Iveco Fiat S.p.a.

Zahnradfabrik Friedrichshafen, Ag.

Gian M Pigozzi

Armando Gregori

Giorgio Lupo

Mario Montuschi

Martin Huff

Giorgio Cortesi

Augusto Caramagno

Giovanni Tornatore

Giampietro Franzini

Alberto Norzi

A gear change for a commercial vehicle comprising a main group defining a plurality of transmission ratios and an auxiliary group with two transmission ratios actuated by an actuator with three positions corresponding respectively to two coupling positions and one neutral position; the actuator is controlled by a control unit in response to actuating signals received by manual selectors, and it is adapted to place the auxiliary group in the neutral position if the speed of rotation of the input shaft exceeds a predetermined threshold value.

Gear change for a commercial vehicle

A gear change for an automobile vehicle comprising a box, a main train, an input shaft of which is connected to the engine and a primary shaft of which can be connected angularly to the input shaft by a plurality of pairs of gears, and an auxiliary epicyclic gear train comprising, in turn, a sun gear angularly coupled to the primary shaft, a train carrier angularly rigid with an output shaft of the gear change and comprising a plurality of planet gears engaging with the sun gear, and an outer crown having inner teeth engaging with the planet gears, which crown can be displaced along the longitudinal axis between a first operating position in which it is coupled to the box by the engagement of a first and a second toothed wheel and a second operating position in which it is coupled to the train carrier by the engagement of a third and a fourth toothed wheel; the sun gear, the planet gears and the inner teeth of the crown comprising respective helical teeth and the first, second, third and fourth toothed wheels comprising respective teeth having a helical flank in order to generate on the crown, during operation, a restraining reaction having an axial component adapted at least to balance an axial thrust generated on this crown and tending to displace it from the operating position in which it is located.

Gear change for automobile vehicle provided with auxiliary epicyclic

A gear change for an automobile vehicle comprising an outer box, an input shaft and a driven shaft coaxial with one another, and at least one countershaft that can be angularly coupled with the input shaft and with the driven shaft by means of a plurality of pairs of gears in order to define a plurality of transmission ratios between the input shaft and the driven shaft; the input shaft and the driven shaft are borne via bearings by respective walls of the box in the vicinity of respective first end portions opposite one another and comprise respective second portions mounted one inside the other and mutually supporting one another via a pair of axially spaced bearings.

Gear change for an automobile vehicle

A gear change for an industrial vehicle, provided with an integrated control unit housed in a seat of the gear box and comprising a plurality of actuators for controlling the selection and coupling of the gears, a plurality of electrovalves for the actuation of the actuators and a sensor of the angular speed of an input shaft of the gear change.

Gear change for an industrial vehicle provided with an integrated

A gear change for a vehicle comprising an external box made from an aluminum alloy, a main group, a driving shaft of which is adapted to be driven by an engine of the vehicle and a driven shaft of which may be drivingly connected with the driving shaft via a plurality of pairs of gears defining different transmission ratios, and an auxiliary epicyclic group connected in cascade with the main group in which the driven shaft is loaded axially by an elastic member which maintains it in contact with an axial abutment elements to ensure its correct axial positioning upon variations in play due to differential thermal expansion with respect to the box.

Gear change for a vehicle with recovery of the axial play due to

A power unit assembly comprising an internal-combustion engine, a mechanical, unsynchronized gearbox, a clutch interposed between the engine and the gearbox, an inertia brake in which the gearbox, the relevant synchronization by means of the engine or the inertia brake and the control of the injection pump for the engine are controlled by an electronic processor adapted to inhibit the engagement of gear ratios to which an engine speed corresponds which does not fall within a programmed range of normal values; the processor is adapted to detect emergency operating conditions and, in such a case, to allow the engagement of a gear ratio which results in an engine speed value above said programmed range of values; to ensure synchronization even under such conditions the injection pump is provided with adjustment means adapted to allow speeds to be attained which are close to the upper limit of mechanical integrity of the engine.

Automated power unit assembly for a commercial vehicle

A system for automatically controlling a motor vehicle drive unit, which system comprises a hydraulic actuating unit for actuating a control member controlling selection and engagement of the gears on the vehicle transmission; a hydraulic actuator for actuating a control member controlling the clutch; and an electronic control system for processing input signals relative to operating parameters of the drive unit and vehicle in general, and for controlling the actuators to varying degrees of automation. In particular, the control system produces variable control signals for respective porportional solenoid valves controlling the actuators, so as to vary hydraulic supply to the actuators and consequently the actuating force of the same, for simulating operation by a skilled driver; the aforementioned control system also providing, when shifting gear, for controlling the speed of the engine so as to minimize slippage of the clutch.

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Brescia, Italy

Gian M Pigozzi