GB2175361A - Gear type transmission - Google Patents

Gear type transmission Download PDF

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Publication number
GB2175361A
GB2175361A GB08611858A GB8611858A GB2175361A GB 2175361 A GB2175361 A GB 2175361A GB 08611858 A GB08611858 A GB 08611858A GB 8611858 A GB8611858 A GB 8611858A GB 2175361 A GB2175361 A GB 2175361A
Authority
GB
United Kingdom
Prior art keywords
gear
gears
input
countershaft
output
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.)
Withdrawn
Application number
GB08611858A
Other versions
GB8611858D0 (en
Inventor
Kazuyoshi Hiraiwa
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.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
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 Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Publication of GB8611858D0 publication Critical patent/GB8611858D0/en
Publication of GB2175361A publication Critical patent/GB2175361A/en
Withdrawn legal-status Critical Current

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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
    • F16H3/10—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 with one or more one-way clutches as an essential feature
    • 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
    • F16H3/091—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 including a single countershaft
    • F16H3/0915—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 including a single countershaft with coaxial input and output shafts

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

Input and output shafts 2,3 are coaxially aligned, with an interposed clutch 5, and a countershaft 4 is arranged parallel with them. A first group of gear units 6,7 each including constantly meshed paired gears, are arranged between the input shaft 2 and the countershaft 4 to establish therebetween various gear ratios, and a second group of gear units 9,10 each including constantly meshed paired gears, are arranged between the countershaft 4 and the output shaft 3 to establish therebetween various gear ratios. <IMAGE>

Description

SPECIFICATION Gear type transmission The present invention relates to a gear type transmission for use in a wheeled motor vehicle.
Hitherto, various kinds of gear type transmissions have been proposed and put into practical use particularly in the field of the wheeled motor vehicles. One of the transmissions hitherto proposed is shown in Japanese Publication titled "POWER TRANSMISSION DEVICE" issued on November 20, 1980 by SANKAIDO Co., Ltd., which is designed to have five forward speeds (one overdrive) and one reverse. The transmission disclosed by the publication is of a so-called "Countershaft Type" in which input and output shafts are coaxially aligned and a countershaft is arranged beside the input and output shafts to extend parallel with the same.A drive gear unit (including paired gears) is arranged between the input shaft and the countershaft to transmit power from the input shaft to the countershaft, and third, second, first and fifth speed gear units (each including paired gears) are arranged in this order from the drive gear unit between the countershaft and the output shaft to selectively transmit power from the countershaft to the output shaft. A fourth speed synchronizer is arranged between the input shaft and the output shaft to smoothly and directly connect them for obtaining the fourth speed.A first-second speed synchronizer is arranged on the output shaft to associate with both the first and second speed gear units, a third speed synchronizer is arranged on the output shaft to associate with the third speed gear unit, and a fifth speed synchronizer is arranged on the output shaft to associate with the fifth speed gear unit.
However, as is described hereinabove, in the conventional transmission, five gear units, that is, ten gears are inevitably needed for obtaining the five forward speeds due to the inherent construction of the transmission. As will become understood hereinafter, usage of five gear units causes a high cost production.
Furthermore, since, in such a transmission, larger diameter gears of the low speed gear units (viz., first and second gear units) are arranged on the output shaft due to the inherency of the transmission, the synchronizer associated with them is subjected to a great load upon operation thereof. Thus, considerably large force is needed for carrying out the speed change.
Furthermore, because of the provision of the drive gear unit including constantly meshed two gears which rotate together with the input shaft even under neutral condition of the transmission, gear noise trouble is marked.
What is desired is a gear type transmission which is free of the above-mentioned drawbacks.
An improved gear type transmission which is embodied by paying attention to the fact that in the conventional manual gear transmission, the rate (r1/r2) of the gear ratio (r1) of the first speed to that (r2) of the second speed is generally the same as the rate (r3/r5) of the gear ratio tor3) of the third speed to that (r5) of the fifth speed.
According to the present invention, there is provided a gear type transmission which comprises input and output shafts coaxially aligned and rotatable about the common axis thereof; first clutch means arranged between the input and output shafts to directly connect them when actuated; a countershaft arranged beside the aligned input and output shafts in a manner to extend parallel with the common axis; a first group of gear units each including constantly meshed paired gears, the first group of gear units being arranged between the input shaft and the countershaft to establish therebetween various gear ratios; and a second group of gear units each including constantly meshed paired gears, the second group of gear units being arranged between the countershaft and the outut shaft to establish therebetween various gear ratios.
Other objects and advantages of the present invention will become apparent from the following description when taken in conjunction with the accompanying drawings, in which: Figure 1 is a schematic illustration of a gear type transmission of a first embodiment of the present invention; and Figure 2 is a view similar to Fig. 2, but showing a second embodiment of the present invention.
Referring to Fig. 1, there is schematically shown a gear type transmission of a first embodiment of the present invention, which is generally designated by reference "A". As will become apparent as the description proceeds, the transmission "A" is of a five forward speeds (including one overdrive) and one reverse type which is applicable to automobiles.
The gear type transmission "A" of the first embodiment comprises a transmission casing 1, an input shaft 2, an output shaft 3, a countershaft 4, a fourth speed clutch 5, a first/third speed gear unit 6, a second/fifth speed gear unit 7, a first synchronizer 8, a high speed gear unit 9, a low speed gear unit 10, a second synchronizer 11, and a reverse gear unit 12.
The input and output shafts 2 and 3 are coaxially aligned and the countershaft 4 is arranged parallel to the coaxial shafts 2 and 3. The three shafts 2, 3, and 4 are housed in the transmission casing 1 through bearings 13, 14, 15, and 16.
The input shaft 2 receives power from a crankshaft 17 of an engine through a clutch mechanism 18. A friction clutch or a torque converter is usable as the clutch mechanism 18.
The outer shaft 3 is connected to driving wheels (not shown) of the associated motor vehicle through a known mechanism.
As will become apparent hereinafter, the countershaft 4 transmits the power of the input shaft 2 to the output shaft 3 when the transmission "A" assumes the first speed, second speed, third speed, fifth speed or reverse condition.
The fourth speed clutch 5 is arranged between the input shaft 2 and the output shaft 3, so that upon engagement of the clutch 5, these two shafts 2 and 3 are directly connected to obtain the fourth speed condition. The fourth speed clutch 5 is equipped with a hydraulic actuator (not shown), so that upon selection of the fourth speed condition, a part of the clutch 5 on the input shaft 2 is moved rightward in the drawing (that is, in the direction of the arrow B) to establish the clutch engagement.
The first/third speed gear unit 6 comprises a first input gear 61 rotatably disposed on the input shaft 2 and a first counter gear 62 securely disposed on the counter shaft 4. These two gears 61 and 62 are constantly meshed with each other.
The second/fifth speed gear unit 7 comprises a second input gear 71 rotatably disposed on the input shaft 2 and a second counter gear 72 securely disposed on the counter shaft 4. These gears 71 and 72 are constantly meshed with each other Upon speed change operation, the first synchronizer 8 sychronizes the rotation of the input shaft 2 and a selected gear (viz., the first input gear 61 or the second input gear 71) and then engages the selected gear with the input shaft 2. The first synchronizer 8 is arranged between the first input gear 61 and the second input gear 71 as shown.
The first synchronizer 8 is equipped with a hydraulic actuator (not shown), so that upon selection of the first or third speed condition, a sleeve of the first synchronizer is moved leftward in the drawing (that is, in the direction of the arrow C) to fix the gear 61 to the input shaft 2, and upon selection of the second or fifth speed condition, the sleeve is moved rightward (that is, in the direction of the arrow D) to fix the gear 71 to the input shaft 2.
The high speed gear unit 9 comprises a first output gear 91 rotatably disposed on the output shaft 3 and a third counter gear 92 securely disposed on the counter shaft 4. The gears 91 and 92 are constantly meshed with each other.
The low speed gear unit 10 comprises a second output gear 101 rotatably disposed on the output shaft 3 and a fourth counter gear 102 securely disposed on the counter shaft 4. The gears 101 and 102 are constantly meshed with each other.
The second synchronizer 11 is arranged between the first output gear 91 and the second output gear 101 and equipped with a hydraulic actuator (not shown), so that upon selection of the high speed condition (viz., third or fifth speed condition), the sleeve of the synchronizer 11 is moved leftward in the drawing (that is, in the direction of the arrow E) to fix the gear 91 to the output shaft 3, and upon selection of the low speed condition (viz., first or second speed condition), the sleeve is moved rightward (that is, in the direction of the arrow F) to fix the gear 101 to the output shaft 3.
The reverse gear unit 12 comprises a reverse gear 121 securely disposed on the input shaft 2, a reverse counter gear 122 securely disposed on the counter shaft 4, and a reverse idler gear 123 axially slidably disposed on an idler shaft 19. The reverse idler gear 123 is equipped with a hydraulic actuator (not shown), so that upon selection of the reverse condition, the reverse idler gear 123 is moved rightward in the drawing (that is, in the direction of the arrow G) to engage with both the reverse gear 121 and the reverse counter gear 122.
The number of teeth of each gear for forward mode and the gear ratio i-a, i-b, i-c, or i-d of each gear unit 6, 7, 9, or 10 are shown in TABLE 1.
TABLE 1
Gear on input Gear 61 Gear 71 Gear 91 Gear 101 or outPut shaft Number of | 13 19 16 24 teeth Gear on Gear 62 Gear 72 Gear 92 Gear 102 Countershaft Number of 25 21 21 13 teeth Gear i-a i-b i-c i-d Ratio 1.923 1.105 0.762 1.846 (25/13) (21/19) (16/21) (24/13) In the following, operation of the first embodiment "A" will be described.
(1) Under neutral condition Under neutral condition, the hydraulic actuators do not work, so that power transmission from the input shaft 2 to the output shaft 3 does not take place. The parts which are forced to rotate under this neutral condition are only the first synchronizer 8 provided on the input shaft 2, a part of the fourth clutch 5 and the reverse gear 121, and none of the gear units assumes power transmission condition.
(2) Under first speed condition Under the first speed condition, due to the work of the hydraulic actuators, the first input gear 61 is fixed to the input shaft 2 and the second output gear 101 is fixed to the output shaft 3.
Thus, the power transmission path established in this condition comprises the input shaft 2, the first synchronizer 8, the first input gear 61, the first counter gear 62, the counter shaft 4, the fourth counter gear 102, the second output gear 101, the second synchronizer 11 and the output shaft 3. The speed change ratio r1 (=(i-a)X(i-d) at this first speed condition is 3.550.
(3) Under second speed condition Under the second speed condition, due to the work of the hydraulic actuators, the second input gear 71 is fixed to the input shaft 2 and the second output gear 101 is fixed to the output shaft 3. Thus, the power transmission path established in this condition comprises the input shaft 2, the first synchronizer 8, the second input gear 71, the second counter gear 72, the counter shaft 4, the fourth counter gear 102, the second output gear 101, the second synchronizer 11, and the output shaft 3. The speed change ratio r2 (=(i-b)X(i-d) ) at this second speed condition is 2.040.
(4) Under third speed condition Under the third speed condition, due to the work of the hydraulic actuators, the first input gear 61 is fixed to the input shaft 2 and the third counter gear 92 is fixed to the output shaft 3.
Thus, the power transmission path in this condition comprises the input shaft 2, the first synchronizer 8, the first input gear 61, the first counter gear 62, the counter shaft 4, the third counter gear 92, the first output gear 91, the second synchronizer 11, and the output shaft 3.
The speed change ratio r3 (=(i-a)X(i-c) ) at this condition is 1.407.
(5) Under fourth speed condition Under the fourth speed condition, the fourth speed clutch 5 is engaged, so that the power of the input shaft 2 is directly transmitted to the output shaft 3 without making a speed change therebetween. That is, the speed change ratio r4 at this fourth speed is thus 1.000.
(6) Under fifth speed condition Under the fifth speed condition, the second input gear 71 is fixed to the input shaft 2 and the first output gear 91 is fixed to the output shaft 3. Thus, the power transmission path estab lished in this condition comprises the input shaft 2, the first synchronizer 8, the second input gear 71, the second counter gear 72, the counter shaft 4, the third counter gear 92, the first output gear 91, the second synchronizer 11, and the output shaft 3. The speed change ratio r5 (=(i-b)X(i-c)) at this fifth speed is 0.842, so that the rotation speed of the output shaft 3 is greater than that of the input shaft 2.
(7) Under reverse condition Under the reverse condition, due to the work of the hydraulic actuators, the reverse idler gear 123 is moved in the direction of the arrow G to engage with the gears 121 and 122 and the second output gear 101 is fixed to the output shaft 3. Thus, the power transmission path at this condition comprises the input shaft 2, the reverse gear 121, the reverse idler gear 123, the reverse counter gear 122, the counter shaft 4, the fourth counter gear 102, the second output gear 101, the second synchronizer 11, and the output shaft 3. By the provision of the reverse idler gear 123, the rotational direction of the output shaft 3 is reversed to that of the input shaft 2.
As is understood from the foregoing description, in the transmission "A" of the first embodi- ment, the five forward speed conditions are available with only "four" speed gear units 6, 7, 9, and 10 (viz., eight gears 61, 62, 71, 72, 91, 92, 101, and 102), unlike the case of the aforementioned conventional transmission which uses "five" speed gear units. As is known, reduction in number of parts induces not only economical merits but also easy assembly of parts in the transmission casing.
Furthermore, in the first embodiment, even the low speed conditions (viz., first speed or second speed condition) can be achieved by suitably combining the gear units of smaller speed reduction ratio in the afore-mentioned manner. Thus, unlike the case of the afore-mentioned conventional transmission, the smaller diameter low speed gears (viz., the gears 61 and 71 of the first and second speed gear units 6 and 7) can be arranged on the input shaft 2 thereby reducing the load applied to the first synchronizer 8 arranged therebetween. Thus, the speed change can be carried out with a smaller operating force. This merit is particularly marked when actuators powered by hydraulic pressure, vacuum, or electricity are employed for producing such operating force.
Furthermore, in the first embodiment, there is no gear unit which carries out the power transmission work in the neutral condition, the gear noise originating from rotational fluctuation of the engine at the engine idling is not produced or at least minimized.
Referring to Fig. 2, there is shown a second embodiment "A"' of the present invention. In the gear type transmission A' of this embodiment, the first output gear 91 of the high speed gear unit 9 and the second output gear 101 of the low speed gear unit 10 are securely disposed on the output shaft 3. The third counter gear 92 is rotatably disposed on the countershaft 4 through a first clutch 20, while the fourth counter gear 102 is rotatably disposed on the countershaft 4 through a second clutch 21 and a one-way clutch 22. The first and second clutches 20 and 21 are respectively provided with hydraulic actuators (not shown). The remaining parts are arranged in substantially the same manner as the first embodiment, as shown. It is to be noted that the second embodiment A' uses the first and second clutches 20 and 21 as a substitute for the second synchronizer 11 of the first embodiment.Thus, upon energization of the associated actuator, the first clutch 20 or the second clutch 21 engages the third counter gear 92 or the fourth counter gear 102 to the counter shaft 4.
Upon selection of the first or second speed condition, the second clutch 21 is engaged and thus fixes the fourth counter gear 102 to the counter shaft 4, while, upon selection of the third or fifth speed condition, the first clutch 20 is engaged and thus fixes the third counter gear 92 to the counter shaft 4.
Because of the provision of the one-way clutch 22, the first or second speed condition is available without aid of the second clutch 21. When the power transmission is being carried out through the one-way clutch 22, the vehicle coasting (viz., the vehicle movement by only the inertia) improves fuel mileage because, under such condition, engine brake is not effected.
By the provision of the one-way clutch 22, the actuators of the first and second clutches 20 and 21 can use, as a power source, the hydraulic pressure produced by a hydraulic pump driven by the output shaft 3 or the counter shaft 4.
Description of the operation of the second embodiment will be omitted because the operation of the same is substantially the same as that of the first embodiment A except for the modified arrangement as described hereinabove.

Claims (12)

1. A gear type transmission comprising: input and output shafts coaxially alignedand rotatable about the common axis thereof; first clutch means arranged between the input and output shafts to directly connect them when actuated; a countershaft arranged beside the aligned input and output shafts in a manner to extend parallel with the common axis; a first group of gear units each including constantly meshed paired gears, the first group of gear units being arranged between the input shaft and the countershaft to establish therebetween various gear ratios; and a second group of gear units each including constantly meshed paired gears, the second group of gear units being arranged between the countershaft and the output shaft to establish therebetween various gear ratios.
2. A gear type transmission as claimed in claim 1, further comprising second clutch means which, when actuated, smoothly connects one given gear of the paired gears of each group to the corresponding shaft on which the given gear is rotatably disposed.
3. A gear type transmission as claimed in claim 2, in which the second clutch means comprises a synchronizer which, when actuated, equalizes the rotation speed of the given gear with that of the corresponding shaft before connection therebetween.
4. A gear type transmission as claimed in claim 3, in which the second clutch means further comprises a one-way clutch which is incorporated with one given gear of the paired gears of the second group, the one-way clutch being arranged so that the power transmission from the corresponding shaft to the given gear is permitted only when the corresponding shaft rotates in a predetermined direction.
5. A gear type transmission as claimed in any preceding claim, in which the first group of gear units comprises: first and second input gears rotatably disposed on the input shaft; and first and second counter gears securely disposed on the countershaft and constantly meshed with the first and second input gears respectively.
6. A gear type transmission as claimed in claim 5, further comprising a first synchronizer which is arranged between the first and second input gears to smoothly connect either one of the first and second input gears to the input shaft.
7. A gear transmission as claimed in claim 6, in which the second group of gear units comprises: first and second output gears rotatably disposed on the output shaft; and third and fourth counter gears securely disposed on the countershaft and constantly meshed with the first and second output gears respectively.
8. A gear type transmission as claimed in claim 7, further comprising a second synchronizer which is arranged between the first and second output gears to smoothly connect either one of the first and second output gears to the output shaft.
9. A gear type transmission as claimed in claim 6, in which the second group of gear units comprises: first and second output gears securely disposed on the output shaft; and third and fourth counter gears rotatably disposed on the countershaft and constantly meshed with the first and second output gears respectively.
10. A gear type transmission as claimed in claim 9, further comprising first and second clutches which are respectively incorporated with the third and fourther counter gears, each clutch connecting the associated counter gear to the countershaft when actuated.
11. A gear type transmission as claimed in claim 10, further comprising a one-way clutch which is incorporated with one of the third and fourth counter gears, the one-way clutch being arranged so that the power transmission from the countershaft to the associated counter gear is permitted only when the countershaft rotates in a predetermined direction.
12. A gear type transmission substantially as described with reference to, and as shown in, Fig. 1 or Fig. 2 of the accompanying drawings.
GB08611858A 1985-05-17 1986-05-15 Gear type transmission Withdrawn GB2175361A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP60106771A JPS61266852A (en) 1985-05-17 1985-05-17 Gear transmission

Publications (2)

Publication Number Publication Date
GB8611858D0 GB8611858D0 (en) 1986-06-25
GB2175361A true GB2175361A (en) 1986-11-26

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ID=14442168

Family Applications (1)

Application Number Title Priority Date Filing Date
GB08611858A Withdrawn GB2175361A (en) 1985-05-17 1986-05-15 Gear type transmission

Country Status (3)

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JP (1) JPS61266852A (en)
DE (1) DE3614752A1 (en)
GB (1) GB2175361A (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1004795A1 (en) * 1998-11-27 2000-05-31 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Change speed transmission with one countershaft, particularly for automotive vehicles.
CN1091416C (en) * 1997-01-29 2002-09-25 倪高松 Fluid drive method and device for car
DE10114557A1 (en) * 2001-03-24 2002-09-26 Zahnradfabrik Friedrichshafen Vehicle gearbox with group structure has main gear group with three wheel sets for six forward gears and one for reverse and with seventh gear shifted through shift clutch which connects drive to output shaft in shifted state
WO2004025140A1 (en) * 2002-08-28 2004-03-25 Zf Friedrichshafen Ag Transmission having a direct gear
FR2852652A1 (en) * 2003-03-21 2004-09-24 Renault Sa Gear box for motor vehicle, has interlocking device linked to two pinions, and parallel transmission unit set driving output shaft by main shaft without torque passage by secondary shaft to obtain intermediary connection passage

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4226576C5 (en) * 1992-08-11 2006-01-26 Daimlerchrysler Ag Gear change gearbox for a motor vehicle
DE4226575A1 (en) * 1992-08-11 1993-09-23 Daimler Benz Ag Five ratio gearbox with intermediate shaft arrangement - has fourth gear with 1:1 ratio, adjacent ratios achieved via multiple coupling on intermediate train and all progressively stepped
DE4226574C2 (en) * 1992-08-11 1996-04-11 Daimler Benz Ag Gear change transmission with two parallel countershafts and five forward gears
DE19854209B4 (en) * 1998-11-24 2009-07-09 Bayerische Motoren Werke Aktiengesellschaft Group transmission for motor vehicles
DE102005021674A1 (en) 2005-05-11 2006-12-14 Bayerische Motoren Werke Ag Vehicle transmission with six forward gears for normal driving, as well as a creep or hill run and a reverse gear
JP2007255558A (en) * 2006-03-23 2007-10-04 Aisin Ai Co Ltd Gear transmission device
DE102008001689A1 (en) * 2008-05-09 2009-11-12 Zf Friedrichshafen Ag Multi-group transmission of a motor vehicle

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB341379A (en) * 1927-10-05 1931-01-15 Maybach Motorenbau Gmbh Improvements in or relating to change speed gears for motor vehicles
GB370735A (en) * 1930-06-13 1932-04-14 Daimler Benz Ag Improvements in and relating to change speed gear mechanisms
GB616474A (en) * 1946-09-05 1949-01-21 John Thomas Naylor Improvements relating to variable speed gears
GB686782A (en) * 1950-03-09 1953-01-28 Brown David & Sons Ltd An improvement in or relating to variable speed gear boxes
GB757549A (en) * 1953-04-30 1956-09-19 Hugo Rambusek A multi-speed gear change mechanism
GB962598A (en) * 1961-08-31 1964-07-01 Eaton Mfg Co Change speed gearing
GB1557692A (en) * 1975-09-25 1979-12-12 Saviem Change speed transmission mechanism
GB2090350A (en) * 1980-12-26 1982-07-07 Isuzu Motors Ltd A multiple stage-speed gear
GB2122284A (en) * 1982-06-18 1984-01-11 Toyota Motor Co Ltd Transmission with driven shaft and two clutching devices at the same ends of two parallel driving shafts

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH211224A (en) * 1938-05-19 1940-08-31 Zahnradfabrik Friedrichshafen Motor vehicle transmission with electromagnetic clutches and six forward gears.
AT186137B (en) * 1953-06-12 1956-07-10 Zahnradfabrik Friedrichshafen Switching device for motor vehicle gearboxes
DE1824585U (en) * 1958-10-15 1961-01-05 Getrag Getriebe Zahnrad GEAR CHANGE-UP TRANSMISSION.

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB341379A (en) * 1927-10-05 1931-01-15 Maybach Motorenbau Gmbh Improvements in or relating to change speed gears for motor vehicles
GB370735A (en) * 1930-06-13 1932-04-14 Daimler Benz Ag Improvements in and relating to change speed gear mechanisms
GB616474A (en) * 1946-09-05 1949-01-21 John Thomas Naylor Improvements relating to variable speed gears
GB686782A (en) * 1950-03-09 1953-01-28 Brown David & Sons Ltd An improvement in or relating to variable speed gear boxes
GB757549A (en) * 1953-04-30 1956-09-19 Hugo Rambusek A multi-speed gear change mechanism
GB962598A (en) * 1961-08-31 1964-07-01 Eaton Mfg Co Change speed gearing
GB1557692A (en) * 1975-09-25 1979-12-12 Saviem Change speed transmission mechanism
GB2090350A (en) * 1980-12-26 1982-07-07 Isuzu Motors Ltd A multiple stage-speed gear
GB2122284A (en) * 1982-06-18 1984-01-11 Toyota Motor Co Ltd Transmission with driven shaft and two clutching devices at the same ends of two parallel driving shafts

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1091416C (en) * 1997-01-29 2002-09-25 倪高松 Fluid drive method and device for car
EP1004795A1 (en) * 1998-11-27 2000-05-31 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Change speed transmission with one countershaft, particularly for automotive vehicles.
DE10114557A1 (en) * 2001-03-24 2002-09-26 Zahnradfabrik Friedrichshafen Vehicle gearbox with group structure has main gear group with three wheel sets for six forward gears and one for reverse and with seventh gear shifted through shift clutch which connects drive to output shaft in shifted state
WO2002077489A1 (en) * 2001-03-24 2002-10-03 Zf Friedrichshafen Ag Vehicle transmission
WO2004025140A1 (en) * 2002-08-28 2004-03-25 Zf Friedrichshafen Ag Transmission having a direct gear
US7350430B2 (en) 2002-08-28 2008-04-01 Zf Friedrichshafen Ag Transmission having direct gear
FR2852652A1 (en) * 2003-03-21 2004-09-24 Renault Sa Gear box for motor vehicle, has interlocking device linked to two pinions, and parallel transmission unit set driving output shaft by main shaft without torque passage by secondary shaft to obtain intermediary connection passage

Also Published As

Publication number Publication date
JPS61266852A (en) 1986-11-26
GB8611858D0 (en) 1986-06-25
DE3614752A1 (en) 1986-11-20

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