WO1994007055A1 - Motor vehicle gearbox - Google Patents

Motor vehicle gearbox Download PDF

Info

Publication number
WO1994007055A1
WO1994007055A1 PCT/SE1993/000761 SE9300761W WO9407055A1 WO 1994007055 A1 WO1994007055 A1 WO 1994007055A1 SE 9300761 W SE9300761 W SE 9300761W WO 9407055 A1 WO9407055 A1 WO 9407055A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear wheel
shaft
common
output shaft
intermediate shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/SE1993/000761
Other languages
French (fr)
Inventor
Sverker Alfredsson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volvo AB
Original Assignee
Volvo AB
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volvo AB filed Critical Volvo AB
Priority to DE69308576T priority Critical patent/DE69308576T2/en
Priority to JP50801894A priority patent/JP3246916B2/en
Priority to EP93921160A priority patent/EP0659247B1/en
Priority to US08/403,830 priority patent/US5592854A/en
Publication of WO1994007055A1 publication Critical patent/WO1994007055A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H3/097—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts the input and output shafts being aligned on the same axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0065—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising nine forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by parallel flow paths, e.g. dual clutch transmissions
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19233—Plurality of counter shafts
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19377—Slidable keys or clutches
    • Y10T74/19386—Multiple clutch shafts
    • Y10T74/194—Selective

Definitions

  • the present invention relates to a motor vehicle gearbox comprising two intermediate shafts for transmission of an input torque to an output shaft, whereby a first gear wheel, rotatably mounted on each intermediate shaft and lockable by means of coupling means on respective shafts, is in engagement with a common gear wheel rotatably mounted with respect to the output shaft and lockable for rotation together with the output shaft, said gear wheel being arranged to transmit torque from one intermediate shaft to the other in the disengaged position.
  • gearbox of the above mentioned type are known for example from SE 464347 and SE 467426. Both these gearbox types are so-called "power shift” gearboxes in which the torque is transmitted alternately via both the intermediate shafts to the output shaft, which means that whilst the torque is being transmitted by one of the intermediate shafts the next gear is preselected on the other intermediate shaft, whereby gear changing itself occurs in that the first intermediate shaft is disengaged and the other is engaged.
  • a characteristic of these known gearboxes is that the torque in a gear stage, namely the lowest gear, is transmitted via both intermediate shafts by means of a common gear wheel. In this way an additional reduction stage is achieved compared with the torque transmission, via only one intermediate shaft at a time, which allows the possibility of higher gearing in the lowest gear than can otherwise be obtained.
  • larger gear wheels can be used than with torque transmiss ⁇ ion via an intermediate shaft.
  • the construction gives an extra gear stage without the gearbox needing to be complemented with additional cooperating gear wheels. The result is a very short and compact gearbox with a large number of gears.
  • the object of the present invention is to achieve a compact gearbox with many gear stages and with larger span, that is to say larger separation between the lowest and highest gears than can practically be obtained with the described known gearboxes.
  • At least a second gear wheel on each intermediate shaft is in engagement with at least a second common gear wheel which is driveably coupled to the first common gear wheel in order to allow torque transmission from said first gear wheel on said first-mentioned intermediate shaft to said second gear wheel on the second intermediate shaft via both the common gear wheels, and in that the second intermediate shaft is divided into two parts rotatable relative to each other, said parts being able to be coupled to each other by coupling means for rotation as a unit.
  • Fig. 1 and 2 are two identical figures of a schematically represented gearbox with the torque flow depicted on the different gears.
  • numerals 1 and 2 denote two concentrically mounted input shafts, 3 a first intermediate shaft, 4 a second intermediate shaft and 5 and output shaft.
  • One of the input shafts l drives the first intermediate shaft 3 via a pair of gear wheels 6 and 7 respectively fixed against rotation on respective shafts.
  • the second input shaft 2 drives the second intermediate shaft 4 via a pair of gear wheels 8 and 9 respectively fixed against rotation on respective shafts.
  • both input shafts 1 and 2 are alternately engageable and disengageable respectively by means of friction clutches (not shown in detail) , such as shown in SE-A-464347, for alternately driving the intermediate shafts 3, 4.
  • the first intermediate shaft 3 supports two freely rotat ⁇ ably mounted gear wheels 10 and 11 which are lockable to the intermediate shaft 3 by means of each one's clutch sleeve 12 and 13 respectively.
  • a first, second and third gear wheel 14, 15, and 16 are freely rotatably mounted on the second intermediate shaft 4 which is divided into an input shaft portion 4a and an output shaft portion 4b which are freely rotatably mounted with respect to each other.
  • a fourth gear wheel 17 is fixedly mounted on the intermediate shaft portion 4.
  • the gear wheels 14 and 15 are engageable by means of a clutch sleeve 18 whilst the gear wheel 16 is engageable by means of clutch sleeve 19 which also has an engagement position in which both the shaft portions 4a and 4b are locked together to be driven as an unit.
  • the shafts lie in a V-formation and the gear wheel 14 on the intermediate shaft 4 engages with gear wheel 7 on in ⁇ termediate shaft 3.
  • the gear wheels 10 and 15 on shafts 3 and 4 respectively engage with a first common gear wheel 20 which is rotatably mounted on the output shaft 5 whilst the gear wheels 11 and 16 on the shafts 3 and 4 respectively engage with a second common gear wheel 21 with smaller diameter than gear wheel 20.
  • the gear wheel 21 is also rotatably mounted on the output shaft 5.
  • the gear wheels 20, 21 are fixed onto a common hub 22 which is lockable to the output shaft in an engagement position of the clutch sleeve 23.
  • the input shaft 1 and the output shaft 5 are coupled together for rotation as a unit.
  • An additional gear wheel 24 on the output shaft 5 is rotatably mounted on the shaft and lockable to this by means of a clutch sleeve 25.
  • the gear wheel 24 engages with the gear wheel 17 on the intermediate shaft portion 4b.
  • the gear wheel 16 can be fixedly mounted on the shaft portion 4b and the gear wheel 21 can be rotatably mounted as well as being lockable to the hub 22 by clutch means.
  • the clutch sleeves 12, 13, 18, 19, 23 and 25 can be included in the clutch arrangements which comprise con- ventional synchronization devices, but the described gearbox is particularly designed to make use of a central synchronization arrangement of the type which is shown and described in the introductory portion of the cited publica ⁇ tions.
  • the gearbox which is shown and described has nine gears, whereby the torque is transmitted to the output shaft 5 alternately between the input shaft 1 and 2, the intermediate shaft 3 and the intermediate shaft portions 4a, 4b, via the following cooperating gear-pairs, as indicated by the arrows I-VIII in the figures:
  • the invention is of course not limited to a gearbox of the above described type with two input shafts, but can be used in a gearbox with one single input shaft, for example of the type shown in SE-A-467426.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)
  • Lens Barrels (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

Motor vehicle gearbox of the 'power shift' type with two intermediate shafts (3, 4) for alternately transmitting an input torque to an output shaft (5). The intermediate shafts each present a pair of lockable gear wheels (10, 11 and 15, 16, resp.), rotatably mounted on respective shafts and lockable by means of coupling means (12, 13 and 18, 19 resp.), said gear wheels engaging with a pair of gear wheels (20, 21) common for both the intermediate shafts, mounted rotatably on the output shaft and drivably coupled together in order to allow torque transmission from said one intermediate shaft (3) to the other intermediate shaft (4) via either one or both of the common gear wheels (20, 21).

Description

Motor vehicle gearbox
The present invention relates to a motor vehicle gearbox comprising two intermediate shafts for transmission of an input torque to an output shaft, whereby a first gear wheel, rotatably mounted on each intermediate shaft and lockable by means of coupling means on respective shafts, is in engagement with a common gear wheel rotatably mounted with respect to the output shaft and lockable for rotation together with the output shaft, said gear wheel being arranged to transmit torque from one intermediate shaft to the other in the disengaged position.
Two main types of gearbox of the above mentioned type are known for example from SE 464347 and SE 467426. Both these gearbox types are so-called "power shift" gearboxes in which the torque is transmitted alternately via both the intermediate shafts to the output shaft, which means that whilst the torque is being transmitted by one of the intermediate shafts the next gear is preselected on the other intermediate shaft, whereby gear changing itself occurs in that the first intermediate shaft is disengaged and the other is engaged. This can be achieved either by driving the input shaft of each of the intermediate shafts and alternately engaging the input shafts via a pair of clutches outside the gearbox, as shown in the aforementioned SE 464347, or by driving both intermediate shafts from a common input shaft via friction clutches arranged within the gearbox housing as shown in the aforementioned SE 462426.
A characteristic of these known gearboxes is that the torque in a gear stage, namely the lowest gear, is transmitted via both intermediate shafts by means of a common gear wheel. In this way an additional reduction stage is achieved compared with the torque transmission, via only one intermediate shaft at a time, which allows the possibility of higher gearing in the lowest gear than can otherwise be obtained. Alternatively, for a given gearing, larger gear wheels can be used than with torque transmiss¬ ion via an intermediate shaft. The construction gives an extra gear stage without the gearbox needing to be complemented with additional cooperating gear wheels. The result is a very short and compact gearbox with a large number of gears.
The object of the present invention, starting from the gearbox described in the introduction, is to achieve a compact gearbox with many gear stages and with larger span, that is to say larger separation between the lowest and highest gears than can practically be obtained with the described known gearboxes.
This is achieved according to the invention in that at least a second gear wheel on each intermediate shaft is in engagement with at least a second common gear wheel which is driveably coupled to the first common gear wheel in order to allow torque transmission from said first gear wheel on said first-mentioned intermediate shaft to said second gear wheel on the second intermediate shaft via both the common gear wheels, and in that the second intermediate shaft is divided into two parts rotatable relative to each other, said parts being able to be coupled to each other by coupling means for rotation as a unit.
By creating an additional reduction stage in this way with a second common gear wheel which is smaller than the first common gear wheel, an extremely high gearing can be achieved in the lowest gear. Moreover two additional gears are obtained which, starting from the seven-gear gearbox of the above described known types, give a compact nine-gear gearbox with larger span than can be achieved in these.
The invention will now be described in more detail with reference to the embodiments shown in the accompanying drawings wherein Fig. 1 and 2 are two identical figures of a schematically represented gearbox with the torque flow depicted on the different gears.
In the figures, numerals 1 and 2 denote two concentrically mounted input shafts, 3 a first intermediate shaft, 4 a second intermediate shaft and 5 and output shaft. One of the input shafts l drives the first intermediate shaft 3 via a pair of gear wheels 6 and 7 respectively fixed against rotation on respective shafts. The second input shaft 2 drives the second intermediate shaft 4 via a pair of gear wheels 8 and 9 respectively fixed against rotation on respective shafts. In the shown embodiment it is presumed that both input shafts 1 and 2 are alternately engageable and disengageable respectively by means of friction clutches (not shown in detail) , such as shown in SE-A-464347, for alternately driving the intermediate shafts 3, 4.
The first intermediate shaft 3 supports two freely rotat¬ ably mounted gear wheels 10 and 11 which are lockable to the intermediate shaft 3 by means of each one's clutch sleeve 12 and 13 respectively. A first, second and third gear wheel 14, 15, and 16 are freely rotatably mounted on the second intermediate shaft 4 which is divided into an input shaft portion 4a and an output shaft portion 4b which are freely rotatably mounted with respect to each other. A fourth gear wheel 17 is fixedly mounted on the intermediate shaft portion 4. The gear wheels 14 and 15 are engageable by means of a clutch sleeve 18 whilst the gear wheel 16 is engageable by means of clutch sleeve 19 which also has an engagement position in which both the shaft portions 4a and 4b are locked together to be driven as an unit.
The shafts lie in a V-formation and the gear wheel 14 on the intermediate shaft 4 engages with gear wheel 7 on in¬ termediate shaft 3. The gear wheels 10 and 15 on shafts 3 and 4 respectively engage with a first common gear wheel 20 which is rotatably mounted on the output shaft 5 whilst the gear wheels 11 and 16 on the shafts 3 and 4 respectively engage with a second common gear wheel 21 with smaller diameter than gear wheel 20.
The gear wheel 21 is also rotatably mounted on the output shaft 5. In the shown embodiment the gear wheels 20, 21 are fixed onto a common hub 22 which is lockable to the output shaft in an engagement position of the clutch sleeve 23. In another engagement position of the clutch sleeve 23, the input shaft 1 and the output shaft 5 are coupled together for rotation as a unit. An additional gear wheel 24 on the output shaft 5 is rotatably mounted on the shaft and lockable to this by means of a clutch sleeve 25. The gear wheel 24 engages with the gear wheel 17 on the intermediate shaft portion 4b. As an alternative to the shown embodi¬ ment, the gear wheel 16 can be fixedly mounted on the shaft portion 4b and the gear wheel 21 can be rotatably mounted as well as being lockable to the hub 22 by clutch means.
The clutch sleeves 12, 13, 18, 19, 23 and 25 can be included in the clutch arrangements which comprise con- ventional synchronization devices, but the described gearbox is particularly designed to make use of a central synchronization arrangement of the type which is shown and described in the introductory portion of the cited publica¬ tions. The gearbox which is shown and described has nine gears, whereby the torque is transmitted to the output shaft 5 alternately between the input shaft 1 and 2, the intermediate shaft 3 and the intermediate shaft portions 4a, 4b, via the following cooperating gear-pairs, as indicated by the arrows I-VIII in the figures:
First 6,7 —> 10,20 —> 21,16 —> 17,24; Second 8,9 —> 15,20 —> 21,16 —> 17,24; Third 6,7 —> 11,21 —> 21,16 —> 17,24 Fourth 8,9 —> 17,24; Fifth 6,7 —> 10,20; Sixth 8,9 —> 15,20; Seventh 6,7 —> 11,21; Eiσhth 8,9 —> 16,21
Ninth Direct drive from the input shaft 1 to the output shaft 5 with clutch sleeve 23 in the aforementioned second coupling position Reverse 6,7 —> 7,14 —> 15,20 —> 21,11 —> 17,24;
From the table above it is clear that the common gear wheels 20, 21 are used at the same time with torque transmission in first and second gears in order to give extra high gearing in these gears by means of the addition- al reduction stage which is thus obtained. Additionally it is clear that the clutch sleeve 19 has an engagement position in eight gear with which the intermediate shaft portions 4a, 4b are coupled together at the same time as the gear wheel 16 is locked to the axle portion 4b. This is also true correspondingly for the clutch sleeve 18 which in reverse locks both the gear wheel 14 and the gear wheel 15 to the intermediate shaft portion 4a.
The invention has been described above with reference to a preferred embodiment having nine forward gears. Additional gearing stages can be achieved with more than two common gear wheels according to the described principle.
The invention is of course not limited to a gearbox of the above described type with two input shafts, but can be used in a gearbox with one single input shaft, for example of the type shown in SE-A-467426.

Claims

Claims
1. Motor vehicle gearbox, comprising two intermediate shafts for transmission of an input torque to an output shaft, whereby a first gear wheel, rotatably mounted on each intermediate shaft and lockable by means of coupling means on respective shaft, is in engagement with a common gear wheel rotatably mounted with respect to the output shaft and lockable for rotation together with the output shaft, said gear wheel being arranged to transmit torque from one intermediate shaft to the other in the disengaged position, c h a r a c t e r i z e d i n that at least one second gear wheel (11, 16) on each intermediate shaft (3, 4) is in engagement with at least a second common gear wheel (21) which is drivably coupled to the first common gear wheel (20) in order to allow torque transmission from said first gear wheel (10) on said first-mentioned in¬ termediate shaft (3) to said second gear wheel (16) on the second intermediate shaft (4) via both the common gear wheels (20, 21), and in that the second intermediate shaft (4) is divided into two parts (4a, 4b) rotatable relative to each other, said parts being engageable with each other by means of coupling means (19) for rotation as a unit.
2. Gearbox according to claim 1, c h a r a c t e ¬ r i z e d i n that the second intermediate shaft (4) comprises an input shaft portion (4a) and an output shaft portion (4b) which, in the shaft portions' disengaged position, allows torque transmission from the input shaft portion to the output shaft portion via the first and second common gear wheel (20 and 21 resp.) .
3. Gearbox according to either of claims 1 or 2, c h a r a c t e r i z e d i n that the second common gear wheel (21) has a smaller diameter than the first common gear wheel (20) .
4. Gearbox according to any one of claims 1-3, c h a r a c t e r i z e d i n that the second common gear wheel (21) is arranged - when the first common gear wheel (20) is disengaged from the output shaft (5) - to transmit torque via first gear's gearing with a locked first gear wheel (10) on said first intermediate shaft (3) and locked second gear wheel (16) on the second intermediate shaft (4).
5. Gearbox according to any one of claims 1-4, c h a r a c t e r i z e d i n that the second common gear wheel (21) is arranged to - when the first common gear wheel (20) is disengaged from the output shaft - to transmit torque via third gear's gearing with a locked second gear wheel (11, 16) on both the intermediate shafts (3, 4).
6. Gearbox according to any of claims 1-5, c h a r ¬ a c t e r i z e d i n that both the common gear wheels (20, 21) are mounted on a common hub (22) which is rotatably mounted on the upper shaft (5) and lockable to this by means of coupling means (23) .
7. Gearbox according to any one of claims 1-6, c h a r a c t e r i z e d i n that coupling means are foreseen, by means of which an input shaft (1) and the output shaft (5) are engageable for torque transmission directly from the input shaft to the output shaft.
PCT/SE1993/000761 1992-09-21 1993-09-20 Motor vehicle gearbox Ceased WO1994007055A1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DE69308576T DE69308576T2 (en) 1992-09-21 1993-09-20 MOTOR VEHICLE TRANSMISSION
JP50801894A JP3246916B2 (en) 1992-09-21 1993-09-20 Car transmission
EP93921160A EP0659247B1 (en) 1992-09-21 1993-09-20 Motor vehicle gearbox
US08/403,830 US5592854A (en) 1992-09-21 1993-09-20 Motor vehicle gearbox

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE9202722A SE470467B (en) 1992-09-21 1992-09-21 Motor vehicle gearbox
SE9202722-6 1992-09-21

Publications (1)

Publication Number Publication Date
WO1994007055A1 true WO1994007055A1 (en) 1994-03-31

Family

ID=20387230

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE1993/000761 Ceased WO1994007055A1 (en) 1992-09-21 1993-09-20 Motor vehicle gearbox

Country Status (8)

Country Link
US (1) US5592854A (en)
EP (1) EP0659247B1 (en)
JP (1) JP3246916B2 (en)
AT (1) ATE149651T1 (en)
DE (1) DE69308576T2 (en)
ES (1) ES2099475T3 (en)
SE (1) SE470467B (en)
WO (1) WO1994007055A1 (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0765445B1 (en) * 1994-06-30 1998-09-16 ZF FRIEDRICHSHAFEN Aktiengesellschaft Multi-speed stepped gearbox
WO2004109154A1 (en) * 2003-06-06 2004-12-16 Daimlerchrysler Ag Twin-clutch transmission
WO2008058858A1 (en) * 2006-11-17 2008-05-22 Zf Friedrichshafen Ag Double clutch winding transmission
WO2012159794A1 (en) * 2011-05-24 2012-11-29 Zf Friedrichshafen Ag Parallel gearshift transmission of a motor vehicle
US11933388B2 (en) 2021-11-03 2024-03-19 Zf Friedrichshafen Ag Powershift transmission of a motor vehicle

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE506214C2 (en) * 1996-03-15 1997-11-24 Volvo Ab Motor vehicle gearbox
DE19948811B4 (en) * 1999-10-09 2010-02-18 Zf Friedrichshafen Ag transmission
SE526221C2 (en) * 2003-12-22 2005-08-02 Volvo Constr Equip Holding Se Transmission comprising first, second and third parallel shafts and gears supported by the shafts
GB0504628D0 (en) * 2005-03-05 2005-04-13 Zeroshift Ltd Transmission layout
GB0510129D0 (en) * 2005-05-18 2005-06-22 Zeroshift Ltd Sequential hub layout
US7437963B2 (en) * 2005-11-21 2008-10-21 Gm Global Technology Operations, Inc. Power transmission
GB0623292D0 (en) * 2006-11-22 2007-01-03 Zeroshift Ltd Transmission system
GB201109100D0 (en) 2011-05-27 2011-07-13 Zeroshift Ltd Transmission system
KR101293297B1 (en) * 2011-07-29 2013-08-09 현대 파워텍 주식회사 Automatic manual transmission
US9097312B2 (en) 2011-08-30 2015-08-04 Volvo Lastvagnar Ab Multi-clutch transmission for a motor vehicle
CN115003932A (en) * 2019-11-05 2022-09-02 沃尔沃卡车集团 Transmission components for vehicles
CN112594338B (en) * 2020-12-31 2024-07-26 福建中维动力科技股份有限公司 Eight-gear transmission with power coupling function and working method thereof

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USRE25458E (en) * 1963-10-08 Barth ctal
US4226135A (en) * 1977-08-16 1980-10-07 Zahnradfabrik Friedrichshafen Aktiengesellschaft Load-splitting transmission
SE433870B (en) * 1982-11-05 1984-06-18 Saab Scania Ab Gearbox for vehicles

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Publication number Priority date Publication date Assignee Title
US4269077A (en) * 1978-10-30 1981-05-26 Eaton Corporation Change gear transmission
SE464347B (en) * 1988-08-12 1991-04-15 Volvo Ab MOTOR VEHICLE TRANSLATED WITH TWO CONCENTRICALLY STORED INHIBITIONS
SE467426B (en) * 1990-11-01 1992-07-13 Volvo Ab MOTORFORDONSVAEXELLAADA

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
USRE25458E (en) * 1963-10-08 Barth ctal
US4226135A (en) * 1977-08-16 1980-10-07 Zahnradfabrik Friedrichshafen Aktiengesellschaft Load-splitting transmission
SE433870B (en) * 1982-11-05 1984-06-18 Saab Scania Ab Gearbox for vehicles

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0765445B1 (en) * 1994-06-30 1998-09-16 ZF FRIEDRICHSHAFEN Aktiengesellschaft Multi-speed stepped gearbox
WO2004109154A1 (en) * 2003-06-06 2004-12-16 Daimlerchrysler Ag Twin-clutch transmission
US7448290B2 (en) 2003-06-06 2008-11-11 Daimler Ag Twin-clutch transmission
WO2008058858A1 (en) * 2006-11-17 2008-05-22 Zf Friedrichshafen Ag Double clutch winding transmission
US8485055B2 (en) 2006-11-17 2013-07-16 Zf Friedrichshafen Ag Double clutch winding transmission
WO2012159794A1 (en) * 2011-05-24 2012-11-29 Zf Friedrichshafen Ag Parallel gearshift transmission of a motor vehicle
CN103547831A (en) * 2011-05-24 2014-01-29 Zf腓德烈斯哈芬股份公司 Parallel gearshift transmission of a motor vehicle
CN103547831B (en) * 2011-05-24 2016-04-20 Zf腓德烈斯哈芬股份公司 The parallel shift transmission of vehicle
US9945461B2 (en) 2011-05-24 2018-04-17 Zf Friedrichshafen Ag Parallel gearshift transmission of a motor vehicle
US11933388B2 (en) 2021-11-03 2024-03-19 Zf Friedrichshafen Ag Powershift transmission of a motor vehicle

Also Published As

Publication number Publication date
DE69308576D1 (en) 1997-04-10
DE69308576T2 (en) 1997-09-11
SE9202722D0 (en) 1992-09-21
JPH08501618A (en) 1996-02-20
EP0659247B1 (en) 1997-03-05
SE470467B (en) 1994-05-02
ATE149651T1 (en) 1997-03-15
ES2099475T3 (en) 1997-05-16
US5592854A (en) 1997-01-14
SE9202722L (en) 1994-03-22
EP0659247A1 (en) 1995-06-28
JP3246916B2 (en) 2002-01-15

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