• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    1525674 Expanding-pulley gear VAN DOORNES TRANSMISSIE BV 31 Jan 1977 [9 Feb 1976] 03784/77 Heading F2D In expanding-pulley gearing having driving and driven pulleys 1, 2 adjustable by hydraulic pressure in piston-and-cylinder units, the tension in the transmission belt 9 is controlled by regulating the pressure supplied to the cylinder of pulley 2 with a control valve 18 and a further control valve 42 regulates the supply to and discharge from the cylinder of the other pulley 1 to adjust the transmission ratio. The pressure adjusted by the valve 18, in a supply line 16, is controlled by the speed of pulley 1 as measured by a Pitot tube 33 in a rotating fluid-filled space 32, the pressure, proportional to speed, being applied to one end of the spool 22 of valve 18. A spring 37, whose bias is adjusted in dependance on transmission ratio by a link 40 to the movable flange of pulley 2, opposes the speed responsive pressure so that the belt tension is dependent both on input speed and transmission ratio. The valve 42 has a spool 43, also acted upon by the speed responsive pressure from the Pitot 33 in opposition to a spring 45. The valve spool is in a neutral position, pressure neither being supplied to nor discharge from the cylinder space 11 of pulley 1, when the speed responsive pressure balances the spring force, an increase or decrease in input speed reducing or increasing transmission ratio respectively. The bias of spring 45 is adjusted by the inlet manifold depression of a driving I.C. engine acting on one side of a diaphragm 50 to move a piston 49. A valve 58 is electrically operated during braking to reduce the effect of the increased vacuum in the manifold when the vehicle is braked. The bias of spring 45 may also be controlled by the accelerator pedal through a mechanical link. A brake having a cylinder 74 and a shoe 79 may be operated when a clutch, between the drive motor and the driving pulley 1, is disengaged. The overflow from valve 18 is used for lubrication. The area on which the fluid pressure acts is greater for pulley 1 than for pulley 2.
    公开号:SU950201A3
    申请号:SU772452057
    申请日:1977-02-09
    公开日:1982-08-07
    发明作者:Херманнес Иоханнес Лудольф Хеммо；Хенрикус Ван Дерсен Петрус
    申请人:Ван Дорнеъс Трансмисси Б.В.(Фирма)；
    IPC主号:
    专利说明:

    The invention relates to gears for continuously variable speed control.
    A stepless belt drive is known in which one conical disk of each pulley is connected respectively to the input and output shafts, and two other conical disks are axially controlled by hydraulic piston mechanisms 113.
    Also known is a V-belt continuously variable transmission with hydraulic control, containing drive and driven shafts, drive and driven pulleys mounted on them, each of which is made in the form of one stationary and another axially movable conical disks, which together form a piston mechanism interacting with drive pulleys belt, hydraulic pump, hydraulic system, gas pipeline, gear ratio control elements and two control valves with movable elements for adjusting fluid flow piston cylinder mechanisms [23.
    A disadvantage of the known gears is the lack of independent regulation of the tension of the drive belt · ”when changing load-speed operation modes.
    The purpose of the invention is the independent maintenance of the required tension of the drive belt and gear ratio, automatic adjustment of the tension of the drive belt depending on the gear ratio.
    This goal is achieved. By the fact that the V-belt continuously variable transmission with hydraulic control, containing drive and driven 15 shafts, drive and driven pulleys mounted on them, each of which is made in the form of one conical disks stationary and another axially movable, forming 20 a piston mechanism. a mechanism interacting with pulleys a driving belt, a hydraulic pump, a hydraulic system, a gas pipeline, gear ratio control elements and two control valves with movable elements for adjusting the fluid supply to the cylinders of the piston mechanisms, the first control valve is connected to the cylinder. rum of one of the pulleys and with a hydraulic pump: ed for controlling the tension of the drive belt by controlling the pressure of the liquid in the said cylinder, and the second control valve is connected to the cylinder of the other pulley and with gear ratio controls for controlling the gear ratio by adjusting the supply and discharge of fluid in the last cylinder mentioned.
    Preferably, the first control valve is in the form of a bypass valve and connected to the cylinder of the driven pulley, and the second control valve is made in the form of a balanced valve and connected to the cylinder of the driving pulley.
    In this case, the movable element of the first ^ $ valve is connected through the spring to the movable disk of one of the pulleys.
    In addition, an annular cavity filled with liquid is made in the driving pulley, and both control valves are hydraulically connected to the Pitot tube, 2 and receiving pressure in the annular cavities.
    In the case of transmission from an internal combustion engine, it is equipped with a device that senses the pressure of the gas sucked by the engine and is associated with a second control valve.
    A device that senses gas pressure can be made in the form of a 30 chamber with a diaphragm, one cavity of which is designed to be connected by a gas pipeline to the engine intake manifold, and the diaphragm is connected through a spring to the movable element of the second control valve.
    At the same time, the gas pipeline is equipped with a switch-off control element that shuts off the gas pipeline at low pressure of the gas engine being sucked in. 49
    The drawing schematically shows a V-belt continuously variable transmission with hydraulic control.
    The transmission contains a leading 1 and driven 2 shafts mounted on them 45, respectively, leading 3 and driven 4 pulleys. The driving pulley 3 is formed by a fixed conical disk 5 mounted on the driving shaft 1 and an axially movable conical disk 6. Similarly, the fixed 7 and moving 8 conical disks are mounted on the driven shaft 2, forming a pulley 3. Pulleys 3 and 4 are covered by a driving belt 9.
    Disks b and 7 are made in the form of a piston, and disks' 5 · and 8 are made in the form of a cylinder, forming two piston mechanisms with cavities 10 and 11 filled with hydraulic fluid, which is discharged and supplied through channels 12 and 13 60 in shafts 1 and 2 and pipelines 14 and 15.
    The first of these piston mechanisms (with a cavity of 10) is used to regulate the gear ratio, and the second piston mechanism 65 low (with a cavity of 11) is used to regulate the belt tension. Moreover, the useful cross-sectional area of the first piston mechanism is larger than that of the second.
    To regulate the pressure of the liquid in the cavity 11, and therefore, the compression force of the disks 7 and 8, the first control valve 16 is used, made in the form of a bypass valve, which lowers the pressure of the liquid supplied from the reservoir 17 by the hydraulic pump 18 through the filter 19. The reservoir 17, the hydraulic pump 18 Together with the piping system they form a hydraulic transmission system.
    The first control valve 16 comprises a piston 20 having cutouts
    21, which in the open position of the piston 20 (on the drawing on the right) form a passage for fluid from the pipe 15 to the exhaust pipe
    22, in the latter, by means of a spring-loaded check valve 23, a small pressure is maintained to ensure fluid is supplied through a pipe 24 to a drive belt 9 for lubricating it, through a pipe 25 to lubricate, if necessary, other parts (transmission, and through a pipe 26 to pass part of the liquid through the cooler 27 and the pipe 28 into the tank 17.
    On the other hand, the piston 20 interacts via a spring 29 with a pusher 30 connected by a rod 31, a gripper 32 and a rotating movable disk 8 of the driven pulley 4.
    To regulate the fluid supply to the cavity 10 of the driving pulley 3, and therefore, to control the gear ratio, the second control valve 33 is used, which is made in the form of a balanced valve having a piston 34. The fluid pressure in the cavity 35 acts on the latter, and the spring on the other 36.
    In the equilibrium position of the piston 34, liquid is either supplied to the cavity 10 of the cylinder of the driving pulley 3 through the pipe 37, the cavity 38 and the pipe 14 and the channel 12, or is discharged from the cavity 10 through the pipe 14, through the cavity 38 and the pipe 39 to the tank 17, or its quantity in the cavity 10 remains constant.
    The disk 5 of the driving pulley 3 is provided with an annular cavity 40 closed on the outside, filled with liquid through the pipe 41, a Pitot tube 42, which senses the fluid velocity when the drive pulley 3 rotates, and both control valves 16 and 33 are hydraulically connected to the Pitot tube 42 via pipelines 43 and 44.
    The spring 36 of the control valve 33 is connected through a pusher 45 to a device that senses the pressure of the gas sucked by the engine and made in the form of a diaphragm 46, behind which there is a coil spring 47. The compression of the spring 36 is adjusted depending on the difference in gas pressure on both sides of the diaphragm 46 - in the cavities 48 and 49. The cavity 49 is connected through an opening 50 to the atmosphere, and the cavity 48 is connected by a gas line 51 through a switchable control element 52 and a gas line 53 with an intake manifold of an internal combustion engine leading to I am in action. The diaphragm 46 is provided with a stop 54, which limits its movement to the right.
    At low pressure of the suction gas, the gas line 53 can be shut off using a switch-off control element 52 containing a switch 55 and an electrovalve 56. When the latter is turned on, the gas lines 51 and 53 communicate through a cavity 57, which is separated by a spring-loaded diaphragm 58 from the cavity 59 connected to the atmosphere. The spring 29, the pusher 30, the thrust 31, the grip 32, the pitot tube 42, the switch-off control element 52 are the gear ratio control elements.
    To stop the transmission, the pipe 60 is connected through the valve 61 and the pipe 62 to the brake cylinder 63. The brake device is activated using the control rod 64, acting through the rod 65 on the valve 61.
    When using the transmission in a vehicle, the deformation of the spring 36 can be made dependent on the position of the engine accelerator by means of a mechanical connection between the accelerator (not shown) and the piston 45.
    The transfer works as follows.
    Rotation from. the drive shaft 1 is transmitted to the drive pulley 3 and through the drive belt 9 to the driven pulley 4 and the driven "shaft 2. A change in the gear ratio is achieved by changing the axial distance between the disks 5, 6 and 7, 8.
    With a significant change in torque and speed of rotation of the drive shaft 1, it is necessary that the tension of the drive belt 9 is optimal. This is ensured by the fact that the belt tension is controlled by changing the fluid pressure in one of the piston mechanisms with a cavity 10 or 11 by means of the first control valve. 16, and the gear ratio is controlled by changing the supply and discharge of fluid to the other cylinder and vice versa by means of the second control valve 33.
    In a preferred embodiment of the transmission (shown in the drawing), the fluid pressure in the cavity 11 is controlled by the first control valve 16, and the fluid supply into the cavity 10 is controlled by the second valve 33. In this case, when starting the transmission, the gear ratio is maximum (as shown in the drawing), and the drive the belt has the required tension achieved by raising the pressure in the cavity 11 by adjusting the first control valve 16.
    The fluid used to adjust the gear ratio has a pressure controlled by the first control valve 16, i.e. depends on the actual tension of the drive belt 9. Since the useful area of the first piston mechanism (with a cavity 10) is larger than the second, the compression force of the pulley 3, which regulates the gear ratio, exceeds the compression force of the pulley 4, which regulates the tension of the drive belt 9.
    The implementation of the first bypass control valve 16 makes it possible to use a hydraulic pump 18 with constant capacity to power the hydraulic system.
    The gear provides the required tension of the drive belt 9 depending on the actual gear ratio or the transmitted torque.
    In the first case, the actual measure of the gear ratio is the axial position of the disk 8, which, through the gripper 32, the rod 31, the pusher 30 and the spring 29 determines the position of the piston 20, which regulates the pressure in the cavity 11. As a result, the tension of the drive belt 9 decreases with a decrease in the gear ratio. In the second case, the measure of the actual value of the torque is the speed of the pulley 3, during rotation of which the fluid rotates in the cavity 40. A pressure proportional to the fluid rotation speed is created in the Pitot tube 42, which is transmitted through pipelines 43 and 44 to the control valves 16 and 33, causing a drop pressure in the cavities 10 and 11.
    'As a result, an increase in the speed of the input shaft 1 (a drop in torque) leads to a decrease in the gear ratio and to a decrease in the tension of the drive belt 9.
    When operating from an internal combustion engine, the position of the piston 34 of the second control valve 33 depends on the gas pressure in the intake manifold of the engine. When the solenoid valve 56 is in the open position (shown in the drawing), the same pressure is set in the line 48 as in the intake manifold of the engine. When the pressure in the intake manifold increases (when the throttle is opened, i.e., when the engine output increases) 5, the diaphragm 46 moves to the left, moving the piston 34 to the left. As a result, the fluid drain from the cavity 10 increases, which leads to an increase in the gear ratio. 10 The movement of the diaphragm 46 to the right is limited by a stop 54, due to which a significant decrease in pressure in the intake manifold does not affect the transmission operation 15.
    The control element 52 serves as a brake. When braking, the motor transport vehicle exists in the intake manifold is very low ep some pressure, while in the cavity 48, it is desirable to have a pressure higher. In this case, when the electro-valve 56 is turned on, the pressure g of the cavity 57 drops until the diaphragm 58 closes the outlet of the gas pipe 53. Thus, by activating the brakes, the gas pressure drop in the cavity 48 is limited.
    To stop the transmission are brake cylinders 63, controlled by the movement of the control rod 64.
    The technical and economic effect of the invention is to increase transmission efficiency due to optimal tension of the drive belt in accordance with changing operating conditions.
    权利要求:
    Claims (7)
    [1]
    the second control valve is connected to the cylinder of the other pulley and to the gear ratio control elements to control the gear ratio by adjusting the flow and discharge of the liquid in the Late mentioned cylinder. Preferably, the first control valve is designed as a relief valve and is connected to the driven pulley cylinder, and the second control valve is designed as a balanced valve and is connected to the driving pulley cylinder. In this case, the movable element of the first valve is connected through a spring with a movable disk of one of the pulleys. In addition, an annular cavity filled with fluid is made in the driving pulley, and both control valves are hydraulically connected to the pitot tube that receives pressure in the annular cavity. In the case of transmission from the internal combustion engine, it is equipped with a device that perceives the pressure of the gas drawn in by the engine and is connected to the second control valve. A gas pressure sensing device can be made in the form of a chamber with a diaphragm, one cavity of which is designed to connect the gas pipeline to the engine intake manifold, and the diaphragm is connected via a spring to a moving element of the second control valve. The gas pipeline is also equipped with a switchable control element, blocking the gas pipeline with a low pressure of the intake gas engine. The drawing shows a schematic representation of a V-belt infinitely variable transmission with hydraulic control. The transmission contains a leading 1 and a driven 2 shafts mounted on them, respectively, a leading 3 and driven pulleys. The drive pulley 3 is formed of a fixed conical disk 5 mounted on the drive shaft 1 and a conical disk movable in the axial direction b. Similarly, fixed 7 and movable 8 conical disks are mounted on the driven shaft 2, forming a pulley 3. Pulleys 3 and 4 are covered by a driving belt 9. Disks b and 7 are made in the form of a piston, and disks 5 and 8 are shaped in the form of a cylinder by two piston mechanisms c, cavities 10 and 11, filled with hydraulic fluid, which are taken from and supplied through channels 12 and 13 in shafts 1 and 2 and pipelines 14 and 1. The first of these piston mechanisms (with a cavity 10} is used to control the transmission ratio, and the second piston mechanism (with a cavity 11) - for regulated tensioning the belt. In this case, the useful sectional area of the first piston mechanism is larger than that of the second one. To regulate the fluid pressure in the cavity 11 and, consequently, the compression force of the discs 7 and 8 is served by the first control valve 16, made in the form of a bypass valve, which lowers the pressure of the fluid supplied from the reservoir 17 by the hydraulic pump 18 through the filter 19. The reservoir 17, the hydraulic pump 18 together with the piping system form the transmission hydraulic system. The first control valve 16 contains a piston 20 having cutouts 21, which in the open position of the piston 20 (in the drawing on the right) form a fluid passage from the pipe 15 to the discharge pipe 22, in the latter a small pressure is maintained by means of a spring non-return valve 23 through conduit 24 to drive belt 9 for lubrication, through conduit 25 for lubrication, if necessary, of other parts of the transmission, and through conduit 26 for passage of a part of fluid through cooler 27 and conduit 28 to reservoir 17 On the other hand, the piston 20 communicates through the spring 29 with the pusher 30 connected by means of the pull 31, the gripper 32 and the rotating disk 8 of the driven pulley 4. To regulate the flow of fluid to the cavity 10 of the driving pulley 3, and therefore, to control the transmission The second control valve 33 serves as a ratio. It is made in the form of a balanced valve having a piston 34. The latter is exerted on the one hand by the fluid pressure in the cavity 35, and on the other by the spring 36. In the equilibrium position, the fluid 34 is supplied either to the floor The core 10 of the cylinder pulley 3 through the pipeline 37, the cavity 38 and the pipeline 14 and the channel 12, or is discharged from the cavity 10 through the pipeline 14, through the cavity 38 and the pipeline 39 to the tank 17, or its number in the cavity 10 remains constant. The pulley 3 of the driving pulley 3 is provided with an annularly closed annular cavity 40, filled with liquid through a pipe 41, a pitot tube 42 that perceives the velocity of the fluid when the driving pulley 3 rotates, and both control valves 16 and 33 are hydraulically connected to the pitot tube 42 by means of pipelines 43 and 44 The spring 36 of the control valve is connected via a pusher 45 to a device that perceives the pressure of the gas sucked by the engine, and is made in the form of an aperture 46, behind which is a coil spring 47. The compression of the spring 36 is adjusted depending on The difference in gas pressure on both sides of the diaphragm 46 is in cavities 48 and 49. Cavity 49 is connected through the opening 50 to the atmosphere, and cavity 48 is connected by a gas pipeline 51 through the switchable control element 52 and the gas pipeline 53 to the intake manifold of an internal combustion engine leading the transmission. The diaphragm 46 is provided with a stop 54, which limits its movement to the right. With a low intake gas pressure, the gas line 53 can be shut off using a switchable control element 52 containing a switch 55 and an electro-valve 56. When the latter is turned on, the gas lines 51 and 53 communicate via cavity 57, which is separated by a spring-loaded diaphragm 58 from cavity 59, with the atmosphere. Spring 29, pusher 30 tons ha 31, gripper 32, Pitot tube 42, switchable control element 52 are elements of the gear ratio control. To stop the transfer, pipe 60 is connected through valve 61 and pipe 62 to brake cylinder 63. The braking device is activated by means of a control rod 64 acting through rod 65 on valve 61. When using gear in a vehicle, the deformation of the spring 36 can be put in the dependence on the position of the engine accelerator by means of a mechanical connection between the accelerator (not shown) and the piston 45. The transmission works as follows. Rotation from. drive shaft 1 is transmitted to the drive pulley 3 and through the water belt 9 to the driven pulley 4 and the driven shaft 5. The change in gear ratio is achieved by changing the axial distance between the disks 5, 6 and 7, 8. With a significant change in the torque and The speed of rotation of the drive shaft 1 requires that the tension of the drive belt 9 is optimal. This is ensured by adjusting the belt tension by varying the fluid pressure in one of the piston mechanisms with a cavity 10 or 11 by means of the first control valve.16, and the gear ratio is adjusted by changing the flow and discharge of the fluid to the other cylinder and back by means of the second control valve. valve 33. In the preferred embodiment of the transmission (the fluid pressure in the cavity 11 shown in the drawing is controlled by the first control valve 16, and the liquid supply to the cavity 10 by the second valve 33. At the same time, when starting the transmission, the gear ratio is maximum (as shown in the drawing, and the drive belt has the required tension achieved by increasing the pressure in the cavity 11 by adjusting the first control valve 16. The fluid used to adjust the gear ratio has a pressure adjustable by the first control valve 16, i.e. it depends on the actual tension of the driving belt 9. Since the area of the first piston mechanism (with a cavity 10) is useful is larger than that of the second, the compression force of the pulley 3, eguliruyuscha gear ratio exceeds the compression force of the pulley 4, the regulating voltage by m transmission belt 9. Perform the first control valve 16, the bypass allows the use of hydraulic power for hydraulic pump 18 constant productivity. The transmission provides the required tension on the drive belt 9 depending on the actual gear ratio or the transmitted torque. In the first case, the actual measure of the gear ratio is the axial position of the disk 8, which, through the gripper 32 tons 31, the pusher 30 and the spring 29, determines the position of the piston 20 regulating the pressure in the cavity 11. As a result, the tension of the drive belt 9 decreases with decreasing gear relationship In the second case, the measure of the actual torque is the speed of the pulley 3, the rotation of which rotates the fluid in the cavity 40. A pressure is created in the Pitot tube 42 proportional to the speed of rotation of the fluid, which is transmitted through pipelines 43 and 44 to the control valves 16 and 33, causing a drop in pressure in cavities 10 and 11. As a result, an increase in the speed of the input shaft 1 (a drop in torque) leads to a drop in the gear ratio and to a decrease in the tension of the drive belt 9. When operating from an internal engine combustion The position of the piston 34 of the second control valve 33 depends on the gas pressure in the engine intake manifold. When the solenoid valve 56 is in the open position (shown in the drawing), the same pressure is applied in the cavity 48 as in the engine intake manifold. With increasing pressure in the intake manifold (when opening the throttle, i.e. increasing the engine output) the diaphragm 46 moves to the left by moving the piston 34 to the left. As a result, the discharge of fluid from the cavity 10 increases, which leads to an increase in gear ratio . The movement of the diaphragm 46 to the right is limited to the stop 54, whereby a significant decrease in pressure in the intake manifold does not affect the transmission operation. Control element 52 serves as a brake. When braking the engine of a transport vehicle, there is a very low pressure in the intake manifold, while in cavity 48 it is desirable to have a higher pressure. In this case, when the electro-valve 56 is turned on, the pressure g of the cavity 57 drops until the diaphragm 58 closes the outlet of the pipeline 53. Thus, by activating the brake, the pressure drop in the cavity 48 is limited. To stop the transfer, brake cylinders 63, controlled by the movement of the control rod 64. The technical and economic effect of power is to increase the efficiency of transmission by optimizing the tension of the drive belt in accordance with varying operating conditions. Claim 1. V-belt driveless transmission with hydraulic control, containing a master and a driven shaft mounted on their leading and driven pulleys, each of which is made in the form of one stationary and the other moving in the axial direction; of the conical discs, which together form a piston mechanism that interacts with the pulleys, a drive belt, a hydraulic pump, a hydraulic system, a gas pipeline, transmission ratio control elements, and two control valves with movable elements to regulate the flow of fluid. piston mechanisms, characterized in that, in order to independently maintain the three valve, it is connected with the driven pulley cylinder, and the second control valve is designed as a balanced valve and is connected with the driving pulley cylinder,
    [2]
    2. Transmission pop. 1, in connection with the fact that the first control valve is designed as a bypass of the drive belt tension and transmission ratio, the first control valve is connected to the cylinder of one of the pulleys. and with a hydraulic pump to adjust the tension of the drive belt by controlling the fluid pressure in the said cylinder, and the second valve is connected to the cylinder of the other pulley and to the gear ratio control elements to control the gear ratio by adjusting the feed and starting liquid in the last mentioned cylinder.
    [3]
    3. Transmission according to claims 1 or 2, that is, in order to automatically adjust the tension of the drive belt depending on the gear ratio, the movable element of the first valve is connected through a spring with a movable disk of one of the pulleys.
    [4]
    4. Transmission according to claims 1-3, characterized in that, in order to automatically adjust the tension of the drive belt and the gear ratio depending on the speed of the input shaft, an annular cavity filled with fluid is made in the driving pulley, and both control valves are hydraulically associated with a pitot tube that senses pressure in the annular cavity.
    [5]
    5. Transmission according to claims 1-4, characterized in that, when operating from the internal combustion engine, it is provided with a device that perceives the pressure of the gas sucked in by the engine and is connected to the second control valve.
    [6]
    6. The transmission according to claim 5, characterized in that the device receiving the pressure of the gas is made in the form of a chamber with a diaphragm, one cavity of which is designed to connect the gas pipeline to the engine intake manifold, and the diaphragm is connected via a spring to the moving element of the second control valve.
    [7]
    7. Transmission according to claims 5 and 6, which means that the gas pipeline is equipped with a switchable control element, which transforms the gas pipeline with a low pressure of gas drawn in by the engine. Sources of information taken into account in the examination 1. UK patent number 989227 Cl. F 2 D (4A), 1965. 2, US Patent 3,893,334, cl. 74-230, 17, 1975 (prototype).
    类似技术:
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    同族专利:
    公开号 | 公开日
    ES455718A1|1978-05-01|
    US4152947A|1979-05-08|
    NL7601286A|1977-08-11|
    CS215083B2|1982-07-30|
    JPS5298861A|1977-08-19|
    AR219489A1|1980-08-29|
    BR7700768A|1977-10-11|
    ATA83877A|1984-02-15|
    AU509336B2|1980-05-08|
    IE45087L|1977-08-02|
    SE7701365L|1977-08-10|
    SE432136B|1984-03-19|
    NL165821B|1980-12-15|
    DE2703487C2|1987-03-12|
    FR2340486B1|1982-06-18|
    IT1073391B|1985-04-17|
    JPS6327592B2|1988-06-03|
    DE2703487A1|1977-08-11|
    DK54177A|1977-08-10|
    PL115161B1|1981-03-31|
    BE851193A|1977-08-08|
    LU76716A1|1977-08-18|
    CH623902A5|1981-06-30|
    GB1525674A|1978-09-20|
    DD128040A5|1977-10-26|
    AU2199977A|1978-08-17|
    NL165821C|1981-05-15|
    IE45087B1|1982-06-16|
    FR2340486A1|1977-09-02|
    CA1064290A|1979-10-16|
    AT375882B|1984-09-25|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    NL7601286.A|NL165821C|1976-02-09|1976-02-09|INFLATABLE VARIABLE TRANSMISSION.|
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