GB2360558A - A vehicle transmission assembly - Google Patents

A vehicle transmission assembly Download PDF

Info

Publication number
GB2360558A
GB2360558A GB0105289A GB0105289A GB2360558A GB 2360558 A GB2360558 A GB 2360558A GB 0105289 A GB0105289 A GB 0105289A GB 0105289 A GB0105289 A GB 0105289A GB 2360558 A GB2360558 A GB 2360558A
Authority
GB
United Kingdom
Prior art keywords
gear
carrier
gear train
epicyclic
annulus
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
GB0105289A
Other versions
GB0105289D0 (en
GB2360558B (en
Inventor
Martin Woolston
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.)
Jaguar Land Rover Ltd
Original Assignee
Land Rover Group Ltd
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 Land Rover Group Ltd filed Critical Land Rover Group Ltd
Publication of GB0105289D0 publication Critical patent/GB0105289D0/en
Publication of GB2360558A publication Critical patent/GB2360558A/en
Application granted granted Critical
Publication of GB2360558B publication Critical patent/GB2360558B/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
    • B60K17/346—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear
    • B60K17/3462—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear with means for changing distribution of torque between front and rear wheels
    • 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
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/64—Gearings having three or more central gears composed of a number of gear trains, the drive always passing through all the trains, each train having not more than one connection for driving another train
    • 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
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/28—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of power take-off
    • 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
    • F16H48/00—Differential gearings
    • F16H2048/02—Transfer gears for influencing drive between outputs
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Structure Of Transmissions (AREA)

Abstract

A vehicle transmission assembly 11 includes a change speed transmission 12 connected to a reversing gear mechanism and a transfer transmission. A first epicyclic gear train 18 is connected to an input shaft 17 and in use selectively provides a reduction ratio or a direct ratio to a second epicyclic gear train 19 which in turn can selectively provide a reduction ratio or a direct ratio to a third epicyclic gear train 21. In use, the third epicyclic gear train 21 selectively provides a reduction ratio or a direct ratio to an output shaft 22. The first epicyclic gear train 18 has a synchromesh selector 27 slidable on a synchromesh carrier member 28 which forms part of a sun gear 24 and is engageable with a transmission casing 29 when slid in one axial direction and with a planet gear carrier 26 when slid in the other axial direction. The second epicyclic gear train 19 has a similar synchromesh selector 37 which is slidable on a synchromesh carrier member 38 which forms part of a sun gear 32 and is engageable with the casing 29 and with a planet gear carrier 34. The third epicyclic gear train 21 also has a synchromesh selector 45 which is slidable on a synchromesh carrier member 46 which forms part of an annulus gear 42 and is engageable with the casing 29 and with a planet gear carrier 44. The synchromesh clutches 27; 37; 45 of the change speed transmission 12 are advantageously of the same size so that they share common components. The transmission assembly can provide up to eight forward gear ratios.

Description

2360558 A Vehicle Transmission Assembl The invention relates to vehicle
transmission assemblies, particularly but not exclusively for use in vehicles suitable for on and off-road use. Such vehicles require a change speed transmission having a very wide spread of gear ratios. Frequently, such a ratio spread is provided by using a change speed transmission having a moderate spread of ratios, e.g. a five speed manual transmission, coupled to a two speed range change transmission. The range change transmission is usually incorporated as part of a transfer transmission which incorporates a centre differential to provide drive to front and rear wheels of the vehicle.
It is an object of the present invention to provide a vehicle transmission assembly which incorporates a change speed transmission which can provide a wide spread of ratios without the need for a range change transmission.
According to one aspect of the invention there is provided a vehicle transmission assembly including a change speed transmission having a casing, an input for connection to an engine or motor, a first epicyclic gear train which is connected to the input and in use selectively provides a reduction ratio or a direct ratio to a second epicyclic gear train which in use selectively provides a reduction ratio or a direct ratio to a third epicyclic gear train which in use selectively provides a reduction ratio or a direct ratio to a forward transmission output, each epicyclic gear train comprising a sun gear, an annulus gear and a set of planet gears mounted on a respective carrier and intermeshing with the respective sun and annulus gears, and first, second and third coupling means associated with the first second and third epicyclic gear trains respectively to selectively couple one of the sun gear and the annulus gear of the respective gear train to the casing or to the carrier, each coupling means comprising a synchromesh selector slidable on a member fast with the said one of the sun gear or annulus gear and engageable with the casing when slid in one axial direction and with the carrier when slid in the other axial direction. Preferably the synchromesh selector of each epicyclic gear train is of the same size so that they can share common components.
Conveniently the first epicyclic gear train is arranged so that the annulus gear is coupled to the input, the sun gear is selectively coupled to the carrier or to the casing and the carrier is coupled to the second gear train.
The second epicyclic: gear train may be arranged so that the annulus gear is coupled to the carrier of the first gear train, the sun gear is selectively coupled to the carrier or to the casing and the carrier is coupled to the third gear train.
Each of the planet gears of the second epicyclic gear train may comprise a primary pinion fast with a secondary pinion, the primary pinion having teeth which mesh directly with the annulus gear and the secondary pinion having teeth which mesh directly with the sun gear. In this arrangement the teeth of the primary pinion are arranged on a greater pitch circle diameter than the teeth of the secondary pinion which arrangement can assist in the design of the transmission when choosing the required gear ratios.
Conveniently, the third epicyclic gear train is arranged so that the sun gear is coupled to the carrier of the second gear train, the annulus gear is selectively coupled to the carrier or to the casing and the carrier is coupled to the forward transmission output.
The forward transmission output can be coupled to a reversing gear mechanism having a reversing gear output and means which provides forward or reverse direction drive to the reversing gear output. Conveniently, the reversing gear mechanism comprises a reversing epicyclic gear train having a sun gear coupled to the forward transmission output, an annulus gear coupled to the reversing gear output and a set of planet gears mounted on a carrier and intermeshing with the sun and planet gears, and coupling means to selectively couple the annulus gear to the casing or to the carrier, the coupling means comprising a synchromesh selector slidable on a member fast with the annulus gear and engageable with the casing when slid in one axial direction and with the carrier when slid in the other axial direction. The synchromesh selector of the reversing epicyclic gear train may be of the same size. as the synchromesh selectors of each epicyclic gear train of the change speed transmission.
The reversing gear output may be arranged coaxially around the forward transmission output such that the reversing gear output is interposed between the change speed transmission and the reversing gear mechanism.
The reversing gear output can be arranged in use to drive a transfer transmission having a drive output axially offset from the change speed transmission and arranged in use to drive road wheels of the vehicle. Such a transfer transmission may includes an epicyclic centre differential having a synchromesh selector to lock the differential, in which case the synchromesh selector of the centre differential can be of the same size. as the synchromesh selectors of each epicyclic gear train of the change speed transmission.
The invention will now be described by way of example and with reference to the accompanying drawings, in which:- Fig.1A and Fig.113 are complementary sectional views of a vehicle transmission assembly according to the invention showing parts to the left and to the right of a break line X-X; and Fig.2 is a sectional view on line 11-11 in Fig. 1 B. A vehicle transmission assembly 11 includes a change speed transmission 12, a reversing gear mechanism 13 and a transfer transmission 14 having a drive output flanges 15, 16 axially offset from the change speed transmission and arranged in use to drive road wheel of the vehicle through front and rear propshafts. The change speed transmission 12 has an input in the form of an input shaft 17 for connection to an engine (or an electric motor) through a friction clutch or other coupling.
A first epicyclic gear train 18 is connected to the input shaft 17 and in use selectively provides a reduction ratio or a direct ratio to a second epicyclic gear train 19 which in turn can selectively provide a reduction ratio or a direct ratio to a third epicyclic gear train 21. In use, the third epicyclic gear train 21 selectively provides a reduction ratio or a direct ratio to a forward transmission output in the form of an output shaft 22.
The first epicyclic gear train 18 comprises an annulus gear 23 which is splined to the input shaft 17, a sun gear 24 and a set of planet gears 25 mounted on a carrier 26 and intermeshing with the sun and annulus gears. The planet gears 25 have teeth which mesh directly with the sun gear 24 and with the annulus gear 23. A synchromesh selector 27 is slidable on a synchromesh carrier member 28 which forms part of the sun gear 24 and acts as a coupling means so as to be engageable with a transmission easing 29 when slid in one axial direction and with the carrier 26 when slid in the other axial direction.
The second epicyclic gear train 19 has an annulus gear 31 which is coupled to the carrier 26 of the first epicyclic gear train, a sun gear 32 and a set of planet gears 33 mounted on a carrier 34 and intermeshing with the sun and annulus gears. Each of the planet gears 33 comprises a primary pinion 35 fast with a secondary pinion 36, the primary pinion having teeth which mesh directly with the annulus gear 31 and the secondary pinion having teeth which mesh directly with the sun gear 32. The teeth of the primary pinion 35 are arranged on a greater pitch circle diameter than the teeth of the secondary pinion 36. A synchromesh selector 37 is slidable on a synchromesh carrier member 38 which forms part of the sun gear 32 and is engageable with the casing 29 when slid in one axial direction and with the carrier 34 when slid in the other 5 axial direction.
The third epicyclic gear train 21 has a sun gear 41 which is coupled to the carrier 34 of the second epicyclic gear train 19, an annulus gear 42 and a set of planet gears 43 mounted on a carrier 44 and intermeshing with the sun and planet gears. The planet gears 43 have teeth which mesh directly with the sun gear 41 and with the annulus gear 42. A synchromesh selector 45 is slidable on a synchromesh carrier member 46 which forms part of the annulus gear 42 and is engageable with the casing 29 when slid in one axial direction and with the carrier 44 when slid in the other axial direction. The carrier 44 is coupled by splines to the output shaft 22 which extends beyond the casing 29 to provide a Power Take-Off.
The reversing gear mechanism 13 comprises a reversing epicyclic gear train 51 having a sun gear 52 forming part of the output shaft 22 and an annulus gear 53 coupled to a hollow splined shaft 54 which acts as the reversing gear output. A set of planet gears 55 is mounted on a carrier 56 and meshes with the sun and annulus gears. A synchromesh selector 57 is slidable on the carrier 56 and is engageable with the casing 29 when slid in one axial direction and with the annulus gear 53 when slid in the other axial direction. The hollow splined shaft 54 is arranged coaxially around the output shaft 22. The sun gear 52, annulus gear 53 and planet gears 55 can have the same number of teeth as the corresponding gears of the third epicyclic gear train 21 and can be identical components where appropriate.
A sprocket 61 is mounted on the hollow splined shaft 54 and by means of an involute tooth chain 63 is arranged to drive a similar sprocket 62 which transmits drive to a carrier 64 of an epicyclic centre differential 65 axially offset from the change speed transmission 12. Planet gears 66 are mounted on the carrier 64 and mesh with a sun gear 67 which is connected to the forward drive flange 15 and with an annulus gear 68 which is connected to the rear drive flange 16. A synchromesh clutch 69 is mounted on the carrier 64 and can be slid towards the rear drive flange 16 to couple the carrier 64 to the annulus gear 68 and so lock the centre differential 65. The sun gear 67, annulus gear 68 and planet gears 66 can have the same number of teeth as the corresponding gears of the third epicyclic gear train 21 and the reverse gear train 51 and can be identical components where appropriate.
The synchromesh clutches 27; 37; 45 of the change speed transmission 12 are advantageously of the same size so that they share common components, as can the synchromesh clutches 57; 69 of the reversing gear mechanism 13 and the centre differential 65. Each synchromesh clutch 27; 37; 45, 57, 69 can be operated mechanically by means of selector forks 71, 72, 73, 74, 75, e.g. by a cam plate mechanism or by a direct linkage in the case of the selector fork 75 for the differential lock. This reduces the reliance on electrical or hydraulic powered systems. Alternatively, servomotors can be used and actuated under the direct control; of the vehicle driver or through an electrical or hydraulic automatic control. The selector forks 71, 72, 73, 74, 75 can advantageously be identical or made from identical castings or forgings if the synchromesh clutches are of the same size.
In a preferred arrangement, the various gears of the change speed transmission 12 have teeth arranged as shown in the following table, Table I:- Table 1
Gear Train First (18) Second(19) Third (21) Sun Gear 41 teeth (gear 24) 73 teeth (gear 32) 31 teeth (gear 41) Annulus Gear 103 teeth (gear 23) 104 teeth (gear 31) 89 teeth (gear 42) Planet Gears 31 teeth (gear 25) 13 teeth (gear 36) 29 teeth (gear 43) 18 teeth (gear 35) This can provide eight forward ratios as shown in the next table, Table I I:
Table 11
Gear Train Gear First (18) Second (19) Third (21) Ratio 8th (top) 1:1 1:1 1:1 1:1 7th 1.398:1 1:1 1:1 1.398:1 6th 1:1 1.972:1 1:1 1.972:1 5th 1.398:1 1.972:1 1:1 2.757:1 4th 1:1 1:1 3.871:1 3.871:1 3rd 1.398:1 1:1 3.871:1 5.411:1 2nd 1:1 1.972:1 3.871:1 7.634:1 1 st (bottom) 1.398:1 1.972:1 3.871:1 10.671:1 The ratio 1:1 indicates that the respective epicyclic gear train 18; 19; 21 is locked, i.e. the synchromesh clutch 27; 37; 45 has locked the carrier 26; 34; 44 to the sun gear 24; 32 (first and second epicyclic gear trains) or to the annulus gear 42 (third gear train). Other ratios indicate a reduction ratio obtained by locking the sun gear 24; 32 to the easing 29 (first and second epicyclic gear trains) or by locking the annulus gear 42 to the casing 29 (third gear train).
The ratios are provided in a progressive sequence which closely matches the sequence r n- Al a where n = the number of ratios required, b = the highest ratio required and a = the lowest ratio required. For a light passenger / goods vehicle having on- and off-road capabilities the lowest gear (highest reduction ratio) required is 10:1 approximately. Hence bla = 10 and n-l=7 which gives a progression of 1.389.
2 3 4 5 6 This can be rounded up to 1.4 to give ratios of 1.40, 1.41, 1.4 ' 1.4 ' 1. 4 ' 1.4 ' 1.4 and 1.4 7 which equates closely to the ratios provided in the table.
The reverse gear train 51 uses substantially the same components as the third epicyclic gear train 21. This gives a reduction ratio of 2.871:1 and whilst any of the eight forward ratios can be selected to work with this, in practice the 4th gear ratio of 3.871:1 might be chosen for off-road use, giving an overall reduction ratio of 11.11:1 and the 7th gear ratio of 1.389:1 chosen to give an overall reduction ratio of 3.99:1 for on-road use.

Claims (15)

1 A vehicle transmission assembly including a change speed transmission having a casing, an input for connection to an engine or motor, a first epicyclic gear train which is connected to the input and in use selectively provides a reduction ratio or a direct ratio to a second epicyclic gear train which in use selectively provides a reduction ratio or a direct ratio to a third epicyclic gear train which in use selectively provides a reduction ratio or a direct ratio to a forward transmission output, each epicyclic gear train comprising a sun gear, an annulus gear and a set of planet gears mounted on a respective carrier and intermeshing with the respective sun and annulus gears, and first, second and third coupling means associated with the first second and third epicyclic gear trains respectively to selectively couple one of the sun gear and the annulus gear of the respective gear train to the casing or to the carrier, each coupling means comprising a synchromesh selector slidable on a member fast with the said one of the sun gear or annulus gear and engageable with the casing when slid in one axial direction and with the carrier when slid in the other axial direction.
2. An assembly according to claim 1 wherein the synchromesh selector of each epicyclic gear train is of the same size.
3. An assembly according to claim 1 or claim 2 wherein the first epicyclic gear train is arranged so that the annulus gear is coupled to the input, the sun gear is selectively coupled to the carrier or to the casing and the carrier is coupled to the second gear train.
4. An assembly according to any preceding claim wherein the planet gears of the first epicyclic gear train have teeth which mesh directly with the sun gear and with the annulus gear.
5. An assembly according to any preceding claim wherein the second epicyclic gear train is arranged so that the annulus gear is coupled to the carrier of the first gear train, the sun gear is selectively coupled to the carrier or to the casing and the carrier is coupled to the third gear train.
6. An assembly according to any preceding claim wherein each of the planet gears of the second epicyclic gear train comprises a primary pinion fast with a secondary pinion, the primary pinion having teeth which mesh directly with the annulus gear and the secondary pinion having teeth which mesh directly with the sun gear.
7. An assembly according to claim 6 wherein the teeth of the primary pinion are arranged on a greater pitch circle diameter than the teeth of the secondary pinion.
8. An assembly according to any preceding claim wherein the third epicyclic gear train is arranged so that the sun gear is coupled to the carrier of the second gear train, the annulus gear is selectively coupled to the carrier or to the casing and the carrier is coupled to the forward transmission output.
9. An assembly according to any preceding claim wherein the forward transmission output is coupled to a reversing gear mechanism having a reversing gear output and means which provides forward or reverse direction drive to the reversing gear output.
10. An assembly according to claim 9 wherein the reversing gear mechanism comprises a reversing epicyclic gear train having a sun gear coupled to the forward transmission output, an annulus gear coupled to the reversing gear output and a set of planet gears mounted on a carrier and intermeshing with the sun and planet gears, and coupling means to selectively couple the annulus gear to the casing or to the carrier, the coupling means comprising a synchromesh selector slidable on a member fast with the annulus gear and engageable with the casing when slid in one axial direction and with the carrier when slid in the other axial direction.
11 An assembly according to claim 10 when dependent upon claim 2 wherein the synchromesh selector of the reversing epicyclic gear train is of the same size. as the synchromesh selectors of each epicyclic gear train of the change speed transmission.
12 An assembly according to any of claims 9 to 11 wherein the reversing gear output is arranged coaxially around the forward transmission output such that the reversing gear output is interposed between the change speed transmission and the reversing gear mechanism.
13 An assembly according to any of claims 9 to 12 wherein the reversing gear output is arranged in use to drive a transfer transmission having a drive output axially offset from the change speed transmission and arranged in use to drive road wheels of the vehicle.
14 An assembly according to claim 13 when dependent upon claim 2 wherein the transfer transmission includes an epicyclic centre differential having a synchromesh selector to lock the differential and the synchromesh selector of the centre differential is of the same size. as the synchromesh selectors of each epicyclic gear train of the change speed transmission.
15. A vehicle transmission assembly substantially as described herein with reference to the accompanying drawings.
GB0105289A 2000-03-10 2001-03-05 A vehicle transmission assembly Expired - Fee Related GB2360558B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB0056234 2000-03-10

Publications (3)

Publication Number Publication Date
GB0105289D0 GB0105289D0 (en) 2001-04-18
GB2360558A true GB2360558A (en) 2001-09-26
GB2360558B GB2360558B (en) 2004-02-04

Family

ID=9906073

Family Applications (1)

Application Number Title Priority Date Filing Date
GB0105289A Expired - Fee Related GB2360558B (en) 2000-03-10 2001-03-05 A vehicle transmission assembly

Country Status (1)

Country Link
GB (1) GB2360558B (en)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2121492A (en) * 1982-06-07 1983-12-21 Volvo Ab Auxiliary planetary gearbox
US4485691A (en) * 1982-08-26 1984-12-04 General Electric Company Simplified hydromechanical steering transmission
EP0569157A1 (en) * 1992-05-04 1993-11-10 Ford Motor Company Limited Multiple speed synchronous automatic transmission for motor vehicles
US6071208A (en) * 1998-06-22 2000-06-06 Koivunen; Erkki Compact multi-ratio automatic transmission

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2121492A (en) * 1982-06-07 1983-12-21 Volvo Ab Auxiliary planetary gearbox
US4485691A (en) * 1982-08-26 1984-12-04 General Electric Company Simplified hydromechanical steering transmission
EP0569157A1 (en) * 1992-05-04 1993-11-10 Ford Motor Company Limited Multiple speed synchronous automatic transmission for motor vehicles
US6071208A (en) * 1998-06-22 2000-06-06 Koivunen; Erkki Compact multi-ratio automatic transmission

Also Published As

Publication number Publication date
GB0105289D0 (en) 2001-04-18
GB2360558B (en) 2004-02-04

Similar Documents

Publication Publication Date Title
US4650202A (en) Power transmission for four-wheel drive vehicle
US4404869A (en) Power transmission unit for motor vehicles
US20040147358A1 (en) Multi-stage gearbox
US7347801B2 (en) Toroidal transmission
US20040149080A1 (en) Parallel manual transmission for four-wheel drive and parallel manual transmission for transverse installation in a front-wheel drive vehicle
US20060169076A1 (en) Double clutch transmission
GB2132289A (en) A drive unit for motor vehicles
US10875518B2 (en) Combined multistage hybrid transmission and powertrain comprising same
US11420511B2 (en) Drive device for a vehicle axle of a two-track vehicle
US11642950B2 (en) Transmission for an electric drive or drive train of a vehicle, electric drive and drive train
US7172528B2 (en) Transfer case with overdrive/underdrive shifting
DE102005022528A1 (en) Vehicle powertrain with two-wheel and four-wheel drive ratios
EP1882868B1 (en) Automatic Transmission for motor vehicles
EP0821182B1 (en) Compact manual transaxle for motor vehicles
US5904632A (en) Full-time four-wheel drive transmission
EP0024454B1 (en) Power transmission unit for motor vehicles
EP1062436B1 (en) Six-speed manual transaxle
JPH10502159A (en) Automatic switching multi-step transmission
US6422103B1 (en) Compact front wheel drive six-speed transaxle
CN112313429B (en) Transmission device for a motor vehicle, in particular a motor vehicle
CN210118423U (en) Gearbox and vehicle
GB2360558A (en) A vehicle transmission assembly
GB2023518A (en) Motor vehicle transmission apparatus
JPH0764210B2 (en) 4-wheel drive
JP2004176844A (en) Gear transmission

Legal Events

Date Code Title Description
PCNP Patent ceased through non-payment of renewal fee

Effective date: 20050305