MXPA01002303A - Dual clutch design for an electro-mechanical automatic transmission having a dual input shaft - Google Patents

Abstract

A dual clutch system (20, 22) is provided for a transmission (10) having dual input shafts (14, 16). The dual clutch system (20, 22) includes first and second flywheels (96, 98), first and second friction disk assemblies (100, 116), and first and second pressure plates (102, 118) which are engaged by an electro-mechanical clutch actuator (26, 28).

Description

DUAL CLUTCH DESIGN FOR AN AUTOMATIC, ELECTROMECHANICAL TRANSMISSION, THAT HAS A DUAL ENTRY ARROW.

The present invention relates to an automatic transmission, and more particularly to a dual clutch design for an automatic, electromechanical transmission, having a dual input shaft.

There are currently two typical power transmissions used in conventional cars. The first and oldest type of drive train is the manually operated drive train. Typically, these power trains are characterized because vehicles that have manual transmissions include a clutch pedal to the left of the brake pedal and a gear shift lever that is usually mounted in the center of the vehicle just behind the dashboard. To operate the manual transmission, the driver must coordinate the depression of the clutch and accelerator pedals with the position of the shift lever to select the desired gear. Because the Ref. No.: 126911 proper operation of a manual transmission is well known to those skilled in the art, such an operation will no longer be described here.

A vehicle that has an automatic transmission does not need a clutch pedal; In such a vehicle, the standard H configuration of the shift lever is replaced by a shift lever that typically moves back and forth. The driver only needs to select between park, reverse, drive and one or two slow gears. As is commonly known in the art, the shift lever is placed in one of several positions that has the indicator of the P, R, N, D, 2 and maybe 1 marches corresponding to Park (Park), Reverse, Neutral, driving (Drive), and one or more slow gears, respectively. The operation of the vehicle when the gear shift lever is placed in one of these positions is well known in the art. In particular, when in drive mode, the transmission automatically selects between the available forward gears. As is well known, older systems typically include first, second and third gears, while newer systems include from the first to the third gear as well as a fourth and possibly a fifth and sixth gear of super-gear or overdrive (overdrive ). Overdrive gears provide better fuel economy at higher speeds.

As is well known, the first transmissions were, almost exclusively, manually operated transmissions. With the continuous development of automatic transmissions, drivers have increasingly tended toward the easy operation of automatic transmissions. However, in the mid-1970s, a growing interest in the present and future fossil fuel deficit resulted in the implementation of regulations for the ordinary fuel economy in several countries. These requirements to save fuel, needed research to increase fuel economy of motor vehicles, to comply with government regulations. These government regulations have led to a gradual return to manual transmissions, which are typically more efficient than automatic transmissions.

In the following years, many mechanically operated vehicle systems were replaced, or at least controlled by electronic control systems. These electronic control systems greatly increased the fuel efficiency of the vehicle engines, allowing a gradual return to the convenience of automatic transmissions. In addition, the electronic controls used with the automatic transmissions, greatly improved the times and the sensation of change in the automatic transmissions, and also allowed the implementation of some fourth and fifth gears of overdrive, thus increasing fuel economy. Thus, automatic transmissions have once again become enormously popular.

Manual and automatic transmissions offer several competitive advantages and disadvantages; As already mentioned, one of the main advantages in a manual transmission is an improved fuel economy. On the contrary, the automatic transmissions offer first and foremost an easy operation, in such a way that the driver does not need to get hot, that is to say to use both hands; one to maneuver with the steering wheel and the other to make the gear changes; and both feet, one for the clutch and the other for the accelerator and the brake pedal while driving. When operating a manual transmission, the driver has a free hand and foot. In addition, an automatic transmission provides extreme convenience in situations of continuing and stopping, this because the driver does not need to worry about the continuous changes of gears in order to adjust the ever-changing speed caused by traffic.

The main reason for the superior efficiency of the manual transmission over the automatic transmission lies in the basic operation of the automatic transition. In most automatic transmissions, the motor output is connected to the input of the transmission through a torque or torque converter. Most torque converters have an input turbine that connects to the motor output shaft, and an input driver that connects to the input shaft of the transmission. The movement of the turbine on the inlet side results in a flow of hydraulic fluid that causes a corresponding movement of the hydraulic impeller connected, this to the input shaft of the transmission. While torque converters offer uniform coupling between the motor and the transmission, the displacement of the torque converter results in a parasitic loss, thereby decreasing the efficiency of the drive train. In addition, the operation of change in an automatic transmission, needs a hydraulic pump that pressurizes a fluid to perform the clutch; The power required to pressurize the fluid presents additional parasitic losses of efficiency in the drive train.

Before a change can be made between gear reduction ratios of a manual transmission, it is necessary to synchronize the speed of rotation of the driving shaft with the speed of rotation of the driven shaft. Typically, in a manual transmission, synchronization is obtained with the aid of a synchronizing mechanism, for example a mechanical synchronizer that is well known in the art. The mechanical synchronizer varies the speed of the driving arrow to match the speed of the driven arrow, thus allowing a uniform gear of the selected gear set. For example, during a forward shift, the mechanical synchronizer uses friction forces to decrease the rotation rate of the drive shaft, so that the desired gear of the drive shaft meshes evenly to drive the desired gear of the driven shaft. . On the contrary, during a downward shift, the mechanical synchronizer increases the rotation rate of the driving shaft, in such a way that the desired gear is uniformly geared to thereby drive the desired gear on the driven shaft. Typically, with a manual transmission, a period of delay occurs between the disengagement of the gear currently engaged, and the subsequent synchronization and engagement of the desired transmission gear. Also, during this process, the clutch connection between the motor output shaft and the input shaft of the transmission needs to be disengaged before the gear change and re-gear process after synchronization.

Thus, it is an object of the present invention to provide an automatic, electromechanical transmission using the manual type transmission design., to eliminate the parasitic losses associated with the torsion converter and the hydraulic controls of conventional automatic transmissions. The automatic, electromechanical transmission of the present invention is essentially an automated manual transmission. The design uses a dual input / dual clutch arrow arrangement. The arrangement is equivalent to having two transmissions in a single housing. Each transmission can be changed and clutch independently. The change down and change upwards with respect to the power, uninterrupted between the gears, is available together with the high mechanical efficiency of a manual transmission that is available in an automatic transmission, thus obtaining a significant increase in the economy of fuel and the operation of the vehicle.

With the two electromechanical, independently actuated shift actuators, manual, conventional synchronizers with the clutches and blocking rings are provided with barrel-shaped cam members.

The dual clutch system consists of two dry discs, driven by a common flywheel assembly. Two electromechanical clutch actuators are provided to control disengagement of the disks, from two clutches, independently; the changes are made by engaging the desired gear before a change event, and then engaging the corresponding clutch. The clutch actuators have aid springs to reduce the power needed to disengage the clutches. The actuators also have compensating mechanisms to automatically adjust the wear of the clutch disc during the life of the clutch discs.

The transmission of the present invention can be in two different gear ratios at the same time, but only one clutch will be engaged and will be able to transmit power. To change to the new gear ratio, the impulse clutch will be released and the released clutch will be engaged. The two-clutch actuators make a quick and uniform change when they are driven by an on-board vehicle control system, using a closed-loop control that reads the Engine's Revolutions Per Minute (RPMs) or torque. The transmission arrow that is disengaged will then be changed to the next gear ratio in anticipation of the next change.

A hill braking mechanism is provided in the form of a one-way, freewheeling roller clutch that can be engaged. This clutch will be engaged when the transmission is in the first, second or third gear to prevent the rolling of the vehicle on a hill or downhill. A series of four pairs of synchronizers on the two input arrows is preferably used. The slope braking mechanism is selectively engaged by one of the synchronizers. The braking on the slope prevents the rolling of the vehicle back when it is stopped. Contrary to an automatic transmission, engine torque is not required here to prevent the vehicle on a slope from rolling down, thus improving efficiency.

A lubrication system is provided, such that a center plate is provided within the transmission housing to support one end of one of the two input arrows, and furthermore support a lubricant pumping mechanism that is driven by a gear of reverse transmission, also mounted to the central plate. The lubricant pumping mechanism removes the lubricating fluid from the bottom of the transmission housing, through the fluid passages in the center plate, and supplies the lubricating fluid through a central fluid passage, placed inside the first arrow of entry. The first central inlet arrow, as well as the second recessed inlet arrow, are provided with radial, fluid passages, which have lubrication communication with each of the gears mounted on each of the first and second input arrows. The efficiency is increased when the oil level is below the gear train, thus reducing the parasitic drag (loss of resistance to running by the wind).

Additional areas of applicability of the present invention will be obvious from the detailed description provided hereinafter. However, it should be understood that the detailed description and the specific examples, insofar as they indicate the preferred embodiments of the present invention, are for purposes of illustration only, since various changes and modifications within the spirit and scope of the invention will be obvious for those with skills in art, from this detailed description.

The present invention will become more understandable from the detailed description as well as from the accompanying drawings, in which: Figure 1 is a sectional view of an electromechanical automatic transmission; Figure 2 is a detailed cross-sectional view of a dual cam assembly used to disengage the dual clutch assemblies; Figure 2A is an illustration of the cam profile, braking on slope 2-4-6; Figure 2B is an illustration of the cam profile R-1-3-5; Figure 3 is a side view of the side clutch actr R-1-3-5; Figure 4 is a side view of the side clutch actr of the steep braking 2-4-6; Figure 5 is an extreme view of a dual clutch assembly; Figure 6 is an end view of the clutch actr assembly and a dual cam assembly with each of the clutch actr assemblies in the disengaged position; Figure 7 is an end view of the clutch actr and the dual cam assembly as shown in Figure 6, with the clutch actr on the right side in the disengaged position; Figure 8 is an end view of the clutch actr assembly and the dual cam assembly, with the right side clutch actr in the adjusted position.

Figure 9 is an end view of the clutch actr and the dual cam assembly as shown in Figure 6, with the left side clutch actr in the disengaged position; Figure 10 is an end view of the clutch actr assembly and the dual cam assembly, with the left side clutch actr in the adjusted position; Figure 11 is an elevational view of the change rail assembly; Figure 12 is a sectional view of the shift actr R-1-3-5; Figure 13 is a sectional view of the shift actr 2-4-6-Braking in Slope; Figure 14 is an illustration of the cam grooves, provided in the shift cam 2-4-6- Slope Braking; Figure 15 is an illustration of the cam grooves of the shift cam R-l-3-5; Figure 16 is an extreme view of the automatic, electromechanical transmission, with the parts separated to illustrate the shift, stationary, braking actrs and the lubricating oil / intermediate gear or reverse transmission pumping mechanism; Fig. 17 is a plan view of the central plate, with the transmission gear assembly of reverse and braking or parking shoes, mounted to the plate; Figure 18 is a cross-sectional view of the central plate, taken through the reverse gear pump / gear mechanism; Figure 19 is a plan view of the front side of the central plate, illustrating the lubrication passages provided therein for communication between the geroter-type pump and the lubrication passage provided in the first inlet arrow; Figure 20 is a side view of the central plate shown in Figure 19; Figure 21 is an elevational view of the central plate shown in Figure 19; Y Figure 22 is a schematic illustration of the control system for the electromechanical automatic transmission.

With reference to the accompanying drawings, the automatic, electromechanical transmission 10 is now described, in accordance with the principles of the present invention. The automatic, electromechanical transmission 10 is provided with a gear train 12 including a first input shaft 14, and a second recessed input shaft 16 which is concentric with the first input shaft 14. Each of the arrows 14,16 it supports a plurality of rotationally mounted drive or drive gears, each meshed with the respective driven gears, and mounted to a driven shaft 18. A first friction clutch 20 is provided, to transmit a torque or torsion from the motor output arrow (not shown) towards the first input shaft 14. A second friction clutch 22 is provided to transmit drive torque, from the motor output shaft to the second input shaft 16. A dual cam assembly 24, together with the first and second clutch actrs 26, 28 (see Figures 3-4 and 6-10) are provided to selectively disengage the first and second friction clutches. 20.22.

The gear train 12 includes reverse gears 30, first 32, third 34, and fifth 36 speeds, mounted rotatably to the first input shaft 14. A first reverse gear synchronizing device 38 is provided, to selectively engage the reverse gear 30 and the gear of the first speed 32 to the first input arrow 14. A synchronizing device 40, third-fifth, is provided to selectively engage the gears of the third and fifth speeds 34,36 to the first arrow of input 14. The gears of the second 42, fourth 44 and sixth 46 speeds are rotatably mounted to the second input shaft 16. A synchronizing device 48, second-fourth, is provided to selectively engage the gears of the second and fourth gears. speeds 42.44 respectively to the second input arrow 16. A slope / sixth speed braking synchronizing device 50 is provided to selectively engage e gear 46 of the sixth speed to the second input shaft 16. In addition, the synchronizer 50 braking on slope / sixth speed also meshes with a one-way, freewheel gear (Hill Holder) 52 to prevent the vehicle roll down a hill or slope.

The first input shaft 14 is supported by a bearing assembly 54. The bearing assembly 54 has an internal track or channel 54a supported on the first input shaft 14 and the outer channel 54b supported on the second input shaft 16. second input arrow 16 has a two-part construction, with a first arrow portion 16A and a second arrow portion 16B, each fixed next to each other or to each other by a plurality of fixing means and / or bolts 53, generally in the vicinity of the bearing 54. In addition, a seal 55 is provided between the first arrow portion 16A of the second input arrow 16, and the first input arrow 14. At a second end, the first input arrow 14 is supported by a needle bearing assembly 60 positioned within a central hub portion of the gear 36 of the fifth speed. The fifth speed gear 36 is supported by an end plate 62 via a bearing assembly 64. A central plate 66 is provided within the housing 58 and is provided with an opening 68 through which the first and second arrows extend. of entry 14,16. The second input shaft 16 is supported within a front plate 56 of the transmission housing 58, via a bearing assembly 70 which is generally concentric with the bearing 54. The driving or driving shaft 18 is supported at a front end by a front plate 56 via a bearing assembly 72, and at a rear end by the end plate 62 via a bearing assembly 74. The driving or driving arrow 18 is provided with a reverse drive gear 76, a gear 78 of first speed pulse, a second speed drive gear 80, a third speed drive gear 82, a fourth speed drive gear 84, a fifth speed drive gear 86, a pulse gear 88 of the sixth speed and a parking gear 90. The driving or driving arrow 18 extends through an opening 92 which is in the center plate 66, and is supported by the needle bearing 94.

The first input shaft 14 is engaged so that it gives a pulse or to be driven by the motor output shaft via the first clutch 20, while the second input shaft 16 is engaged with the output shaft of the motor, via the second clutch 22. The first and second clutches 20, 22 include a flywheel assembly that includes a first flywheel 96 that is mounted to the output arrow of the engine (not shown). A second flywheel 98 is mounted to the first flywheel 96 so that it rotates with it. The first clutch 20 includes a friction plate 100 positioned between the first flywheel 96 and a pressure plate 102. The pressure plate 102 is inclined by a Belleville type spring 104 in a normally engaged position. The friction plate 100 is engaged with a bushing portion 106 which is mounted to the first input shaft 14 via a slot connection. A torsion spring system is provided between the friction plate and the bushing 106, as is well known in art. A lever 110 meshes with the dual cam assembly 24, and is attached to a link system 112 which is attached to the pressure plate 102 to disengage the pressure plate 102 from the friction plate 100, in order to disengage the first clutch 20 once the clutch actuator 28 and the dual cam assembly 24 are actuated.

The second clutch 22 similarly includes a friction plate 116 which is positioned between the second flywheel 98 and a friction plate 118. A Belleville type spring 120 is provided between the pressure plate 118 and the clutch cover plate 122. The second clutch 22 includes a bushing 124 which is connected to the second input shaft 16 by a slot connection. The friction plate 116 is connected to the hub 124, via a torsion spring assembly 126, as is well known in the art. A disengage lever 128 meshes with the dual cam assembly 24, which is attached to the joint assembly 130 and operable to disengage the second clutch 22.

The first and second clutches 20,22 are supported within a bell housing 132 by the flywheel 96 together with the dual cam assembly 24 and the clutch actuators 26,28 which are supported by the bell housing 132. The flywheel 96 is supported by the motor output arrow (not shown). Next, with reference to Figures 3 and 4, clutch actuators 26 and 28 will be described. It should be understood that the left and right side clutch actuators 26, 28 are virtually identical in their constructions. According to the foregoing, only a description will be provided with respect to the left and right side clutch actuators, where similar reference numbers designate common elements. The clutch actuators 26, 28 include an electric motor 134 that drives a planetary reduction gear assembly 136. The planetary reduction gear assembly 136 is provided with a slotted output shaft that meshes with a corresponding slotted arrow 138. An arm of swing swing 140 is mounted to grooved arrow 138 so that it rotates with it. A pivot pin 142 is provided at the end of the safety swing arm 140. A safety swing assembly 144 is mounted on the rotary bolt 142, and is provided with a ratchet or latch 146 at one end thereof, and a roller 148 at a second end thereof, as can be better seen in Figures 7-10. The latch 146 engages with an adjusting plate 150, which is provided with an outer, radial, and semicircular surface having a plurality of teeth provided therein. The adjusting plate 150 is mounted to a hub portion 152 of a rotating arm 154. The rotary arm 154 of the left and right side clutch actuators 26, 28 are each attached to a coupling 156 that is attached to a detent lever. of cam 158,160 of the dual cam assembly 24, as shown in Figures 6-10. The rotating arm 154 is provided with an arrow extension 162 which is connected to a potentiometer 164 which measures the position of the rotary arm 154.

As already mentioned, the rotating arms 154 of the left and right side clutch actuators 26, 28 are attached to the couplings 156 which in turn are connected to the cam retainer levers 158, 160 of the dual cam assembly 24. With reference to Figure 2, the dual cam assembly 24 will be described in more detail. The dual cam assembly 24 is provided with a clutch ramp bushing 170 which is provided with a flange portion 172, which is mounted to the front plate 56 and a cylindrical body portion 174. The cam catch lever 160 2 -4-6 is rotatably mounted to the cylindrical body portion 174 of the clutch ramp hub 170 via a bearing assembly 176. The cam retainer lever 160 includes a ring-shaped body portion 178, and a lever arm portion 180 extending radially therefrom. The ring portion 178 of the cam retainer lever 160 supports a plurality of cam rollers 182 along an annular groove 184. A cam ring 186 is provided with a plurality of axially extending cam surfaces 188, same as mesh with the cam rollers 184. Figure 2A provides an outline illustration of the cam surfaces 188 of the cam ring 186. In this embodiment, the profile includes three cam surfaces 188, of which each corresponds to a cam roller 182. The cam ring 186 is slidably connected to a clutch ramp bushing 170 by axial grooves 187, wherein the rotation of the cam retainer lever 160 relative to the cam ring 186, causes the cam ring 186 to move axially relative to the clutch ramp bushing 170, as the cam rollers 182 are traversed or crossed against the cam surfaces. biased 188 Lever retainer lever 158, R-1-3-5, includes a ring-shaped body portion 189, and a lever arm portion 190 extending radially therefrom. The annular body portion 189 is provided with a bearing assembly 191 on the radial surface of the cam catch lever 160 2-4-6, such that the cam catch lever 158 can rotate in relationship with the cam retainer lever 160. The cam retainer lever 158 also supports a plurality of cam rollers 182 'along the annular groove 184'. Each cam roller 182 'corresponds to a slanted cam surface 188' of an external cam ring 192. FIG. 2B provides an outline illustration of the cam surfaces 188 'of the external cam ring 192. In this embodiment, the profile includes three cam surfaces 188 'each corresponding to a cam roller 182'. The outer cam ring 192 is slit to engage the internal cam ring 186 at 193, and is capable of axial movement relative thereto. Once the rotation of the cam detent lever 158 is performed, the cam surfaces 188 'move in engagement with the cam rollers 182' to thereby cause the external cam ring 192 to move axially relative to the cam member. clutch ramp bushing 170. The inner cam ring 186 and the outer cam ring 192 are each provided with a cam release pad 194,194 'which is supported rotationally by the internal and external cam rings 186,192 respectively via a bearing mount 196,196 '. An O-ring seal 198, 198 'and a retaining ring 200, 200' are provided for retaining the cam release pads 194, 194 ', in a position relative to the inner and outer cam rings 186, 192. With reference to Figure 1 , the lever 110 of the first clutch 20 and the lever 128 of the second clutch 22, each one includes an end portion that meshes with the cam release pads 194,194 ', of the dual cam assembly 24. Accordingly, by means of the rotation of the cam retainer levers 158,160 which cause the axial movement of the cam release pads 194,194 ', selective disengagement of the first and second clutch assemblies 20, 22 can be obtained.

With reference to Figures 6-10, the operation of the clutch actuators for engaging the first and second clutches 20,22 will be described. As shown in Figure 6, each of the clutch actuators 26, 28 is shown in the disengaged position. Each clutch actuator 26, 28 is provided with a support spring 202 that is adjustably mounted on a first end of the bell housing 132, by a ball socket connection 204 and which is connected at a second end to an arm of aid 206, which extends from the safety swing arm or ratchet 140, as can best be seen in figures 7-10. The assist springs 202 can be adjusted via a spring adjusting device 216, which can include, for example, a threaded adjustment apparatus for a continuously variable adjustment of the compression amount of the assist spring 202. The swing arm of the secure or ratchet 140 is also provided with a switch activation arm 208 that fits with a switch 210 that turns off or eliminates the communication of the electric motor 134 with the actuators 26, 28. The assist spring 202 disengages to provide an increased assist force as the safety swing arm or ratchet 140 rotates from the engaged position to the disengaged position. In other words, as shown in Figure 7, the spring force of the assist spring 202 acts through the axis of rotation of the safety swing arm or ratchet 140. As the electric motor 134 drives the safety swing arm or ratchet 140, the moment arm on which the assist spring 202 acts once the safety swing arm or ratchet 140 increases with the rotation of the safety swing arm or ratchet arm 140. This can be better appreciated in FIG. figure 6, wherein the safety or ratchet swing arm 140 is in the disengaged position is rotated in such a manner that the assist spring 202 acts on a large moment arm X to provide a large assist force. The need to increase the assist force is due to the increased spring force of the Belleville springs 104 and 120 which tips the pressure plates 102 and 118 of the first and second clutches 20,22 respectively, in the normally engaged position. Accordingly, as the pressure plates 102,118 move away from the engaged position, the force of the Belleville springs 104,120 increases. Thus, in order to consistently reduce the force of the motor required to disengage the clutches 20,22, the assist spring 202, and the surge moment arm arrangement of the present invention, provide a consistently increasing assist force.

Once the swing of the swing arm or ratchet 140 is rotated, the pawl 146 of the swing or latch swing assembly 144 transmits torque to the adjuster plate 150 and the swivel arm 154, which is mounted in such a way that Turn with that. When the clutch actuators 26, 28 are in the normally engaged position, as shown in FIGS. 7 and 9, respectively, the activation arm of the switch 208 rests against the switch 210, and the roller 148 of the swing or ratchet arm 144 rests against stop surface 212.

As the clutch discs are worn out, the clutch actuators 26, 28 are provided with an automatic adjustment function, wherein the roller 148 of the safety swing arm or ratchet 144 rests against the stop surface 212. , the pawl 146 is allowed to disengage from the spline teeth of the adjuster plate 150, such that the adjuster plate 150 is free to move relative to the safety swing arm or pawl 144. Preloading springs 213 they are provided to apply a tension force between the adjusting plate 150 and the safety swing arm or ratchet 140 to preload the adjusting plate 150, and in this way cause the dual cam assembly to reach the fully engaged position. Accordingly, as the clutch discs wear out, the adjuster plates 150 rotate further as they are tilted by the preloaded spring 213, this during adjustment, so that the clutch is fully engaged. After the subsequent activation of the clutch actuator, the pawl 146 will re-engage with the adjusting plate 150, and the clutch actuator will automatically adjust to compensate for the wear of the clutch discs. In this way, the clutch fixing load and the torsional capacity are maintained. The clutch actuators 26, 28 are mounted to the housing 132 by the mounting 214 of the clutch actuator. It should be obvious to a person skilled in the art that the operation of the 26,28 actuators of left and right clutches is identical, and that any additional description with respect to the actuators 26,28 of the left and right clutches is unnecessary. in view of the similarity of its operation.

Now described with reference to Figures 11-16, the shift actuators 218,219 in accordance with the present invention. The electromechanical automatic transmission 10, according to the present invention, is provided with a first shift channel 220 and a second shift channel 222 each of which is provided with a shift finger 224, securely attached to the channels of change that have a cam roller 226 (as shown in Fig. 12) operatively engaging the cam grooves 228 provided in a cam 230 of barrel-shaped changes of the shift actuator 218. In Fig. 15 is shown the configuration of the cam grooves 228 for the shift actuator 218, Rl-3-5. As shown in Figure 12, the shift actuator 218 Rl-3-5 includes an electric motor 234 that drives a planetary reduction gear assembly 236. The planetary reduction gear assembly 236 drives an arrow 238 that is connected to the shift cam 230 by means of a keyway 240. The changer cam 230 is provided within a housing 242 and supported by a pair of bearings 244. A potentiometer 246 is provided to measure the position of the shift cam 230. The potentiometer 246 is connected to the arrow 238 by a coupler 248 which is positioned within an extension 250 of the housing. The cam 230 of the changer, once it rotates, drives the shift fingers 224 mounted on the first and second shift channels 220,222 to selectively move the shift channels and thus the shift forks 252,254 mounted to the shift channels 220,222 respectively, as shown in Figure 11. The shift fork 252 is associated with the first-reverse gear synchronizing device 38. The shift fork 254 is associated with the synchronizer 40 of the third-fifth gear.

The elemechanical automatic transmission is also provided with the channels of the third and fourth speed changes 256,258, respectively, which are provided with a 224 shift finger mounted securely to each 256,258 shift channel. Each shift finger 224 includes a cam roller 226 that operatively meshes with the cam grooves 260 provided in the cam 262 of the shift actuator changer 219, as shown in FIG. 13. The cam grooves 260 for the The shift actuator is shown in Fig. 14. A shift fork 2-4, 263 is mounted on the shift channel 256 for driving the synchronizer 48 of the second-fourth speeds. A gearbox 264 sixth - Brake in Slope is mounted to the shift channel 258 to selectively engage the synchronizer 50 of the sixth speeds - Braking in Slope. With reference to Figure 13, the shift actuator 219 2-4-6 has substantially the same construction as that of the shift actuator 218 R-1-3-5 shown in Figure 12.

With reference to Figures 1 and 17-21, the lubrication system of the present invention is described. The lubrication system includes a gerotor-type pump 272 (best appreciated in Figures 18 and 19) mounted to the center plate 66 and driven by the reverse gear transmission 274. The reverse gear transmission 274 is mounted to the plate central 66 by a mount bracket 276 which is mounted to the center plate 66 by a pair of fasteners or fasteners 278, as shown in Figure 17. The reverse gear transmission 274 meshes with the drive gear 30 of the reverse and the gear 76, motive or impulse of the revesa. The reverse transmission gear 274 is provided with a central arrow 304 which is mounted to the mount bracket 276 and is provided with the bearing assemblies 306 to support the central arrow 304. The gerotor-type pump 272 is attached to the arrow central 304 and is provided within a chamber 279 of the pump and provided with a cover 280. An oil passage 282 is provided in communication with the gerotor-type pump 272 and receives oil from a collection tube 284, as shown in FIG. shown in Figure 17. A second oil passage 286 in communication with the outlet of the gerotor-type pump 272 and a lubrication groove 288 that communicates lubricating fluid to a lubrication passage 290 in the first inlet arrow 14. The first arrow inlet 14 is provided with the radial passages 290a-290g communicating with the lubrication passage 290 to provide lubrication to the reverse gear 30 and the gears of the first to the second sixth speeds 32,42,34,44,36,46.

A parking stop lever 294 is provided to engage with the parking gear 90 provided in the drive or drive shaft 18. The parking stop lever 294 is mounted to the center plate 66 by a mount projection 296. parking stop lever 294 is attached to a rod assembly 298 that is attached to a gear assembly with parking lever 300. Center plate 66 is provided with a plurality of mounting holes 301 for receiving threaded fasteners 302 for mount the center plate 66 to the housing 58.

With reference to Figure 22, a transmission controller 320 is provided for operating the clutch actuators 26,28 and the shift actuators 218,219. The transmission controller 320 provides signals to the pulse motors 134 of the clutch actuators 26, 28 as well as to the pulse motors 234 of the shift actuators 218,219. The transmission controller 320 monitors the position of the clutch actuators 26,28 as well as the shift actuators 218,219, via the potentiometers 164,246, respectively. The uninterrupted power change between the gears is obtained by engaging the desired gear before a change event. The transmission 10 of the present invention can be found in two gear ratios at a time, with only one clutch 20,22 geared to transmit power. To change to a new gear ratio, the clutch that is currently being driven will be released, via the corresponding clutch actuator. The two clutch actuators make a rapid and uniform change because they are directed by the transmission controller 320 which monitors the speed of the input arrows 14 and 16, via the speed sensors 322 and 324, respectively, as well as the speed of the driving or driving arrow 18 via a speed sensor 326. Alternatively, the controller 320 can control the speed of the input arrows 14 and 16 based on the known gear ratio and the speed of the driving or driving arrow. since it is detected by the sensor 326. An engine speed sensor 327 is also provided and it detects the speed of the steering wheel 96. Based on the position of the accelerator pedal as sensed by the sensor 328, the vehicle speed and the ratio of current gears, the transmission controller 320 anticipates the following gear ratio of the following change and drives the actuators of change 218,219, of ac I agree with the above, to engage the following gear ratio as long as the corresponding clutch actuator is in the disengaged position. When a gear is engaged, the corresponding input arrow is disengaged from the output shaft of the motor, then synchronized with the speed of rotation of the drive shaft or pulse 18. At the same time, the clutch that is associated with the current The input pulse arrow is disengaged, and the other clutch is engaged to drive the input arrow associated with the selected gear.

The Pedal Braking mechanism 52 is selectively engaged when the transmission is in the first, second, or third gears to prevent the vehicle from rolling down a hill or slope when the vehicle is at rest, ie static. In accordance with the foregoing, the transmission controller 320 determines at what moment the operating parameters of the vehicle are such that the function of the Slope Braking mechanism may be desired.

It is noted that in relation to the date, the best method known by the applicant to carry out the aforementioned invention, is that which is clear from the manufacture of the objects to which it refers.

Having described the invention as above, property is claimed as contained in the following:

Claims (1)

1. CLAIMS n dual clutch system for a transmission having dual input arrows, characterized in that it comprises: • a first steering wheel adapted to be mounted to an output shaft of an engine; • a first friction disc assembly adapted to be mounted to a first transmission input shaft; • a first pressure plate adapted to engage in friction with said first friction disk assembly, and includes a first attachment assembly for disengaging said first friction gear pressure plate with the first friction assembly; • a second steering wheel assembly mounted on said first steering wheel so that they rotate together; • a second friction disc assembly adapted to be mounted to a second transmission input shaft; • a second pressure plate adapted to be engaged in friction with the second friction disk assembly, and includes a second attachment assembly for disengaging said second friction gear pressure plate with the second friction disk assembly. The dual clutch system according to claim 1, characterized in that said first friction disk assembly includes a central hub, adapted to mesh with the first input shaft of the transmission and said second friction disk assembly includes a central hub. adapted to engage with the second input arrow of the transmission. The dual clutch system according to claim 1, characterized in that it further comprises a first spring device mounted between said first pressure plate and said second flywheel, for tilting said first pressure plate in engagement with said first friction disk assembly. . The dual clutch system according to claim 3, characterized in that it further comprises a rear clutch cover, positioned adjacent to said second pressure plate, and a second spring device mounted between said second pressure plate and said clutch cover further, to tilt said second pressure plate in engagement with the second friction disk assembly. The dual clutch system according to claim 1, characterized in that said first and second joint assemblies are driven by electromechanical clutch actuators.