GB2309754A - A synchromesh gear shift assembly having gear wheel and shift wheel coupled with lost motion - Google Patents
A synchromesh gear shift assembly having gear wheel and shift wheel coupled with lost motion Download PDFInfo
- Publication number
- GB2309754A GB2309754A GB9702054A GB9702054A GB2309754A GB 2309754 A GB2309754 A GB 2309754A GB 9702054 A GB9702054 A GB 9702054A GB 9702054 A GB9702054 A GB 9702054A GB 2309754 A GB2309754 A GB 2309754A
- Authority
- GB
- United Kingdom
- Prior art keywords
- shift
- gear
- wheel
- shift wheel
- teeth
- 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.)
- Granted
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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/50—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members
- F16D3/64—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members comprising elastic elements arranged between substantially-radial walls of both coupling parts
- F16D3/66—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members comprising elastic elements arranged between substantially-radial walls of both coupling parts the elements being metallic, e.g. in the form of coils
-
- 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
- F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
- F16D23/02—Arrangements for synchronisation, also for power-operated clutches
- F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
- F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
-
- 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
- F16D11/00—Clutches in which the members have interengaging parts
- F16D11/08—Clutches in which the members have interengaging parts actuated by moving a non-rotating part axially
- F16D11/10—Clutches in which the members have interengaging parts actuated by moving a non-rotating part axially with clutching members movable only axially
-
- 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
- F16D11/00—Clutches in which the members have interengaging parts
- F16D2011/008—Clutches in which the members have interengaging parts characterised by the form of the teeth forming the inter-engaging parts; Details of shape or structure of these teeth
-
- 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
- F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
- F16D23/02—Arrangements for synchronisation, also for power-operated clutches
- F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
- F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
- F16D2023/0625—Details of members being coupled, e.g. gears
Abstract
A synchromesh gear shift assembly 10 comprises a gear wheel 16 coupled to a shift wheel 18 via drivers 22 and springs 26, thereby providing lost motion which allows shift teeth 20 to move relative to gear wheel 16 so as to evade a sliding sleeve's shift teeth (30, fig 5) when they are located opposite each other. This construction prevents jamming and/or rattling each of which may result in wear. After engagement of the shift teeth the sliding sleeve transmits torque to the shift wheel 18 which then bears with its drivers 22 on end walls/flanks of recesses 24 and thus applies the torque to gear wheel 16. At the same time, a trapezoidal undercut on the driver 22 and recess 24 prevents the shift wheel 18 from escaping axially. For damping purposes, the flanks of the recess is lined with insulating strips 28 of elastics material. In another embodiment (see fig 6) each recess 24 is made deeper with converging flanks (34, fig 6)and an additional spring (32, fig 6) is provided which returns wheel 18 to its normal position (as shown in fig 6). The assembly allows rapid synchronization and rapid positive locking.
Description
DESCRIPTION
A GEAR-SHIFT WHEEL ASSEMBLY FOR A
SHIFT TRANSMISSION.
The present invention relates to a gear-shift wheel assembly for a shift transmission.
More particularly, the present invention relates to a gear-shift wheel assembly for a shift transmission, with load teeth (spur wheel) arranged on the circumference and with positive-locking means arranged on the end face and intended for engagement with positive-locking means of a sliding sleeve.
The present invention relates, furthermore, to a shift transmission with external synchronization using a gear-shift wheel assembly constructed according to the present invention.
Conventional shift transmissions, such as are in widespread use in motor vehicles, have at least two shafts which are arranged parallel to one another and on which are arranged gearwheel pairings, each formed from two intermeshing spur wheels. In this case, at least one gearwheel of each pairing is mounted in a freely rotatable manner on the associated shaft and forms a so-called gear-shift wheel which, via positivelocking means arranged on the end face, can be brought into engagement with the positive-locking means of a sliding sleeve which is connected fixedly in terms of rotation to the shaft via central teeth.
The said positive-locking means are usually specially designed shift teeth. In order to ensure identical circumferential speeds of the sliding sleeve and gear-shift wheel during a shifting operation, known shift transmissions make use of synchronizing plates, each individual gear stage, that is to say each individual gear-shift wheel, being assigned its own synchronizing plate.
Alternatively to the synchronizing devices which are in the most widespread use, a gear transmission can also be synchronized by employing a central synchronizing device for the entire transmission or else by adapting the speed of the driving internal combustion engine by means of electronic control.
Shift transmissions provided for such synchronizing devices dispense with the individual synchronizing plates. Instead, the shift teeth or, where appropriate, other positive-locking means arranged on the end face, such as, for example, pins or the like, are designed on the gear-shift wheel itself. In this state of the art, therefore, the shift teeth of the gear-shift wheel are fixedly connected to the gearshift wheel itself. When the gear-shift wheel and sliding sleeve run slightly asynchronously during a shifting operation, undesirable tooth scraping (rattling) consequently occurs when the tooth tips of the shift teeth of the gear-shift wheel1 on the one hand, and the shift teeth of the sliding sleeve, on the other hand, meet the said tooth scraping on the one hand being conducive to wear and, on the other hand, being perceived by the driver as a subjective decrease in comfort.In the most unfavourable case, if the tooth tips meet directly, there may also be difficulties in selecting the particular gear, this on the one hand being detrimental to road safety and, on the other hand, again being perceived as a subjective loss of comfort.
An aim of the present invention is, therefore, to improve a generic gear-shift wheel for a shift transmission with external synchronization, in such a way that the disadvantages mentioned are avoided in the case of externally or centrally synchronized shift transmissions.
According to the present invention there is provided a gear-shift wheel assembly for a shift transmission comprising a specific shift wheel which is connected to an actual gear-shift wheel, load teeth being arranged on the circumference of the actual gearshift wheel and with positive-locking means being arranged on the specific shift wheel and intended, in use, for engagement with further positive-locking means of a sliding sleeve, the said specific shift wheel being connected to the actual gear-shift wheel in such a way that the specific shift wheel and the actual gear-shift wheel can execute restricted relative rotation in relation to one another.
In this way, if the tips of the shift teeth of the sliding sleeve, on the one hand, and of the shift wheel, on the other hand, meet, the teeth of the shift wheel can execute an evading movement in the circumferential direction, with the result that positive locking between the shift teeth of the shift wheel, on the one hand, and the sliding sleeve, on the other hand, is ensured, without the abovementioned disadvantages arising.
In this way, more rapid synchronization and more rapid positive locking between the respective gear stage and the sliding sleeve are afforded and, consequently, earlier torque transmission by the new gear stage becomes possible. The above-described sliding-sleeve deflection, perceived by the driver as a jamming of the gear, is avoided. Furthermore, an increase in comfort can be achieved by preventing the flywheel acceleration in the event of asynchronism. As is evident at once, there is also lower wear of the shift teeth.
In a preferred embodiment of the present invention, the shift wheel has drivers which extend in the axial direction and which engage into complementary recesses in the gear-shift wheel, the dimension of the recesses in the circumferential direction being greater than the dimension of the drivers. Thus, a restricted degree of freedom in the circumferential direction of the shift wheel in relation to the actual gear-shift wheel becomes possible by means of measures which are simple to implement in manufacturing terms. At the same time, the difference in the dimensions is preferably slightly greater than one tooth width of the shift teeth, so that the evasion travel if the tooth tips meet is determined in each case.
Preferably, at the same time, the shift wheel is centred, in that the drivers are centred in the said recesses by means of springs. In the case of the dimensions quoted, the possible relative travel of the shift wheel in relation to the gear-shift wheel in both directions is in each case somewhat more than half a tooth width, so that smooth engagement is ensured under all circumstances.
The recesses are preferably undercut trapezoidally, so that drivers of the shift wheel, which have a correspondingly complementary shape, are secured against slipping out in the axial direction as soon as a torque is transmitted by the gear stage.
In a further-developed embodiment of the gearshift wheel according to the present invention, comprising the actual gear-shift wheel and of an additional shift wheel carrying the shift teeth, the shift wheel has an additional restricted degree of freedom in the axial direction in relation to the gearshift wheel. In this case, the recesses in the actual gear-shift wheel for receiving the drivers of the shift wheel have in each case flank portions which, when the respective drivers are brought to bear, generate movement components directed axially outwards, so that the shift wheel, together with the sliding sleeve in engagement with it, can slide into a neutral position of the sliding sleeve, without positive locking being lost and torque transmission via the gear stage thereby being interrupted. In order to allow the shift wheel to slide back when another gear is selected, at least one return spring acting in the axial direction is arranged between the gear-shift wheel and shift wheel.
Such a development of the gear-shift wheel assembly of the present invention may afford further advantages. Since the sliding sleeve is in its neutral position after the selection operation, in spite of positive locking and torque transmission via the selected gear stage, wear on the shift fork is avoided, and furthermore another gear stage can be preselected even during torque transmission by the selected gear stage, so that the shifting operation can be carried out more quickly. This applies both to the choice of gate slot in conventional shift transmissions and to the selection operation in double-clutch transmissions.
The shift teeth of the shift wheel and sliding sleeve are preferably, in each case, of undercut design, so that the above-described operation of disengaging the shift wheel counter to the force of the return spring is ensured.
The two-part gear-shift wheel assembly according to the present invention is used for a shift transmission with external synchronization.
The present invention will now be further described by way of example, with reference to the accompanying drawings, in which:
Fig. 1 shows a section through a gear shift wheel assembly constructed according to the present invention;
Fig. 2 shows a section along the line II-II in
Fig. 1;
Fig. 3 shows a section along the line III-III in
Fig. 1,
Fig. 4 shows, in section, a diagrammatic confrontation of the shift teeth of the shift wheel and of the sliding sleeve;
Fig. 5 shows a top view of the illustration according to Fig. 4, and
Fig. 6 shows a section, comparable to that of Fig.
3, through an alternative embodiment of the pairing of a driver and a recess of a gear-shift wheel assembly according to the present invention.
Fig. 1 shows a section through a gear-shift wheel assembly 10, constructed according to the present invention. The actual gear-shift wheel is a spur wheel with load teeth 12 arranged on the circumference and with a bore 14, by means of which it is arranged in a freely rotating manner on a countershaft or the like, with a rolling bearing, for example a needle bearing, or a sliding bearing being interposed. The gear-shift wheel assembly 10 according to the present invention is of two-part design and consists of the actual gearshift wheel 16, that is to say the part which carries the load teeth 12, and of an additional shift wheel 18 which carries shift teeth 20 for engagement with complementary shift teeth of a sliding sleeve.
The shift wheel 18 has drivers 22 which engage into complementary recesses 24 of the gear-shift wheel 16. As the section in Fig. 2 shows, radial rotation of the shift wheel 18 relative to the gear-shift wheel 16 thereby becomes possible to a restricted extent.
Springs 26 centring the shift wheel in a middle position.
For damping purposes, the circumferential ends or flanks of the said recesses can be lined with an elastic material, for example with insulating strips 28. As shown in Fig. 3, the recesses 24, on the one hand, and the drivers 22, on the other hand, are each undercut trapezoidally, so as to ensure, in the case of torque transmission from shift wheel 18 to gear-shift wheel 16, that the shift wheel 18 cannot escape to the right in Fig. 3.
A comparison of Figs. 4 and 5 diagrammatically shows an operating state, in which, at synchronous speed, the shift teeth 20 of the shift wheel 18 and the shift teeth 30 of a sliding sleeve are located opposite one another. Whereas, in the prior art, jamming of the shift linkage or else the undesirable "rattling" of the shift teeth against one another with corresponding wear, may then occur, the two-part configuration of the gear-shift wheel, according to the present invention, as shown in Fig. 5 ensures that the shift teeth 20 can execute an evading movement relative to the gear-shift wheel 16, at least in the circumferential direction, by the amount of half a tooth width, since the dimensions in the circumferential direction of the drivers 22 and recesses 24 are selected correspondingly.
After the shift teeth 30 have come into engagement with the shift teeth 20, a torque is applied by the shaft, by way of the sliding sleeve and via the shift teeth, to the shift wheel 18 which then comes to bear with its drivers 22 on the flanks or end walls of the recesses 24 and thus transmits the torque to the gearshift wheel 16. At the same time, the trapezoidal undercut of the driver 22 and recess 24 prevents the shift wheel 18 from escaping axially.
Fig. 6 shows an alternative embodiment of driver 22 for the shift wheel 18 and of recess 24 in the gearshift wheel 16. In comparison with the first embodiment according to Fig. 3, each recess 24 is made deeper in comparison with the height of the driver 22, there being provided additional circumferential end faces or flanks 34 which are arranged so as to converge inwards. Also, an additional return spring 32 is arranged between the recess bottom and driver 22.
During a shifting operation which initially takes place in the same way as explained above with reference to the other Figs., the driver 22 first comes to bear with an edge 23 on the flank 34, assuming that the torque is acting to the right in Fig. 6. The driving torque generates an axial movement of the shift wheel 18 on the bearing face 34 which acts, as it were, as an inclined plane, so that the sliding sleeve, which is in engagement via the undercut shift teeth 20, is pushed back into its middle position. On account of the undercut of the shift teeth 20 and of the shift teeth 30 (not shown in Fig. 6) of the sliding sleeve, torque transmission is not interrupted in this case. When the edge 23 has arrived at the juncture designated by the reference symbol 25, of the flanks 34 and 28 which butt on one another, the axial movement of the shift wheel 18 is initially terminated.
Due to the undercuts described, torque transmission is maintained by positive locking, until engagement between the shift teeth 20 of the shift wheel 18 and the shift teeth 30 (not shown) of the sliding sleeve is released. The shift wheel 18, which is then free of torque, is drawn back again into the position shown in Fig. 6 by means of the return spring 32. In other words, when the torque load is reduced, for example by diverting the torque flux via a new gear stage in the case of power-shift transmissions, then when there is relative zero torque of the gear-shift wheel, the shift wheel slides back into its position of rest as a result of the axial spring prestressing force and the positive locking of the gear selected hitherto is interrupted. The transmission therefore cannot jam.
In the case of load alternation jolts, the sliding sleeve must be kept in the shift position by means of a power-assisted actuating device, in order to avoid unintentional sliding out and consequently an interruption in torque.
Claims (6)
1. A gear-shift wheel assembly for a shift transmission comprising a specific shift wheel which is connected to an actual gear-shift wheel, load teeth being arranged on the circumference of the actual gearshift wheel and with positive-locking means being arranged on the specific shift wheel and intended, in use, for engagement with further positive-locking means of a sliding sleeve, the said specific shift wheel being connected to the actual gear-shift wheel in such a way that the specific shift wheel and the actual gear-shift wheel can execute restricted relative rotation in relation to one another.
2. A gear shift wheel assembly as claimed in claim 1, in which the said positive-locking means are designed in the form of shift teeth.
3. A gear-shift assembly as claimed in any one of the preceding claims, in which the specific shift wheel has drivers which extend in the axial direction therefrom and which engage into complementary recesses in the actual gear-shift wheel, the dimension of the recesses in the circumferential direction being greater than the dimension of the drivers.
4. A gear-shift wheel assembly as claimed in claim 3, in which the difference in the dimensions is greater than one tooth width of the shift teeth.
5. A gear-shift assembly as claimed in claim 3 or 4, in which the drivers are centred in the recesses by means of springs.
6. A gear-shift wheel assembly for a shift transmission, constructed and arranged substantially as hereinbefore described with reference to and as illustrated in the accompanying drawings.
6. A gear-shift wheel assembly as claimed in any one of claims 3 to 5, in which the recesses are undercut trapezoidally.
7. A gear-shift wheel assembly as claimed in claim 6, in which the specific shift wheel is movable in the axial direction relative to the actual gearshift wheel, the recesses each having flank portions which, when the respective driver of the specific shift wheel has been brought to bear, generate movement components directed axially outwards, at least one return spring acting in the axial direction being arranged between the actual gear-shift wheel and specific shift wheel.
8. A gear-shift wheel assembly as claimed in claim 7, in which the shift teeth of the specific shift wheel and sliding sleeve are in each case undercut.
9. A shift transmission with external synchronization, wherein at least one gear is realized using a gear-shift wheel assembly as claimed in one or more of claims 1 to 8.
10. A gear-shift wheel assembly for a shift transmission, constructed and arranged substantially as hereinbefore described with reference to and as illustrated in the accompanying drawings.
Amendments to the claims have been filed as follows
1. A gear-shift wheel assembly for a shift transmission comprising a specific shift wheel which is connected to an actual gear-shift wheel, load teeth being arranged on the circumference of the actual gearshift wheel and with positive-locking means in the form of shift teeth, being arranged on the specific shift wheel and intended, in use, for engagement with further positive-locking means of a sliding sleeve, the said specific shift wheel being connected to the actual gear-shift wheel in such a way that the specific shift wheel and the actual gear-shift wheel can execute restricted relative rotation in relation to one another, the specific shift wheel having drivers which extend in the axial direction therefrom and which engage into complementary recesses in the actual gearshift wheel, the dimension of the recesses in the circumferential direction being greater than the dimension of the drivers, and the difference in the said dimensions being greater than one tooth width of the shift teeth, with the drivers being centred in the recesses by means of springs.
2. A gear-shift wheel assembly as claimed in claim 1, in which the recesses are undercut trapezoidally.
3. A gear-shift wheel assembly as claimed in claim 2, in which the specific shift wheel is movable in the axial direction relative to the actual gearshift wheel, the recesses each having flank portions which, when the respective driver of the specific shift wheel has been brought to bear, generate movement components directed axially outwards, at least one return spring acting in the axial direction being arranged between the actual gear-shift wheel and specific shift wheel.
4. A gear-shift wheel assembly as claimed in claim 3, in which the shift teeth of the specific shift wheel and sliding sleeve are in each case undercut.
5. A shift transmission with external synchronization, wherein at least one gear is realized using a gear-shift wheel assembly as claimed in one or more of claims 1 to 4.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19603609 | 1996-02-01 |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB9702054D0 GB9702054D0 (en) | 1997-03-19 |
| GB2309754A true GB2309754A (en) | 1997-08-06 |
| GB2309754B GB2309754B (en) | 1999-09-29 |
Family
ID=7784255
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB9702054A Expired - Fee Related GB2309754B (en) | 1996-02-01 | 1997-01-31 | A gear-shift wheel assembly for a shift transmission |
Country Status (3)
| Country | Link |
|---|---|
| DE (1) | DE19702541B4 (en) |
| FR (1) | FR2744503B1 (en) |
| GB (1) | GB2309754B (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19740355C1 (en) * | 1997-09-13 | 1999-01-28 | Ford Global Tech Inc | Synchroniser ring mounting for gearbox of motor vehicle |
| GB2398619A (en) * | 2003-02-21 | 2004-08-25 | Christopher Paulet Mel Walters | Damped rotary devices |
| GB2433561A (en) * | 2005-12-23 | 2007-06-27 | Knowles Arthur | Synchronising drive engagement apparatus with cushioning mechanism |
| WO2008062192A1 (en) * | 2006-11-22 | 2008-05-29 | Zeroshift Limited | Transmission system |
| GB2464702A (en) * | 2008-10-22 | 2010-04-28 | Zeroshift Ltd | Transmission system with gear elements having hydraulic damping |
| WO2014067601A1 (en) * | 2012-10-31 | 2014-05-08 | Daimler Ag | Form-fitting switching unit for a motor vehicle drive train |
| US9303731B2 (en) | 2011-05-27 | 2016-04-05 | Zeroshift Transmissions Limited | Transmission system |
| CN113339419A (en) * | 2021-06-07 | 2021-09-03 | 北京理工大学 | Elastic jaw clutch |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19903115C2 (en) * | 1999-01-27 | 2003-09-04 | Getrag Getriebe Zahnrad | Transmission for a motor vehicle |
| GB0510129D0 (en) | 2005-05-18 | 2005-06-22 | Zeroshift Ltd | Sequential hub layout |
| DE102005040400B3 (en) * | 2005-08-26 | 2007-05-16 | Hofer Pdc Gmbh | Drive assembly for motor vehicle, has force transmission devices that is provided with rotatory operating decoupling device for reducing pressure points during switch over between driven shaft of gearbox and drive shaft for drive wheels |
| DE102006051399B4 (en) * | 2006-10-27 | 2008-10-02 | Hofer-Pdc Gmbh | Transmission synchronization with pressure point filter |
| DE102007055846B4 (en) * | 2007-12-18 | 2016-03-31 | Zf Friedrichshafen Ag | Synchronization arrangement for a range transmission |
| DE102008049347B4 (en) | 2008-09-29 | 2011-01-27 | Hofer Forschungs- Und Entwicklungs Gmbh | Double clutch |
| DE102017112030B3 (en) | 2017-06-01 | 2018-08-30 | Schaeffler Technologies AG & Co. KG | Synchronizer ring with elastic connection |
| DE102020203084A1 (en) | 2020-03-11 | 2021-09-16 | Robert Bosch Gesellschaft mit beschränkter Haftung | Easier switching for gear stages with gearshift |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB442208A (en) * | 1934-05-31 | 1936-01-31 | Pulsometer Eng Co | Improvements in or relating to lockable free wheel transmission mechanism |
| GB674664A (en) * | 1949-03-18 | 1952-06-25 | Borg Warner | Improvements in or relating to power transmission |
| GB2117067A (en) * | 1982-03-12 | 1983-10-05 | Zahnradfabrik Friedrichshafen | Synchronizer device |
| US4437552A (en) * | 1980-10-24 | 1984-03-20 | Canon Kabushiki Kaisha | Spring clutch device |
| GB2241542A (en) * | 1990-02-28 | 1991-09-04 | Massey Ferguson Mfg | Device for coupling a gear and a shaft |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1040385B (en) * | 1957-04-11 | 1958-10-02 | Opel Adam Ag | Device for coupling two parts by engaging axially displaceable coupling teeth, especially for gear change transmissions of motor vehicles |
| DE3732525A1 (en) * | 1987-09-26 | 1989-04-06 | Neuenstein Zahnradwerk | STEPP GEARBOX FOR MOTOR VEHICLES |
-
1997
- 1997-01-24 DE DE19702541A patent/DE19702541B4/en not_active Expired - Fee Related
- 1997-01-31 GB GB9702054A patent/GB2309754B/en not_active Expired - Fee Related
- 1997-01-31 FR FR9701092A patent/FR2744503B1/en not_active Expired - Fee Related
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB442208A (en) * | 1934-05-31 | 1936-01-31 | Pulsometer Eng Co | Improvements in or relating to lockable free wheel transmission mechanism |
| GB674664A (en) * | 1949-03-18 | 1952-06-25 | Borg Warner | Improvements in or relating to power transmission |
| US4437552A (en) * | 1980-10-24 | 1984-03-20 | Canon Kabushiki Kaisha | Spring clutch device |
| GB2117067A (en) * | 1982-03-12 | 1983-10-05 | Zahnradfabrik Friedrichshafen | Synchronizer device |
| GB2241542A (en) * | 1990-02-28 | 1991-09-04 | Massey Ferguson Mfg | Device for coupling a gear and a shaft |
Cited By (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19740355C1 (en) * | 1997-09-13 | 1999-01-28 | Ford Global Tech Inc | Synchroniser ring mounting for gearbox of motor vehicle |
| GB2398619A (en) * | 2003-02-21 | 2004-08-25 | Christopher Paulet Mel Walters | Damped rotary devices |
| GB2398619B (en) * | 2003-02-21 | 2005-10-19 | Christopher Paulet Mel Walters | Rotary devices |
| GB2433561A (en) * | 2005-12-23 | 2007-06-27 | Knowles Arthur | Synchronising drive engagement apparatus with cushioning mechanism |
| GB2433561B (en) * | 2005-12-23 | 2010-03-31 | Knowles Arthur | Drive engagement apparatus |
| US8448769B2 (en) | 2005-12-23 | 2013-05-28 | Arthur Knowles | Drive engagement apparatus |
| WO2008062192A1 (en) * | 2006-11-22 | 2008-05-29 | Zeroshift Limited | Transmission system |
| CN101535673B (en) * | 2006-11-22 | 2012-05-30 | 哲若希福有限公司 | Transmission system |
| GB2464702B (en) * | 2008-10-22 | 2013-05-22 | Zeroshift Ltd | Transmission system |
| GB2464702A (en) * | 2008-10-22 | 2010-04-28 | Zeroshift Ltd | Transmission system with gear elements having hydraulic damping |
| US9303731B2 (en) | 2011-05-27 | 2016-04-05 | Zeroshift Transmissions Limited | Transmission system |
| WO2014067601A1 (en) * | 2012-10-31 | 2014-05-08 | Daimler Ag | Form-fitting switching unit for a motor vehicle drive train |
| CN104769300A (en) * | 2012-10-31 | 2015-07-08 | 戴姆勒股份公司 | Form-fitting switching unit for a motor vehicle drive train |
| US9611898B2 (en) | 2012-10-31 | 2017-04-04 | Daimler Ag | Form-fitting switching unit for a motor vehicle drive train |
| CN104769300B (en) * | 2012-10-31 | 2018-04-06 | 戴姆勒股份公司 | The sealed gear shift unit of shape for motor vehicle powertrain |
| CN113339419A (en) * | 2021-06-07 | 2021-09-03 | 北京理工大学 | Elastic jaw clutch |
| CN113339419B (en) * | 2021-06-07 | 2022-07-05 | 北京理工大学 | Elastic jaw clutch |
Also Published As
| Publication number | Publication date |
|---|---|
| FR2744503B1 (en) | 2001-11-30 |
| DE19702541A1 (en) | 1997-08-07 |
| DE19702541B4 (en) | 2005-04-07 |
| GB9702054D0 (en) | 1997-03-19 |
| FR2744503A1 (en) | 1997-08-08 |
| GB2309754B (en) | 1999-09-29 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 20060131 |