| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 61 | Boîte de vitesses d'un véhicule automobile | EP09157212.3 | 2009-04-02 | EP2108861A1 | 2009-10-14 | Le Lièvre, Armel |
La présente invention se rapporte à une boîte de vitesses d'un véhicule automobile. Dans l'invention, la boîte de vitesses comporte une pluralité de rapports de démultiplication incluant au moins deux rapports de décollage formés par : L'invention trouve une application immédiate dans le domaine des véhicules automobiles.
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| 62 | Speed change system for working vehicle | EP08003272.5 | 2008-02-22 | EP1961996A2 | 2008-08-27 | Hasegawa, Toshiyuki |
A speed change system for a working vehicle comprises a main transmission (16), a sub transmission (17) and a preliminary transmission (14). The main transmission (16) receives a prime mover power outputted from a prime mover (2), and has plural main speed stages, one of which is selected to transmit the prime mover power (2). The sub transmission (17) is disposed on the downstream of the main transmission (16), and has plural sub speed stages, one of which is selected to transmit a power from the main transmission (16). The preliminary transmission (14) is disposed on the upstream of the main transmission (16), and has plural preliminary speed stages, one of which is selected to transmit the prime mover power (2) to the main transmission (16). An operation for selecting one of the preliminary speed stages can be performed during traveling of the working vehicle. |
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| 63 | MOTOR VEHICLE GEARBOX | EP97907526.0 | 1997-03-07 | EP0883758A1 | 1998-12-16 | HEDMAN, Anders |
| The invention relates to a motor vehicle gearbox with two concentrically mounted input shafts (6, 9), each driving an individual layshaft (12, 15), having gears (16-19, 41) in engagement with gears (21, 22, 40) on an output shaft. One layshaft (12) has a central synchronizing device (30), by means of which the layshaft, which is driveably coupled to the momentarily non-driven input shaft, can be accelerated up to a rotational speed determined by the selected gear speed. The central synchronization device (30) has a friction clutch (34) and two synchronization gears (32, 33), one of which (32) is wider than the other and is lockable to the shaft (12) with the aid of an engaging sleeve (53), so that driving torque can be transmitted via the synchronization gear. | ||||||
| 64 | Transmission with countershaft and epicyclic gear for motor vehicle | EP94308417.8 | 1994-11-15 | EP0657667B1 | 1997-09-03 | Thomas, Steven Gerald; Janson, David Allen |
| 65 | Kraftfahrzeuggetriebe | EP93100515.1 | 1993-01-15 | EP0552673A1 | 1993-07-28 | Shirley, Ralph Edwin; Hückler, Volker; Eckhardt, Uli |
Es wird ein Kraftfahrzeuggetriebe, insbesondere für landwirtschaftliche oder Nutzfahrzeuge, beschrieben, das mehrere Getriebeeinheiten enthält, die wahlweise modular zusammensetzbar sind. Als Getriebeeinheiten kommen beispielsweise ein Gangschaltgetriebemodul (10), ein oder mehrere Gruppenschaltgetriebemodule (12), ein Kriechganggetriebemodul (11), ein Vorderradantriebsgetriebemodul (16) und ein Lastschaltgetriebemodul in Betracht. Diese lassen sich wahlweise in unterschiedlichen Kombinationen zusammenbauen, um für unterschiedliche Anwendungen unterschiedliche Übertragungsbedingungen zu erhalten. Die einzelnen Getriebemodule (10, 11, 12, 13, 16) sind im wesentlichen hutförmig ausgebildet. Sie weisen auf einer Gehäuseseite einen Bodenflansch (20, 26, 30) auf. Auf der dem Bodenflansch (20, 26, 30) gegenüberliegenden Getriebemodulseite befindet sich eine Gehäuseöffnung, welche durch den Bodenflansch (26, 30, 40) eines benachbarten Getriebegehäuses (11, 12, 14) nach außen verschließbar ist. Wenigstens eine Getriebeeinheit (10, 11, 12, 13) enthält eine oder mehrere Getriebewellen (S1, S2, S3, S4, S5, S6, S7, S8, S9), die einenends in dem Bodenflansch (20, 26, 30) des zugehörigen Getriebegehäuses gelagert sind und sich anderenends frei in die Gehäuseöffnung des Getriebegehäuses erstrecken. Die Anordnung und Lagerung der Getriebewellen läßt sich so vornehmen, daß sich eine aus dem Getriebegehäuse, den zugehörigen Getriebewellen sowie gegebenenfalls weiteren Komponenten bestehende vormontierbare Getriebeeinheit ergibt. Die sich frei in die Gehäuseöffnung des Getriebegehäuses erstreckenden Enden der Getriebewellen stützen sich nach dem Zusammenbau des Getriebes am Bodenflansch (26, 30, 40) oder einer geeigneten Aufnahme (29, 36) der benachbarten Getriebeeinheit ab. Der Bodenbereich des benachbarten Getriebegehäuses dient dabei gleichzeitig als Deckelflansch für das Getriebegehäuse. |
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| 66 | デュアルクラッチトランスミッション | JP2016530842 | 2014-11-04 | JP6243531B2 | 2017-12-06 | ベンダー,ヘルムート; ボウ ロマーノ,ジョセップ マリア; シュトラウブ,ハインリッヒ; ハーン,ペーター; シュペールフェヒター,シュテファン; シュバイツァー,ユルゲン; ヘーター,トビーアス; ロマニアック,ヤクブ |
| 67 | transmission | JP2009170568 | 2009-07-21 | JP5312242B2 | 2013-10-09 | 重 小山; 満 鳥畑; 修宏 熊谷; 慈 造田 |
| A twin clutch type transmission in which, when establishing a reverse gear position, the driving force of an engine (E) is transmitted to driven wheels (W, W) via the path: even-numbered gear clutch (Ce) †’ second input shaft (13) †’ second input shaft gear (22) †’ idle shaft second gear (42) †’ idle shaft first gear (41) †’ first countershaft first gear (23) †’ first countershaft (14) †’ first countershaft second gear (24) †’ third countershaft second gear (34) †’ first speed-third speed synchronizing device (36) †’ third countershaft (16) †’ third countershaft third gear (35) †’ second output shaft gear (46) †’ second output shaft (19) †’ final drive gear (44) †’ fmal driven gear (48) †’ differential gear (47). When establishing a first speed gear position by engaging an odd-numbered gear clutch (Co), the whole of the driving force transmission path on the downstream side of the first countershaft first gear (23) is shared with that when establishing the reverse gear position, thus enabling the weight and dimensions of the transmission to be reduced effectively. | ||||||
| 68 | Tractor transmission | JP2004278115 | 2004-09-24 | JP4302603B2 | 2009-07-29 | 賢一朗 辻 |
| 69 | Transmission of tractor | JP15779597 | 1997-05-30 | JPH10331923A | 1998-12-15 | KANAYAMA HIROYUKI |
| PROBLEM TO BE SOLVED: To provide a backward running condition at a high speed without necessitating troublesome shifting from a low speed side by providing a hydraulic clutch between opposing ends of a shift input shaft and a drive pinion shaft, which are apart and coaxial and connecting the shift input shaft with the drive pinion shaft only when each shift mechanism is at a predetermined shift position. SOLUTION: When an auxiliary shift lever 17 is at a shifting position on a low speed side L, an ultra-low speed lever 18 is at a shifting position on an ultra-low speed side SL.ON, and a forward and backward shift lever 16 is shifted to a rear side R, detection switches 16a to 18a are closed, a hydraulic valve 24 is driven, and a piston 23 moves along its axis. When auxiliary shift output from a shift input shaft 11 to an intermediate transmission shaft 12 stops, a hydraulic clutch 20 is turned ON simultaneously, and shift output from the shift input shaft 11 is directly transmitted to a drive pinion shaft 13 through the piston 23 and the hydraulic clutch 20. Consequently, even when a tractor advances and runs at the lowest speed, it is possible to shift to a high speed and backward running condition immediately due to the shift of a combination of an auxiliary shift mechanism 10 and an ultra-low speed shift mechanism 14. COPYRIGHT: (C)1998,JPO | ||||||
| 70 | Transmission control mechanism | JP23419186 | 1986-09-30 | JPH0781636B2 | 1995-09-06 | 訓夫 岸田 |
| 71 | JPH0534539B2 - | JP18767085 | 1985-08-27 | JPH0534539B2 | 1993-05-24 | MIKI HIROYUKI; NAKADA HIROO; KISHA HAJIME; HIRATA KAZUO; ISHIMORI SHOZO; ISHIIZUMI SEIICHI |
| 72 | JPH0430455Y2 - | JP10834083 | 1983-07-14 | JPH0430455Y2 | 1992-07-22 | |
| 73 | JPH03108530U - | JP1788590 | 1990-02-23 | JPH03108530U | 1991-11-07 | |
| 74 | JPH03108529U - | JP1788990 | 1990-02-23 | JPH03108529U | 1991-11-07 | |
| 75 | JPS6363774B2 - | JP6748383 | 1983-04-16 | JPS6363774B2 | 1988-12-08 | |
| 76 | JPS6339450B2 - | JP21190684 | 1984-10-09 | JPS6339450B2 | 1988-08-05 | OOKUBO SEIICHI; SHIBUYA KAZUMASA |
| 77 | Gear transmission | JP14019284 | 1984-07-05 | JPS6121451A | 1986-01-30 | KURATA NOBORU |
| PURPOSE: To improve reduction performance and to compact a device, by a method wherein a driving and a driven gear are intercoupled through an idle gear formed in the structure of a 2-step gear for reduction, and a shifter, engaging and disengaging the driven gear with and from a counter shaft, is buried within the one gear width of the idle gear. CONSTITUTION: An idle gear 10 for reversing, positioned being in parallel and adjacent to a main shaft 3 and a counter shaft 4, is disposed therebetween, and an idle gear 11 for reverse is loosely coupled to the idle gear shaft. The gear 11 comprises gear parts 111 and 112 which are different in size and integrally formed in a 2-step structure, the large gear part 111 being geared with a low driving gear 30 and the small gear part 112 being geared with a reverse gear 9. This causes a low driven gear 405 to be rotated forward through the gear 305 and causes the reverse gear 9 to be rotated reversely through the idle gear 11. Further, a shifter 12 is disposed between the reverse gear 9 and the low driven gear 405 so that it is slidable only in the direction of an axis. COPYRIGHT: (C)1986,JPO&Japio | ||||||
| 78 | JPS5937457U - | JP10834083 | 1983-07-14 | JPS5937457U | 1984-03-09 | |
| 79 | ARRANGEMENT FOR ACTUATING A SHIFTING ELEMENT | US15773227 | 2016-10-05 | US20180320786A1 | 2018-11-08 | Thomas PAULI; Stefan IGL; Thomas OBERBUCHNER; Anton EDER; Christoph BAUER; Stefan MICHL; Thomas BAUER; Ulf JARCZAK |
| An arrangement for actuating at least one shifting element of a transmission. The arrangement has at least one hydraulically actuated actuating piston (1) for axially moving a shifting fork (2) of the shifting element. | ||||||
| 80 | MULTI-MODE INFINITELY VARIABLE TRANSMISSION | US15384533 | 2016-12-20 | US20170102059A1 | 2017-04-13 | Andrew K. Rekow; Rainer Gugel; David Mueller; Thomas G. Ore |
| An infinitely variable transmission (IVT) includes a double planetary gearset with first, second, and third transmission components. The IVT includes a single planetary gearset with fourth, fifth, and sixth transmission components. In one mode, a first set of clutches is engaged, allowing transmission of engine power to the first transmission component, and allowing transmission of IVP power between a second IVP machine and the second transmission component. The third transmission component combines the engine power and the IVP power into first combined power that is transmitted from the third transmission component to the fourth transmission component. The fifth transmission component transmits return power to an engine shaft, and the sixth transmission component combines the first combined power and the return power into second combined power that is output to an output shaft for rotating the output shaft at a range of rotational speeds. | ||||||
