Zf Friedrichshafen Ag

Zahnradfabrik Friedrichshafen, Ag.

Gerhard Buri

Josef Bader

Bernhard Grupp

Stefan Renner

Friedrich Schreiner

Frank Sauter

Otto Ebner

Wolfgang Irlbacher

A motor vehicle gearbox having a hydrodynamic retarder () and at least one connection () for a power take-off drive. The retarder () can be driven by an output shaft () of the gearbox () via a spur gear stage () having a drive gear () and an output gear (). The drive gear () engages with at least one further output gear () by which at least one further power take-off drive () can be driven.

Motor vehicle gearbox with a hydrodynamic retarder

A transmission ( ) with load distribution to two countershafts ( ) has a switching equipment ( ) with a synchronization apparatus ( ) and two constant gear wheel trains ( ) of which at least one constant gear wheel train ( ) serves to transfer torque introduced into the transmission ( ) to that countershaft ( ) on which an auxiliary output (PTO) is arranged. The gear wheel ( ) of the second constant gear wheel train ( ), which is not arranged on one of the countershafts ( ), is fixed radially in a coupling apparatus ( ) such that the coupling apparatus ( ) allows radial play of the gear wheel ( ) in relation to the shaft ( ) on which the gear wheel ( ) is arranged. An Oldham clutch ( ) represents such a coupling apparatus.

Shifting device for a transmission comprising two layshafts

The invention relates to a synchronizer clutch (,) comprising a sliding sleeve (,) with selector teeth (,), two synchronizing rings (,) with locking teeth (,) and friction surfaces (,) situated on both sides of the sliding sleeve (,) and rotatable around a limited rotation angle, and two clutch bodies (,) with coupling teeth (,) and counter friction surfaces (,) interacting with the synchronizing rings (,) wherein the sliding sleeve (,) is constantly connected with a transmission element (,) by a sleeve guide (,) so as to be torsionally resistant and, when engaged, is connected with one of the clutch bodies (,) with positive fit by the selector teeth (,) and the coupling teeth (,). In order to prevent that the selector teeth (,) of the sliding sleeve (,) come into contact with the coupling teeth (,) unhindered when changing gears and causing noise, the synchronizing rings (,) are coupled with each other in a way such that when one side is engaged, the locking teeth (,) of the synchronizing ring (,) on the non-engaged side are in locked position.

Clutch

The invention concerns a clutch (,) comprising a sliding sleeve (,) with selector teeth (,), two synchronizing rings (,) situated on either side of the sliding sleeve (,) with locking teeth (,) and friction surface (,) which can be turned about a limited rotation angle in relation to the sliding sleeve (,) and two clutch bodies (,) with clutch teeth (,) and counter friction surface (,), the clutch bodies (,) interacting with the synchronizing rings (,) wherein the sliding sleeve (,) is constantly connected with a gear element (,) in a way torsionally resistant and when engaged is connected to one of the clutch bodies (,) via the selector teeth (,) and the clutch teeth (,) with positive fit. In order to make possible a limited rotation angle between the sliding sleeve (,) and the synchronizing rings (,) in a specifically narrow, externally guided, sliding sleeve (,), it is proposed that the synchronizing rings (,) have several cams (,) distributed over the periphery which engage in grooves (,) of the externally guided sliding sleeve (,) with a clearance thus defining the limited rotation angle, some of the cams (,) of one synchronizing ring (,) extending into the area of the other synchronizing ring (,) and vice versa.

The invention describes a vehicle transmission (2) with helical toothing wherein a first shaft (4, 60, 100, 104, 160, 162, 220, 300) and one substantially coaxial second shaft (28, 62, 102, 180, 246, 302) have a mechanism (36-50, 76-84, 120-154, 226, 234, 244, 306) between them for the transmission of axial forces and simultaneously allow rotation movement and radial mobility of the shafts relative to one another. Axial forces, particularly resulting from the helical toothing, can also be transmitted in transmissions having several countershafts.

Growing community of inventors

Markdorf, Germany

Gerhard Buri