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Multi-bidirectional clutch automatic transmission and vehicle body

A two-way clutch, automatic transmission technology, applied in the direction of clutch, transmission, gear transmission, etc., can solve the problems of poor reliability at low speed, power lag, and slippage, so as to achieve a smooth and unobtrusive start of the car, and avoid serious power lag effect of the problem

Inactive Publication Date: 2019-09-20
贺宏良
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

AI Technical Summary

Problems solved by technology

[0003] The advantage of DT is stable performance and high reliability, but the structure is extremely complex and the transmission efficiency is low due to the hydraulic torque converter, the shift speed is slow and the power response is slow
[0004] The CVT structure is simple and shifts smoothly, but because it is a steel belt friction transmission, the transmission efficiency is lower and it will slip under high torque. The durability is also average. After a failure, it is basically impossible to repair and needs to replace the assembly.
[0005] Although DCT has high transmission efficiency and fast shifting speed, it has serious low-speed setbacks and worst reliability
[0006] The three mainstream gearboxes generally have power lag problems caused by automatic continuous downshifts and slipping (CVT) during rapid acceleration. This has always been a sad story for owners of automatic transmission models.

Method used

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  • Multi-bidirectional clutch automatic transmission and vehicle body
  • Multi-bidirectional clutch automatic transmission and vehicle body
  • Multi-bidirectional clutch automatic transmission and vehicle body

Examples

Experimental program
Comparison scheme
Effect test

Embodiment 1

[0060] In a typical implementation of the present application, the seven gears are taken as an example to describe in detail; figure 1 , figure 2 As shown, it includes a gearbox housing, a first shaft 11, a second shaft 12, and a third shaft 13. The first shaft 11, the second shaft 12, and the third shaft 13 are parallel to each other, and the first shaft 11 is located at the second shaft 12. Between the three axis 13, the second axis 12 is below the first axis 11, and the three axis 13 is above the first axis 11;

[0061] Drive gear 9 and drive gear 10 are respectively installed on the leftmost side of the two or three shafts, and a passive differential gear 8 is installed below the first shaft. Drive gear 9 and drive gear 10 can transmit power to the passive gear. differential gear 8;

[0062] The first shaft is provided with second-speed driving gears, fourth-speed and sixth-speed driving gears, seventh-speed driving gears, third-speed driving gears, first-speed driving ...

Embodiment 2

[0098] In this embodiment, the third gear is taken as an example for illustration;

[0099] Three-speed gearbox such as image 3 As shown, it includes a gearbox housing, a first shaft, a second shaft, and a third shaft. The first shaft, the second shaft, and the third shaft are parallel to each other, and the first shaft is located between the second shaft and the third shaft. One driving gear is installed on the second shaft and three shafts, and a passive differential gear is installed under the first shaft. Both driving gears mesh with the differential gear to transmit power to the passive differential gear;

[0100] The first-speed driving gear, the second- and third-speed driving gears are sequentially arranged on the first shaft;

[0101] The driven idler gears of 1D and 3D gears are correspondingly arranged on the two shafts; a first two-way clutch is installed between the driven idler gears of 1D and 3D gears;

[0102] The driven idler gears of R and 2D gears are cor...

Embodiment 3

[0110] In this embodiment, 4 gears are taken as an example for illustration;

[0111] Four-speed gearbox such as Figure 4 As shown, it includes a gearbox housing, a first shaft, a second shaft, and a third shaft. The first shaft, the second shaft, and the third shaft are parallel to each other, and the first shaft is located between the second shaft and the third shaft. One driving gear is installed on the second shaft and three shafts, and a passive differential gear is installed under the first shaft. Both driving gears mesh with the differential gear to transmit power to the passive differential gear;

[0112] The first gear, the second and third gears are sequentially arranged on the first shaft; the fourth gear is the driving gear;

[0113] The driven idler gears of 1D and 3D gears are correspondingly arranged on the two shafts; a two-way clutch is installed between the driven idler gears of 1D and 3D gears;

[0114] Correspondingly provided with R, 2D, 4D gears driven...

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Abstract

The invention discloses a multi-bidirectional clutch automatic transmission and a vehicle body with the same. A three-gear automatic transmission, a four-gear automatic transmission, a five-gear automatic transmission, a six-gear automatic transmission and a seven-gear automatic transmission are included. Specifically, a first shaft, a second shaft and a three shaft are included, the second shaft and the three shaft are each provided with a driving gear, a passive differential gear is mounted below the first shaft, the two driving gears are meshed with the differential gear, and power is transmitted to the passive differential gear; the first shaft is sequentially provided with the driving gears at different gear positions; the second shaft and the third shaft are correspondingly provided with driven idle gears at different gear positions; and a two-way clutch is mounted between the driven idle gears, and a hydraulic drive device is arranged at each shaft end position of the two-way clutch.

Description

technical field [0001] The invention discloses a multiple two-way clutch automatic gearbox and an automobile provided with the gearbox. Background technique [0002] At present, there are mainly three types of automatic transmissions mainly used in small civilian cars: DT, DCT and CVT; these three mainstream transmissions have their own advantages and disadvantages: [0003] The advantage of DT is stable performance and high reliability, but the structure is extremely complex and the transmission efficiency is low due to the hydraulic torque converter, the shift speed is slow and the power response is slow. [0004] The CVT structure is simple and shifts smoothly, but because of the steel belt friction transmission, the transmission efficiency is lower and it will slip under high torque. The durability is also average. After a failure, it is basically impossible to repair and needs to replace the assembly. [0005] Although DCT has high transmission efficiency and fast shif...

Claims

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Application Information

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Patent Type & Authority Applications(China)
IPC IPC(8): F16H3/08F16H37/08F16D48/06
CPCF16D48/06F16H3/08F16H37/0833F16H2003/0811F16H2003/0818
Inventor 贺宏良
Owner 贺宏良