专利检索_ .以前进速度的数量为特征的专利检索_ .以前进速度的数量为特征的专利检索查询

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序号	专利名	申请号	申请日	公开（公告）号	公开（公告）日	发明人
121	Smoothly shifting multispeed transmission	EP04103411.7	2004-07-16	EP1505318B1	2011-12-28	Bulgrien, Garth H.

122	Getriebeeinheit	EP09009722.1	2009-07-28	EP2149725A2	2010-02-03	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.
123	MEHRGRUPPENGETRIEBE UND VERFAHREN ZUM GANGWECHSEL BEI EINEM MEHRGRUPPENGETRIEBE	EP07728495.8	2007-04-25	EP2019939B1	2010-01-13	BORNTRÄGER, Kai
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.
124	Mehrgruppengetriebe eines Kraftfahrzeuges	EP09159374.9	2009-05-05	EP2133592A2	2009-12-16	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.
125	GETRIEBE EINES VON EINEM MOTOR ANTREIBBAREN FAHRZEUGES	EP07821153.9	2007-10-10	EP2084430A1	2009-08-05	KERSCHBAUMMAYR, Alfred
Gearbox of a vehicle which can be driven by an engine, which gearbox has at least one first engine-side group (I) and one second output-side group (II), and can have a third central group (III), wherein the first group (I) has a driveshaft (1) and selector and gearbox elements (6, 7, 8) for selecting forward gears, reverse gears and a slow stage and a fast stage, wherein the second group (II) has selector and gearbox elements (3, 4, 25, 26, 27, 28, 29, 30) for selecting at least four gears, and wherein the third group (III) has selector and gearbox elements for selecting a creeper gear. It is proposed that the first and second groups (I, II) are configured as main gearbox and the third group (III) is configured as additional gearbox, with the result that the main gearbox can be fitted if required with the additional gearbox and the additional gearbox can be connected between the first and second groups (I, II).
126	Transmission for tractor	EP08002435.9	2008-02-11	EP2019232A1	2009-01-28	Kim, Hyo-jung; Kim, Hyung-tai; Lee, Sang-heon
A transmission for a tractor comprising: an input shaft (100) receiving power from an engine; an idle shaft (200) disposed parallel with the input shaft (100); an output shaft (300) disposed parallel with the idle shaft (200); a forward driving gear (110) and a reverse driving gear (120) installed on the input shaft (100) so as to rotate idle; a forward driven gear (210) installed on the idle shaft (200) and engaged with the forward driving gear (110); a reverse driven gear (220) installed on the idle shaft (200) and engaged by way of an idle gear (220a) with the driving gear (120); a high speed driving gear (230) and a low speed driving gear (240) installed axially between the forward driven gear (210) and the reverse driven gear (220) so as to rotate idle; and high speed/low speed driven gears (310 and 320) installed on the output shaft (300) and engaged with the high speed driving gear (230) and the low speed driving gear (240) respectively, characterized in that the output shaft (300) transmitting power to a main transmission part; and in that the transmission comprises a forward/reverse clutch (501) installed between the forward driving gear (110) and the reverse driving gear (120) to selectively connect the forward driving gear (110) or the reverse driving gear (120) to the input shaft (100); and a high speed/low speed clutch (502) installed axially between the high speed driving gear (230) and the low speed driving gear (240) to selectively connect the high speed driving gear (230) or the low speed driving gear (240) to the idle shaft (200).
127	VEHICLE AND METHOD FOR AUTOMATIC CHOICE OF GEAR IN A GEAR BOX MOUNTED IN A VEHICLE	EP02802406.5	2002-10-31	EP1446595B1	2005-09-07	STEEN, Marcus; ERIKSSON, Anders; LAURI, Erik
Method and arrangement for providing a vehicle having an internal combustion engine and a drivetrain coupled to the internal combustion engine. A control unit is utilized for automatic gear selection, based on a function of the current rotational speed of an input shaft to the gearbox, and in which the control unit is designed to assume a first operating mode having a first working speed range with a first lower limit for downshifting to a gear with a higher transmission ratio.
128	Smoothly shifting multispeed transmission	EP04103411.7	2004-07-16	EP1505318A2	2005-02-09	Bulgrien, Garth H.
The apparatus is a 28 speed, two section, transmission that requires only a single clutch swap for most changeovers between adjacent ratios. It uses a first section with three close ratio forward speeds and one reverse along with a second section that is an 11 speed, wide ratio, transmission. The two transmission sections are arranged in series resulting at least 28 usable forward speeds. The second section includes an intermediate planetary gear set (12) without a ring gear and an output planetary gear set (14) that is a conventional simple planetary gear set with a two sun gears, two planes of planetary gears on a single carrier, and two ring gears.
129	MEHRSTUFENGETRIEBE	EP02730069.8	2002-03-27	EP1373756A1	2004-01-02	ZIEMER, Peter
The invention relates to a multistep reduction gear comprising a drive shaft (1) which is connected to a front-mounted group (VS), an output shaft (3) which is connected to a rear-mounted group (NS), switch elements (A, B, C, D, E) acting on the front-mounted group (VS) and switch elements (M, H, L) acting on the rear-mounted group (NS). By selectively switching said switch elements (A, B, C, D, E and M, H, L), an input speed (n) of the drive shaft (1) is transferred to the output shaft (3) for passing at least seven forward gears, in such a way that in order to change to the next highest or next lowest gear by means of the switch elements which have just been actuated, respectively only one switching element is disconnected and a further switch element is connected.
130	MEHRSTUFENGETRIEBE	EP00975863.2	2000-10-11	EP1220999A1	2002-07-10	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.
131	GEAR BOX ASSEMBLY	EP89905024.0	1988-09-27	EP0391983A1	1990-10-17	HARROD, Lawrence, Roger; SIEBERN, Michael, Ray; Harrod,Lawrence Roger
Unité de transmission pour véhicule d'enfant comprenant un pignon de commande monté de manière non rotative sur un essieu commandé (12) et un train d'engrenages multiples qui établit une liaison cinématique entre le pignon de commande et le pignon d'entraînement sur un arbre se prolongeant hors du moteur. Le pignon (65) du train d'engrenages multiples qui établit immédiatement une liaison cinématique avec le pignon de commande se déplace latéralement au moyen d'un levier de changement de vitesse (44) qui désaccouple le train d'engrenage du pignon de commande. L'unité de transmission se situe dans un logement qui sert de support rotatif au pignon de commande.
132	Power unit for saddle-type vehicle	US14225581	2014-03-26	US09664255B2	2017-05-30	Takeshi Sugano; Yukihiro Tsubakino
In a power unit for a saddle-type vehicle a locking pin on a shift drum side is fixed to a shift spindle and a detection shaft of a shift position sensor is interlocked and connected with the shift drum, the friction surface between the shift arm and the locking pin is reduced with suppression of the lowering of the rigidity of the shift arm to enable smooth gear shifting. An engagement hole in a shift arm allows insertion and engagement of a locking pin and has an elongated hole shape extending along one diameter line of a shift spindle. An insertion hole in the shift arm has an arc shape centered at the center axis line of the shift spindle to allow insertion of an interlocking shaft coaxially connected to the shift drum to be incapable of rotation relative to it.
133	AUTOMATIC TRANSMISSION	US15033523	2014-11-05	US20160281824A1	2016-09-29	Tatsuhiko IWASAKI; Shinya KAMADA; Yasuhiro OGAUCHI; Masaru NAKAGISHI
An automatic transmission (1) includes, in a transmission case (2), an input shaft (3), first to third planetary gear sets (PL1-PL3) of a single pinion type, a fourth planetary gear set (PL4) of a double pinion type, five frictional engagement elements (CL1, CL2, and B1-B3), and outputs (7, 8). The outputs (7, 8) are always engaged with a fourth ring gear (R4).
134	LATCHING CLUTCH CONTROL SYSTEM	US15012433	2016-02-01	US20160146325A1	2016-05-26	Craig S. Ross; Paul G. Otanez
A clutch latching system is provided for latching and draining a torque transmitting mechanism. The latching clutch control system may include a latching valve, a release valve, and an accumulator. The clutch latching system may include a clutch feed channel configured to provide hydraulic fluid from a pressurized source to a torque transmitting device when the torque transmitting device is engaged and the engine is running. A latching valve connects the clutch feed channel to the torque transmitting device. The latching valve is configured to selectively trap pressurized hydraulic fluid within the torque transmitting device. A hydraulic pressure storage circuit configured to selectively provide pressurized hydraulic fluid to the latching valve to unlatch the latching valve. A multiple speed transmission is also provided.
135	Vehicular transmission with power take-off unit	US13678599	2012-11-16	US09027440B2	2015-05-12	Thomas Schneider; Uwe Firzlaff; Franz Schmidberger; Markus Hoher
A transmission, for a motor vehicle with an auxiliary drive (EM), having a first housing part (2a), a second housing part, a transmission shaft (GW), an auxiliary drive shaft which can be driven by the auxiliary drive (EM), a lay shaft (VW) that is positioned axially parallel to the transmission shaft (GW) and coaxial to the auxiliary drive shaft. The lay shaft (VW) is connected, via a spur wheel stage (Z22, Z23) with the transmission shaft (GW), and the lay shaft (VW) is connected in a rotationally fixed manner with the auxiliary drive shaft and is supported on both sides of the spur wheel stage (Z22, Z23) in a bearing device (9).
136	Power transmission system of hybrid electric vehicle	US14089046	2013-11-25	US08894527B2	2014-11-25	Woulsun Choi; Jae Young Choi; Seok Joon Kim
A power transmission system of a hybrid electric vehicle may include an input shaft receiving engine torque, a first planetary gear set disposed on the input shaft, and including a first sun gear selectively connected to a transmission housing, a first ring gear, and a first planet carrier directly connected to the input shaft, a second planetary gear set disposed on the input shaft, and including a second sun gear, a second ring gear directly connected to the first ring gear and directly connected to an output gear, and a second planet carrier selectively connected to the first planet carrier and selectively connected to the transmission housing, a first motor/generator directly connected to the first sun gear, and a second motor/generator directly connected to the second sun gear.
137	POWER UNIT FOR SADDLE-TYPE VEHICLE	US14225581	2014-03-26	US20140290405A1	2014-10-02	Takeshi SUGANO; Yukihiro TSUBAKINO
In a power unit for a saddle-type vehicle a locking pin on a shift drum side is fixed to a shift spindle and a detection shaft of a shift position sensor is interlocked and connected with the shift drum, the friction surface between the shift arm and the locking pin is reduced with suppression of the lowering of the rigidity of the shift arm to enable smooth gear shifting. An engagement hole in a shift arm allows insertion and engagement of a locking pin and has an elongated hole shape extending along one diameter line of a shift spindle. An insertion hole in the shift arm has an arc shape centered at the center axis line of the shift spindle to allow insertion of an interlocking shaft coaxially connected to the shift drum to be incapable of rotation relative to it.
138	LATCHING CLUTCH CONTROL SYSTEM	US13867495	2013-04-22	US20130296093A1	2013-11-07	Craig S. Ross; Paul G. Otanez
A clutch latching system is provided for latching and draining a torque transmitting mechanism. The latching clutch control system may include a latching valve, a release valve, and an accumulator. The clutch latching system may include a clutch feed channel configured to provide hydraulic fluid from a pressurized source to a torque transmitting device when the torque transmitting device is engaged and the engine is running. A latching valve connects the clutch feed channel to the torque transmitting device. The latching valve is configured to selectively trap pressurized hydraulic fluid within the torque transmitting device. A hydraulic pressure storage circuit configured to selectively provide pressurized hydraulic fluid to the latching valve to unlatch the latching valve. A multiple speed transmission is also provided.
139	PLANETARY GEAR MECHANISM FOR A BICYCLE	US13861930	2013-04-12	US20130228995A1	2013-09-05	Alexander Serkh; Dean Schneider
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.
140	Superposition transmission	US12793664	2010-06-03	US08469850B2	2013-06-25	Dieter Stoeckl; Heinz Aitzetmueller
A superposition transmission in several variants and embodiments has hydrostatic-mechanical or electric-mechanical power splitting for the use in vehicles and work machines such as municipal vehicles, handling devices such as telehandlers or forklifts, wheel loaders, tractors and comparable apparatuses, in which an infinitely variable adjustment of the gear ratio is desired independent of the speed of the drive engine. The input shaft (1) is connected with a variator which is in operative connection with two summing planetary gears (12) and (13) arranged parallel with respect to each other. The output occurs in all driving speeds and all driving ranges via the planet carrier arranged as carrier (18).

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