CN1120860A - 关于可连续变换速比的传动装置的改进 - Google Patents
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- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
- F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
- F16H37/086—CVT using two coaxial friction members cooperating with at least one intermediate friction member
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- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
- F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
- F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
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- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
- F16H2037/104—Power split variators with one end of the CVT connected or connectable to two or more differentials
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- 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
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
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Abstract
一种可连续变换速比的传动装置,包括一速比变换单元(“变速器”)和一个有3个同心输出轴的行星单元。其中的两个输出是以固定的速比分别连至变速器相对的两端上的,使得变速器速比变化时两输出中之一的速度始终是上升而另一个则下降,两输出始终用适宜的齿轮和离合器连到CVT输出轴上,通过把两行星输出可变地连接到CVT输出上可获得连续的运行状态,并扩展了CVT的总速比范围。选择速比与其它各种参数可使工况的变换是同步进行的。
Description
本发明是关于可连续地变换速比的传动装置(“CVT’S”),它包括作为基本构件的变速元件(“变速器”),一个能使功率分流与再循环的传动单元和许多的变速器的复合输出端可变地接合的离合器,以及借助于另外的齿轮传动而与CVT的最后输出轴联成整体的单元。在CVT的任何一种典型“工况”中,就是说当某一特定离合器接合时,CVT的速比范围就是该变速器的函数,提供不止一个可变离合器/附加传动组合,以把动力传至CVT输出端形成一个“多工况”系统,其中使整个变速器范围用于每种工况,因此可在整体上扩展CVT的速比范围;使之接近于提高工况数功率的CVT速比范围。当本发明为包括带有能相应于既定的输入速度而提供零输出速度的变速器的传动时,本发明特别适用在其变速器为不能提供零输出转速的皮带—带轮式或其它形式的VCT’S中,本发明更特别适用在带有环形轨道、滚动牵引式变速器的CVT’S中。
本发明的产生主要是出自于诸如前加载翻斗车等车辆的各种需要的考虑,供这种车辆用的CVT不只是要求有宽的总体范围,通常还要使车辆具有最大的反向速度,其值可以成为最大前进速度值的主要部分,比如说60%。另外两个迫切要求是,第1,当车辆前进或倒退低速运动时,CVT应能提供大扭矩,典型的情况是车辆把铲斗送进到土、砂、石料堆或其它物料堆中,在装满后倒退撤出,第2,在该传动装置为多工况CVT时,使几个工况之一的范围既包括前进运动也包括后退运动,并在它们之间有“挂空档”的条件是特别有好处的,这样可减轻在车辆低速运行时司机频繁地在前进与后退运动之间进行变换的工作,也无需在要求CVT提供大扭矩时在上述驱动条件下也需进行频繁转换的前进与后退离合器。
应该注意到,本发明的CVT相对于在前的专利申请公开EP-A-0302188和GB-A-1454702是具有特殊特性的,这两份在先的专利公开都描述了具有依次在各种工况工作的能力,并提供扩展的总的速比范围的CVT’S,该能力来自于把CVT输出可变地连接到反复增减速度的两轴中的一个上,而在EP-A-0302188中,变速器的一个元件始终由发动机直接驱动,本发明的特点是在发动机与变速器之间插入一个行星单元,而且变速器的两个元件分别连接到该行星单元的不同输出件上,按照本发明选择这样配置是为了确保CVT可以使用单向工作,并且不能零速输出的环形轨滚动牵引式变速器。而在专利公开GB-A-1454702中所教导的全部CVT’S的共同特点是分别与变速器的两个元件连接的两轴中只有一个作为与CVT输出可变地连接的一对变速轴中的一个元件,即使是在这一元件的实施例中(例如,图11、12)其变速器也是环形轨滚动牵引式的,可以认为其理由是在该文件所描述的大多数实施例中的变速器是静力液压泵/电机组合式的,其中各单元中只有一个有变速能力,结果是行星组件(即图1~6实施例中的太阳齿轮22)之一具有不适于与CVT输出可变相连的速度特性,当一个单元处于静止状态时,液压静力变速器可做到最高效率地工作,本发明则力图提供一种简练而经济的结构,它能适合于使用没有这种特性的变速器的CVT’S。
由各权利要求限定出本发明,其内容可视为已包含在说明书所公开的内容中了,现在,参照附图,以举例方式对本发明加以说明,其中:
图1是使变速器轴线、行星单元轴线与最终驱动轴线共面的一CVT的示意图;
图2是进一步包含速比和速度值的图1中CVT各部的示意图;
图3是速度与速比值表;
图4~6是另一种CVT的与图1~3相似的图,以及
图7是图1的改进型的略图,指明如何进一步地添加工况制式。
在这些图中,负号(-)是表示在应用行星齿轮减速比时,如果系杆保持不动则表明在齿圈和太阳轮之间将产生反向,当用于转速时,它表明转动与原动机方向相反,当用于齿轮系时,则表示输入与输出齿轮反向,显然可见,在图1与4中为了简化起见而省略了某些齿轮系中的-些惰轮,实际示出的齿轮数显然将造成与给定的符号不同的输出。
图1和图2表示一种CVT,在其中原动机1驱动行星单元3的输入轴2,使其以所示的2000转/分的固定转速转动,单元3包括第1(功率分流)与第2(功率再循环)行星轮系4、5。轴2驱动齿轮4的齿圈6,它也包括系杆7(其上安装两个行星轮)和太阳轮8,其总行星速比(图2)为3.5,传动装置5包括齿圈10,系杆(单行星轮)11和太阳轮12,总速比为-2.1,在本发明的这一实施例中,两轮系的系杆7、11和太阳轮8、12是共用的。共用系杆的输出轴13与共用太阳轮的管形输出元件14、15分别与输入轴2共轴线,轴13带动离合器接合法兰17,并通过升速齿轮组18以速比-2.5驱动环形轨道滚动牵引式变速器20的一侧19(被视为是输入元件)。此变速器的总速比范围是-2.5/-0.4,表明(如图2所示)当输入元件19在一个方向上以最小2000转/分转动时,变速器的另一侧,即输出元件22将在另一方向上以5000转/分转动,反之亦然,来自单元3的共同太阳轮的管状输出轴14带动离合器接合法兰23,它通过单一速比的不反向齿轮系24连接在变速器输出元件22上,由于轴13、14是连接到变速器20的相对的两侧上的,当变速器速比变化时它们的转速相应地增加与减小,齿圈10的输出管轴15带动离合器接合法兰25。
行星单元3的输出轴13~15同心便于本发明获得其一大特点,即可借助5个离合器26~30一次一个地依次接合而得到CVT的5个连续的工况制式,此5个离合器是以紧凑的共轴顺序相对于3个输出轴13~15安装的,本发明的另一大特点是3个下游齿轮系35~37是用一个或另外一个离合器进行接合而连接到最后驱动轴38上的。在图1中,轮系35包括绕轴13转动的第1齿轮40和固定在轴38上的第2齿轮41。轮系35是可反转的速比为-0.6的减速齿轮装置,轮系36是速比为0.4不可反转的减速齿轮系,而轮系37是速比2.5的升速轮系,也不能反转。
本发明的另外的特点是通过仔细选择速度与速比,如在图1与3中所示,CVT(相应于图1中轴2的固定转速2000转/分,从-3000到+5000转/分)最后输出轴38的转速总范围,但也可以在各工况之间同步变化,就是说在变化时离合器26~30中一个脱开同时与另一个接合不引起CVT中任何部件转速的瞬时变化,对于原动机1也是如此。
本发明的再一特征是除了在部件总数方面及仅需3个齿轮系35~37方面对其经济性特别有益以外,是其行星单元3与变速器20互相配合使得在某一特定的变速器速比时整个单元3作一体地转动,而且件2与13~15全部具有相同的转速,通常,在图1与4所示的实施例中,该给定速比是位于变速器速比范围的一个极端位置,在图2中,该给定的变速器速比为-0.4。由于在此给定速比下单元3的全体部件一同旋转,使得通过把与单元3不同输出但以一个公用齿轮系把它们连接到最终传动38上共同操作的两个离合器同时地脱开/接合就能同步地变换工况制式,在图1与4的实施例中,这种特性被用来获得需使CVT从其总速比范围的一端到另一端进行啮合的5种工况制式的连续变化,该轮番变化发生在给定变速器速比的条件下而且不涉及改变下游传动装置(35-37),同时保持工况变化全发生在变速器范围的另一端,并需要改变下游的传动。
现在来说明从其总范围的一端开始的CVT工作顺序,从最高的反向状态开始,此时离合器26接合,把功率分流齿轮传动4的太阳轮(8)的输出连接到输出轮系35上,当然,行星轮系4、5的太阳轮8、12是互连的,而现在要说的是为了依序进行同步变换,功率分流齿轮4更大,因为它仅以一个第2个功率再循环行星轮系5传递功率的工况(“低速”)工作,当变速器20工作在其速比范围的-2.5端时,轮系4的速比3.5和齿圈6的固定输入转速2000转/分就分别确定了系杆7和太阳轮8的转速为800和5000转/分,如图2与3中所示的那样,从而,轮系35的速比-0.6使轴38转速为-3000转/分。使变速器趋于其速比范围的另一端-0.4,就使得系杆7和太阳轮8,以至单元3的所有部件都以2000转/分转动,这样就能实现离合器27/28的同步离/合,动力仍然通过轮系35传到轴38,但此时是以和系杆7相连的法兰17取代了与太阳轮8相连的法兰23,当工况变换时,轴38的转速将是2000×-0.6=-1200转/分。
现在使CVT处于“中速反向”工况,一旦变速器20回归到使其工况为速比范围的始端-2.5,轮系4的部件6、7、8的转速又将分别为2000、800和5000转/分,于是轴38的转速就为-480转/分,此时若离合器27分开而离合器28接合,轴38就通过轮系36连接到管状输出轴15上,齿圈转速-1200转/分(由轮系5的速比-2.1(确定)与轮系36的速比0.4的乘积就是与轴38相同的转速-480转/分,因而可实现同步变换。
现在使CVT处于所谓“低”工况,此时变速器返回到其范围端的-0.4,并使最终驱动轴38的转速从负值(-480)下降通过零(即现有技术中所谓“挂空档”的状态),然后再上升成为前进方向,在变速器到达-0.4的速比时,单元3的所有部件再次以2000转/分转动,于是就可同步地将离合器28脱开,使离合器29接合,在不变换下游轮系36的情况下再次把轴38连到太阳轮8上。
在变速器20回归到其范围的-2.5端时,CVT就处于“中速前进”工况,此时,轮系4的部件6、7、8的转速再次为2000、800与5000转/分,使得轴38以5000×0.4=2000转/分的速度转动。
为了进行第5与最后的,或“高速前进”工况的变换,使离合器29脱开,离合器30接合,把轴38与太阳轮8的连接换成与系杆7相连,并且以升速轮系37(速比2.5)取代减速轮系36,一旦变换完成,轴38的瞬时转速将是800×2.5=2000,因此其变换将再次是同步的,在此工况下,当变速器20一旦再回到其范围的-0.4端时,相连的系杆7、11的转速从800升至200转/分,使轴38成为最大值5000转/分的前进转速。
在附图4至6中所示的本发明的另外实施例中,与图1、2中所示的有类似功能的部件用相同的标号代表,只是后附字母a。两种方案之间的差异是,在图4至6的实施例中,在变速器20变速范围的相反一端(-2.5)单元3a的所有部件一体转动,使得在不改变任何已安置就位的下游齿轮速比(35a-37a)的条件下就能实现各工况之间的同步变换,在变速器变速范围的另一端(-0.4),尽管也是同步的,通过包含变换下游齿轮速比的改变却也能实现工况的变换。在图5、6中最恰当地示出了此实施例对轮系4a、5 a分别要求有不同的速比-2.5和2.1429,如在图4中所见的那样,现在齿圈6a、10a是互相连接的,轮系4a的系杆7a上带着单行星轮,而轮系5a的系杆11a上则装有双行星轮,现在轮系4a的太阳轮8a与系杆11a相连,第2传动轮系5 a的“自由”元件是太阳轮12a,在图6中极好地表示出此CVT的实施例会提供从反向2500转/分到正向-5000转/分的最终驱动轴38a的略微缩小的总速度范围,其中符号相反当然是最终驱动轴38的反向的结果,5个离合器26a-30a的轴向顺序是不同的,而藉以把离合器连到最终驱动轴38a上的3个齿轮系35a-37a的速比也不同。
在此实施例中,轴38a的最大反向转速发生在变速器20a的极限速比-2.5之时,此时离合器26a接合,并通过轮系36a以1.25的速比把轴38a连接到齿圈输出轴15a上(和传动单元3a的所有部件一样,以2000转/分转速转动),于是轴38a就以2500转/分转速转动,当变速器到达其范围的另一端(-0.4)时,轴38a将以1000转/分反向转动,脱开离合器26a,接合离合器27a使之连接到系杆输出轴13a上就实现了同步变换,通过有速比0.2的轮系37a,其转速为5000转/分,现在,CVT处于“中速反向”工况,当变速器转为速比-0.4时,通过脱开离合器27a,轴38a转速为400转/分,和“低速工况”把离合器28a接通太阳轮输出14a,由于轴13a、14a以相同速度转动,该变换就成为同步的,在低速工况期间可达到如上述“挂空档”,当变速器20a再次到达其范围中的-0.4端时,轴14a的转速为-4000转/分(见图5),于是轴38a就以-800转/分转动,然后,打开离合器28a接上离合器29a就实现了向“中速前进”工况的变换,通过轮系35a(速比-1.0)把齿圈输出轴15a(目前,转速为800转/分)连接到轴38a上,就使该变换为同步变换,现在使CVT为“中速前进”工况,当变速器20a再回到-2.5速比时,轴13a-15a全部以2000转/分转动,故最终驱动轴38a的转速将为-2000转/分,然后,打开离合器29a接上离合器30a就能完成向第5和最后的“高速前进”工况同步变换,代替把轮系35 a连到系杆输出轴13a上,在高速前进工况中其转速从2000升至5000转/分,于是轴38a转速上升至最高前进转速-5000转/分。
进而,如果需要,还可以用各种方式增加制式,图7中示出了其中的一种,其用一对具有不同速比但彼此连接并绕轴13转动的齿轮43、44取代图1中轮系35中的第1齿轮40,轮系35的第2齿轮41由独立齿轮45、46取代,它们绕轴35转动,并分别借助离合器47、48与轴38上的法兰49a接合。像齿轮44、46啮合那样,齿轮43、45啮合,通过离合器49使齿轮43与法兰23接合,通过离合器50使齿轮44与法兰17接合,通过适当地选择新轮系43、45和44、46的速比,就可用另外添加一个离合器的价格在所有工况仍然是同步变换的情况下给这种改进型CVT增加第6工况,虽然在以前只有一个齿轮(35)之处现在设置了两个轮系(43、45和44、46),由于去掉了轮系37及与其配合的离合器30,所以最后轮系总数并不增多,如果轮系43、45与45、46的速比分别选为-0.6与2.5,目前就可形成下面的工况系列:
工况 接合的离合器 最终驱动轴38的转速范围
高速反向 49、47 -3000至-1200
中速反向 50、47 -1200到-480
低速 28 -480到800
中速前进 29 800到2000
高速前进 50、48 2000到5000
“超高速前进”49、48 5000到12500
借助于在法兰23、17之间安装另外的齿轮对(如图中虚线所示意地表示的55、56)并设置另外的离合装置(未示出),用以把齿轮对中的和2齿轮56接合到最终驱动轴38上,通过适当地选择速比并以同步变换方式进行接合/脱离就能实现另外的工况制式,当前,可实现两个另外的工况,每种工况都是用刚才提及的另外的离合装置将齿轮56连接到最终驱动轴38上,而离合器47、48仍然全都脱开,在两种另外工况中的第一种中,离合器49接合,于是就把轴38连到单元3的太阳轮输出14上,还借助轮系24与变速器的输出轴22相连,而在第2种另外的工况中,用离合器50和法兰17把驱动轴38连接到单元3的系杆输出13上,并通过齿轮组18与变速器的输入轴19相连。
应该注意本发明所示出各实施例相关的三个的共同特点,第1是其功率分流特性的使用限制了经常通过变速器传输的功率的最大值,也就限制了该单元的必要尺寸与重量。第2,巨大的最终齿轮系(图1中的35、36;图4中35a、37a,图7中的36、43-45,44-46及55-56)各在两种工况中传递动力,在一种工况中与一种行星输出及变速器的一端相连,而在另外的工况中则要与另外不同的行星输出及变速器的其它端连接。第3应注意的是在参照各例来描述本发明时其中各例是处在变速器速比范围的一个极端值上的(图1中是-0.4,图4中是-2.5),此时齿轮单元(3、3a)的所有部件以相同速度转动,本发明还包括CVT’S,其中速度与速比的选择应使这种等速转动发生在两极端值中间的一个特定的变速器速比上。
Claims (9)
1.一种可连续变换速比的传动装置(CVT),其特征在于,它包括速比变换单元(“变速器”)和一个行星单元,行星单元有3个同心配置的输出并包括有第1和第2行星轮系,其安排是两齿轮组之一的两个组件各与另外齿轮组的组件公用,而构成行星单元的两个输出,该两输出分别以固定的速比与变速器的相对的两端相连,上述行星单元的两个输出通过许多速比组合连接在输出轴上,并设置多个以不同方式连接输出轴和速比组合的离合器,以使该CVT可工作于多种工况,选择行星单元与变速器的速比使得这些工况之间的变换完全是同步进行的,并且在给定的第1个变速器速比下所有行星组件以同一转速转动,从而在该给定的第1变速器速比时进行轮流的工况变换。
2.如权利要求1中所述的CVT,其中,在第1给定变速器速比下的配合工况变换的离合器的接合/脱离使行星单元的不同输出件接合,但不引起把动力传到CVT输出部的下游速比组合的变化。
3.如权利要求2中所述的CVT,其中,处于保持着工况变换状态之中的离合器动作发生在行星组件以不相同速度运动的第2个给定的变速器速比下,这些工况变换是伴随有下游速比组合的改变。
4.如权利要求1中所述的CVT,其中,行星单元的各输出是同心轴方式配置的。
5.如权利要求1中所述的CVT,许多离合器轴向依序配置,并与行星单元的输出同心。
6.如权利要求5中所述的CVT,其中,发生在第1给定离合器速比下的、与可供选择的工况变换相关的离合器对按轴向顺序彼此邻接。
7.如权利要求6中所述的CVT,其中,在变换工况的两工况中,把动力从各自的相邻的离合器传递至CVT输出的公用下游速比组合与该两离合器相接,并在轴向上位于它们之间。
8.如权利要求1中所述的CVT,其中,下游速比组合是以齿轮系的方式。
9.如权利要求1中所述的CVT,其结构基本为参照附图所描述的形态。
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GB939307821A GB9307821D0 (en) | 1993-04-15 | 1993-04-15 | Improvements in or relating to continuously-variable-ratio transmissions |
GB9307821.0 | 1993-04-15 |
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CN1120860A true CN1120860A (zh) | 1996-04-17 |
CN1041957C CN1041957C (zh) | 1999-02-03 |
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CN94191763A Expired - Fee Related CN1041957C (zh) | 1993-04-15 | 1994-04-14 | 关于可连续变换速比的传动装置的改进 |
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US (1) | US5643121A (zh) |
EP (1) | EP0694136B1 (zh) |
JP (1) | JP3261535B2 (zh) |
KR (1) | KR100289108B1 (zh) |
CN (1) | CN1041957C (zh) |
CA (1) | CA2160375C (zh) |
DE (1) | DE69402061T2 (zh) |
ES (1) | ES2099602T3 (zh) |
GB (2) | GB9307821D0 (zh) |
RU (1) | RU2122146C1 (zh) |
WO (1) | WO1994024462A1 (zh) |
ZA (1) | ZA942581B (zh) |
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- 1994-04-14 KR KR1019950704444A patent/KR100289108B1/ko not_active IP Right Cessation
- 1994-04-14 ZA ZA942581A patent/ZA942581B/xx unknown
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CN102022514B (zh) * | 2009-09-09 | 2014-05-07 | 吴志强 | 一种复合型轴流式液力变矩器 |
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RU2122146C1 (ru) | 1998-11-20 |
US5643121A (en) | 1997-07-01 |
JP3261535B2 (ja) | 2002-03-04 |
GB2277133A (en) | 1994-10-19 |
ES2099602T3 (es) | 1997-05-16 |
KR100289108B1 (ko) | 2001-06-01 |
GB9407369D0 (en) | 1994-06-08 |
GB2277133B (en) | 1996-02-28 |
DE69402061D1 (de) | 1997-04-17 |
EP0694136A1 (en) | 1996-01-31 |
JPH09500192A (ja) | 1997-01-07 |
CA2160375C (en) | 2004-07-06 |
CA2160375A1 (en) | 1994-10-27 |
EP0694136B1 (en) | 1997-03-12 |
DE69402061T2 (de) | 1997-06-19 |
WO1994024462A1 (en) | 1994-10-27 |
ZA942581B (en) | 1995-10-16 |
KR960702076A (ko) | 1996-03-28 |
CN1041957C (zh) | 1999-02-03 |
GB9307821D0 (en) | 1993-06-02 |
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