137 results about "Semi-automatic transmission" patented technology

The invention relates to a gear train of an automatic transmission which 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.

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.

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.

A transmission mechanism of an automatic transmission for vehicles, which realizes at least ten forward speeds and one reverse speed by combining four sets of single planetary gear sets with four clutches and two brakes, three friction elements Being operated at each gear speed, the transmission mechanism has advantages of simplifying the structure of the automatic transmission, improving power transmission performance and fuel economy.

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.

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.

A drivetrain of a motor vehicle, with a hybrid drive, comprising an internal combustion engine and an electric machine and a semi-automatic group transmission. The semi-automatic group transmission comprises at least a main transmission and a downstream group in drive connection downstream with the main transmission. An input shaft of the semi-automatic group transmission is connected, via a controllable starting clutch, to the internal combustion engine of the hybrid drive and an output shaft of the semi-automatic group transmission is connected to an axle drive. Depending on the shift position of at least one shifting element, the electric machine can be coupled to the force flow or the torque flow of the drivetrain between the main transmission and the downstream group of countershaft design and / or between the downstream group of a countershaft design and the axle drive.

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.

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.

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.