Mercedes-benz Aktiengesellschaft

Daimler-benz Ag

Voith Getriebe Kg

Wolfgang Zaiser

Hans Merkle

Gerhard Wagner

Hermann Gaus

Ernst Elsner

Helmut Bender

Gerhard Spengler

Hans-Joachim M Forster

Jurgen Pickard

Wolfram Thomas

Georg Eltze

Helmut Diegelmann

Werner Hensel

Friedrich Helfer

In a gearbox casing for an epicyclic change-speed gearbox, a region of the casing interior accommodating the rotating gearbox parts is partitioned off by a casing inner part configured as an intermediate wall from a region of the casing interior enclosed by a base part open towards the bottom in the installed position. The wall surface containing the inner mouth lays on a casing bulge which is bounded opposite the casing interior. The inner wall surface starts from a point on the cylindrical inner wall of the cylindrical casing outer part lying ahead of the mouth in relation to a forward rotation direction of the rotating gearbox parts to follow a spiral curve away from the casing longitudinal axis in a circumferential direction of the rotation axis.

Epicyclic change-speed gearbox casing with a spiral partition wall

In a gearwheel change transmission, an input shaft, an output shaft and a countershaft are connected to one another by three bound gearwheel stages.

Gearwheel change transmission of the countershaft type

In a change-speed gearbox with three epicyclic partial gear trains, an input shaft is connected directly to a co-axial gearwheel of the input-end partial gear train and, by means of a drive clutch, to a co-axial gearwheel of the output-end partial gear train. In the input-end partial gear train, two gear elements are connected by means of a lock-up clutch, the planet carrier being still connected with the one co-axial gearwheel of the third partial gear train. In the output-end partial gear train, the planet carrier is directly connected to an output shaft and the outer co-axial gearwheel is connected to a forward gear brake. In the third partial gear train, the planet carrier is connected both to the co-axial gearwheel of the output-end partial gear train, which can be connected to the input shaft, and to a reverse gear brake and the other co-axial gearwheel can be brought, by means of a second drive clutch, into drive connection with the co-axial gearwheel, of the output-end partial gear train, connected to the forward gear brake.

Change-speed gearbox with three epicyclic partial gear trains

An automatic selector device for multi-gear change-speed gearbox includes a multi-way valve which can be driven into several valve positions each associated with one gear by a stepper motor whose operation depends on an electronic control unit. Each of the valve positions causes the appropriate gear to be selected. The multi-way valve is connected kinematically to a selector unit which can be actuated manually in order to block gears through the intermediary of a stop and an opposing stop.

Automatic selector device for multi-gear change-speed gearbox

An automatic selector device for a multi-gear change-speed gearbox permits selection of the gears by a respective gear apparatus, e.g., clutch or brake, which is actuated by a selector actuator. The operating pressure of the selector actuator is switched on and off in each case by a selector valve. The selector valves are connected to a multi-path control valve for actuation by way of a control pressure force, and the control valve is actuated by an electromotive valve actuator whose operation depends on an electronic control unit.

Automatic selector device for a multi-gear change-speed gearbox

A method and apparatus is provided for automatic shifting of a multi-path, toothed-wheel gear change box with at least two gearbox subunits in parallel to one another in the power transmission path between an input shaft and an output shaft and having loose wheels which can be coupled to their shaft in each case by a gearwheel clutch. A starting shift condition is selected if the vehicle is at a standstill, in which condition both the gearwheel clutch connected to the loose wheel of the gearwheel stage of the reverse gear and the gearwheel clutch of that gearwheel stage which forms the lowest of the gears, which are independent of the power-shift clutch of the gearbox subunit with the gearwheel stage of the reverse gear, are engaged.

Automatic shifting device of a multi-path toothed-wheel gear change box

A change-speed gearbox having two countershaft transmission each connected by a frictional driving clutch to an input shaft and having a single common countershaft. Two gear wheel stages of the countershaft transmissions can be optionally connected into the driving connection between the input and output shafts by a change-speed clutch. One of the two gear wheel stages of one countershaft transmission is allocated to the reverse gear, and one of the two gear wheel stages of the other countershaft transmission is used both in reverse gear and in second gear.

Motor vehicle two countershaft transmission change-speed gearbox and

A planet-wheel power divider operates with a planet carrier and other transmission members in the form of three central wheels, with an input shaft connected to one central wheel, with an output shaft drivingly connected to one central wheel, with an output shaft drivingly connected to one of the other three transmission members and arranged centrally relative to the main axis. A second coaxial output shaft in the form of a hollow shaft is used to drive a parallel auxiliary drive shaft and can be coupled alternately to two of the three transmission members by shiftable clutches. A main planet meshes with an auxiliary planet and an outer central wheel, used for the constant connection to the input shaft, and an inner central wheel meshes with the main planet and a further inner central wheel meshes with the auxiliary planet. So that the power divider can be shifted under load to change the torque distribution to the output shafts and to ensure the same torque direction on both output shafts, the hollow shaft is connected to the planet carrier and to the inner central wheel meshing with the main planet by means of respective frictional clutches shiftable under load and the central output shaft is connected to the inner central wheel which meshes with the auxiliary planet.

Planet wheel power divider for motor vehicles

A drive arrangement for a motor vehicle having a four-wheel drive establishable by connecting one wheel axle with another drivable wheel axle, wherein one wheel axle can be driven via an auxiliary drive shaft and a gear shift transmission, arranged in parallel with respect to its input shaft from an engine. This auxiliary drive shaft can be used for forming at least one gear transmission when the input shaft and the auxiliary drive shaft are brought into direct driving connection with one another by means of an auxiliary transmission. At least one of these two shafts can be clutched into driving connection with the auxiliary transmission. The clutch can be engaged only when the torque transmission in the gear shift transmission is interrupted or an interaxle differential is in effect that is connected between the two wheel axles.

Drive arrangement for a motor vehicle with four-wheel drive

An automotive retarder in which an outer toroid of at least one inner hydrodynamic operating cycle is bounded by inner surfaces of shells of at least two impellers engaged in the operating cycle. One of the impellers is adapted to be positioned by a thrust torque with another impeller by a counter support torque. The shell of the impeller which can be positioned by the thrust torque is provided with at least one aperture to reduce losses under idling conditions of the retarder. An annular slide valve is arranged concentrically with respect to an axis of rotation of the retarder with a sealing surface being provided on the valve which is stationary with respect to the valve. The annular slide valve may be displaced relative to the outlet aperture into a braking position such that the outlet aperture is closed off by the sealing surface of the annular slide valve and into at least one idling position unblocking the outlet opening to a greater or lesser extent. The associated sealing surface has an outline or configuration corresponding to the outer toroid and, in a braking position, the sealing surface is at least approximately flush with an inner surface of the shell of the impeller adapted to be positioned by the thrust torque.

Automotive retarder

A change-speed transmission for motor vehicles, with the transmission including a planetary gear transmission arrangement having a pair of sun gears, a pair of ring gears, and a double webbed planetary gear carrier supporting at least one primary planetary gear and at least one secondary planetary gear. The primary planetary gear meshes with one of the sun gears and the secondary planetary gear meshes with the primary planetary gear and the other of the sun gears. One sun gear, acting as a free transmisson member and one ring gear are respectively adapted to be brought into an operative connection by a gear shift brake arrangement. The other sun gear as well as a further transmission member may be placed in a driving connection with the input shaft of the transmission. Both ring gears mesh with the primary planetary gear and one of the ring gears as well as the transmission member acting on the output shaft may be brought into driving connection respectively with one transmission member of a planetary gear coupling transmission. An additional transmission member of the planetary gear coupling transmission is adapted to be connected to the output shaft of the transmission.

Planetary change-speed transmission for automotive vehicles

The disclosure concerns a torsionally elastic coupling comprised of a central hub and an outer ring around the hub and spaced therefrom wherein the ring may relatively shift with respect to the hub. A series of leaf-spring assemblies are arrayed around the hub and the leaf-springs thereof project from the inner hub to the outer ring. A respective groove in the outer ring receives at least the longer ones of the leaf-springs of each assembly. Reinforcements are positioned in these grooves for being engaged by the leaf-springs. The leaf-springs of each assembly are of varying length. For holding the leaf-spring assemblies to the hub, there are wedge-shaped intermediate pieces between adjacent leaf-spring assemblies. Alternate wedge-shaped intermediate pieces are fastened to the hub and the other alternate ones are integrally formed with the hub.

Securement of leaf springs in torsionally elastic coupling

The disclosure concerns a leaf-spring coupling comprising a hub and an outer ring around the hub and a plurality of leaf-spring assemblies clamped to the hub and extending into respective receiving grooves in the outer ring, such that relative rotation around the axis of the hub and the outer ring flexes the leaf-spring assemblies. Each leaf-spring assembly is comprised of a plurality of leaf-springs, including a longer principal spring that continuously engages in the groove in the outer ring and a plurality of flank springs next to the principal spring and which decrease in length stepwise moving out from the principal spring. A series of stops are arranged in the groove for each leaf-spring assembly. Each flank spring engages its respective stop as the hub and outer ring rotate relatively to each other and such engagement causes the respective leaf-spring to flex toward the principal spring. In all embodiments, prior to flexion, the leaf-springs are apart from the stops and they engage the stops upon relative rotation of the hub and the outer ring. In some embodiments, the stops are so placed that the individual flank springs engage their respective stops consecutively as the relative rotation of the hub and outer ring increases.

Progressive torque transmission in leaf-spring coupling

A planetary gear change-speed transmission, especially for motor vehicles in which a first group consisting of planetary gear sets provides three forward speeds and a reverse speed with one of the elements of the first group constituting a common input member for all forward speeds and another element forming the input member for the reverse speed, whereby both input members are adapted to be connected with the driving engine by way of a clutch, and in which a second group consisting of sun gear, ring gear and planet gear arranged on a carrier is operatively connected with the first group in such a manner that the output of the second group is rigidly connected with the output of the first group, the second element of the second group is adapted to be braked while a third element is adapted to be connected with a further member of the first group so as to produce four forward speeds and a reverse speed which can be engaged without group-change.

Planetary gear change-speed transmission, especially for motor vehicles

A planetary gear change-speed transmission for vehicles, especially an automatically shifting change-speed transmission for motor vehicles in which a frictional engaging device and a free-wheeling device are arranged at the planetary gear set coordinated to the output and in which the frictional engaging device is actuatable by an actuating piston that is arranged in an annular cylinder of a housing part, which simultaneously takes over the free-wheeling support; the output shaft drives a controller whose feed and discharge lines are transferred into the transmission housing by means of a sleeve-like extension at the controller; a support flange is inserted into the transmission housing from the input side thereof and is secured at an annular flange of the transmission housing while a sleeve portion of the support flange facing the input is provided at its inner circumference with the transfer means for the pressure medium lines to and from the controller.

Growing community of inventors

Steinheim, Germany

Wolfgang Zaiser