EP1283962A1 - Transmission a double entree - Google Patents

Transmission a double entree

Info

Publication number
EP1283962A1
EP1283962A1 EP00936245A EP00936245A EP1283962A1 EP 1283962 A1 EP1283962 A1 EP 1283962A1 EP 00936245 A EP00936245 A EP 00936245A EP 00936245 A EP00936245 A EP 00936245A EP 1283962 A1 EP1283962 A1 EP 1283962A1
Authority
EP
European Patent Office
Prior art keywords
gear
torque converter
input
inputs
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Withdrawn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
EP00936245A
Other languages
German (de)
English (en)
Inventor
Ted Mcquinn
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.)
Dana Inc
Original Assignee
Dana Inc
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 Dana Inc filed Critical Dana Inc
Publication of EP1283962A1 publication Critical patent/EP1283962A1/fr
Withdrawn legal-status Critical Current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
    • 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 either one of the parallel flow paths
    • 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
    • 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
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/06—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type
    • 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
    • F16H2003/0818—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 comprising means for power-shifting
    • 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
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/006—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising eight 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
    • F16H2200/0091—Transmissions for multiple ratios characterised by the number of reverse speeds the gear ratios comprising three reverse speeds

Definitions

  • a type of transmission known as a "power shift" transmission is used in many on-road and off-road applications.
  • a torque converter is usually disposed between the vehicle engine and the gear box.
  • the gear box which typically has automatic shift capability, differs from conventional automobile transmissions in that it uses multiple shafts that mount gear/clutch assemblies, as opposed to planetary units used in conventional automobile automatic transmissions.
  • the gear clutches are selectively engaged to couple the gearbox input with the gearbox output in a ratio determined by the selected gears. This arrangement provides the multiple speed capability for the transmission.
  • This type of transmission typically includes a forward/reverse shaft which mounts forward and reverse clutch/gear assemblies.
  • This type of transmission also includes at least one countershaft which mounts gears for providing other speeds and utilizes clutches for coupling the gears to the shaft.
  • the forward and reverse clutches determine whether the transmission is in forward, reverse or in neutral (neither clutch engaged) , whereas the selective application of the other clutches determine the "range" of the transmission.
  • Transmissions of this type are provided in various configurations.
  • a "straight-through” configuration the axis of the input shaft is coincident with an axis of the output shaft.
  • the axis of the output shaft is displaced vertically with respect to the axis of the input shaft.
  • the vertical distance between the output shaft and input shaft is even greater.
  • the construction and design of these three types of transmissions are substantially different even in situations where all three designs have substantially the same horse power rating.
  • Manufacturers of these types of transmissions expend large amounts of dollars for transmission tooling unique to each type of transmission.
  • the transmission includes a gear box portion having at least two inputs and at least one output and further includes shiftable elements, such as clutch actuated gears which rotatably couple the inputs to the output in predetermined ratios depending on which gear clutches are actuated.
  • a first drive mechanism rotatably couples the pump portion of the torque converter to one of the inputs to the gear box portion and establishes a first drive path from the pump portion to the output of the gear box.
  • a second drive mechanism rotatably couples the turbine portion of the torque converter to the other of the inputs and establishes a second drive path from the turbine portion of the torque converter to the gear box output.
  • a first input module is disposed between the pump portion of the torque converter and the first input.
  • the first input module includes gears for directly coupling the pump portion of the torque converter to the first input; the gears chosen for the input module determine the overall ratio for the first drive path.
  • a second input module is also provided which includes gearing for rotatably coupling the turbine portion of the torque converter to the other input of the gear box.
  • the gears chosen for the second input module determine the overall ratio for the second drive path.
  • the first drive path comprises a direct drive path in that the pump portion of the torque converter, which is directly driven by the prime mover, is coupled to the output via the gear box portion.
  • This drive path eliminates the slippage normally associated with a torque converter.
  • the second drive path can be termed the torque converter drive path in that the output of the torque converter is coupled to the other input of the gear box.
  • the torque converter drive path includes forward and reverse clutches and determines whether the transmission is in forward, reverse or neutral.
  • the first drive path includes a drive clutch for controlling the coupling between the pump portion of the torque converter and the first input.
  • the disclosed transmission construction can be used to provide a transmission having multiple speeds with a reduced number of gear/clutch assemblies. In a typical power shift-type transmission, four gear/clutch assemblies are required in order to provide four forward or four reverse speeds.
  • a gear box portion can be provided with four gear/clutch assemblies to provide six-eight speeds. This is accomplished by providing different overall gearing for the first and second drive paths. By using different gearing, four speeds can be obtained via the direct drive path and a different four speeds can be obtained by using the torque converter drive path.
  • the disclosed transmission construction can also provide a retarding function when desired. This is achieved by activating both drive paths so that the pump and turbine portions of the torque converter are driven at relative speeds with respect to each other. As is known, when a vehicle is coasting, the vehicle wheels drive the torque converter via the gear box. By activating both drive paths and providing gearing for the first and second drive paths that are different, the pump and turbine portions of the torque converter can be forced to rotate at different speeds and, in effect, become a energy absorber or retarder.
  • a multi-speed transmission includes an input shaft, an output shaft and at least two transmission shafts or countershafts.
  • the axes of the countershafts and the axis of the output shaft are arranged such that the three axes are parallel with respect to each other.
  • the axes are spaced radially from each other such that the axes are arranged in a triangular relationship.
  • a first gear is rotatably connected to the first countershaft
  • a second gear is rotatably connected to the second countershaft
  • the third gear is rotatably connected to the output shaft.
  • the first, second, and third gears are sized and arranged to be in a co-meshing relationship.
  • the axis of the output shaft is located to be coincident with the axis of the input shaft.
  • the axis of the output shaft is parallel, but spaced vertically from the axis of the input shaft.
  • the long drop version of the transmission adds an extra shaft with drop gearing.
  • FIG. 1 is a schematic representation of a power shift transmission embodying the present invention
  • Fig. 2 is a fragmentary sectional view of the transmission as seen from the plane 2-2 in Fig. 1
  • Fig. 3 is a fragmentary sectional view with additional parts shown schematically, as seen from the plane indicated by the line 3-3 in Fig. 1.
  • Figures 1 and 2 schematically illustrate a power shift-type transmission embodying features of the present invention.
  • the type of transmission illustrated in Figures 1 and 2 has many applications including, but not limited to, backhoes, lift trucks, front end loaders, cranes, mining vehicles, skidders, boom trucks, pavers, on and off-highway dump and construction trucks, buses (transit and school) , delivery trucks and other on and off-highway vehicles.
  • the power shift transmission shown in Figures 1 and 2 includes a plurality of clutches which are selectively engaged and disengaged in order to couple and uncouple an associated gear to a rotating or rotatable shaft.
  • the clutches which are preferably multi-disc wet clutches, may be conventional.
  • the disclosed transmission includes a torque converter 10 having a pump side lOa and a turbine side
  • the pump side 10a is driven by an engine 11 or other prime mover.
  • the output of the transmission is delivered by a shaft labeled 12 which also mounts third and fourth speed clutches 16, 18
  • the clutches 16, 18 carry third and fourth speed gears 20, 22, on respective clutch hubs 16a, 18a.
  • the hubs 16a, 18a are rotatably supported on the output shaft 12 by bearings 19, 21.
  • the transmission shown in Figures 1 and 2 includes both a "dual input” feature and a “triangulation” feature, both of which enhance the flexibility and application of the transmission.
  • the first input drive path includes the torque converter 10 and comprises the engine driven pump side 10a which, through hydraulic coupling, drives the turbine 10b forming part of the torque converter; the turbine lOb is attached to an input shaft 24.
  • the input shaft 24 in turn is gear coupled to a forward/reverse shaft 26 by means of mating gears 30a, 30b.
  • a direct drive path i.e., an input path which eliminates the torque converter 10 (and hence the losses associated with the torque converter) is provided by an input gear 40a which is coupled directly to the pump side 10a of the torque converter 10. Consequently, the gear 40a is directly driven by the engine 11.
  • a torsional damper 42 is disposed between the input gear 40a and a pump sleeve 44 which forms part of' the pump impeller. The damper 42 reduces or eliminates the transmission of engine induced torsional vibrations to the rest of the drive train.
  • the disclosed transmission can be made in a modular form.
  • the overall transmission can be divided into a gear shifting module indicated by the dashed line 58 and direct and torque convertor input modules indicated by the dashed lines 59a, 59b, respectively.
  • the shifting module 58 comprises the clutches and gears which provide the various forward and reverse speeds.
  • the direct drive input module 59a includes the changeable gears 40a, 40b, which determine the direct drive ratio.
  • the torque converter input module 59b which includes the changeable gears 30a, 30b, determines the ratio of the torque converter drive path.
  • an entire family of transmissions can be generated by using a common shifting module 58 with various input modules 59a, 59b. Accordingly, transmissions for diverse applications can be provided by simply changing the relatively inexpensive input modules (or the gears 40a, 40b, 30a, 30b located within the modules) , rather than the entire transmission assembly.
  • the transmission When the torque converter is used as an input, the transmission operates as follows. Rotation of the engine i crankshaft is' transmitted to the turbine side 10b of the torque converter 10 which rotates the input gear 30a.
  • first gear 66a carried by clutch hub 54a is coupled to the first/second drive shaft 52 and is rotated thereby.
  • the first gear 66a is in meshing engagement with a companion gear 66b fixed to the output shaft 12.
  • engagement of the clutch 54 couples rotation of the engine to the output shaft 12 by means of the gears 30a, 30b, 64a, 64b, 64c, 66a and 66b.
  • the output shaft 12 is driven at a second speed by actuating the second speed clutch 56, thereby coupling an associated gear 68a to the first/second shaft 52.
  • the second speed clutch is engaged, the output shaft is driven by the engine through gears 30a, 30b, 64a, 64b, 64c, 68a and 68b.
  • Rotation of the engine is coupled to the output shaft 12, when in the direct mode, by the direct input gear 40a, the direct clutch gear 40b and the gears associated with the first, second, third or fourth clutches, depending on which one is selected. It should be noted that when in the direct mode, the same clutch gears and countergears are used in the basic common parts box, to couple rotation of the engine to the output shaft 12 as in the torque converter mode.
  • the forward/reverse shaft 26 carries the reverse clutch 62 which is selectively energized to couple a reverse gear 76 to the forward/reverse shaft 26.
  • the reverse gear 76 is in meshing engagement with a companion gear 78 fixed to the first/second shaft 52.
  • the forward/reverse shaft 26 and first/second shaft 52 are actually located in an adjacent relationship so that the gears 76, 78 can be in meshing engagement at all times.
  • the reverse clutch 62 is actuated, the first/second countershaft 52 is caused to rotate in a direction opposite that of the forward/reverse shaft 26.
  • the output shaft 12 will be rotated in a direction that is opposite the rotation that occurs when the forward clutch is engaged.
  • selectively engaging the first, second, third or fourth clutches will provide four different reverse speeds.
  • the axes of the input shaft 24, the first/second countershaft 52 and forward/reverse shaft 26 are arranged in a triangular pattern. This is best seen in Figures 2 and 3. In the preferred and illustrated embodiment, the three axes are located at the apices of an equilateral triangle. By arranging the axis in this way, the reverse gear 76 on the forward/reverse shaft 26 and the companion gear 78 which is fixed to the first/second shaft 52 can be constantly meshed. In this configuration, the direct input gears 40a, 40b and the torque converter input gears 30a, 30b can also be in constant mesh.
  • the output shaft 12 carries the idler gear 64c which must be in constant mesh with both the forward/reverse shaft 26 and the first- second shaft 52.
  • the axis of the output shaft 12 is aligned and is coincident with the axis of the input shaft 24. It should be apparent from Figure 2, that the idler gear 64c on the output shaft 12 is in concurrent meshing engagement with the companion gear 64b on the first/second shaft 52 and the companion gear 64a on the forward/reverse shaft 26.
  • This transmission configuration is often termed a "straight through” configuration and is a configuration used on many on/off- highway vehicles.
  • an additional shaft with at least one gear is mounted below the “output shaft” located at the "short drop” position.
  • the position of the additional shaft which provides the actual output for the transmission is shown in phantom in Figure 3 and is indicated by the reference character 94.
  • the disclosed transmission can also be operated to provide a retarding effect when a vehicle is coasting, i.e. traveling downhill with the accelerator off.
  • a vehicle When a vehicle is coasting and is in the direct driving mode, the vehicle wheels are mechanically connected to and therefore, drive the engine.
  • the resistance to rotation provided by the engine compression acts as a brake or retarder tending to reduce or retard the speed of the vehicle.
  • an additional retarding effect may be obtained by simultaneously engaging both the direct drive clutch 46 and the forward clutch 60 (or the reverse clutch 62) .
  • the drive ratio for the direct drive input 59a and the torque converter input 59b must be different.
  • the drive train With the forward clutch 60 engaged, the drive train is coupled to and rotates a turbine 10b. If the direct drive and torque converter paths have a different ratio, the turbine 10b will be forced to rotate at a speed greater than or less than (depending on the ratio) of the impeller 10a, which is connected to the engine and is driven thereby. This relative speed between turbine and impeller causes the torque converter to act as a retarder, or what is sometimes referred to as an energy absorber.
  • the incorporation of the retarding feature into the transmission may be achieved by a modification to the controls that actuate and deactivate the various clutches of the transmission.
  • controls for these types of transmission are provided by computer based controllers that are programmable.
  • existing software can be modified to effect simultaneous actuation of both the direct drive clutch 46 and the forward clutch 60 (or reverse clutch 62) under appropriate conditions, i.e., when the vehicle is coasting.
  • an operator actuated control can be provided which would signal the computer based control system to engage both clutches to provide the retarding effect, provided that operating conditions of the vehicle permit this mode change.
  • the "absorption" of energy by a torque converter is released as heat.
  • the present invention does contemplate providing cooling of the torque converter fluid in order to remove the heat during the retarding mode.
  • This additional cooling may be provided using several alternatives.
  • One alternative includes a control valve that is triggered whenever the "retarding mode” is activated which directs fluid from the converter to a high capacity heat exchanger.
  • a second alternative involves proper sizing of the engine radiator. In applications for which this transmission is intended, the torque converter fluid is usually conveyed through an exchanger that forms part of the engine radiator and is cooled thereby.
  • the engine radiator and the torque converter coolant exchanger (which forms part of the radiator) must be sized so that there is sufficient cooling capacity to cool converter fluid when the converter is being operated in a stalled condition for an extended period of time.
  • This cooling capacity for the converter fluid must be available even when the engine is fully loaded and thus requires significant cooling capacity from the radiator itself.
  • standard vehicle radiators have significant capacity for cooling both engine coolant torque converter fluid.

Landscapes

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

Abstract

L'invention concerne un ensemble de transmission à relais pneumatique comprenant une partie boîte (58) de vitesses dotée d'une première (30B) et d'une seconde (40B) entrée et d'une sortie (12). La première entrée (30B) peut être raccordée à la partie (10A) pompe du convertisseur (10) de couple tandis que la seconde entrée (40B) peut être raccordée sélectivement à la partie impulseur (10B) de ce convertisseur (10) de couple de manière à établir un premier et un second chemin distincts de convertisseur de couple et de transmission directe entre le moteur (11) primaire et la sortie (12) de transmission. Des embrayages (46) permettent de connecter sélectivement la première (30B) et la seconde (40B) entrée avec leurs éléments de transmission correspondants. La boîte (58) de vitesses comprend deux arbres (26, 52) de renvoi dont les axes sont mutuellement parallèles et espacés, et également parallèles à l'axe de l'arbre (12) de sortie et espacés de ce dernier. Ces axes sont disposés selon une relation triangulaire permettant la réalisation d'une variante linéaire, d'une variante à décrochement vertical court et d'une variante à décrochement vertical long de cette boîte à vitesse, qui produites aisément au moyen de composants courants. La différence des rapports de démultiplication d'entrée entre la première et la seconde entrée permettent d'utiliser le convertisseur de couple comme « absorbeur d'énergie » dans certaines conditions de fonctionnement du véhicule. A cette fin, les embrayages associés à la première et à la seconde entrée sont activés simultanément afin de produire des vitesses de rotation relatives dans la partie impulseur et dans la partie pompe du convertisseur de couple.
EP00936245A 2000-05-24 2000-05-24 Transmission a double entree Withdrawn EP1283962A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2000/014244 WO2001090600A1 (fr) 2000-05-24 2000-05-24 Transmission a double entree

Publications (1)

Publication Number Publication Date
EP1283962A1 true EP1283962A1 (fr) 2003-02-19

Family

ID=21741416

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00936245A Withdrawn EP1283962A1 (fr) 2000-05-24 2000-05-24 Transmission a double entree

Country Status (4)

Country Link
EP (1) EP1283962A1 (fr)
AU (1) AU2000251590A1 (fr)
BR (1) BR0017233A (fr)
WO (1) WO2001090600A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10201590A1 (de) * 2002-01-17 2003-07-31 Zahnradfabrik Friedrichshafen Lastschaltgetriebe mit hydrodynamischem und optinalem mechanischen Leistungspfad
DE10343906A1 (de) * 2003-09-19 2005-04-28 Voith Turbo Kg Überbrückungsschaltung für hydrodynamische Komponenten
DE10343971A1 (de) * 2003-09-19 2005-04-28 Voith Turbo Kg Überbrückungsschaltung für hydrodynamische Komponenten
DE102004059734A1 (de) * 2004-12-11 2006-06-14 Voith Turbo Gmbh & Co. Kg Getriebebaueinheit

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3442155A (en) * 1966-11-02 1969-05-06 Gen Motors Corp Countershaft transmission
FR2120536A5 (fr) * 1971-01-07 1972-08-18 Citroen Sa
US4237748A (en) * 1978-03-03 1980-12-09 Berezov Semen I Reversing hydromechanical transmission
DD245935B5 (de) * 1986-02-10 1996-01-11 Stroemungsmaschinen Gmbh Lastschaltgetriebe
DE4104170C2 (de) * 1991-02-12 1994-09-29 Stroemungsmaschinen Gmbh Hydrodynamisch-mechanisches Lastschaltgetriebe in Vorgelegebauweise

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0190600A1 *

Also Published As

Publication number Publication date
WO2001090600A1 (fr) 2001-11-29
AU2000251590A1 (en) 2001-12-03
BR0017233A (pt) 2004-08-31

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