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GB2069635A - Rotary transmission - Google Patents

Rotary transmission Download PDF

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Publication number
GB2069635A
GB2069635A GB8101956A GB8101956A GB2069635A GB 2069635 A GB2069635 A GB 2069635A GB 8101956 A GB8101956 A GB 8101956A GB 8101956 A GB8101956 A GB 8101956A GB 2069635 A GB2069635 A GB 2069635A
Authority
GB
United Kingdom
Prior art keywords
gear
common
shaft
gear wheel
clutch
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
Application number
GB8101956A
Other versions
GB2069635B (en
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.)
Automotive Products PLC
Original Assignee
Automotive Products PLC
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 Automotive Products PLC filed Critical Automotive Products PLC
Priority to GB8101956A priority Critical patent/GB2069635B/en
Publication of GB2069635A publication Critical patent/GB2069635A/en
Application granted granted Critical
Publication of GB2069635B publication Critical patent/GB2069635B/en
Expired 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
    • 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
    • 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
    • F16H3/087—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
    • F16H2003/0938—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 with multiple gears on the input shaft directly meshing with respective gears 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
    • 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
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds

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

Abstract

A rotary transmission has gear trains each being one of a set providing a series of increasing speed ratios and two clutches (23,27) independently operable and providing alternative drive paths through the gear train between a common input (21) and a common output (43), the gear trains of alternate ratios in the set being driven respectively through one and the other clutch; the gear trains of alternate ratios in the set are arranged between respective driving shafts (28,36) and a common driven shaft (43) such that at least one gear train (29,46) of one shaft (28) and one gear train (37,46) of the other shaft (36) have a common gear wheel (46). <IMAGE>

Description

SPECIFICATION Rotary transmission This invention relates to rotary transmissions of the dual clutch kind by which is meant a transmission having gear trains each being one of a set providing a series of increasing speed ratios, and two clutches independently operable and providing alternative drive paths through the gear trains between a common input and a common output, the gear trains of alternate speed ratios in the set being driven respectively through one and the other clutch.
The invention is particularly though not exclusively applicable to drive transmissions for motor vehicles.
Examples of transmissions of the dual clutch kind are shown in British Patent Specifications Nos. 145,827 (Bramley-Moore), 585,716 (Kegresse), 795,260 (David Brown) and 1,125,267 (Bosch). To the best of our knowledge, none of these prior proposals has been commercially adopted.
It has been proposed to derive transmissions of the dual clutch kind from conventional single clutch manual-change transmissions with which they can share many component parts. It has been realised however, that an alternative arrangement of transmission components can result in a transmission of relatively short overall length. Such a transmission is particularly advantageous for transverse-engined front wheel drive motor vehicles where spatial parameters often dictate engine/transmission units of very short overall length.
A subsidiary advantage of the transmission is that the internal arrangement can provide an output which is very close to the vehicle centreline and thus allow drive shafts to the vehicle driving wheels of substantially equal length. The drive shafts consequently have substantially the same articulation under similar suspension deflection.
According to the invention there is provided a rotary power transmission having gear trains each being one of a set providing a series of increasing speed ratios, and two clutches independently operable and providing alternative drive paths through the gear trains between a common input and a common output, the gear trains of alternate ratios in the set being driven respectively through one and the other clutch characterised thereby that the gear trains of alternate ratios in the set are arranged between respective alternate driving shafts and a common driven shaft such that at least one gear train driven from one driving shaft has a common gear wheel with another gear train driven from the other driving shaft.
Preferably said clutches are arranged coaxial one with each driving shaft.
In a preferred embodiment said clutches are co-planar and have driving members connected together for rotation of the same direction.
Other features of the invention are included in the following description of two embodiments of the invention shown, by way of example only, in the accompanying drawings, of which: Figure 1 is a diagrammatic representation of one embodiment of the invention which is a transmission assembly for a motor vehicle having six forward speed ratios, the shafts being shown in one plane for convenience; Figure 2 is an end view of the transmission assembly shown in Fig. 1 showing the actual arrangement of the shafts; Figure 3 is a diagrammatic representation of the transmission assembly shown in Figs. 1 and 2 as installed in a motor vehicle; and Figure 4 is a diagrammatic representation, similar to that of Fig. 1, of another embodi mentzof the invention showing a transmission assembly for a motor vehicle having four forward speed ratios.
Referring to Figs. 1 to 3, a transverse engine 1 2 in a motor vehicle (dotted outline, Fig. 3) drives steered front wheels 1 6 through a transmission assembly 13, differential gear 14 and drive shafts 15. In the transmission 13, an input shaft 21 (Fig. 1) is driven by the engine 1 2 and is connected to the driving member of a friction clutch 23, which will be conveniently termed the odd clutch. The driving member of the odd clutch 23 forms part of a transfer gear 22 which drives through a forward idler gear 24 to another transfer gear 25 supported by a shaft 26 and connected to the driving member of another friction clutch 27, conveniently termed the even clutch.
The driven member of the odd clutch 23 is connected to a hollow shaft 28 which is coaxial with the input shaft 21 and is relatively rotatable thereto. Shaft 28 supports a first speed input gear wheel 29, a reverse input gear wheel 31, a third speed input gear wheel 32 and a fifth speed input gear wheel 33.
Whilst the reverse input gear wheel 31 is fast with shaft 28, the first, third and fifth speed gear wheels 29, 32 and 33 are free to rotate relative to shaft 28 except when connected to the shaft 28 by synchroniser assemblies 34 (for the first speed input gear wheel 29) and 35 (for the third and fifth speed input gear wheels 32 and 33).
The driven member of the even clutch 27 is connected to another hollow shaft 36 which is co-axial with shaft 26 and is relatively rotatable thereto. Shaft 36 supports a second speed input gear wheel 37, a fourth speed input gear wheel 38 and a sixth speed input gear wheel 39. The second, fourth and sixth speed input gear wheels 37, 38 and 39 are free to rotate relative to shaft 36 except when connected to the shaft 36 by synchroniser assemblies 41 (for the second speed input gear wheel 37) and 42 (for the fourth and sixth speed input gear wheels 38 and 39).
An output shaft 43 for connection to the differential gear 1 4 has fast with it output gear wheels 45, 46, 47 and 48. Output gear wheel 45 is for reverse, being connected to reverse input gear wheel 31 by a reverse idler gear wheel 44 which can slide into mesh in a known manner.Output gear wheel 46 meshes with the first and second speed input gear wheels 29 and 37 and is thus common to the first and second speed gear trains, output gear wheel 47 meshes with the third and fourth speed input gear wheels 32 and 38 and is thus common to the third and fourth speed gear trains and output gear wheel 48 meshes with the fifth and sixth speed input gear wheels 33 and 39 and is thus common to the fifth and sixth speed gear trains It is intended that automatic speed ratio selection would be effected using known automatic transmission technology as described for example in "Torque Converters or Transmissions" by P. M. Heldt and published by Chilton.
The synchroniser assemblies 34, 35, 41 and 42 may be shifted hydraulically under the control of an automatic gearbox control mechanism which signals selection of a particular gear train in response to changes of known parameters such as vehicle speed and accelerator pedal position and the clutches 23 and 27 are similarly controlled. In neutral the synchroniser assemblies are disengaged, as is the reverse idler gear wheel 44 and no drive is transmitted. According to the detail design of the control the clutches 23 and 27 may be engaged or disengaged at this stage. The transmission would be provided with a selector levering having the usual DRIVE, NEU TRAL and REVERSE positions.
Operation of the transmission is as fol lows: When DRIVE is selected by the driver the control mechanism selects first speed ratio by first disengaging both clutches 23 and 27 (if previously engaged) and shifting synchroniser assembly 34 to couple the first speed input gear wheel 29 to shaft 28. Operation of the driver's accelerator pedal to speed up the engine causes the odd clutch 23 to be engaged by the control mechanism and driving torque is transmitted through input shaft 21, the odd clutch 23, hollow shaft 28, first input gear wheel 29, output gear wheel 46 and the output shaft 43.Conveniently, the even clutch 27 is engaged at the same time as the first speed synchroniser is engaged so that as the vehicle speeds up hollow shaft 36 is rotated in the same direction as gear wheels 37, 38 and 39 but with a speed difference according to the relative sizes of the various gear wheels.
When the appropriate combination of road speed and accelerator pedal position has been reached the control mechanism signals an upward gear change. This is carried out in the sequence:- (1) Disengage the even clutch 27; (2) Engage second speed synchroniser 41; (3) Disengage the odd clutch 23 at the same time as engaging the even clutch 27; (4) Disengage the first speed synchroniser 34; (5) Engage the odd clutch 23. The drive is now through the transfer gears 22, 24 and 25 the even clutch 27 and the second speed input gear wheel 37 to gear wheel 46.
The control mechanism selects other changes of ratio according to the demands of road speed and engine torque in a similar manner to that described above for first to second. As a further illustration, the sequence of operations for a fifth to fourth speed downchange will be described In the fifth speed ratio the odd clutch 23 is driving hollow shaft' 28 and synchroniser assembly 35 connects shaft 28 to the fifth speed input gear wheel 33 which drives the output shaft 43 through gear wheel 43. The gearchange sequence is:- (1) Disengage the even clutch 27; (2) Engage fourth speed synchroniser 42; (3) Disengage the odd clutch 23 at the same time as engaging the even clutch 27; (4) Disengage the fifth speed synchroniser 34; (5) Engage the odd clutch 23.The drive is now through the transfer gears 22, 24 and 25, the even clutch 27, fourth speed input gear wheel 38 and gear wheel 47.
Thus three parallel shafts 43, 28 and 36 are provided between the input to shaft 21 and the output of shaft 43 so giving a transmission of short overall length. Three primary gear trains comprising gear wheels 29 with 46, 32 with 47 and 33 with 48 are provided between one shaft 43 and a second shaft 28 and three secondary gear trains comprising gear wheels 37 with 46, 38 with 47 and 39 with 48 are provided between said one shaft 43 and a third shaft 36. The odd clutch 23 acts as a primary disengageable clutch for the primary gear trains whilst the even clutch 27 acts as a secondary disengageable clutch for the secondary gear trains.
As a safeguard against baulking by the synchroniser assembly on first gear and by the reverse idler, the operation of the hydraulic cylinders for these components is monitored by micro switches. If baulking is sensed then the engagement sequence is repeated.
Although the operation of the hydraulic cylinders has to match the logic of the control mechanism, a convenient arrangement is to use springs to return the synchroniser assemblies to their disengaged positions.
In the second embodiment of the invention illustrated in Fig. 4 the transmission shown in Figs. 1 to 3 is modified by deleting the fifth and sixth speed gears so that similar parts have the same references but with a suffix A.
Only two synchroniser assemblies 34A and 41A are required, reverse speed input gear being mounted on assembly 34A. For clarity the reverse idler gear wheel is not shown. The transmission operation is the manner described for the previous embodiment.
Other alternative arrangements are possible, depending on the transmission installation site. For instance clutch 23 may be mounted on the engine flywheel so as to precede the input shaft 1 2. Instead of using idler gear wheel 24, a chain drive between transfer gears 22 and 25 is possible.
Where a transmission driven oil pump is provided this can conveniently be mounted at the free end of shaft 26.

Claims (6)

1. A rotary power transmission having gear trains each being one of a set providing a series of increasing speed ratios, and two clutches independently operable and providing alternative drive paths through the gear trains between a common input and a common output, the gear trains of alternate ratios in the set being driven respectively through one and the other clutch characterised thereby that the gear trains of alternate ratios in the set are arranged between respective alternate driving shafts and a common driven shaft such that at least one gear train driven from one driving shaft has a common gear wheel with another gear train driven from the other driving shaft.
2. A transmission according to Claim 1, characterised thereby that said clutches are arranged co-axial one with each driving shaft.
3. A transmission according to Claim 2, characterised thereby that said clutches are co-planar and have driving members connected together for rotation in the same direction.
4. A transmission according to Claim 3, characterised thereby that said driving members are respectively geared to a common idler gear wheel.
5. A transmission according to Claim 1, characterised thereby that said common gear wheel is fixed for rotation with said common driven shaft.
6. A transmission substantially as described herein with reference to the accompanying drawings.
GB8101956A 1980-02-18 1981-01-22 Rotary transmission Expired GB2069635B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB8101956A GB2069635B (en) 1980-02-18 1981-01-22 Rotary transmission

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB8005374 1980-02-18
GB8101956A GB2069635B (en) 1980-02-18 1981-01-22 Rotary transmission

Publications (2)

Publication Number Publication Date
GB2069635A true GB2069635A (en) 1981-08-26
GB2069635B GB2069635B (en) 1984-02-01

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Cited By (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT375744B (en) * 1982-03-18 1984-09-10 Steyr Daimler Puch Ag MULTI-SPEED INTERCHANGEABLE GEARBOX FOR MOTOR VEHICLES
US4565106A (en) * 1981-12-01 1986-01-21 Toyota Jidosha Kogyo Kabushiki Kaisha Gear transmission mechanism with multiple layshafts
US4566348A (en) * 1982-06-18 1986-01-28 Toyota Jidosha Kabushiki Kaisha Transmission with driven shaft and two clutching devices at the same ends of two parallel driving shafts
US4576063A (en) * 1982-02-27 1986-03-18 Toyota Jidosha Kabushiki Kaisha Transmission mechanism with parallel transmission systems including one way clutches, one being lockable
US4594908A (en) * 1982-06-18 1986-06-17 Toyota Jidosha Kabushiki Kaisha Transmission with two parallel driving shafts bearing two driving gears each meshed with same driven gear on parallel driven shaft
US4616521A (en) * 1982-03-02 1986-10-14 Toyota Jidosha Kabushiki Kaisha Transmission control method providing overlapped engagement of power transmission systems
US4622866A (en) * 1982-02-27 1986-11-18 Toyota Jidosha Kabushiki Kaisha Transmission and transmission control device for providing downshifting
US4685343A (en) * 1983-09-15 1987-08-11 Zahnradfabrik Friedrichshafen Ag Powershift gearbox/transmission
EP0278938A1 (en) * 1987-02-13 1988-08-17 Ab Volvo Motor vehicle gearbox
US4802373A (en) * 1985-10-25 1989-02-07 Regie Nationale Des Usines Renault Manual transmission with one primary shaft and two secondary shafts
US5014566A (en) * 1988-05-31 1991-05-14 Fuji Jukogyo Kabushiki Kaisha Automatic transmission for a motor vehicle
FR2710121A1 (en) * 1993-09-14 1995-03-24 Kubota Kk Transmission for a working vehicle
EP0797025A1 (en) * 1996-03-21 1997-09-24 LANDINI SpA Under-load change-speed gear unit with double clutch
EP0984202A1 (en) * 1998-08-25 2000-03-08 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Three-shaft type transmission for automotive vehicles
WO2003019043A1 (en) * 2001-08-22 2003-03-06 Zf Friedrichshafen Ag Vehicle gearbox comprising two countershafts
US6755091B2 (en) * 2001-09-18 2004-06-29 Volkswagen Ag Transmission and method for controlling a transmission for a motor vehicle
DE4241239B4 (en) * 1991-12-16 2004-07-29 Volkswagen Ag Power-shifting spur gear automatic transmission
FR2859004A1 (en) * 2003-08-19 2005-02-25 Renault Sa COMPACT GEARBOX WITH SEVEN REPAIRS
US8844391B2 (en) 2005-02-10 2014-09-30 Borgwarner Inc. Power flow configuration for dual clutch transmission mechanism
EP2916044A1 (en) * 2013-09-27 2015-09-09 CLAAS Tractor S.A.S. Gearbox assembly
CN108204430A (en) * 2016-12-16 2018-06-26 重庆硬核派传动科技有限公司 A kind of six speed compare gear
CN110131368A (en) * 2019-05-20 2019-08-16 深圳臻宇新能源动力科技有限公司 Speed changer and vehicle
CN111271419A (en) * 2020-03-17 2020-06-12 重庆青山工业有限责任公司 Double-clutch automatic transmission

Cited By (26)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4565106A (en) * 1981-12-01 1986-01-21 Toyota Jidosha Kogyo Kabushiki Kaisha Gear transmission mechanism with multiple layshafts
US4576063A (en) * 1982-02-27 1986-03-18 Toyota Jidosha Kabushiki Kaisha Transmission mechanism with parallel transmission systems including one way clutches, one being lockable
US4622866A (en) * 1982-02-27 1986-11-18 Toyota Jidosha Kabushiki Kaisha Transmission and transmission control device for providing downshifting
US4616521A (en) * 1982-03-02 1986-10-14 Toyota Jidosha Kabushiki Kaisha Transmission control method providing overlapped engagement of power transmission systems
AT375744B (en) * 1982-03-18 1984-09-10 Steyr Daimler Puch Ag MULTI-SPEED INTERCHANGEABLE GEARBOX FOR MOTOR VEHICLES
US4566348A (en) * 1982-06-18 1986-01-28 Toyota Jidosha Kabushiki Kaisha Transmission with driven shaft and two clutching devices at the same ends of two parallel driving shafts
US4594908A (en) * 1982-06-18 1986-06-17 Toyota Jidosha Kabushiki Kaisha Transmission with two parallel driving shafts bearing two driving gears each meshed with same driven gear on parallel driven shaft
US4685343A (en) * 1983-09-15 1987-08-11 Zahnradfabrik Friedrichshafen Ag Powershift gearbox/transmission
US4802373A (en) * 1985-10-25 1989-02-07 Regie Nationale Des Usines Renault Manual transmission with one primary shaft and two secondary shafts
EP0278938A1 (en) * 1987-02-13 1988-08-17 Ab Volvo Motor vehicle gearbox
US4876907A (en) * 1987-02-13 1989-10-31 Ab Volvo Motor vehicle gearbox
USRE33551E (en) * 1987-02-13 1991-03-12 Ab Volvo Motor vehicle gearbox
US5014566A (en) * 1988-05-31 1991-05-14 Fuji Jukogyo Kabushiki Kaisha Automatic transmission for a motor vehicle
DE4241239B4 (en) * 1991-12-16 2004-07-29 Volkswagen Ag Power-shifting spur gear automatic transmission
FR2710121A1 (en) * 1993-09-14 1995-03-24 Kubota Kk Transmission for a working vehicle
EP0797025A1 (en) * 1996-03-21 1997-09-24 LANDINI SpA Under-load change-speed gear unit with double clutch
EP0984202A1 (en) * 1998-08-25 2000-03-08 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Three-shaft type transmission for automotive vehicles
WO2003019043A1 (en) * 2001-08-22 2003-03-06 Zf Friedrichshafen Ag Vehicle gearbox comprising two countershafts
US6755091B2 (en) * 2001-09-18 2004-06-29 Volkswagen Ag Transmission and method for controlling a transmission for a motor vehicle
FR2859004A1 (en) * 2003-08-19 2005-02-25 Renault Sa COMPACT GEARBOX WITH SEVEN REPAIRS
US8844391B2 (en) 2005-02-10 2014-09-30 Borgwarner Inc. Power flow configuration for dual clutch transmission mechanism
EP1846670B1 (en) * 2005-02-10 2015-07-29 BorgWarner Inc. Power flow configuration for dual clutch transmission mechanism
EP2916044A1 (en) * 2013-09-27 2015-09-09 CLAAS Tractor S.A.S. Gearbox assembly
CN108204430A (en) * 2016-12-16 2018-06-26 重庆硬核派传动科技有限公司 A kind of six speed compare gear
CN110131368A (en) * 2019-05-20 2019-08-16 深圳臻宇新能源动力科技有限公司 Speed changer and vehicle
CN111271419A (en) * 2020-03-17 2020-06-12 重庆青山工业有限责任公司 Double-clutch automatic transmission

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