CN101278142B - 机动车手自一体变速器和用于机动车手自一体变速器的换档控制方法 - Google Patents
机动车手自一体变速器和用于机动车手自一体变速器的换档控制方法 Download PDFInfo
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- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/04—Combinations of toothed gearings only
- F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
- F16H37/046—Combinations of toothed gearings only change gear transmissions in group arrangement with an additional planetary gear train, e.g. creep gear, overdrive
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- 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
- F16H3/091—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 including a single countershaft
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/04—Combinations of toothed gearings only
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- 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
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- 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
- F16H2003/007—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 with two flow paths, one being directly connected to the input, the other being connected to the input though a clutch
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- 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
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- 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
- F16H2061/0425—Bridging torque interruption
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- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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- 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
- F16H2061/0425—Bridging torque interruption
- F16H2061/0429—Bridging torque interruption by torque supply with a clutch in parallel torque path
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- 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
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- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19219—Interchangeably locked
- Y10T74/19223—Disconnectable counter shaft
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- 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
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Abstract
机动车手自一体变速器(1),其具有输入轴、输出轴和多个选择性地可切换的档位,其中所述输入轴(W1)通过可接合并可分离的发动机离合器(K)与驱动马达(M)连接。为了在换档过程中避免牵引力中断,提供可控制的摩擦离合器作为负载换档离合器(K5),用于根据需要直接连接输入轴(W1)和输出轴(W3,WA)。用于机动车手自一体变速器的换档控制方法,其中在换档过程中发动机离合器在换档时保持闭合。为了避免牵引力中断而设计:在释放负载档之前,在输入轴(W1)和输出轴(W3,W4)之间布置的、被构造成可控制的摩擦离合器的负载换档离合器(K5),为了接收扭矩至少部分地闭合,其中释放负载档,接着目标档被同步并被挂入,并且最后负载换档离合器(K5)再次完全打开。
Description
技术领域
本发明涉及一种手自一体变速器,其具有输入轴、输出轴和多个选择性地可切换的档位,其中所述输入轴通过可接合并可分离的发动机离合器与驱动马达连接。
本发明还涉及用于机动车手自一体变速器的换档控制方法,该机动车手自一体变速器具有输入轴、输出轴和多个选择性地可切换的档位,其中所述输入轴通过可接合并可分离的发动机离合器与驱动马达连接,其中发动机离合器在已挂入的负载档和待挂入的目标档之间的换档过程中保持闭合。
背景技术
机动车中的手自一体变速器不仅在轿车领域而且在载货车领域越来越多地被应用,这是因为手自一体变速器在具有相对较小的质量、紧凑的尺寸以及较高的变速效率的同时,由于其自动化地执行的换档过程而具有了很高的操作舒适性,以及实现了相关的机动车辆的较小的燃料消耗。
然而在换档操作中,在驱动马达和与变速器的输出轴相连的车轴驱动装置之间的、构造使然的力传递的中断是手自一体变速器的缺点,所述中断是这样产生的:发动机离合器暂时性地打开,并且变速器暂时处在其中间位置。由此在上坡路段行驶时当高换档时、尤其是牵引力高换档时会出现不希望出现的机动车的延迟,同时在下坡路段行驶时当回换档时、尤其是推力回换档时会出现不希望出现的机动车的加速。通常情况下这将引发延迟并且导致不舒适的换档过程的流程。
这特别是在载货车中是已知的,即在换档过程中为了缩短力中断在换入高档时,通过传动系制动器,来加速各个待换入的档位的同步过程;或者在发动机离合器被闭合的情况下,通过借助发动机制动器干涉发动机控制***,来支持各个待换入的档位的同步过程,然而这都与附加装置的更多成本相关联。
由此,本发明不仅关于简化的手自一体变速器,其主要用于轿车和轻型运输车辆,而且关于所谓的组变速器,其由多个串联联接的变速器部分组成并且主要用于重型载货车。例如在DE100 51 354 A1中公开了一种区域组变速器,其由具有简单的、中间轴式结构的主变速器和在该主变速器下游的区域组构成,所述区域组构成为简单的行星齿轮组。
发明内容
根据该背景技术,本发明的任务在于,前面提到的方式的手自一体变速器以简化的、节约位置的方式如此继续改进,使得在换档过程中能够避免牵引力的中断。
此外还给出了用于切换控制这种类型的手自一体变速器的方法。
通过提供一种机动车手自一体变速器解决了本发明的任务,所述机动车手自一体变速器具有输入轴、输出轴和多个选择性地可切换的档位,其中所述输入轴通过可接合并可分离的发动机离合器与驱动马达连接,以及,提供可控制的摩擦离合器,作为负载换档离合器,用于根据需要直接连接所述输入轴和所述输出轴,其特征在于,在所述输入轴和所述输出轴的共线布置方式情况下,所述负载换档离合器布置在所述输出轴的输出侧端部;此外所述输出轴被构造成空心轴;并且所述输入轴以同轴布置方式在所述输出轴内部延伸到所述输出轴的所述输出侧端部。
通过至少部分地闭合负载换档离合器,在两个档(它们最多包括一个直接档(传动比i=1))之间的换档过程中,在发动机离合器闭合的情况下,从驱动马达经过发动机离合器传递到输入轴的扭矩绝大部分地被接收了。由此被挂入的负载档的换档离合器被卸去负载,并且为了负载档的释放,所述换档离合器能够尽可能地无负载地打开。同样因此待挂入的目标档能够尽可能地无负载地被同步,并且随后被挂入。根据本发明的传动结构,只要其不包括超速档(i<1),所述换档过程就能够无力传递中断地被执行,作为部分负载换档过程。这样就可以避免不希望出现的、机动车的延迟或者加速,进而换档过程总的来说能够进行的更快并且更舒适。
此外由于在驱动链中维持的负载压力还避免了负载冲击和振荡,这与驱动链的重要构件处的降低的磨损相关并且与更高的驾驶舒适性相关。此外,旨在于换档过程中降低变速器的输入转速的装置(例如传动系制动器或者发动机制动器),也能够被省略或者被节约了。
负载换档离合器优选被构造成压力控制的多盘摩擦离合器,其原因是这种构造方式实现了紧凑的外形,特别是对于可传递的扭矩是特别简单的并且其能够被准确地控制。
该变速器的广泛应用的实施形式是中间轴式变速器,其中输入轴和输出轴共线,即同轴地一个接一个地布置在共同的几何轴线上,负载换档离合器具备优点地布置在输出轴的输出侧的端部。这仅需要在现有的系列变速器上相对较小地改变结构,并可以如此实现,即输出轴被构造成空心轴,并且输入轴以同轴布置方式在输出轴内部延伸到输出轴的输出侧端部。
如果与此相反变速器被构造成组变速器,具有在主变速器下游布置的区域组,那么负载换档离合器适宜地甚至可以布置在区域组的壳体内。由此,所述结构的变更基本是关于区域组的,对此,在主变速器处仅输入轴和输出轴,如前所述,必须被改变。
当区域组被一般性地构造成简单的行星齿轮组时,负载换档离合器能够传动地布置在主变速器的输入轴和区域组的太阳轮之间,所述行星齿轮组具有与主变速器的输出轴连接的太阳轮并且具有与区域组的输出轴连接的行星齿轮架,所述行星齿轮架能够在降低的低速档位L和直接的高速档位S之间切换。在这种情况下,主变速器的切换能够在前述方式下无力传递中断地执行。
这样一种所谓的区域切换,其中在区域组中在低速档位L和高速档位S之间进行切换,则当然与牵引力中断或者推力中断相关联。为了避免这种情况,负载换档离合器可以在这样一种区域组中具备优点地也布置在主变速器的输入轴和区域组的行星齿轮架之间。
还通过提供用于机动车手自一体变速器的换档控制方法解决了本发明的任务,所述变速器具有输入轴、输出轴和多个选择性地可切换的档位,且在其中所述输入轴通过可接合并可分离的发动机离合器与驱动马达连接,其中在被挂入的负载档和待挂入的目标档之间的换档过程中,所述发动机离合器在换档时保持闭合;提供布置在所述输入轴和所述输出轴之间的、构造为可控制的摩擦离合器的负载换档离合器,其中,在所述输入轴和所述输出轴的共线布置方式情况下,所述负载换档离合器布置在所述输出轴的输出侧端部;所述输出轴被构造成空心轴;并且所述输入轴以同轴布置方式在所述输出轴内部延伸到所述输出轴的所述输出侧端部,在最多包括一个直接档的两个档(i>=1)之间的换档过程中,在释放所述负载档之前,所述负载换档离合器为了接收扭矩而至少部分地闭合,然后释放所述负载档,接着所述目标档被同步并被挂入;以及最后所述负载换档离合器再次完全打开,其特征在于,所述目标档的同步通过改变所述负载换档离合器的可传递的扭矩而至少被支持。
这里负载换档离合器基于与负载档的有效的传动相比而言大部分直接的传动几乎总是在滑动状态中被控制。与此不同的例外是,从直接档(i=1)到较低的档(i>1)的换档过程,其中为了扭矩的接收,负载换档离合器能够完全被闭合。
优选的,为了同步目标档,负载换档离合器在高换档过程(Hochschaltvorgang)中继续地被闭合,而在回换档过程(Rückschaltvorgang)中继续地打开。通过负载换档离合器的继续的闭合,驱动马达的负荷将被提升,由此输入侧的驱动链被延迟。通过负载换档离合器的继续的打开,驱动马达被卸去负载,且由此输入侧的驱动链借助高速旋转的驱动马达而被加速。由于这种同步的支持,通常的同步装置(例如配属换档离合器的摩擦环同步装置),由于较低的负荷被构造的更紧凑或者有时甚至被完全省略了。
附图说明
为了说明本发明,这里随附具有实施例的两幅图的描述。其中:
图1示出根据本发明的手自一体变速器的第一实施形式的示意图;
图2示出根据本发明的手自一体变速器的第二实施形式的示意图。
具体实施方式
根据图1的手自一体变速器1被构造成组变速器,具有主变速器HG和布置在其下游的区域组BNG。具有四个前进档和一个倒档的主变速器HG配置有:输入轴W1、与此平行布置的中间轴W2和与输入轴W1共线或者同轴布置的输出轴W3。在此,输出轴W3被构造成空心轴,输入轴W1在输出轴W3中心内部延伸到输出轴W3的输出侧端部,或者说延伸到主变速器HG的输出侧端部。
主变速器HG的输入轴W1在输入侧通过可分离和可接合的发动机离合器K与构成为内燃机的驱动马达M连接。在变速器内部,输入轴W1通过第一换档离合器K1一方面能在换档位置S1与第一齿轮对2a、2b的空转齿轮(Losrad)2a接合,由此基于固定齿轮(Festrad)2b与中间轴W2的牢固连接,能够在输入轴W1和中间轴W2之间产生驱动连接。
此外可选的是,输入轴W1能够借助第一换档离合器K1也另一方面在换档位置S2与第二齿轮对3a、3b的空转齿轮3a接合。
通过把第二换档离合器K2切换到换档位置S3,空转齿轮3a能够与输出轴W3接合,由此在这种情况下(在第一换档离合器K1处于换档位置S2中),产生输入轴W1与输出轴W3的直接的连接,并由此被设计为直接档(i=1)的第四前进档被挂入。
通过把第一换档离合器K1切换到换档位置S1并且把第二换档离合器K2切换到换档位置S3,就能挂入随后较低的第三前进档,其中从输入轴W1经过齿轮对2a、2b和3a、3b到输出轴W3的力传递被实现。
当第一换档离合器K1处于换档位置S1时,通过把第二换档离合器K2切换到换档位置S4,通过把第三换档离合器K3切换到换档位置S5,或者通过把第三换档离合器K3切换到换档位置S6,以相似方式依次(第二前进档、第一前进档、倒档)得到其他档位,其中通过布置在配属的空转齿轮6a和相关的固定齿轮6b之间的中间齿轮6c来实现在倒档时所必需的旋转方向反转。
在主变速器HG输出侧的下游布置的区域组BNG是简单的行星齿轮组,其具有太阳轮7,多个可转动地支撑在行星齿轮架8上的、并且与所述太阳轮7保持齿轮啮合的行星齿轮9,以及与行星齿轮9保持齿轮啮合的内齿轮10。
太阳轮7用作为区域组BNG的输入元件并且由此抗转动地布置在主变速器HG的输出轴W3上。行星齿轮架8被用作为区域组BNG的输出元件并且由此刚性地与区域组BNG的输出轴W4连接。内齿轮10与第四换档离合器K4的离合器壳连接,为了切换到低速档位L所述第四换档离合器K4能够选择性地与壳体11连接,并且为了切换到直接的高速档位S所述第四换档离合器K4能够选择性地与行星齿轮架8连接。在低速档位L,行星齿轮9以行星齿轮架8的转速的相应的降低在旋转的太阳轮7和制动的内齿轮10之间滚动。在高速档位S行星齿轮变速器的所有构件由于太阳轮10与行星齿轮架8的接合,而刚性地以太阳轮7的转速转动。
根据本发明,在该传动装置1中在主变速器HG的输入轴W1和输出轴W3之间设计有负载换档离合器K5,所述负载换档离合器K5优选构成为多盘摩擦离合器,并且在根据图1的实施方式中,所述负载换档离合器K5节约位置地在区域组BNG内、在主变速器HG的此外被延长了的输入轴W1和太阳轮7之间布置。
由此可以在主变速器HG内部,在发动机离合器K闭合的情况下,执行换档过程,作为部分负载换档,即无牵引力中断或者推力中断地执行,其通过:在已挂入的负载档到待挂入的目标档之间的换档过程中,首先负载换档离合器K5在滑动操作中一直闭合,使得从发动机离合器K传递来的扭矩能够绝大部分地直接由负载换档离合器K5从输入轴W1传递到输出轴W3。接下来负载档能够尽可能的无负载地被释放,随后目标档被同步并被挂入。这里同步可以通过相应地调节负载换档离合器K5来至少支持,即通过在挂入高档时继续的闭合,和通过在挂入低档时继续的打开来至少支持。
在挂入到目标档后,负载换档离合器K5将再次完全打开。尽管有如此多的优点,根据图1的布置方式还是有如下缺点:在区域组BNG内的区域切换,即在低速档位L和高速档位S之间的切换,一如既往地与力传递的中断相关联。
为了避免这个缺点,在根据图2的手自一体变速器1的第二实施形式中,在主变速器HG和区域组BNG的其他构造和布置方式相同的情况下,在区域组BNG内部的负载换档离合器K5,从现在起传动地布置在行星齿轮架8和主变速器HG的输入轴W1之间,以及进而连同与行星齿轮架8相连接的、区域组BNG的输出轴W4布置在一起。由此包括区域切换的换档过程也能够借助负载换档离合器K5完全地被执行,作为部分负载换档。
附图标记:
1手自一体变速器
2a空转齿轮
2b固定齿轮
3a空转齿轮
3b固定齿轮
4a空转齿轮
4b固定齿轮
5a空转齿轮
5b固定齿轮
6a空转齿轮
6b固定齿轮
6c中间齿轮
7太阳轮
8行星齿轮架
9行星齿轮
10内齿轮
11壳体
BNG区域组
HG主变速器
i传动比
K发动机离合器
K1(第一)换档离合器
K2(第二)换档离合器
K3(第三)换档离合器
K4(第四)换档离合器
K5负载换档离合器
L换档位置(K4的),低速档位(BNG的)
M驱动马达
S换档位置(K4的),高速档位(BNG的)
S1换档位置(K1的)
S2换档位置(K1的)
S3换档位置(K2的)
S4换档位置(K2的)
S5换档位置(K3的)
S6换档位置(K3的)
W1输入轴(HG的)
W2中间轴(HG的)
W3输出轴(HG的)
W4输出轴(BNG的)
Claims (8)
1.机动车手自一体变速器,具有输入轴、输出轴和多个选择性地可切换的档位,其中所述输入轴通过可接合并可分离的发动机离合器与驱动马达连接,以及,提供可控制的摩擦离合器,作为负载换档离合器(K5),用于根据需要直接连接所述输入轴(W1)和所述输出轴(W3,W4),
其特征在于,
在所述输入轴(W1)和所述输出轴(W3)的共线布置方式情况下,所述负载换档离合器(K5)布置在所述输出轴(W3)的输出侧端部;此外所述输出轴(W3)被构造成空心轴;并且所述输入轴(W1)以同轴布置方式在所述输出轴(W3)内部延伸到所述输出轴(W3)的所述输出侧端部。
2.根据权利要求1所述的变速器,其特征在于,在布置在主变速器(HG)下游的区域组(BNG)的情况下,所述负载换档离合器(K5)布置在所述区域组(BNG)的壳体(11)内。
3.根据权利要求2所述的变速器,其特征在于,所述负载换档离合器(K5)在一种作为简化的行星齿轮组的情况下,被布置在所述主变速器(HG)的所述输入轴(W1)和所述区域组(BNG)的太阳轮(7)之间,所述行星齿轮组具有与所述主变速器(HG)的所述输出轴(W3)相连接的所述太阳轮(7),以及与所述区域组(BNG)的所述输出轴(W4)相连接的行星齿轮架(8)。
4.根据权利要求2所述的变速器,其特征在于,所述负载换档离合器(K5)在一种作为简化的行星齿轮组的情况下,被布置在所述主变速器(HG)的所述输入轴(W1)和所述区域组(BNG)的行星齿轮架(8)之间,所述行星齿轮组具有与所述主变速器(HG)的所述输出轴(W3)相连接的太阳轮(7),以及与所述区域组(BNG)的所述输出轴(W4)相连接的所述行星齿轮架(8)。
5.根据权利要求1所述的变速器,其特征在于,所述负载换档离合器(K5)被构造成压力控制的多盘摩擦离合器。
6.用于机动车手自一体变速器的换档控制方法,所述变速器具有输入轴、输出轴和多个选择性地可切换的档位,且在其中所述输入轴通过可接合并可分离的发动机离合器与驱动马达连接,其中在被挂入的负载档和待挂入的目标档之间的换档过程中,所述发动机离合器在换档时保持闭合;
提供布置在所述输入轴(W1)和所述输出轴(W3,W4)之间的、构造为可控制的摩擦离合器的负载换档离合器(K5),
其中,在所述输入轴(W1)和所述输出轴(W3)的共线布置方式情况下,所述负载换档离合器(K5)布置在所述输出轴(W3)的输出侧端部;所述输出轴(W3)被构造成空心轴;并且所述输入轴(W1)以同轴布置方式在所述输出轴(W3)内部延伸到所述输出轴(W3)的所述输出侧端部,
在最多包括一个直接档的两个档(i>=1)之间的换档过程中,在释放所述负载档之前,所述负载换档离合器(K5)为了接收扭矩而至少部分地闭合,
然后释放所述负载档,
接着所述目标档被同步并被挂入;以及
最后所述负载换档离合器(K5)再次完全打开,
其特征在于,
所述目标档的同步通过改变所述负载换档离合器(K5)的可传递的扭矩而至少被支持。
7.根据权利要求6所述的方法,其特征在于,所述负载换档离合器(K5)在高换档过程中为了所述目标档的同步而继续地闭合。
8.根据权利要求6所述的方法,其特征在于,所述负载换档离合器(K5)在回换档过程中为了所述目标档的同步而继续地打开。
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- 2006-08-21 US US12/088,133 patent/US8197380B2/en not_active Expired - Fee Related
- 2006-08-21 KR KR1020087010275A patent/KR20080057320A/ko not_active Application Discontinuation
- 2006-08-21 WO PCT/EP2006/008220 patent/WO2007039021A1/de active Application Filing
- 2006-08-21 AT AT06791602T patent/ATE428874T1/de not_active IP Right Cessation
- 2006-08-21 BR BRPI0616777-2A patent/BRPI0616777A2/pt not_active Application Discontinuation
- 2006-08-21 CN CN2006800364711A patent/CN101278142B/zh not_active Expired - Fee Related
- 2006-08-21 JP JP2008532614A patent/JP2009510341A/ja active Pending
- 2006-08-21 RU RU2008116577/11A patent/RU2008116577A/ru unknown
- 2006-08-21 DE DE502006003481T patent/DE502006003481D1/de active Active
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CN102582596A (zh) * | 2012-01-18 | 2012-07-18 | 孙厚杰 | 手自一体机械式无级变速装置 |
CN102582596B (zh) * | 2012-01-18 | 2015-01-07 | 孙厚杰 | 手自一体机械式无级变速装置 |
Also Published As
Publication number | Publication date |
---|---|
US8197380B2 (en) | 2012-06-12 |
WO2007039021A1 (de) | 2007-04-12 |
KR20080057320A (ko) | 2008-06-24 |
EP1929174A1 (de) | 2008-06-11 |
BRPI0616777A2 (pt) | 2011-06-28 |
DE102005046894A1 (de) | 2007-05-03 |
ATE428874T1 (de) | 2009-05-15 |
EP1929174B1 (de) | 2009-04-15 |
RU2008116577A (ru) | 2010-01-20 |
CN101278142A (zh) | 2008-10-01 |
JP2009510341A (ja) | 2009-03-12 |
US20080254932A1 (en) | 2008-10-16 |
DE502006003481D1 (de) | 2009-05-28 |
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