51 results about "Variator" patented technology

An infinitely variable transmission (IVT) provides a plurality of transmission modes. At least one mode is a serial mode and at least one other mode is a split-path mode. The IVT provides substantially seamless shifting between the plurality of transmission modes.

A gear reduction unit is provided with a unique combination of right angle gears with means for distinct connection of pinions or gears with an independent shaft. The gear reduction unit has many variations with different types of right angle gears, according with the desired numbers of ratios and torque and size requirements. The gear reduction unit is more efficient, quite and more compact than conventional parallel shaft or planetary systems which have been typically used in power regulating transmissions. The gear reduction unit of the present invention is easily manufactured.

A wind power station comprises a wind rotor; a transmission mechanically coupled to the wind rotor; an asynchronous generator having a generator rotor mechanically coupled to the transmission, and a generator stator electrically coupled to a power grid; and a protection unit protecting the generator and the transmission against accidental breakdowns of an alternating voltage provided by the power grid. The Protection unit includes at least one choke electrically arranged between the power grid and the generator stator, and a synchronous electrical machine electrically coupled to the choke.

A continuously variable transmission (1) for transmitting a driving force of an engine (VE) to a load (DW) to be driven, in particular in a vehicular drive line, provided with two hydraulic pumps (10, 11) for realising a pressurised supply of hydraulic transmission fluid for the actuation of the transmission (1), whereof a first pump (10) is driven by the engine (VE) and whereof a second pump (11) is driven by an electric motor independently from the engine (VE), and with a main hydraulic line (13), an auxiliary hydraulic line (15) and a line pressure valve (14) that control a pressure (Pline) in the main line (13) by allowing a surplus of transmission fluid to flow from the main line (13) into the auxiliary line (15), wherein the first pump (10) is connected to the main line (13) and wherein the second pump (11) is connected to the auxiliary line (15).

The invention relates to a mechanical speed-changing device, in particular to a variable torque type continuously variable transmission. The variable torque type continuously variable transmission realizes infinitely variable speed by changing torque of a speed-changing wheel through a speed-changing control rod. The working principle of the variable torque type continuously variable transmission is that a sliding block with a short shaft is mounted in a groove, in the radial direction, of a speed-changing wheel in the box; an eccentric shaft of a power wheel is connected with the short shaft of the sliding block through a transmission rod; a speed-changing control rod can control movement of the sliding block; the torque of the speed-changing wheel is changed through movement of the sliding block, so that the amplitude of the reciprocating rotation of the speed-changing wheel is changed and the reciprocating stroke of a rack meshed with the speed-changing wheel is changed; the reciprocating motion of the rack is transformed into homodromous rotation by a reversing wheel internally provided with an overrunning clutch; power is output through an output shaft. The radial groove of the speed-changing wheel also can lock the sliding block through isometric pin holes to form speed change with gears. The variable torque type continuously variable transmission is stable in process, large in transmission and suitable for speed change of a main shaft of an engine.

The invention relates to a double-circumference synchronizer with springs. The double-circumference synchronizer comprises a gear hub and a gear sleeve. The gear hub is sleeved on a transmission shaft, the gear sleeve is movably connected with the gear hub by splines, peripheral grooves are formed in the centers of two end surfaces of the gear hub, and an annular neutral positioning spring is arranged in a groove gap between upper and lower spline teeth. Synchronizing rings are connected to axial end surfaces of the gear hub, inner conical surfaces of the synchronizing rings are connected with outer conical surfaces of combination teeth, and annular pre-synchronizing springs are sleeved on protruded structures of the synchronizing rings. The double-circumference synchronizer has the advantages that friction torque among the conical surfaces of the synchronizing rings and the combination teeth can be preliminarily adjusted, so that the gear shifting smoothness of a sped changer can be improved; the synchronizer can assuredly have a neutral position and is compact in structure.

A transmission controller determines whether a shift returning to low, changing a speed ratio of a continuously variable transmission to the lowest when a vehicle decelerates, is being performed or not, calculates a primary pressure measured lower limit value at which a belt begins to slip actually, based on a deceleration of the vehicle and the speed ratio of the continuously variable transmission, and sets a lower limit value of a target value of the primary pressure during the shift returning to low as the primary pressure measured lower limit value.

A damping control device for an electric vehicle is having a continuously variable transmission between a motor and left and right front wheels. The damping control device drive system includes a feedback control unit, which suppresses a vibration accompanying a disturbance in the rotational speed of the motor, and an operation determination unit, which determines whether or not an absolute value of a second-order differential of the transmission ratio is equal to, or greater than, a predetermined value, wherein when the absolute value of the second-order differential of the transmission ratio is equal to, or greater than, the predetermined value. The feedback control unit performs control of the output torque of the motor whereby a compensation torque component for suppressing a vibration accompanying a gear shift is subtracted from a compensation torque.

In one aspect, a computer-implemented method for automatically calibrating clutches within a transmission of a work vehicle may include determining, with a computing device, whether a plurality of predetermined conditions are satisfied for performing a clutch calibration on a clutch of the transmission. The predetermined conditions may require that the work vehicle be in park and that a predetermined time period has elapsed since a previous clutch calibration was performed on the clutch. In addition, the method may include automatically initiating the clutch calibration without requiring operator input when the predetermined conditions are satisfied and performing the clutch calibration in order to calibrate the clutch.

The invention discloses a speed changer synchronizer synchronous self-adaptation control method and system. The method comprises the steps that data acquiring and effectiveness judgment are conducted,specifically, operation data of a synchronizer in the current synchronous process are acquired, whether all the data belong to effective data or not are judged, and synchronizing force in the currentsynchronous process is recorded when all the data are effective data; stiffness deformation of a shifting fork under the action of the synchronizing force is obtained through calculation; and a new synchronous position value is obtained through calculation and stored in a storage of a gear shifting control system in a replacing mode to serve as a subsequent gear engaging reference. In the synchronous self-adaptation process, the effective data can be prejudged emphasically, unnecessary synchronous self-adaptation errors are prevented, and calculation burden is greatly reduced; and the adoptedupdated gear shifting synchronous position value is still evaluated, thus, in the process from the beginning to the end of the service life, the gear shifting evaluation standard is unchanged, and the actuating results of gear shifting are kept uniform.

The invention provides a semi joint point judgment method of a hydraulic automatic transmission clutch. The method includes the steps that when a gear shifting requirement is detected, oil is inflated into a clutch with large pressure P1, and the actual clutch pressure and the turbine rotating speed change rate values at all moments are recorded; when the actual clutch pressure slowly rises along with time, the clutch pressure is reduced to P2, and oil inflation is continuously carried out; when the actual oil pressure reaches the preset scale value of P2, the P2 is gradually increased with delta P, and when the turbine rotating speed change rate becomes a negative value, the clutch pressure at the time is recorded and is semi joint point pressure. The invention further provides a semi joint point judgment system of the hydraulic automatic transmission clutch. By means of the semi joint point judgment method of the hydraulic automatic transmission clutch, quick and accurate pressure response in the clutch oil inflation process can be achieved, and impact caused by clutch pressure overshooting can be avoided.

The invention discloses three clutches. The three clutches comprise clutch input shafts, clutch output shafts and clutch pieces; three annular piston ejector rod sets movably connected and consistingof columnar piston ejector rods are arranged at the back ends of three clutch ring piece sets; and the three piston ejector rod sets penetrate through piston ejector rod through holes formed in secondand third driving tooth sleeve fixed discs, and are fixedly connected with a first clutch piston, a second clutch piston and a third clutch piston in a first clutch oil cylinder, a second clutch oilcylinder and a third clutch oil cylinder arranged on clutch oil cylinder fixed walls. The three clutches have the beneficial effects of capability of eliminating the gear shifting hesitation phenomenon of double-clutch automatic transmissions and capability of relieving high temperature and wear of the clutches; and the clutch piece sets are short in distance from the oil cylinders, and are reasonably stressed, so that the size and the cost of the clutches are reduced.

The invention relates to a parallel shift transmission having a drive unit and two partial transmissions, each connectable to the drive unit via a friction clutch and each having a plurality of gear ratio steps.

A starting clutch is disposed between a transmission and an engine and including a wet type multi-plate clutch adapted to transmit a power. The wet type multi-plate clutch comprises a plurality of friction engaging elements housed for an axial sliding movement, a clutch drum for accommodating the friction engaging elements, a clutch hub disposed at an inner diameter side of the clutch drum to support the friction engaging elements for the axial sliding movement, and a piston for applying a pressing force to the friction engaging elements to tighten the wet type multi-plate clutch. The starting clutch includes a housing adapted to accommodate the wet type multi-plate clutch and driven by the engine, and in a condition that oil is filled within the starting clutch, the oil supplied to the housing is flown along an outer periphery of the clutch drum and is discharged from the housing.

A transmission control device includes a converter that converts continuous accelerator positions detected by an accelerator pedal sensor into a stepped step position, and a controller that controls the gear ratio of a continuously variable transmission based on the converted step position. The converter creates a hysteresis regarding the converted step position, when the accelerator depression amount increases, and when the accelerator depression amount decreases. In the case where the step position reaches a predetermined position or greater, the controller executes kick-down control where the gear ratio is controlled to a low side.

Clutch pressure is reduced to an initial pressure, and a transmission operation state is stored, when a vehicle is stopped with an engine in an idling state. The clutch pressure is further reduced at a constant change rate and the amount of time is measured until the turbine rotation speed increases to the predetermined rotation speed. Based on the measured amount of time, a correction amount is computed for the initial pressure necessary to increase the turbine rotation speed to the predetermined rotation speed in a predetermined amount of time. The correction amount is stored in a memory region corresponding to the transmission operation state when the clutch pressure is reduced to the initial pressure. The initial pressure is corrected according to the correction amount stored in the memory region corresponding to the transmission operation state when the clutch. pressure is reduced.

A power train (1) of an all-wheel drive vehicle with at least two driven vehicle axles (4, 5), with a main transmission (3) placed between a main engine (2) and the vehicle axles (4, 5), capable of displaying different conversion ratios, which has three control and adjustment frictional clutches (k_VA, k_HA_L and k_HA_R). The first clutch (k_VA) is placed between the main transmission (3) and the first vehicle axle (4) and the second clutch (k_HA_L) and the third clutches (k_HA_R) are respectively located between an axle transmission (7) and two driven wheels (5A, 5B) of the second vehicle axle (5). The respective transfer capabilities of the clutches (k_VA, k_HA_L, k_HA_R) can be adjusted with an actuator (8), and the driving torque between the driven vehicle axles (4, 5) can be distributed depending on the adjusted transfer capabilities of the clutches (k_VA, k_HA_L, k_HA_R).

A control apparatus for a vehicle drive-force transmitting apparatus which establishes selectively a first state in which a drive force is transmitted by a gear mechanism and a second state in which the drive force is transmitted by a continuously-variable transmission mechanism. The control apparatus executes a shift-up action requiring the first state to be switched to the second state, in (a) a case in which a state of the drive-force transmitting apparatus satisfies a first condition that a gear ratio of the continuously-variable transmission mechanism is not lower than a first gear ratio value and in (b) a case in which the state of the drive-force transmitting apparatus satisfies a second condition that a lap-down control is executed with the gear ratio of the continuously-variable transmission mechanism being not lower than a second gear ratio value that is lower than the first gear ratio value.

An automatic transmission gear-shifting control method used under the working condition of misoperation comprises the steps that whether the working condition of misoperation exists or not is judged under the braking-free working condition in real time, namely the detected frequent accelerator stepping times exceeds a preset accelerator stepping time threshold within a judgment time limit, and it is satisfied that the gear difference before and after an accelerator stepping action occurs each time exceeds a preset gear difference threshold; a transmission can optimize gears under the working condition of misoperation within a locking time to assist driving. By the adoption of the automatic transmission gear-shifting control method, abrasion of a synchronizer and a clutch can be effectively decreased, and too quick temperature rise of the clutch is avoided to reduce the discomfort possibly brought by frequent gear shifting.

The invention relates to a transmission. The transmission comprises a box assembly, a gear shifting assembly, a main variable speed assembly, a differential speed shaft assembly and a front driving assembly. The gear shifting assembly, the main variable speed assembly, the differential speed shaft assembly and the front driving assembly are fixed to a box. The gear shifting assembly comprises a main variable speed gear shifting assembly body and a four-drive gear shifting assembly body. The main variable speed gear shifting assembly body and the four-drive gear shifting assembly body control gear adjusting of the main variable speed assembly and the differential speed shaft assembly correspondingly. The transmission is stable in performance, safe, reliable and compact in structure, rear wheel driving can be achieved when a transporting vehicle provided with the transmission travels on a light-load good road, differential speed four-drive is achieved when the transporting vehicle provided with the transmission travels on a light-load non-rigid road or on a full-load good road, differential speed locking four-drive is achieved when the transporting vehicle provided with the transmission travels on a full-load non-rigid road, the driving capacity of a tractor works in field transfer and road transport is improved advantageously, tyres are prevented from slipping or trapping, and the transmission meets the need of various road conditions and different driving modes.

A hybrid transmission (10) for a motor vehicle with an internal combustion engine (VM) and an electric prime mover (EM1) is provided. The hybrid transmission (10) includes a first transmission input shaft (14) for a first sub-transmission, a second transmission input shaft (16) for a second sub-transmission, at least one countershaft (18), multiple gear change devices (A-F) for engaging gear steps (E1, E2, 1, 2, 3, 4), and idler gears and fixed gears arranged in multiple gear set planes for forming the gear steps. A portion of the gear steps are engageable for the internal combustion engine, and a portion of the gear steps are engageable for the electric prime mover. At least one of the gear steps is engageable for the internal combustion engine and for the electric prime mover regardless of the gear step engaged for the particular other machine.

The invention discloses a transmission, a power drive system and a vehicle. The transmission comprises a first planetary gear mechanism, a second planetary gear mechanism, an input shaft, an intermediate shaft, a first synchronizer and a second synchronizer, wherein a second ring gear of the second planetary gear mechanism is connected with the output end of the transmission, the input shaft is connected with a first sun wheel, the first gear ring is connected with the intermediate shaft, the intermediate shaft is connected with a second sun wheel, the first synchronizer fixes a first planet carrier to a housing of the transmission or connects the first planet carrier with the first sun wheel, and the second synchronizer fixes a second planet carrier to the housing of the transmission or connects the second planet carrier with the second sun wheel. According to the transmission, by arranging a double planetary-row double-synchronizer structure, rapid, smooth and reliable gear shiftingcan be achieved, the structure of the transmission is simple, and maintenance is convenient.