cam.

[0096] By contrast, the spring element 16 presses the pawl 13 into the toothing 19, with which no problem arises if the pawl 13 does not immediately hit an interdental space 24 with its locking contour 14.

[0097] In addition, the actuating contour 11 is arranged radially within an outer radius of the gearshift cylinder 2 on a front face 20 of the gearshift cylinder 2. It is provided that the actuating contour 11 is arranged directly on the gearshift cylinder 2, and is not attached to the gearshift cylinder 2 as a separate component.

[0098] FIGS. 3a to 3d show a gearshift lock 30 with a gearshift cylinder 2 and a pawl wheel 15, wherein a gear drive 35 is shown here, via which the gearshift cylinder 2 can be driven by means of a geared motor 27. This is a possible embodiment particularly in automatic gearboxes 1. The geared motor 27 is typically designed as an electric motor.

[0099] Not shown is the integration of the automatic gearbox 1 into a motorcycle. It can thereby be provided, for instance, that control commands of a motorcyclist can be received by an electronic control unit so that the motorcyclist can shift between different rotational positions of the gearshift cylinder, in particular between at least one rotational position in the freewheeling range, and a rotational position in the locking range, and/or between rotational positions in the freewheeling range. At least one actuator of a geared motor 27 can then be controlled by the control unit.

[0100] Also, at least one actuation indication can be provided on the motorcycle, wherein the at least one actuation indication indicates the rotational position 2 of the gearshift cylinder. Since the rotational position of the gearshift cylinder 2 is known, for instance, via the position of an actuator of the geared motor 27, no additional sensor needs to be installed in the gearshift lock 30 for the actuation indication.

[0101] FIG. 4 shows an alternative embodiment of a gearbox 1 with a gearshift lock 30 in perspective view, wherein a freewheeling position of the gearshift lock 30 is shown.

[0102] In contrast to the embodiment of FIGS. 1 to 3d, the spring element 16 here engages in the pawl 13 in a second end area 22 of the pawl 13, wherein the second end area 22 lies opposite the bearing portion 32 of the pawl 13.

[0103] In such a case, as visible in FIG. 4, it can be provided that the spring element 16 is positioned rotatably on the gearshift cylinder 13. This means that the gearshift cylinder 2 already existing in the gearbox 1 is additionally used as a bearing pin for the spring element 16. The spring element 16 can comprise a compression spring and/or a telescopic guide.

[0104] An additional difference to the embodiment from FIGS. 1 to 3d is the form and function of the engagement element 12, which in FIG. 4 is designed as a driver pin 18. The driver pin 18 directly interacts with the gearshift cylinder 2 to hold the pawl 13 in a freewheeling position.

[0105] The driver pin 18 can be attached to the pawl 13 between the bearing portion 32 and at least a part of the locking range 34, wherein the bearing portion 32 is arranged at a first end area 21 of the pawl 13, and wherein the locking range 34 is arranged at least in part at a second end area 22. Thus, in this embodiment, the force acts directly on the pawl 13. The pawl 13 and the engagement element 12 together do not form a two-sided lever here.

[0106] The driver pin 18 and thus the pawl 13 can be held or released by an actuating baffle guide 17, wherein the actuating baffle guide 17 is arranged on the gearshift cylinder 2. The shape of the actuating baffle guide 17 defines, at least in sections, the rotational position of the pawl 13 depending on the rotational position of the gearshift cylinder 2.

[0107] The actuating baffle guide 17 can run along a circular path 25 in the freewheeling rotational range of the gearshift cylinder 2 so that the driver pin 18 can preferably be held in a position in radial direction of the gearshift cylinder 2 in the freewheeling rotational range. This means that the position of the pawl 13 in the freewheeling rotational range, which does not engage in the pawl wheel 15, does not change. Alternatively, an elliptical or another non-circular shape of the actuating baffle guide 17 can be provided.

[0108] The actuating baffle guide 17 can have a radially outward-pointing bulge 31 and/or a radially outward-pointing curve in the locked rotational range of the gearshift cylinder 2, so that the driver pin 18 is preferably released in radial direction at a rotational position of the gearshift cylinder 2 in the locked rotational range. Then, the driver pin 18 is arranged further outwards than in a rotational position of the gearshift cylinder 2 at a freewheeling rotational range. If the driver pin 18 is attached to the pawl 13 between the bearing portion 32 and at least a part of the locking range, this results in a movement towards the pawl wheel 15 so that the pawl 13 and the pawl wheel 15 both engage in.

[0109] When the pawl 13 moves from the freewheeling position to the locked position, a contact surface 33 of the engagement element 12 moves radially outwards in the embodiment of FIG. 4, while in the embodiment of FIGS. 1 to 3d, the contact surface 33 moves inwards due to the lever transmission.

[0110] It can be provided that the driver pin 18 can be held in a second radial position at a rotational position of the gearshift cylinder 2 in the locked rotational range in radial direction, wherein the second radial position is arranged further outwards than the radial position of the driver pin 18 in the freewheeling rotational range. However, it is preferably also provided here that the pawl 13 is held in locked position by the pawl wheel 15.

LIST OF REFERENCE SIGNS

[0111] 1 gearbox

[0112] 2 gearshift cylinder

[0113] 3 gearshift rail

[0114] 4 gearshift baffle guide

[0115] 5 gearwheel

[0116] 5a floating wheel

[0117] 5b fixed wheel

[0118] 5c control wheel

[0119] 6 input shaft

[0120] 7 output shaft

[0121] 8 main shaft

[0122] 9 secondary shaft

[0123] 10 gearshift fork

[0124] 11 actuating contour

[0125] 12 engagement element

[0126] 13 pawl

[0127] 14 pawl contour

[0128] 15 pawl wheel

[0129] 16 spring element

[0130] 17 actuating baffle guide

[0131] 18 driver pin

[0132] 19 toothing of the pawl wheel

[0133] 20 front side of the gearshift cylinder

[0134] 21 first end area of the pawl

[0135] 22 second end area of the pawl

[0136] 23 support arm

[0137] 24 interdental space

[0138] 25 circular path of the actuating contour/baffle guide

[0139] 26 actuating contour recess

[0140] 27 geared motor

[0141] 28 gear drive

[0142] 29 locking range

[0143] 30 gearshift lock

[0144] 31 bulge of the actuating baffle guide

[0145] 32 bearing portion

[0146] 33 contact surface