Manual Dual Clutch Transmission With Mechanical Backup Actuation
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Solution Overview
Problem
Conventional power transmission systems for vehicles face challenges such as complex shaft arrangements, high manufacturing costs, and increased weight due to the use of epicyclic gear trains, which are difficult to assemble and service, and are prone to errors from electrical and electronic component malfunctions.
Innovation Solution
A manual dual clutch power transmission unit with a hydro-mechanical operated dual clutch system, featuring a synchro-shuttle transmission unit, 8-speed transmission, and a range transmission unit, providing 24 forward and 24 reverse speeds, with a hydro-mechanical transmission control mechanism and an auxiliary transmission actuation mechanism to ensure power transmission even when the hydraulic dual clutch unit is not functioning.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Productivity
If an electro-hydraulic control valve block is used to control the dual clutch unit, then the control efficiency is improved, but the system becomes prone to errors due to electrical and electronic component malfunctions
Solution Approach 1:
The patent replaces the electro-hydraulic control valve block with a pure mechanical control mechanism. The mechanical linkage system uses physical levers, linkages, and mechanical valves that directly transmit driver input to the clutch actuation system, eliminating electronic sensors, control units, and electrical wiring. This mechanical substitution maintains control efficiency through direct mechanical advantage while significantly improving reliability by removing vulnerable electronic components that can malfunction.
2Extent of automation
If epicyclic gear trains are used in the power transmission system, then automatic transmission functionality is achieved, but the design complexity increases and assembly and servicing become difficult
Solution Approach 1:
The patent segments the transmission system into distinct functional modules: a conventional mechanical gearbox for gear changes, a separate dual clutch unit for smooth engagement, and a mechanical control system. This segmentation replaces the integrated complexity of epicyclic gear trains with modular components that can be independently designed, assembled, and serviced. The mechanical gearbox handles gear ratio changes while the dual clutch manages power flow, dividing the automatic transmission function into manageable segments.
Solution Approach 2:
Instead of using epicyclic gear trains to achieve automatic transmission, the patent inverts the approach by using a conventional mechanical gearbox combined with a dual clutch system. The innovation lies in reversing the traditional automatic transmission architecture, placing the complexity in the clutch engagement mechanism rather than in the gear train itself, thereby simplifying the overall design and servicing requirements.
3Reliability
If the forward reverse section is located close to the engine to reduce torque exposure, then the control element reliability is improved, but the shaft arrangement becomes complex due to center distance limitations
Solution Approach 1:
The patent merges the forward-reverse control function with the clutch actuation mechanism. The mechanical linkage system that controls the dual clutch engagement also incorporates the forward-reverse direction control, combining multiple functions into a unified control architecture. This merging eliminates the need for separate control elements for direction changes, reducing shaft complexity while maintaining control element reliability through the protected mechanical design.
4Extent of automation
If internal gears are used in the epicyclic gear train unit, then automatic transmission is enabled, but manufacturing costs increase and overall vehicle weight increases
Solution Approach 1:
The patent employs conventional, readily manufactured external gears in the mechanical gearbox instead of expensive internal gears required for epicyclic transmissions. These standard external gears are simpler to manufacture using conventional machining processes, reducing production costs. The system accepts the trade-off of using a mechanical gearbox that may have shorter service life compared to planetary transmissions, but gains significant manufacturing cost advantages and weight reduction.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The solution provides a reliable and efficient power transmission system with reduced complexity and cost, improved assembly and maintenance, and ensures vehicle propulsion across various driving conditions without relying on the hydraulic dual clutch unit.
Implementation Method 1
a hydro-mechanical transmission control mechanism which controls shifting and selection of gears (odd gear and/or even gear) in the multi-speed transmission unit and corresponding selection of clutches (odd clutch and/or even clutch) respectively in the hydraulic dual clutch unit
Implementation Method 2
a hydro-mechanical operated dual clutch unit (dual wet clutch)
Data Source
AI summary
Manual dual clutch power transmission unit 10 for a vehicle (tractor, constructional vehicle and the like), which comprises a synchro-shuttle transmission unit 10S (forward/reverse drive transmission), a hydro-mechanical operated a dual clutch unit 10D, a multi-speed transmission unit 10T (8 speed transmission unit), a range transmission unit 10R (3 ranges—low range, medium range and high range), a hydro-mechanical transmission control mechanism 100 which controls shifting and selection of gears (odd gear and/or even gear) and corresponding clutches (odd clutch and/or even clutch) respectively, and an auxiliary transmission actuation mechanism 200 which actuates the power transmission unit 10 when at least one of the hydraulic dual clutch unit 10D of the power transmission unit 10 and a hydraulic system of the vehicle is not functioning, wherein the transmission control mechanism 100 for the multi-speed transmission unit 10T is provided with Z-gate sequential gear shift pattern.