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
  • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
  • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
  • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
  • F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D65/00—Parts or details
  • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
• • 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
  • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
  • F16H61/04—Smoothing ratio shift
  • F16H61/0403—Synchronisation before 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
  • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
  • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
  • F16H63/30—Constructional features of the final output mechanisms
  • F16H63/3003—Band brake actuating mechanisms
• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2125/00—Components of actuators
  • F16D2125/18—Mechanical mechanisms
  • F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
  • F16D2125/22—Mechanical mechanisms converting rotation to linear movement or vice versa acting transversely to the axis of rotation
  • F16D2125/28—Cams; Levers with cams
• • 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
  • F16H2003/0931—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 each countershaft having an output gear meshing with a single common gear on the output shaft
• • 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
  • F16H3/12—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 means for synchronisation not incorporated in the clutches
  • F16H2003/123—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 means for synchronisation not incorporated in the clutches using a brake
• • 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
  • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
  • F16H61/04—Smoothing ratio shift
  • F16H61/0403—Synchronisation before shifting
  • F16H2061/0411—Synchronisation before shifting by control of shaft brakes
• • 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
  • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven 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
  • F16H2306/00—Shifting
  • F16H2306/40—Shifting activities
  • F16H2306/48—Synchronising of new gear
• • 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
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T74/00—Machine element or mechanism
  • Y10T74/19—Gearing
  • Y10T74/19219—Interchangeably locked
  • Y10T74/19228—Multiple concentric clutch shafts
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T74/00—Machine element or mechanism
  • Y10T74/19—Gearing
  • Y10T74/19219—Interchangeably locked
  • Y10T74/19233—Plurality of counter shafts
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T74/00—Machine element or mechanism
  • Y10T74/19—Gearing
  • Y10T74/19637—Gearing with brake means for gearing

Definitions

• the present invention relates to a dual-clutch transmission in countershaft design for a vehicle with a central synchronization according to the closer defined in the preamble of claim 1.
• the dual-clutch transmission comprises two clutches, which are each connected with their input sides to the drive shaft and with their output sides, each with one of the two transmission input shafts.
• the two transmission input shafts are arranged coaxially with each other.
• two countershafts are arranged axially parallel to the two transmission input shafts whose idler gears mesh with fixed gears of the transmission input shafts.
• the gears are basically switched on or laid out in the partial transmission, which is not in the power flow.
• the gears are engaged by means of synchronizations which are assigned to each idler gear to be shifted.
• the device consists essentially of a braking device with two Gethebeeingangswellenbremsen.
• the two partial transmissions are also assigned adjustable synchronous elements for speed synchronization.
• the synchronizing elements are designed as friction rings, which come into contact with the respective shift sleeve during the axial displacement of the shift rod. This slows down the faster shaft compared to the slower shaft during a shift.
• the transmission input shaft brakes are assigned.
• the shaft brakes can be controlled via a control device and can generate the friction power required for synchronization, that is, the deceleration of the respective shaft.
• the envisaged transmission input shaft brakes and the synchronizer elements require an additional not inconsiderable space.
• the present invention is based on the object to propose a dual-clutch transmission of the type described above, which is equipped with cost-effective and the smallest possible space required transmission brakes.
• Band brakes as braking devices are particularly cost-effective, since it is essentially a bent strip of sheet metal or the like, on which a suitable friction lining, for example made of a special resin-impregnated paper or the like, is applied or applied. se is glued on.
• a suitable friction lining for example made of a special resin-impregnated paper or the like
• se is glued on.
• other types of band brakes are also usable.
• simply wrap-around or multi-wrap band brakes can be used, in which the ends are fastened, for example, with riveted strap locks or the like.
• the wrap angle may preferably be about 300 ° for single wrap and about 700 ° for double wrap. Other wrap angles are possible.
• band brakes have a significantly lower weight than the synchronizers otherwise used.
• the band brake generates almost no additional moment of inertia on the associated gear. This results in a significantly lower mass moment of inertia in the entire system by eliminating the otherwise required synchronization.
• the band brakes can be accommodated in the dual-clutch gearbox neutral in terms of construction length.
• the band brakes can be arranged on one of the countershafts and / or on one of the transmission input shafts. It is also possible that a band brake on a countershaft and the other band brake are arranged on a transmission input shaft.
• the band brakes can be associated with at least one idler gear of the countershafts and / or at least one fixed gear of the transmission input shafts.
• the band brakes may be arranged coaxially with the associated shafts.
• the band brakes can also be provided axially adjacent to each other.
• other arrangement options are conceivable.
• a first band brake the idler gear for the sixth gear of the first sub-transmission and a second band brake be assigned to the idler gear for the fifth or seventh gear of the second sub-transmission.
• each partial transmission is associated with a band brake.
• the band brakes can also be assigned to other idler gears.
• the band brakes can be actuated by means of at least one electrical, electro-mechanical, hydraulic, electro-hydraulic and / or pneumatic actuator. It is possible that a common actuating device is provided for both band brakes, which makes it possible to control the band brakes independently of each other. However, it is also conceivable that separate actuators be used for the band brakes.
• actuator can be provided according to a possible embodiment, a piston-cylinder unit.
• the brake band of the respective band brake can be tensioned or relieved by the piston movement, so that the braking effect can be changed in the desired manner.
• the actuating device may also comprise an electromotive unit, so that the braking effect can be changed electrically.
• actuation and manner of the actuator or the brake band of the band brake may be associated with a return element to ensure a clearance on the brake band.
• a restoring element for example, a return spring or the like can be used.
• adjustment elements used.
• a possible embodiment of the invention may provide that for actuating the respective band brake, a lever element or the like is articulated to the actuatable end of the brake band of the band brake.
• the actuating device which is designed for example as a piston-cylinder unit, are in operative connection with the lever element in order to move the lever element for tensioning or relaxing the brake band.
• the fixed end of the brake band of the band brake can be connected fixed to the housing in any manner.
• a first eccentric shaft is provided with at least one eccentric portion or the like, to which an operable end of the brake band of the band brake is articulated.
• the fixed end of the band brake may e.g. be kept fixed to the housing via a bearing pin or the like.
• the fixed end is connected to a further eccentric shaft with an eccentric portion.
• the fixed end of the second band brake is held on a non-eccentrically shaped shaft portion of the first eccentric shaft.
• an operation over eccentric shafts is cost-effective, since they can be produced, for example, by deformed wires in the simplest way.
• the band brakes are actuated by appropriate rotational movement of the eccentric shafts.
• the rotational movement of the eccentric shaft can be realized by a corresponding mechanism of piston-cylinder units as actuators.
• a central bearing unit to be used for holding the ends of the brake bands of the band brakes.
• a central bearing unit at least one carrier or the like can be provided with receiving sockets for receiving the associated ends of the eccentric shafts and the bearing pin.
• the ends of the brake bands of the band brakes may e.g. each have a suspension lug, which is designed such that the eccentric shaft or the bearing pin is feasible. In this way, each end of a brake band can be easily connected to the associated shaft. There are also other types of connection between the end of the brake band and the associated shaft conceivable.
• the proposed centrally synchronized dual-clutch transmission can be configured as desired in terms of the number of gears and also with regard to the structural arrangement of the individual components.
• a claw-connected dual-clutch transmission is used, which also realizes Windungs réelle in addition to the powershift gears, which are switchable both by an internal circuits and by an external circuit.
• other transmission systems with the central synchronization according to the invention provided by means of band brakes are also possible.
• Figure 1 is a schematic, sectional view of an exemplary illustrated dual-clutch transmission with central synchronization. 2 shows a schematic, three-dimensional detailed view of band brakes according to a first embodiment variant of the dual-clutch transmission according to the invention;
• FIG. 3 shows a schematic, three-dimensional detailed view of band brakes according to a second embodiment variant of the dual-clutch transmission according to the invention
• FIG. 4 shows a further schematic, three-dimensional detail view of band brakes according to the second embodiment variant of the dual-clutch transmission according to the invention
• Fig. 6 is a schematic, three-dimensional view of an eccentric shaft of the band brake of the second embodiment of the dual clutch transmission.
• a multi-speed dual clutch transmission is shown in section by way of example.
• the dual-clutch transmission is designed as a centrally synchronized, claw-connected transmission and comprises two clutches whose input sides are connected to a drive shaft.
• a torsional vibration damper is arranged on the drive shaft.
• the output sides of the clutches are connected to one of two coaxial transmission input shafts w_K1, w_K2.
• the first transmission input shaft w_K1 is designed as a solid shaft and the second transmission input shaft w_K2 is designed as a hollow shaft.
• two countershafts w_v1, w_v2 are provided, which are arranged axially parallel to each other.
• each countershaft w_v1, w_v2 a plurality of idler gears are arranged, which are in engagement with fixed gears on the transmission input shafts w_K1, w_K2.
• several internally operated switching devices are provided on each countershaft w_v1, w_v2.
• the transmission input shafts w_k1 and w_k2 can also be made dependent in order to realize winding turns in the dual-clutch transmission.
• the dual-clutch transmission for braking each partial transmission to a braking device, wherein according to the invention a first band brake 1 the first partial transmission and a second band brake 2 are assigned to the second partial transmission.
• the band brakes 1, 2 can be connected so that the band brakes 1, 2 are each assigned directly or indirectly to a transmission input shaft w_k1, w_k2, that is, in each case a band brake 1, 2 can brake one of the partial transmission.
• the respective sub-transmission which is not located in the power flow, can be braked by means of the associated band brake 1, 2 in order to be able to carry out the respective shifting operation centrally synchronized.
• the first band brake 1, which is assigned to the first partial transmission, can be provided on a loose wheel 3 of the sixth gear of the first countershaft w_v1.
• the idler gear 3 has an axially provided next to the toothing 4 cylindrical portion 5, at the peripheral region of the brake band 6 of the first band brake 1 at least partially applied.
• the second band brake 2 which is assigned to the second partial transmission, is provided on a loose wheel 7 of the fifth or seventh gear of the second countershaft w_v2.
• the idler gear 7 has a radial step 8 axially adjacent to the toothing 9 of the idler gear 7.
• the gradation 8 is the brake band 10 of the second band brake 2 at least partially.
• FIG. 2 shows a first possible variant embodiment of the dual-clutch transmission with band brakes 1, 2 actuated in each case via a lever element 11, 12.
• each band brake 1, 2 comprises a brake band 6, 10, on which a suitable friction lining is applied.
• Each brake band 6, 10 has a fixed end, which is fixed to the housing, and an actuatable end, which is in operative connection with an actuating device, not shown, to tension the brake band 6, 10 or to relax, to a corresponding braking effect on the associated idler gear 3, 7 cause.
• the respective end of the brake band 6, 10 has a suspension lug, which has a correspondingly shaped recess for fastening.
• the lever element 1 1, 12 is in each case connected to a, e.g. As a piston-cylinder unit formed actuator coupled so that by appropriate movement of the lever member 1 1, 12 and the operable end, a tension or relaxation of the brake band 6, 10 of the band brake 1, 2 takes place.
• a piston-cylinder unit formed actuator coupled so that by appropriate movement of the lever member 1 1, 12 and the operable end, a tension or relaxation of the brake band 6, 10 of the band brake 1, 2 takes place.
• FIGS. 3 to 6 show various views of a second variant of the dual-clutch transmission with eccentric shafts 14,
• a first eccentric shaft 14 is provided with at least one eccentric portion 16 for actuating the first band brake 1, to which an operable end of the brake band 6 of the first band brake 1 is articulated.
• the fixed end of the brake band 6 of the first band brake 1 is fixed to the housing via the bearing pin 13.
• the fixed end of the brake band 10 of the second band brake 2 is attached to a non-concentric shaft portion 17 of the first eccentric shaft 14.
• the operable end of the brake band 10 of the second band brake 2 is articulated to an eccentric portion 18 of the second eccentric shaft 15, wherein the eccentric portion 18 of the second eccentric shaft 15 offset in the axial direction to the approximately centrally located eccentric portion
• the brake band 6 of the first band brake 1 can be tensioned or relaxed.
• the brake band 10 of the second band brake 2 can be stretched or relaxed.
• FIG. 4 shows a possible mounting of the two eccentric shafts 14, 15 and of the bearing pin 13.
• a central bearing unit consisting of two mutually parallel carriers 19, 20 is provided with corresponding receiving bushes for receiving the associated ends of the eccentric shafts 14,15 and the bearing pin 13.
• a plurality of axial stop disks 21 are preferably arranged on both sides on the side of the carriers 19, 20 facing away from the respective ends of the shafts.
• the shown storage unit allows a space-saving, compact arrangement. But there are also separate storage conceivable.
• FIG. 5 shows an individual part illustration of the brake band 10 with the exemplarily designed suspension lugs.
• the suspension straps of the brake band 10 are designed differently in contrast to the brake band 6.
• substantially circular recess 23 is provided on the suspension lug.
• the diameter of the recess 23 is slightly larger than the diameter of the bearing pin 13.
• an elongated in the direction of the brake band 10 magnifying recess 24 is provided on the suspension lug.
• the widening region of the recess 24 is dimensioned such that an axial passage of the eccentric shaft 14, 15 is made possible.
• both suspension lugs are provided with an approximately circular recess 23.
• FIG. 6 shows an example of an individual part of the first eccentric shaft 14 by way of example.
• the eccentric shaft 14 and 15 can be produced at least in part as a shaped part.
• the first eccentric shaft 14 has a centrally disposed eccentric portion 16 and two non-eccentrically shaped shaft portions 17, 22.
• the eccentric portion 18 is not arranged centrally on the second eccentric shaft 15.
• the band brake 1, 2 coefficient of friction is more sensitive. If the operation takes place on the outgoing side of the brake band 6, 10, no self-amplification occurs, then that higher braking forces are required, the band brake 1, 2 then friction coefficient is less sensitive. This may possibly be done a better dosage of the braking force.

Landscapes

• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Braking Arrangements (AREA)
• Structure Of Transmissions (AREA)
• Mechanical Operated Clutches (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=40637708

Family Applications (1)

Country Status (7)

Families Citing this family (10)

Family Cites Families (42)

• 2008
  • 2008-03-13 DE DE102008000645.9A patent/DE102008000645B4/de active Active
• 2009
  • 2009-02-20 EP EP09721117A patent/EP2250395A2/de not_active Withdrawn
  • 2009-02-20 JP JP2010550116A patent/JP5523356B2/ja active Active
  • 2009-02-20 WO PCT/EP2009/052009 patent/WO2009112339A2/de active Application Filing
  • 2009-02-20 US US12/921,742 patent/US8850914B2/en not_active Expired - Fee Related
  • 2009-02-20 KR KR1020107017177A patent/KR101455896B1/ko active IP Right Grant
  • 2009-02-20 CN CN200980105141.7A patent/CN101946104B/zh active Active

Non-Patent Citations (1)

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