子分类：
- F16H2200/0034： ..齿轮速比包含两个前进速度
- F16H2200/0039： ..齿轮速比包含三个前进速度
- F16H2200/0043： ..齿轮速比包含四个前进速度
- F16H2200/0047： ..齿轮速比包含五个前进速度
- F16H2200/0052： ..齿轮速比包含六个前进速度
- F16H2200/0056： ..齿轮速比包含七个前进速度
- F16H2200/006： ..齿轮速比包含八个前进速度
- F16H2200/0065： ..齿轮速比包含九个前进速度
- F16H2200/0069： ..齿轮速比包含十个前进速度
- F16H2200/0073： ..齿轮速比包含十一个前进速度
- F16H2200/0078： ..齿轮速比包含十二个或更多个前进速度
| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 101 | Process for the speed of a multi-group transmission and multi-group transmission | JP2009511442 | 2007-04-25 | JP2009537770A | 2009-10-29 | カイ、ボルントレーガー |
| An automated multi-group standard transmission, for a utility vehicle, and a process for changing gears in the multi-group transmission. The multi-group transmission includes at least two multi-speed transmission groups arranged one after the other, such that a multitude of gears can be shifted. A transmission input shaft that can be connected to an engine, via a startup element, is associated with a first transmission group and a second transmission main shaft is associated with a second transmission group. Load shifting mechanisms produce a temporary direct connection between the transmission input shaft and the transmission main shaft such that an intermediate gear can be shifted during a gear change from an original gear into a target gear. The load shifting mechanism enables gear changes that are virtually free of interruptions in load transfer during a gear change from a lower to a higher gear, thus increasing a high operational comfort. | ||||||
| 102 | Automatic transmission | JP2007175034 | 2007-07-03 | JP2009014062A | 2009-01-22 | KATO HIROSHI; NISHIDA MASAAKI |
| <P>PROBLEM TO BE SOLVED: To provide an automatic transmission capable of achieving appropriately separated twelve forward gear speed stages and three backward gear speed stages in simple gear change control by simultaneously switching one element out of a plurality of clutches and brakes from an engagement state to a non-engagement state and other one element from a non-engagement state to an engagement state. <P>SOLUTION: A speed increase/reduction output device has a second element for selectively outputting speed reducing rotation reducing the rotating speed of an input shaft and speed increasing rotation increasing the rotating speed and a third element for outputting rotation at the same rotating speed as that of the input shaft. A fifth element of a compound planetary gear for gear change is connectable to the second element of the speed reduction output device via a third clutch, connectable to the third element via a fourth clutch and fixable via a first brake. A sixth element is connectable to the input shaft via a second clutch and fixable via a second brake. A seventh element is directly connected to an output shaft and an eighth element is selectively connected to the second element via the first clutch. <P>COPYRIGHT: (C)2009,JPO&INPIT | ||||||
| 103 | Multi-speed transmission | JP2002578047 | 2002-03-27 | JP2004529297A | 2004-09-24 | ペーター、ツィマー |
| 本発明は、前置歯車装置（ＶＳ）に結合された駆動軸（１）と、後置歯車装置（ＮＳ）に結合された出力軸（３）と、前置歯車装置（ＶＳ）に作用する切換要素（Ａ、Ｂ、Ｃ、Ｄ、Ｅ）と、後置歯車装置（ＮＳ）に作用する切換要素（Ｍ、Ｈ、Ｌ）とを備えた多段変速機に関する。 少なくとも７つの前進段を入れ換え接続するために、切換要素（Ａ、Ｂ、Ｃ、Ｄ、Ｅ、Ｍ、Ｈ、Ｌ）の選択的な切換によって、正に作動された切換要素によって或る速度段を次の高速段にあるいは次の低速段に入れ換えるために、その都度ただ１つの切換要素がしゃ断され且つもう１つの切換要素が接続されるようにして、駆動軸（１）の入力回転数（ｎ）が出力軸（３）に伝達される。 本発明に基づいて、前置歯車装置（ＶＳ）を、連結された２つの切換可能な前置歯車装置（ＶＳ１、ＶＳ２）と、最大でもう２つの切換不能な前置歯車装置（ＶＳａ、ＶＳｂ）とから形成することを提案する。 その場合、後置歯車装置（ＮＳ）は、前置歯車装置（ＶＳ）の出力回転数（ｎｖｓ）で回転する連結軸（２）を介して、前置歯車装置（ＶＳ）に固く結合され、後置歯車装置（ＮＳ）に作用する少なくとも１つの第２切換要素（Ｈ）を介して、駆動軸（１）に結合できる。 その場合、前置歯車装置（ＶＳ）の出力回転数（ｎｖａ）は、前置歯車装置（ＶＳ）に作用する切換要素（Ａ、Ｂ、Ｃ、Ｄ、Ｅ）の選択的な接続によって発生される。 | ||||||
| 104 | Multi-speed transmission | JP2002578048 | 2002-03-27 | JP2004524485A | 2004-08-12 | ペーター、ツィマー |
| 本発明は前置セット（ＶＳ）と結合された入力軸（１）、後置セット（ＮＳ）と結合された出力軸（２）及び最大７個のシフト要素（Ａ、Ｂ、Ｃ、Ｄ、Ｅ、Ｄ'、Ａ'）を有し、これらのシフト要素の選択的接続によりグループシフトなしで少なくとも７段の前進段をシフトすることができる多段変速機に関する。 前置セット（ＶＳ）は前置遊星歯車セット（ＶＳ１）又は第１の前置遊星歯車セット（ＶＳ１）と連結された最大２個の切換え不能な前置遊星歯車セット（ＶＳ２）からなる。 後置セット（ＮＳ）は２個の切換え可能な後置遊星歯車セット（ＮＳ１、ＮＳ２）で２枠４軸変速装置として構成され、４個の自由軸を有する。 この２枠４軸変速装置の第１の自由軸は第１のシフト要素（Ａ）と、第２の自由軸は第２及び第３のシフト要素（Ｂ、Ｃ）と、第３の自由軸は第４及び第５のシフト要素（Ｄ、Ｅ）と、第４の自由軸は出力軸（２）と結合されている。 合計６個のシフト要素を有する多段変速機について、本発明に基づき後置セット（ＮＳ）の第３の自由軸又は第１の自由軸をさらに第７のシフト要素（Ｄ'又はＡ'）と結合することを提案する。 合計７個のシフト要素を有する多段変速機について、本発明に基づき第３の自由軸をさらに第６のシフト要素（Ｄ'）と、また第１の自由軸をさらに第７のシフト要素（Ａ'）と結合することを提案する。 | ||||||
| 105 | LEISTUNGSVERZWEIGUNGSGETRIEBE MIT VERSCHIEDENEN BETRIEBSZUSTÄNDEN | EP13802310.6 | 2013-12-02 | EP2932135A1 | 2015-10-21 | STÜRMER, Burkhard |
| The invention relates to a power-split gearbox (LG) for a traction drive (F) of a vehicle, with a hydrostatic continuously variable transmission (G) and a summing planetary gear unit (SG), wherein the summing planetary gear unit (SG) can be connected on the drive side to a driving engine (AM) of the vehicle, particularly an internal combustion engine, and to the hydrostatic transmission (G), and the hydrostatic transmission (G) comprises a variable displacement pump (P) with adjustable delivery volume and a hydraulic motor (H), wherein the variable displacement pump (P) is driven by the driving engine (AM), the hydraulic motor (H) can be drivingly connected for propulsion to a first driving element (A1) of the summing planetary gear unit (SG), the driving engine (AM) can be drivingly connected for propulsion to a second driving element (A2) of the summing planetary gear unit (SG), and an output element of the summing planetary gear unit (SG) is drivingly connected to a wheel drive or an axle drive of the vehicle. According to the invention, the summing planetary gear unit (SG) of the power-split gearbox (LG) is provided with clutch devices (K1, K2), with which the summing planetary gear unit (SG) can be shifted, without interruption of the traction force, at a shifting point (SP) between an operating mode with power-split power transmission and a further operating mode with a purely hydrostatic power transmission or with a purely mechanical power transmission. | ||||||
| 106 | Speed reducing device | EP11006393.0 | 2011-08-03 | EP2418400A3 | 2012-05-30 | Yamamoto, Akira |
To obtain a speed reducing device (30) capable of receiving a thrust load from a shaft of a counterpart machine with a small number of components and a simple configuration. Provided is a speed reducing device in which a thrust load is applied from a stirring shaft (40) to an output shaft (34), the speed reducing device including: a ball bearing directly supporting the output shaft (34) to be rotatable and receiving a thrust load applied to the output shaft (34); a load-side shaft member (70) serving as a hollow body including a hollow portion and rotating along with the output shaft (34); and a connection member (72) inserted into the hollow portion of the load-side shaft member (70) to be connected to the load-side shaft member (70) and the stirring shaft (40), wherein the ball bearing receives the thrust load of the stirring shaft (40) applied to the output shaft (34) through the connection member (72).
|
||||||
| 107 | Getriebeeinheit | EP09009722.1 | 2009-07-28 | EP2149725B1 | 2012-05-23 | Kayran, Günter; Luckmann, Jens |
| 108 | HYBRIDANTRIEBSSTRANG EINES KRAFTFAHRZEUGS | EP09782678.8 | 2009-09-07 | EP2321554A1 | 2011-05-18 | BORNTRAEGER, Kai; MUELLER, Axel Michael; BUDACH, Rene |
| The invention relates to a hybrid drive train of a motor vehicle, comprising an internal combustion engine with a driving shaft, an electric machine (EM) that can be operated as a motor and as a generator, a stator (34; 65) and a rotor (35; 66), and a multistage planetary automatic transmission (1) or a multistage manual transmission (51, 51') with an input shaft (17; 52) and an output shaft (18; 53), the driving shaft of the internal combustion engine being connectible to the input shaft (17; 52) of the transmission (1; 51, 51') via a controllable clutch (K1), the electric machine (EM) being coaxially arranged above the input shaft (17; 52), and the rotor (35; 66) of the electric machine (EM) being permanently drive-connected to the input shaft (17; 52). The aim of the invention is to devise a drive train having a starting acceleration and climbing capacity from dead stop that equal those obtained with a conventional drive train comprising an automatic transmission and a hydrodynamic torque converter connected upstream thereof or a manual transmission having a torque converter clutch connected upstream thereof. The rotor (35; 66) of the electric machine (EM) is drive-connected to the input shaft (17; 52) of the transmission (1; 51, 51') via an input transmission stage (36; 63) of high transmission ratio (i EK > 1) which is designed as a simple planetary gear set. | ||||||
| 109 | Mehrgruppengetriebe eines Kraftfahrzeuges | EP09159374.9 | 2009-05-05 | EP2133592A3 | 2011-04-27 | Dittrich, Alan; Hoffmann, Rayk |
Die Erfindung betrifft ein Mehrgruppengetriebe eines Kraftfahrzeuges, mit wenigstens zwei in einem Antriebsstrang angeordneten Getriebegruppen (2, 3), bei dem Mittel zur Zugkraftunterstützung bei Gangwechseln vorhanden sind sowie ein Verfahren zu dessen Betrieb. Zur Vereinfachung und Kostenersparnis bei gleichzeitiger Gewährleistung eines hohen Schallkomforts ist zwischen einem Antriebsmotor (5) mit einer Antriebswelle (6) und einem Getriebeeingang (7) mit einer Getriebeeingangswelle (40) eine eine Reibungskupplung (41, 41') sowie zwei Schaltkupplungen (42, 42', 43, 43') umfassende Kupplungseinrichtung (16, 16') angeordnet, wobei über die eine Schaltkupplung (42, 42') in einer ersten Schaltstellung (S1, K1) in Wirkverbindung mit der Reibungskupplung (41, 41') oder in einer zweiten Schaltstellung (S2, K2) bei Überbrückung der Reibungskupplung (41, 41') die Antriebswelle (6) mit der Getriebeeingangswelle (40) verbindbar ist, und wobei über die andere Schaltkupplung (43, 43') in einer Schaltstellung (S3) in Wirkverbindung mit der Reibungskupplung (41, 41') die Antriebswelle (6) direkt mit einer abtriebsseitigen Getriebehauptwelle (30) verbindbar ist. Bei einem Verfahren wird die Reibungskupplung (41, 41') im Zusammenwirken mit der ersten Schaltkupplung (42, 42') als eine Anfahrkupplung und im Zusammenwirken mit der zweiten Schaltkupplung (43, 43') als eine Zwischengangkupplung angesteuert und betrieben.
|
||||||
| 110 | MEHRSTUFENGETRIEBE | EP00975863.2 | 2000-10-11 | EP1220999B2 | 2010-12-22 | ZIEMER, Peter |
| The invention relates to a multi-step gear comprising at least 7 forward gears wherein two non-shiftable control gear sets (RS1, RS2) are provided at the drive shaft (1), which generate two revolution speeds (n1, n2) at the output side, which can be selectively switched to a secondary gear shift assembly (RS3, RS4) acting upon the output shaft (2) by selective shut-down of the switching elements (A, B, C; D) in such a way that only one shifting element has to be shut down and one additional shifting element turned on to shift from one gear to the next higher or lower gear. | ||||||
| 111 | Getriebeeinheit | EP09009722.1 | 2009-07-28 | EP2149725A3 | 2010-05-12 | Kayran, Günter; Luckmann, Jens |
Die Erfindung betrifft eine Getriebeeinheit, insbesondere eine Kraftfahrzeuggetriebeeinheit, die ein Doppelkupplungsgetriebe (10a; 10b; 10c) mit zumindest zwei zueinander parallel versetzt angeordneten Vorgelegewellen (11a, 12a; 11b, 12b; 11c, 12c), mit einer Doppelkupplungsgetriebeausgangswelle (13a; 13b; 13c) und mit zumindest zwei Ausgangszahnradebenen (Z1a, Z2a, Z3a, Z4a; Z1b, Z2b, Z3b, Z4b; Z1c, Z2c, Z3c, Z4c), die dazu vorgesehen sind, die Vorgelegewellen (11a, 12a; 11b, 12b; 11c, 12c) und die Doppelkupplungsgetriebeausgangswelle (13a; 13b; 13c) zu verbinden, aufweist. Es wird vorgeschlagen, dass die Vorgelegewellen (11a 12a; 11b, 12b; 11c, 12c) in den zumindest zwei Ausgangszahnradebenen (Z1a, Z2a, Z3a, Z4a; Z1b, Z2b, Z3b, Z4b; Z1c, Z2c, Z3c, Z4c) symmetrisch ausgebildet sind.
|
||||||
| 112 | Transmission for tractor | EP08002435.9 | 2008-02-11 | EP2019232B1 | 2010-05-05 | Kim, Hyo-jung; Kim, Hyung-tai; Lee, Sang-heon |
| 113 | GETRIEBE EINES VON EINEM MOTOR ANTREIBBAREN FAHRZEUGES | EP07821153.9 | 2007-10-10 | EP2084430B1 | 2010-01-13 | KERSCHBAUMMAYR, Alfred |
| 114 | AUTOMATISIERTES GRUPPENGETRIEBE | EP08717027.0 | 2008-02-22 | EP2118521A1 | 2009-11-18 | BADER, Josef; DOEBELE, Bernd; MILLER, Martin |
| The invention relates to an automatic group transmission comprising a multi-stage main gearbox (HG), a splitter group (VG) that is connected in front of the main gearbox (HG) and a two-stage range change group (BG) that is connected behind the main gearbox (HG). According to the invention: the splitter group (VG) is connected to a drive motor embodied as an internal combustion engine by means of a controllable separation clutch; the main gearbox (HG) and the range change group (BG) are synchronised or unsynchronised; and in at least one of the sub-gearboxes (VG, HG, BG) the clutches of two respective transmission ratios are combined into a respective shifting group with two shifting positions and a neutral position. To accelerate the majority of range shifting operations the clutches in the main gearbox (HG) that are assigned to the smallest transmission ratio (G1) and the greatest transmission ratio (G4 and G3) are combined to form a common shifting group (S1/4 and S1/3). | ||||||
| 115 | KOMBINIERTES DREHMOMENTWANDLUNGS- UND ÜBERTRAGUNGSSYSTEM SOWIE VERFAHREN DAFÜR | EP06818106.4 | 2006-11-27 | EP1966517A2 | 2008-09-10 | MCGRATH, Marc; HEMPHILL, Jeff |
| The present invention relates to a combined torque converter system for a vehicle, the system including a planetary transmission in a rotating housing and a transmission in a stationary housing. The transmission comprises a drive shaft which is arranged as to be connected to a torque delivered by a motor. The transmission comprises a drive shaft connected to an output shaft of the planetary transmission. According to certain embodiments, the at least one transmission is a planetary transmission such as a Ravigneaux gearset, a Simpson gearset, a plurality of simple transmissions or a Lepelletier six speed arrangement. The transmission includes a plurality of transmission ratios, the planetary transmission being configured in such a way that it increases the plurality of transmission ratios by adding at least a first transmission ratio to the plurality of transmission ratios. According to certain embodiments, the planetary transmission is configured in such a manner that it doubles the number of transmission ratios. | ||||||
| 116 | MEHRSTUFENGETRIEBE | EP02735184.0 | 2002-03-27 | EP1415099B1 | 2005-01-12 | ZIEMER, Peter |
| The invention relates to a multistep gear, comprising a drive shaft (1) linked with a front-mounted gear train (VS), an output shaft (2) linked with a rear-mounted gear train (NS), and maximally seven shift elements (A, B, C, D, E, D', A') through the selective shifting of which a least seven forward gears can be shifted without group shifts. The front-mounted gear train (VS) is formed by a front-mounted planetary gear (VS1) or maximally two non-shiftable front-mounted planetary gears (VS2) coupled with the first front-mounted planetary gear (VS1). The rear-mounted gear train (NS) is configured as a two-stage/four-shaft transmission with two shiftable rear-mounted planetary gears (NS1, NS2) and four free shafts. The first free shaft of said two-stage/four-shaft transmission is linked with the first shift element (A), the second free shaft with the second and third shift elements (B, C), the third free shaft with the fourth and fifth shift element (D, E) and the fourth free shaft with the output shaft (2). In order to provide a multistep gear with a total of six shift elements, the third free shaft or the first free shaft of the rear-mounted gear (NS) is additionally linked with a sixth shift element (D' or A'). In order to provide a multistep gear with a total of seven shift elements, the third free shaft is additionally linked with a sixth shift element (D') and the first free shaft is additionally linked with a seventh shift element (A'). | ||||||
| 117 | Speed reducing device | EP11006393.0 | 2011-08-03 | EP2418400B1 | 2013-11-06 | Yamamoto, Akira |
| 118 | BYCYCLE PLANETARY GEAR TRANSMISSION ARRANGEMENT | EP11713946.9 | 2011-03-31 | EP2555965A1 | 2013-02-13 | SERKH, Alexander; SCHNEIDER, Dean |
| A bicycle comprising a frame (30) and at least one wheel (34) attached to the frame, the frame further comprising a receiver (20), a first planetary gear transmission disposed in the receiver, the wheel having a hub (36), a second planetary gear transmission disposed in the hub, and an endless member (50) for transmitting a torque trained between the first planetary gear transmission and the second planetary gear transmission. | ||||||
| 119 | PLANETARY GEAR MECHANISM FOR A BICYCLE | EP11701183.3 | 2011-01-19 | EP2526012A1 | 2012-11-28 | SERKH, Alexander; SCHNEIDER, Dean |
| A planetary gear mechanism for a bicycle, and more particularly to a planetary gear mechanism comprising a first planetary mechanism connected coaxially in series to a second planetary mechanism, which second planetary mechanism is connected coaxially in series to a third planetary mechanism, the second planetary mechanism output is a step up in speed from the first planetary mechanism output, the third planetary mechanism output is a step up in speed from the second planetary mechanism output. | ||||||
| 120 | Überlagerungsgetriebe | EP10162654.7 | 2010-05-12 | EP2258966B1 | 2012-03-14 | Stöckl, Dieter; Aitzetmüller, Heinz |
QQ群二维码
意见反馈
意见反馈