EP0035867B1 - Taumelscheibengetriebe - Google Patents

Taumelscheibengetriebe Download PDF

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Publication number
EP0035867B1
EP0035867B1 EP19810300895 EP81300895A EP0035867B1 EP 0035867 B1 EP0035867 B1 EP 0035867B1 EP 19810300895 EP19810300895 EP 19810300895 EP 81300895 A EP81300895 A EP 81300895A EP 0035867 B1 EP0035867 B1 EP 0035867B1
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EP
European Patent Office
Prior art keywords
crankshaft
wabbler
carrier
ball
crankcase
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.)
Expired
Application number
EP19810300895
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English (en)
French (fr)
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EP0035867A2 (de
EP0035867A3 (en
Inventor
Joseph Scalzo
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Scalzo Joseph
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Individual
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Publication date
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Publication of EP0035867A2 publication Critical patent/EP0035867A2/de
Publication of EP0035867A3 publication Critical patent/EP0035867A3/en
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Publication of EP0035867B1 publication Critical patent/EP0035867B1/de
Expired legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F01B3/02—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis with wobble-plate
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F01B3/10—Control of working-fluid admission or discharge peculiar thereto
    • F01B3/101—Control of working-fluid admission or discharge peculiar thereto for machines with stationary cylinders
    • F01B3/102—Changing the piston stroke by changing the position of the swash plate

Definitions

  • This invention relates to wabbler plate engine mechanisms and has as its aim to introduce a variable displacement facility thereto which is simple in operation and preserves the stability of the mechanism. Such mechanisms are useful in internal and external combustion engines and in pumps.
  • Wabbler plate engine mechanisms broadly comprise a plurality of piston/cylinders arranged around a crankshaft axis, and coupled to arms of a wabbler plate rotatably mounted on a wabbler carrier, which is obliquely mounted on a crankshaft. As the crankshaft rotates, each piston is forced to reciprocate in its cylinder, and vice versa.
  • These mechanisms are known for example from US-A-2 258 127.
  • the mechanism described in that Patent resolved a number of problems inherent in wabbler plate mechanisms, particularly that of stabilizing the mechanism while permitting the wabbler plate arms to oscillate relative to each piston in a plane perpendicular to the axis thereof.
  • US-A-2 258 127 describes the provision of ball races on curved surfaces of the wabbler plate and crankcase which confine a ball at the intersection thereof. As these races are only in alignment at the top dead centre and bottom dead centre positions of the pistons, the ball can never become displaced.
  • the mechanism of US-A-2 258 127 is quite satisfactory for fixed displacement but is not adapted to variable displacement.
  • a mechanism according to the invention comprises a crankcase having a crankshaft rotatable therein; a wabbler carrier obliquely mounted on the crankshaft; and a wabbler plate rotatably mounted on the carrier; a plurality of cylinders arranged around the crankshaft with pistons reciprocally movable therein along axes substantially parallel to the rotational axis of the crankshaft, the wabbler plate having arms extending radially therefrom to bearings coupling each arm to a piston, each bearing permitting lateral movement of the respective arm relative to the axis of the piston; and a stabilizer mechanism operating between the wabbler plate and the crankcase comprising ball races formed in juxtaposed curved surfaces of the wabbler plate and a ball carrier on the crankcase, and a ball confined at the intersection of the ball races.
  • means are provided for shifting the rotational axis of the wabbler plate along the axis of the crankshaft, and the ball carrier on the crankcase parallel thereto, while simultaneously altering the angle between the crankshaft axis and the wabbler carrier to vary the stroke of the engine mechanism, whereby the ball races of the stabilizer are adapted to limit the movement of the ball therein in accordance with said angle.
  • the crankshaft is slidably coupled to an output shaft, the shifting means being operable to shift the crankshaft relative to the output shaft.
  • the carrier is coupled by a flexible linkage to a connection fixed axially in relation to the crankcase, the linkage causing alteration of said angle as the shafts are shifted relative to one another.
  • One such linkage comprises links pivotally mounted on the connection and pivotally coupled to the wabbler carrier at a position eccentrically located with respect to the rotational axis of the crankshaft.
  • Another such linkage comprises a body integral with the wabbler carrier defining a slot extending substantially parallel to the rotational axis of the wabbler plate on the carrier, the fixed connection slidably engaging the slot to cause alteration of said angle upon relative axial movement of the body and the connection.
  • This arrangement is better suited to larger mechanisms, primarily for the reason that the crankshaft must normally be slotted to permit the connection to be mounted on the output shaft while engaging the slot in the body on the wabbler carrier.
  • the shifting means may take a number of forms, and various suitable systems are referred to herein.
  • the means may if desired be coupled to the output shaft to obviate the need for an auxiliary power source to effect the change, or for purely manual operation.
  • the mechanisms described herein can also be adjusted while they are operating, which is also facilitated by some form of automatic operation.
  • an engine embodying the invention can be adjusted to minimum displacement, while the effective capacity can be increased for high speed motoring. In this way, optimum fuel economy can be achieved. Adjustment can also be made while a vehicle is in motion, to match the engine to the vehicle road load requirements.
  • a crankshaft 2 is mounted in bearings 4 on a crankcase 6 and slidably coupled to an anchor member 8.
  • the anchor member is mounted in radial and thrust bearings 10 on the crankcase 6.
  • the crankshaft 2 supports a wabbler carrier 12, pivotally mounted on trunnion pins 14.
  • An annular wabbler plate 16 is mounted in thrust and radial bearings 18 on the carrier 12 and includes a plurality of arms 20 (in this embodiment five) extending radially therefrom.
  • a plurality of cylinders 22 are arranged around the crankshaft 2, with their axes parallel thereto, and a piston 24 is reciprocally movable in each cylinder.
  • each piston At the bottom of each piston is formed a pocket bore 26 having an open end directed radially inwards towards the crankshaft axis.
  • This bore 26 slidably receives a bearing piston 28 to which an arm 20 is coupled by means of a little end bearing on a wrist pin 30.
  • each arm 20 will describe a lemniscate (a figure of eight on the surface of a sphere), and this movement is accommodated by the radial freedom afforded by the bearing piston 28 in bore 26, and the tangential freedom afforded by the designed end float on wrist pin 30, best shown in Figure 3.
  • the bearing piston 28 and wrist pin 30 assembly has the effect of transferring the engine torque reaction equally to all cylinders 22 from pistons 24 and to crankcase 6, with the exception of the frictional torque generated by the bearing surfaces.
  • a stabilizer mechanism is included. This mechanism consists of ball races 32, 34 formed in juxtaposed curved surfaces of the wabbler plate 16 and a ball race carrier 36 mounted on the crankcase 6 diametrically opposite one of the arms 20.
  • the race 34 in the ball race carrier 36 and the axis of the crankshaft 2 have a common plane, but the race 34 is concave with respect thereto, defining the arc of a circle with its centre at the intersection of the crankshaft axis and the axis of the trunnion pins 14.
  • the race 32 on the wabbler plate 16 defines a similar arc, but because of the rotation of the crankshaft 2 and wabbler carrier 12, the two races will only be aligned when the engine mechanism is at its top (TDC) or its bottom (BDC) dead centre position. At all other times the races will be mutually inclined and the stabilizer mechanism is completed by a ball 38 confined between the two races 32, 34 where they intersect or, in the extreme positions, overlap.
  • means are provided for shifting the crankshaft 2 axially with respect to the crankcase 6, and for simultaneously altering the angle between the wabbler carrier 12 and the crankshaft axis.
  • the latter alteration changes the stroke of the pistons 24 while the former shifts the oscillatory motion of the pistons 24 such that their respective top dead centre positions are properly located.
  • the shifting means in the embodiment of Figures 1 to 3 operates as follows:
  • the main shaft 2 is slidably axially with respect to the crankcase 6 in the bearings 4 and in the anchor member 8 in a close sliding fit.
  • Thrust bearing rings 40 and 42 are fixed to the crankshaft 2 and are rotatably mounted with respect to a member 44 by means of thrust bearings 46 and 48.
  • the member 44 has an external screw thread 50 which mates with a complementary internal screw thread 52 formed in the crankcase 6. Rotation of the member 44 with respect to the crankcase 6 shifts the crankshaft 2 axially within the engine mechanism.
  • a pinion gear 54 is shown for effecting this movement. Manual, electric, pneumatic or hydraulic mechanisms might be used to achieve this, with or without the use of the pinion gear 54.
  • crankshaft 2 is splined to an output shaft 56, this splined coupling 58 accommodating the axial shift of the crankshaft 2 without displacing a flange 60 on the output shaft 56 for coupling to for example the transmission system of a motor vehicle.
  • the wabbler carrier 12 is pivotally mounted on the crankshaft 2 by trunnion pins 14.
  • the anchor member 8 carries a connection element 62 to which a two piece link 64 is pivotally connected at one end. At its other end the link 64 is pivotally connected to a pin 66 mounted on the wabbler carrier 12.
  • An identical linkage will normally be provided on the opposite side of the wabbler carrier 2.
  • the ball race carrier 36 is slidably mounted in the crankcase 6 on rails 68 and coupled to the crankshaft 2 by a bearing member 70.
  • the bearing member 70 receives the rim 72 of a bearing ring 74 fixed on the crankshaft 2.
  • the bearing ring 74 is part of a counterweight assembly for preserving dynamic balance of the mechanism, which includes a counterweight 76.
  • each piston 24 With the alteration of the angle of the wabbler carrier the stroke of each piston 24 is changed, as is the length of the arc required in each of the ball races 32 and 34.
  • means are provided to adapt the races 32 and 34 to limit the movement of the ball 38 when the stroke is reduced. As shown in Figures 1 and 2 a leaf spring 78 extends into each race 32, 34 to resliently urge the ball 38 towards the centre of the respective race.
  • each leaf spring 78 will be fully extended in the TDC or BDC position, while at minimum displacement, as shown in Figure 2, only a minimal flexure (if any) of the leaf springs is required in the TDC or BDC positions to prevent the ball 38 from moving to a seizure location in the races 32, 34.
  • the stabilizing forces are predominantly perpendicular to the plane of the ball race 34 the walls of the races 32, 34 provide the requisite resistance and the leaf springs 78 are not required to exert any force. Accordingly, their stiffness can be very low but the spring rates of diagonally opposed pair of springs must be substantially equal.
  • the springs 78 play a secondary role while the engine is in motion at less than maximum displacement, but they become essential when the engine is stationary and the ball races 32 and 34 are aligned.
  • the stiffness of the springs 78 is a function of the size and weight of ball 38.
  • Axial shifting of the anchor member 8 has the effect of increasing or decreasing the stroke of the mechanism without compensation to the unswept volume (i.e. head volume). For example, if the stroke is slightly increased without changing the position of trunnion pins 14, the unswept volume is decreased by half or additional swept volume, and in combination with the increased swept volume the compression ratio is increased. Decrease of stroke will decrease the compression ratio.
  • Stabilizer ball races 32 and 34 must be increased in length to accept the additional piston stroke as too must cylinders 22 accept the additional piston stroke.
  • crankshaft 2 is in the form of a cylinder slidably mounted by means of splines 55 on an output shaft 56 that extends the length of the crankcase 6 supported in bearings 4 and 4'.
  • the shifting means for the crankshaft comprises a clutched gearbox 88 driven by a gear 90 fixed on the output shaft 56, and driving a member 92 axially fixed in relation to the crankcase 6 and the output shaft 56 by bearings 94 and 96.
  • the member 92 has external screw thread mating with a complementary internal screw thread on the crankshaft 2.
  • the gearbox 88 has a layshaft 98 supporting a gear 100 in permanent mesh with the gear 90 and a clutch gear 102 movable axially on the layshaft 98.
  • the clutch gear 102 is in mesh with a gear 104 on the member 92, the ratio between the gear 100 and the gear 90 being the same as that between the clutch gear 102 and the gear 104, thereby preventing relative rotation between the member 92 and the crankshaft 2 and fixing their relative axial position.
  • the clutch gear 102 is shifted so that it disengages from the gear 104 and one of the cone clutches 106 mates respectively with one of the gears 108 and 110, normally rotating freely on the layshaft 98, which are in permanent mesh with gears 112 and 114 on the member 92.
  • the gears 108,110,112 and 114 are so sized that movement of the clutch gear 102 to the right as shown in the figure causes relative rotation of the member 92 in one sense with respect to the crankshaft 2, and movement to the left in the other. Such relative rotation causes the crankshaft 2 to shift to the left or the right as shown.
  • the carrier 12 In order to simultaneously alter the angle of the wabbler carrier 12 to the crankshaft axis, the carrier 12 has a body 116 fixed thereto with a slot 118 formed therein and extending therefrom in a direction generally perpendicular to the plane of the carrier 12.
  • a pin 120 fixed with respect to the output shaft 56 engages the slot 118, sliding therealong as the crankshaft 2 is shifted, and forcing the angle to change.
  • the position of the slot 118 and pin 120 will be chosen to produce the desired characteristic, and the slot may be nonlinear in certain circumstances.
  • a similar arrangement to that shown and described will normally be provided on the opposite side of the wabbler carrier 12.
  • the stabilizer mechanism in the embodiment of Figure 5 is similar to that of Figures 1 to 3 in that ball races 32 and 34 are provided on the wabbler plate 16 and a ball race carrier 36 but the means for varying the effective length of the races is different.
  • the length of race 32 is defined by stops 122 running in guides 124, the stops being continuously urged to the centre of the race by springs 126.
  • Similar means might be employed on the ball race carrier 36, but a more definitive device is employed in this example.
  • the effective length of the race 34 is determined by stops 128, but the position of these stops is determined directly by a mechanical coupling to the movement of the crankshaft 2.
  • the ball race carrier 36 moves with the crankshaft, but this movement simultaneously rotates a double threaded shaft 130 through a non-locking screw and nut drive 132.
  • Followers 134 to the shaft 130 drive stops 128 via pins and shaped slots 136 to shorten or lengthen the ball race 34 in accordance with the sense of rotation of the shaft 130.
  • Mechanisms of the invention also have the ability to be used in tandem, with two or more mechanisms being aligned and coupled to a common output shaft transmission system.
  • successive mechanisms may be mounted on a single shaft 56.
  • successive crankshafts and output shafts can be slidably coupled.
  • the mechanisms may also be coupled in a horizontally opposed arrangement, with cylinders 22 being aligned with their counterparts in another similar mechanism.
  • the ignition system would be incorporated between opposed cylinders, and it will be noted that by adapting the means for altering the angle of the wabbler carrier in one mechanism to be capable of making that angle 90°, that mechanism may be rendered inoperative, to provide greater reduction in the displacement ratio.
  • each of the adjustments referred to can be made while the mechanism is operated, and for a motor vehicle, even while the vehicle is in motion.
  • Such an application of the invention permits variation of engine capacity and compression ratio according to demand in a manner which can easily be effected between for example town use, motorway driving and acceleration.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transmission Devices (AREA)

Claims (13)

1. Taumelscheibenmotor mit einer drehbar in einem Kurbelgehäuse (6) gelagerten Kurbelwelle (2), mit einem schräg an der Kurbelwelle (2) angebrachten Taumelscheibenträger (12), mit einer drehbar auf dem Träger (12) gelagerten Taumelscheibe (16), mit einer Vielzahl von um die Kurbelwelle herum angeordneter Zylinder (22) mit Kolben (24), die sich entlang Achsen im wesentlichen parallel zu der Drehachse der Kurbelwelle (2) auf und ab bewegen lassen, wobei die Taumelscheibe (16) sich radial von ihr erstreckende Arme (20) zu lagern (30) hin aufweist, die jeden Arm (20) an einen Kolben (24) Koppeln und von denen jedes eine seitwärts gerichtete Bewegung des entsprechenden Armes (20) relativ zur Achse des Kolbens (24) gestattet, mit einem zwischen der Taumelscheibe (16) und dem Kurbelgehäuse (6) wirkenden Stabilisierungsmechanismus, bestehend aus Laufringen (32,34), die in angrenzenden gekrümmten Flächen der Taumelscheibe (16) ausgebildet sind, einem Lagerträger (36) auf dem Kurbelgehäuse (6), sowie einer Kugel (38), die zwischen den Laufringen (32, 34) gehalten wird, dadurch gekennzeichnet, daß eine Vorrichtung (44, 92) zum Ausrücken der Drehachse der Taumelscheibe (16) entlang der Achse der Kurbelwelle (2) und des Lagerträgers (36) auf dem Kurbelgehäuse (6) entsprechend parallel dazu vorgesehen ist, sowie zum gleichzeitigen Ändern des Winkels zwischen der Kurbelwellenachse und dem Taumelscheibenträger (12), um den Takt der Maschine zu variieren, und daß die Laufringe (32, 34) des Stabilisators dafür ausgelegt sind, die Bewegung der Kugeln darin dem genannten Winkel entsprechend zu begrenzen.
2. Taumelscheibenmotor nach Anspruch 1, dadurch gekennzeichnet, daß die Kurbelwelle (2) verschiebbar an eine Ausgangswelle (56) gekoppelt ist, daß die Ausrückvorrichtung so wirkt, daß sie die Kurbelwelle (2) relativ zur Ausgangswelle (56) ausrücken, und daß der Taumelscheibenträger (12) mittels einer flexiblen Kopplung an ein Verbindungselement (62, 120) gekoppelt ist, welches axial in bezug auf das Kurbelgehäuse (16) feststellbar ist, wobei die Kopplung die Änderung des genannten Winkels bewirkt, wenn die Wellen (2, 56) gegeneinander verschoben werden.
3. Taumelscheibenmotor nach Anspruch 2, dadurch gekennzeichnet, daß die Kopplung aus drehbar am Verbindungselement (62) angebrachten Gelenken (64) besteht, die drehbar mit dem Taumelscheibenträger (12) an einer exzentrisch von der Drehachse der Kurbelwelle (2) gelegenen Stelle gekoppelt sind.
4. Taumelscheibenmotor nach den Ansprüchen 1 bis 3, gekennzeichnet durch Vorrichtungen zum zusätzlichen Ändern des Winkels zwischen der Kurbelwellenachse und dem Taumelscheibenträger (12), ohne die Drehachse der Taumelscheibe (16) axial entlang der Achse der Kurbelwelle (2) zu verschieben, um den Takt des Mechanismus zu variieren.
5. Taumelscheibenmotor nach den Ansprüche 3 und 4, dadurch gekennzeichnet, daß die Änderungsvorrichtung aus einem mit einer Schraubendrehung versehenen Element (80), welches das Verbindungselement (62) stützt und mit einem entsprechenden Gewinde (84) im Kurbelgehäuse (6) im Eingriff steht, und Vorrichtungen zum Drehen des Elements (80), um das Verbindungselement (62) axial in bezug auf die Kurbelwelle (2) zu verschieben, besteht.
6. Taumelscheibenmotor nach Anspruch 2, dadurch gekennzeichnet, daß die Kopplung aus einem ein Ganzes mit dem Taumelscheibenträger (12) bildenden Körper (116) besteht, der einen Schlitz (118) festlegt, welcher sich im wesentlichen parallel zu der Drehachse der Taumelscheibe (16) auf den Träger (12) erstreckt, wobei das axial feststellbare Verbindungselement (120) gleitbar im Schlitz (118) eingreift, um die Änderung des genannten Winkels auf relative Axialbewegungen des Körpers (116) und des Verbindungselementes (120) zu bewirken.
7. Taumelscheibenmotor nach den Ansprüchen 1 bis 6, dadurch gekennzeichnet, daß die Ausrückvorrichtung aus einem mit einem Schraubengewinde versehenen Teil (44), das mit einem entsprechenden Gewinde (52) im Kurbelgehäuse (6) um die Kurbelwellenachse herum und mit der Kurbelwelle (2) gekoppelt im Eingriff steht und einer Vorrichtung zum Drehen des Teils (44), um die Kurbelwelle (2) relativ zum Kurbelgehäuse (6) zu verrücken, besteht.
8. Taumelscheibenmotor nach den Ansprüchen 1 bis 6, dadurch gekennzeichnet, daß die Kurbelwelle (2) gleitbar an eine Ausgangswelle (56) gekoppelt ist, un daß die Ausrückvorrichtung ein drehbares, mit einem Schraubengewinde versehenes, auf der Kurbelwelle (2) befestigtes Stück, welches mit einem entsprechenden Gewinde in einem drehbaren, koaxial zur Ausgangswelle (56), aber in bezug auf die Ausgangswelle (56) feststehend gelegenen Nebenbauteil (92) im Eingriff steht, aufweist und Mittel vorgesehen sind, um der Kurbelwelle (2) eine relative Drehung zu erteilen und das Nebenbauteil (92) zu einer relativen Axialbewegung der Kurbelwelle (2) in bezug auf die Ausgangswelle (56) zu veranlassen, wobei die sich drehenden Teile selektiv von der Drehung der Ausgangswelle (56) angesprochen werden.
9. Taumelscheibenmotor nach Anspruch 8, dadurch gekennzeichnet, daß die sich drehenden Teile einem zwischen die Ausgangswelle (56) und dem Nebenbauteil (92) gekoppelten Getriebemechanismus (88) umfassen, welcher ein selektiv zuschaltbares Kupplungsgetriebe (102) aufweist, um das Nebenbauteil (92) mit einer Drehzahl anzutreiben, die sich von der der Kurbelwelle (2) unterscheidet.
10. Taumelscheibenmotor nach den Ansprüchen 1 bis 10, dadurch gekennzeichnet, daß die Laufringe (32, 34) des Stabilisierungsmechanismus durch Rillen in den betreffenden Flächen festgelegt sind, wobei elastische Teile (78, 122, 178) an jedem Ende jeder Rille vorgesehen sind, um eine freie Bewegung der Kugel entlang der Laufringe (32, 34) zu verhindern, wenn die Laufringe fluchten.
11. Taumelscheibenmotor nach Anspruch 10, dadurch gekennzeichnet, daß die elastischen Teile Blattfedern (78) sind.
12. Taumelscheibenmotor nach den Ansprüchen 1 bis 9, dadurch gekennzeichnet, daß die Laufringe (32, 34) des Stabilisierungsmechanismus durch Rillen in den betreffenden Flächen festgelegt sind, wobei die tatsächeliche Länge der Rillen durch Stopper (128) bestimmt ist, die bewegbar in die Rille eingesetzt sind, und daß ein mechanisches Kopplungsglied (130, 132) zwischen den Stoppern (128) und der Kurbelwelle (2) vorgesehen ist, um die Stopper (122) synchron mit Änderungen der Kolbenauslenkungen der Maschine zu bewegen.
13. Taumelscheibenmotor nach den Ansprüchen 1 bis 12 mit einem starr an die Kurbelwelle (2) gekoppelten Ausgleichsgewicht (76), dadurch gekennzeichnet, daß das Ausgleichsgewicht (76) an die Ausrückvorrichtung gekoppelt ist, um seine ausgleichende Wirkung in der Maschine bei allen Einstellungen der Kolbenauslenkung zu behalten.
EP19810300895 1980-03-11 1981-03-04 Taumelscheibengetriebe Expired EP0035867B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GB8008264 1980-03-11
GB8008264 1980-03-11
GB8038546 1980-12-02
GB8038546 1980-12-02

Publications (3)

Publication Number Publication Date
EP0035867A2 EP0035867A2 (de) 1981-09-16
EP0035867A3 EP0035867A3 (en) 1982-09-08
EP0035867B1 true EP0035867B1 (de) 1985-07-31

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AU (1) AU545777B2 (de)
DE (1) DE3171533D1 (de)

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ES2937207B2 (es) * 2021-09-23 2023-07-31 Moran Emiliano Fernandez Bomba de pistones axiales

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GB1204021A (en) * 1968-04-26 1970-09-03 Johannes Neukirch Power-branching hydraulic axial piston type transmission
DE2107729A1 (de) * 1971-02-18 1972-08-31 Hestermann G Taumelscheibengetriebe
DE2206101A1 (de) * 1972-02-09 1973-08-30 Franz Riedl Stufenlos regelbares getriebe mit einem taumelscheibenartig gelagerten glied
GB1502425A (en) * 1975-05-07 1978-03-01 Lucas Industries Ltd Stroke control apparatus for a variable stroke hydraulic pump

Also Published As

Publication number Publication date
AU545777B2 (en) 1985-08-01
AU6827481A (en) 1981-09-17
EP0035867A2 (de) 1981-09-16
EP0035867A3 (en) 1982-09-08
DE3171533D1 (en) 1985-09-05

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