137 results about "Semi-automatic transmission" patented technology

A gear train of an automatic transmission realizes at least ten forward speeds and one reverse speed by combining four simple planetary gear sets with four clutches and two brakes. In addition, three friction elements are operated at each shift-speed. Therefore, the gear train has advantages of simplifying structures of the automatic transmission and improving power delivery performance and fuel economy.

The invention provides a hydraulic device for gear shift of a double-clutch automatic transmission, which belongs to the technical field of machinery and solves the problems of more execution elements of a gear shift system of the conventional double-clutch automatic transmission, high cost and complex system control. The hydraulic device for the gear shift of the double-clutch automatic transmission is arranged in the double-clutch automatic transmission provided with a first clutch and a second clutch, and comprises an odd gear hydraulic control system connected with the first clutch and an even gear hydraulic control system connected with the second clutch; an odd gear reversing valve capable of switching an oil flow direction is arranged in the odd gear hydraulic control system; an even gear reversing valve capable of switching the oil flow direction is arranged in the even gear hydraulic control system; the device also comprises a control valve connected with the odd gear reversing valve and the even gear reversing valve at the same time; and the control valve can drive the odd gear reversing valve and the even gear reversing valve to shift the gear. The gear shift system of the double-clutch automatic transmission has the advantages of few execution elements and low cost.

An on-screen gear selector for an automatic transmission, which provides an interface between the driver and the automatic transmission. The gear selector provides the current selection by the driver to the transmission control unit. The virtual on-screen gear selector provides safety and security features, and is incorporated into the software of the gear selector, such as not allowing the transmission to change from park until the brake pedal is depressed, or not allowing the transmission to change from drive to a lower gear or reverse if the speed of the vehicle is above a predetermined value, thereby avoiding damage to the transmission. The use of the on-screen gear selector also provides the benefit of reducing space and weight of the vehicle, by having less mechanical parts.

A shifting device for the preferably powerless transmission of shift commands to a fully automatic or semi-automatic transmission of a motor vehicle and a frame and / or housing and a gearshift lever mounted pivotably along a shift gate. A first shift stop and a second shift stop are provided for the gearshift lever which each define a shift position for the said gearshift lever. At least one detection device is provided for detecting the shift position(s). An inoperative position is provided into which the gearshift lever pivots back by itself from the deflected shift position, driven by a restoring force. The shifting device has an actuating device, which can countermand a shift stop, so that the gearshift lever can be pivoted beyond the shift position(s) defined by this shift stop.

The invention relates to an off-gear judging and treating method for a dual-clutch automatic transmission. The dual-clutch automatic transmission comprises two transmission devices. Each of the two transmission devices is composed of a wet clutch, a cooling device of the wet clutch and a transmission gear set. Totally seven forward gears and one reverse gear are arranged, wherein the R gear, the second gear, the fourth gear and the sixth gear are even-shaft gears, and the first gear, the third gear, the fifth gear and the seventh gear are odd-shaft gears. The transmission further comprises two clutch rotating speed sensors, one output shaft rotating speed sensor and four shifting fork position sensors. Monitoring and judging of the gear off-gear state are conducted on the gear to be engaged and the current gear at the same time with the combination of the position of a transmission gear shifting fork, the moving speed of the shifting fork, the rotating speed of an input shaft, the rotating speed of an output shaft and other information for a dual-clutch automatic transmission mechanical structure. After the off-gear state is confirmed through the judgment, the optimal supplementary-engagement gear is selected according to the differences of the off-gear state, the working gear and the gear to be engaged, and the supplementary-engagement action is coordinately controlled.

The shift-lever apparatus of an automatic transmission for enabling manual mode operation includes a housing, a shift-lever connected to a rotating unit disposed at a lower portion of the housing such that the shift-lever can rotate about the rotating unit, and a base member fixed to the shift-lever and enclosed by the housing, such that the base member moves according to the movement of the shift-lever. The apparatus also includes “+” and “−” switches, each being disposed at either side of the base member, such that the “+” and “−” switches are selectively operated according to the movement of the shift-lever. Finally, the apparatus includes a switch operating unit disposed at the base member such that the switch operating unit selectively presses the “+” and “−” switches.

In order to reduce the influences of engine heat and vibration on a shift actuator, a shift actuator is disposed apart from the engine and the transmission on a vehicle. In particular a straddle-type vehicle, the vehicle includes a head pipe and a body frame including a main frame that extends rearward from the head pipe. The engine is suspended by the body frame 2 and a transmission is disposed next to the engine. The transmission includes a shift mechanism having a multiple-step speed change gear and a clutch mechanism that interrupts the transmission of rotation at the switching of the speed change gear of the transmission 40. An automatic transmission control unit operates the clutch mechanism and switches the speed change gear of the transmission automatically. The automatic transmission control unit includes the shift actuator which is mounted to the body frame and is disposed opposite to the transmission with the body frame therebetween, as viewed from the side of the vehicle, for operating the shift mechanism. A shift rod joins together the shift mechanism and the shift actuator.

The invention provides an automatic transmission. Due to reasonable layout, the automatic transmission can be provided with six forward gears and one reverse gear by controlling two brakes and three clutches. Only the two brakes are used by directly fixing a third sun gear on a box body, and therefore, on one hand, the structure of the automatic transmission is more compact, and on the other hand, the impact of the brakes to the box body in a gear shifting process is reduced, and the loaded condition of the box body is improved. Relatively speaking, the amount of the brakes is reduced, the amount of the clutches is increased, and therefore, on one hand, the automatic transmission can be more compact by nesting layout, and on the other hand, the utilization ratio of the clutches can be increased, an idle transfer line is disconnected or shortened, furthermore, the drag torque of an idle planet row is reduced, the churning loss of a belt row is reduced, and the transmission efficiency is increased.

A vehicle (10) has a frame (12), at least two wheels (14, 16), a straddle seat (28), a handlebar (18) having first (20) and second (22) handles, an engine (30), a semi-automatic transmission (32), and a housing (24) disposed adjacent the first handle. A shift lever (108) is pivotally connected to the housing. At least a portion of the shift lever extends away from the handle side of the housing towards an end of the first handle and is disposed at least in part vertically below the first handle. The shift lever has rear (140) and front surfaces (142). The shift lever is movable to an up-shift position by pressing one of the front and rear surfaces, is movable to a down-shift position by pressing a remaining one of the front and rear surfaces, and is biased towards a rest position intermediate the up-shift and down-shift positions. The shift lever is operatively connected to the semi-automatic transmission.

A vehicle (1) having a frame, at least two wheels (14, 16), a straddle seat (28), a handlebar (18) with first (20) and second (22) handles, an engine (30), and a semi-automatic transmission (32). A reverse actuator (152) is electronically connected to a control unit (46) of the semi-automatic transmission. At least one shifter (108) is electronically connected to the control unit such that moving the at least one shifter to an up-shift position causes the control unit to send a signal to the semi-automatic transmission to shift up and moving the at least one shifter to the down-shift position causes the control unit to send a signal to the semi-automatic transmission to shift down. The control unit sends a signal to the semi-automatic transmission to select the at least one reverse gear (34) only when the reverse actuator is actuated while the at least one shifter is moved. A method of controlling a semi-automatic transmission is also disclosed.

A vehicle (10) has a frame (12), at least two wheels (14, 16), a straddle seat (28), a handlebar (18) having first (20) and second (22) handles, an engine (30), a semi-automatic transmission (32), and a housing (24) disposed adjacent the first handle. A shift lever (108) is pivotally connected to the housing. At least a portion of the shift lever extends away from the handle side of the housing towards an end of the first handle and is disposed at least in part vertically below the first handle. The shift lever has rear (140) and front surfaces (142). The shift lever is movable to an up-shift position by pressing one of the front and rear surfaces, is movable to a down-shift position by pressing a remaining one of the front and rear surfaces, and is biased towards a rest position intermediate the up-shift and down-shift positions. The shift lever is operatively connected to the semi-automatic transmission.

An automatic transmission controller for controlling an automatic transmission includes an idling reduction controller, an idling-reduction-control permission determiner, and an engagement controller. The idling-reduction-control permission determiner is configured to determine whether or not to permit an idling reduction control. The engagement controller, in a case where the idling-reduction-control permission determiner permits the idling reduction control, is configured to allow rotation of an input shaft of an automatic transmission, and in a case where an output shaft of the automatic transmission is rotated by a wheel of a vehicle in a rotational direction such that the vehicle moves backward, is configured to set a plurality of engagement mechanisms including at least a mechanical engagement mechanism so as to fix the output shaft of the automatic transmission to a casing of the automatic transmission or so as to prevent the vehicle from moving backward.

The invention discloses a five-gear automatic transmission-based hybrid vehicle transmission system, which comprises an internal-combustion engine, a hydraulic torque converter, a main motor, a regulating motor, a first planet row, a first clutch, a second clutch, a spur gear A, a spur gear B, a spur gear C, a spur gear D, a spur gear E, an inverter, a storage battery, a differential mechanism and a five-gear automatic transmission gear structure. Power dividing is realized by utilizing the power dividing characteristics of the planet gears; when two paths of power are transmitted, the spur gears are used to improve the transmission efficiency; the main motor is used for realizing electric drive; and the engine load optimization or auxiliary drive is realized by changing the operating mode of the regulating motor. The integrated design of the system is compact, and the system is particularly suitable for front-engine vehicles; and the adopted five-gear automatic transmission gear structure has the advantages of simple shifting logic, a few shifting elements, high transmission efficiency and the like; and by various operating modes, the system can meet requirements of various working conditions.

The invention discloses an automatic transmission and a gear selection and shift actuating mechanism of the automatic transmission. The gear selection and shift actuating mechanism comprises a gear shift chamber, a gear selection mechanism and a gear shift mechanism, wherein a gear selection driving block, a gear shift driving block and a gear shift finger are arranged in the gear shift chamber, the gear selection mechanism drives the gear selection driving block to drive the gear shift finger to move left and right to select a gear, and the gear shift mechanism drives the gear shift driving block to drive the gear shift finger to move up and down to select a gear. A gear selection motor is used as a power source of the gear selection mechanism, and a pneumatic device or a linear motor is used as a power source of the gear shift mechanism. Thus, when the pneumatic device is used as the power source of the gear shift mechanism, the response speed is high, and gear shift can be performed fast. When the linear motor is used as the power source of the gear shift mechanism, the gear shift finger can be directly driven to make linear motion. An additional mechanical device for converting rotating motion of a motor rotor into linear motion can be cancelled, the mechanical structure is simplified, and the response speed is increased. Moreover, because the gear selection motor is used as the power source of the gear selection mechanism, speed regulation can be controlled, and the gear selection time can be controlled.

An automatic transmission comprises: a double clutch comprising a first clutch and a second clutch, a first input shaft connected to the first clutch, a second input shaft connected to the second clutch through the first input shaft, and an output shaft. The automatic transmission also comprises a synchronizer, a one-way clutch, and a gear reduction mechanism including a first gear set and a second gear set. The first gear set comprises a first gear and a second gear meshed with each other, and the second gear set comprises a third gear and a fourth gear meshed with each other. The third gear is fixed on the second input shaft through the one-way clutch, and the synchronizer is fixed on the second input shaft. The automatic transmission and a vehicle including the automatic transmission are characterized in that the one-way clutch is disposed between the third gear and the second input shaft to prevent power from being transmitted to the second input shaft from the output shaft through the second gear set. Furthermore, wear of the double clutch is effectively reduced, and the service life of the double clutch is increased.

The invention provides an EPS semi-automatic gear-shifting system. A clutch actuator is controlled to work through an electronic device between a handle manipulating assembly and a transmission so as to save part of mechanical mechanism connection, and an installing space is saved; on the premise that a gear transmission main tank is not changed, only a gear-selecting and gear-shifting actuator assembly is arranged outside a transmission upper cover, the actuator is controlled to work through a controller, and the goal of gear selection and gear shifting is achieved. Compared with traditional pure manual transmissions, according to the system, a clutch pedal can be trod and is not trod, and automatic separation and connection motion of a clutch is finished through a vehicle-mounted computer when the clutch pedal is not trod; due to the fact that electronic control and pneumatic execution are adopted, the EPS semi-automatic gear-shifting system can be simplified on the basis of an existing gear-shifting control system, gear-shifting control force is relieved, gear-shifting finish touch prompt is provided, and the gear-shifting response speed and gear accuracy are improved. Due to the fact that semi-automatic transmission control is adopted, the EPS semi-automatic gear-shifting system has the advantages of both a manual transmission and an automatic transmission, such as a fast pace in manual transmission driving and comfort and safety of the automatic transmission.

A method of controlling a drive-train of a motor vehicle, which comprises an internal combustion engine with a driveshaft, an electric machine in driving connection with the driveshaft of the internal combustion engine, a semi-automatic transmission with an input shaft and a plurality of gears that can be engaged selectively, and an automated friction clutch arranged between the driveshaft of the internal combustion engine and the input shaft of the transmission, such that a gearshift of the transmission occurs in combination with suitable control of the internal combustion engine while the friction clutch is at least partially and / or briefly engaged. To speed up the shifting process and to attenuate torque and speed surges during the shifting process, the electric machine is operated briefly as a generator and / or as a motor.

A shifting device for an automatic transmission of a motor vehicle with a gear-shift lever, which can be moved in an automatic shift track to select gear-shift positions; with a locking mechanism for blocking the adjusting movements of the gear-shift lever into at least one gear-shift position and / or out of at least one gear-shift position; and with a release button arranged on the gear-shift lever to release the blocking action of the locking mechanism. An increased level of functional reliability can be achieved by establishing a drive connection between the release button and two blocking elements, which are arranged redundantly on the gear-shift lever with the freedom to move up and down, that an actuation of the release button produces a synchronous stroke of the two blocking elements, where each of the blocking elements cooperates with an arresting gate comprising gate sections assigned to the gear-shift positions.

An electric actuator for an automatic transmission includes an adapter to transmit rotary motion between the adapter and the transmission. An electric motor has an output shaft operably connected the adapter by a gear set which includes a ring gear. A release mechanism includes a solenoid which selectively moves a lock member. In a first position, the lock member engages the ring gear to lock the ring gear so that the adapter is rotated by rotary motion of the output shaft and the adapter rotates to a predetermined zone about a desired gear position. In a second position, the lock member is out of engagement with the ring gear to permit rotation of the ring gear so that the adapter is rotated by internal forces of the transmission and the adapter automatically self-aligns to the exact desired gear position when the adapter is within the predetermined zone.

The invention relates to the technical field of vehicle running control, and discloses an automatic transmission control method. The automatic transmission control method comprises the steps that theaccelerator opening degree change rate of the current running state of a vehicle is acquired; whether the vehicle enters in a rapid accelerating state or not according to the accelerator opening degree change rate, and if the vehicle enters in the rapid accelerating state, the state of a hydraulic torque converter is acquired; if the hydraulic torque converter is in a locked state, a locking clutch is controlled to conduct a locking releasing action on the hydraulic torque converter to enable the hydraulic torque converter to release locking; the locking clutch is controlled to maintain the locking releasing action on the hydraulic torque converter in the preset time; whether the time that the locking clutch maintains the locking releasing action on the hydraulic torque converter reaches the preset time or not; and if the time reaches the preset time, the locking clutch is controlled to conduct a locking action on the hydraulic torque converter to enable the hydraulic torque converterto be locked. According to the automatic transmission control method, the problem that impact is generated due to the fact that the accelerator opening degree of an automatic transmission is increasedis solved, and the whole vehicle running steadiness is improved.

The invention relates to a power transmission mechanism for a double-clutch automatic transmission for an automobile. The power transmission mechanism comprises a power input shaft, an odd shift clutch input shaft, a first auxiliary shaft, a second auxiliary shaft, a middle shaft, a reverse gear idler shaft, an odd shift clutch, an even shift clutch, and a differential; the left end of the power input shaft is provided with a sun gear, a planetary gear, an internal gear ring, and a fixed planet carrier; an internal gear ring external gear is fixed outside the internal gear ring; the second auxiliary shaft is provided with an even shift driving gear, a reverse gear driving gear and an even shift synchronizer; the middle shaft is provided with a driven gear and first and second reverse gear driven gears; and the reverse gear idler shaft is provided with first and second reverse gear idler gears. The transmission mechanism is simple and is high in integrated level, and manufacturing cost of the double-clutch automatic transmission is reduced to certain extent.

A transmission having a main transmission and a splitter group, and including at least four spur gear planes formed with a countershaft and at least five shifting elements for engaging at least six gears between the transmission input and output shafts. When shifting between gears with the highest and the second-highest gear ratios, a shift occurs in the shifting elements associated with the splitter group but not in the shifting elements associated with the main transmission, whereas when shifting between gears with the lowest and second-lowest gear ratios, a shift occurs in the shifting elements associated with the main transmission but not in the shifting elements associated with the splitter group. An electric machine can be connected by a gearset, and depending on its shift position, the gearset acts as a pre-transmission ratio for the electric machine or as a superimposition transmission.

The invention provides a gear shift point calibration method, device and system of an automatic transmission, and relates to the technical field of automatic gear shift control of automobiles. The problem that in case of low-temperature start of an engine, the riding comfort is poor due to poor quality of gear shift of an automatic transmission is solved. The gear shift point calibration method of the automatic transmission comprises the steps of obtaining the maximum rotation speed of the engine in case of low-temperature start of the engine, and determining the maximum input rotation speed of the automatic transmission according to the maximum rotation speed of the engine, specifically, the maximum input rotation speed of the automatic transmission is equal to the maximum rotation speed of the engine; working out the maximum output rotation speed of the automatic transmission when the automatic transmission is at the first gear according to the maximum input rotation speed of the automatic transmission; and calibrating the maximum output rotation speed of the automatic transmission as the rotation speed of the gear shift point, from the first gear to the second gear, of the automatic transmission at the zero throttle. The gear shift point calibration method of the automatic transmission is applicable to automatic transmissions.

A method for operating a semi-automatic or automatic mechanical transmission (310) of a heavy truck when driving at idle speed. The method includes supplying fuel to the engine (300) of the heavy truck at a rate that facilitates engine-idle operation. In another step, the method engages the automatic or semi-automatic transmission in a gear higher than the starting gear of the transmission and permits the truck to operate at a first substantially uniform driving velocity (S1) under engine-idle power. Depending upon traffic and environmental requirements which require a higher speed, the driver upshifts the semi-automatic or automatic transmission by depressing a control device (350) for manual gear selection arranged on a gear shift lever (340) of the truck and then drives the truck at a second substantially uniform driving velocity (S2) under engine-idle power. The second (S2) substantially uniform driving velocity is greater than the first (S1) substantially uniform driving velocity.

A power train control device includes: an automatic neutral clutch that adjusts driving force transmitted from an engine to a transmission mechanism constituting an automatic transmission; a transfer clutch that adjusts driving force transmitted from the transmission mechanism constituting to a driving system component which drives driven-wheels; an automatic neutral clutch control unit that releases the automatic neutral clutch if predetermined automatic neutral control conditions are satisfied; and a transfer clutch control unit that controls engaging force of the transfer clutch based on a running state of a vehicle equipped with the power train control device. When returning from automatic neutral control, the transfer clutch control unit temporarily releases and then re-engages the transfer clutch, during a period from start to completion of engaging of the automatic neutral clutch.