An integrated pneumatic shift actuator for an AMT transmission

Abstract

The name of the present invention is an integrated pneumatic shift actuator for an AMT transmission. It belongs to the technical field of electric vehicle transmission systems. It mainly solves the problems of low integration, complex structure and affected response rate of the separation cylinder. Its main features are: the first and second solenoid valves are directly installed on the cylinder body; the cylinder body is provided with 2 main air inlets, 2 main air outlets, 2 solenoid valve air inlets, a first gear air inlet and air outlet, a second gear air inlet and air outlet, a third gear air inlet and air outlet, and a fourth gear air inlet and air outlet; an air inlet path is provided between the main air inlet and the solenoid valve air inlet; an air outlet path is provided between the main air outlet and the air outlets of each gear; and an air inlet and outlet path is provided between the left and right sides of the first and second chambers and the first and second gear air inlets, and the third and fourth gear air inlets, respectively. The present invention has the characteristics of simplifying the assembly structure, reducing the installation space and reducing the weight, and is mainly used for an integrated pneumatic shift actuator for electric vehicles.

Description

Technical Field

[0001] The present invention belongs to the technical field of electric vehicle transmission systems, and specifically relates to an integrated pneumatic shift actuator for an AMT transmission. Background Art

[0002] Chinese patent application ZL201210259138.4 discloses a non-redundant fulcrum type motor and transmission integrated drive system, which includes a vehicle motor and a transmission; the vehicle motor output shaft and the transmission input shaft are made into the same shaft; it is characterized in that: the transmission input end structural features include input shaft, bearing, bearing end cover, oil seal, driving gear, fixed locking device. Among them, the bearing end cover and oil seal are located between the bearing and the driving gear, that is, outside the motor and inside the transmission; the cylinder includes a cylinder body, a piston, a fork shaft and a fixed locking device, and the cylinder is located on the housing outside the transmission; the transmission input shaft, that is, the motor shaft, is a two-end support structure supported by two bearing positions, and the transmission output shaft is a two-end support structure supported by two bearing positions. In the structural design of this invention patent, due to the limited space for the whole vehicle layout, the cylinder structure is required to be simple and easy to repair and replace. Therefore, under the premise that the cylinder and the gearbox are integrated and the gearbox shifting power is pneumatic, the entire cylinder including the sealing device is separated from the gearbox housing. The component design has the advantage of ensuring that the entire cylinder component can be replaced separately. The disadvantage is that the degree of integration is relatively low, and the cylinder's inlet and outlet control mechanism needs to be made into a separate component, which has a complex structure and high cost. When arranged and installed separately, it needs to occupy the limited space for the whole vehicle layout. The air pipe connection between the cylinder and its inlet and outlet control mechanism is too long, which affects the compressed air inlet and outlet cylinder rate, thereby affecting the response rate of the gearbox shift actuator and reducing the shift quality. In addition, Chinese patent application ZL201210259138.4 discloses a non-redundant fulcrum type motor and gearbox integrated drive system, which cancels the synchronizer and is controlled by the drive motor to perform active synchronization to complete the gear shift process. Therefore, the response rate of the shift mechanism has a more prominent impact on the shift quality. Summary of the invention

[0003] The object of the present invention is to provide an integrated pneumatic shift actuator for an AMT transmission, which can solve the above shortcomings.

[0004] The technical solution of the present invention is: an integrated pneumatic shift actuator for an AMT transmission, comprising a cylinder body, a base, a first piston, a second piston, a first fork shaft, a second fork shaft, a first return spring, a second return spring fastening and locking device, a first solenoid valve and a second solenoid valve, the inner cavity of the cylinder body is divided into two symmetrical first chambers and a second chamber, characterized in that: the first solenoid valve and the second solenoid valve are directly mounted on the cylinder body; the cylinder body is provided with a first main air inlet, a second main air inlet, a first main air outlet and a second main air outlet, and the contact surface with the first solenoid valve is provided with a first solenoid valve air inlet, a first gear air inlet, a first gear air outlet, a second gear air inlet A second solenoid valve air inlet, a third-speed air inlet, a third-speed air outlet, a fourth-speed air inlet and a fourth-speed air outlet are arranged on the contact surface with the second solenoid valve; wherein, an air inlet path is respectively arranged between the first main air inlet and the first solenoid valve air inlet, and between the second main air inlet and the second solenoid valve air inlet; an air outlet path is respectively arranged between the first main air outlet and the first-speed air outlet and the second-speed air outlet, and between the second main air outlet and the third-speed air outlet and the fourth-speed air outlet; an air inlet and outlet path is respectively arranged between the left and right sides of the first chamber and the first-speed air inlet and the second-speed air inlet, and an air inlet and outlet path is respectively arranged between the left and right sides of the second chamber and the third-speed air inlet and the fourth-speed air inlet.

[0005] The first solenoid valve and the second solenoid valve described in the technical solution of the present invention are arranged on both sides of the cylinder body.

[0006] The present invention performs structural integrated design on the cylinder body, processes the air inlet and outlet paths of compressed air inside the cylinder body, and reserves two main air inlets, two main air outlets, two solenoid valve air inlets, one first-gear air inlet and one air outlet, one second-gear air inlet and one air outlet, one third-gear air inlet and one air outlet, and one fourth-gear air inlet and one air outlet on the surface of the cylinder body. The solenoid valve is directly mounted on the cylinder body and located on both sides of the cylinder body. Therefore, the connecting air pipe between the solenoid valve and the cylinder body can be removed, simplifying the assembly structure, thereby making the entire assembly process simpler and more reliable, reducing the installation space requirement, eliminating unnecessary accessories, reducing weight, and reducing costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Figure 1 It is the assembly drawing of the transmission and shift actuator.

[0008] Figure 2 This is the working principle diagram of the shift actuator for neutral gear shifting.

[0009] Figure 3 Working principle diagram of the gear shift actuator for engaging first gear.

[0010] Figure 4 Working principle diagram of the gear shift actuator for shifting into second gear.

[0011] Figure 5 Working principle diagram of the gear shift actuator for shifting into third gear.

[0012] Figure 6 Working principle diagram of the gear shift actuator for shifting into fourth gear.

[0013] In the figure: 1. cylinder body; 2. first main air inlet; 3. second main air inlet; 4. first main air outlet; 5. second main air outlet; 6. first solenoid valve air inlet; 7. second solenoid valve air inlet; 8. first gear air inlet; 9. first gear air outlet; 10. second gear air inlet; 11. second gear air outlet; 12. third gear air inlet; 13. third gear air outlet; 14. fourth gear air inlet; 15. fourth gear air outlet; 16. first solenoid valve; 17. second solenoid valve; 18. first piston; 19. second piston; 20. first return spring; 21. second return spring; 22. base; 23. first shift fork shaft; 24. second shift fork shaft; 25. transmission case. DETAILED DESCRIPTION

[0014] The present invention will be further described below in conjunction with the accompanying drawings.

[0015] like Figure 1 , Figure 2As shown. The present invention provides an integrated pneumatic shift actuator for an AMT transmission, comprising a cylinder body 1, a base 22, a first piston 18, a second piston 19, a first fork shaft 23, a second fork shaft 24, a first return spring 20, a second return spring 21 fastening and locking device, a first solenoid valve 16, and a second solenoid valve 17. The inner cavity of the cylinder body 1 is divided into two symmetrical first chambers and second chambers, and the first piston 18 and the second piston 19 are fastened to the ends of the first fork shaft 23 and the second fork shaft 24, respectively, and are placed in the first chamber and the second chamber, respectively. The first return spring 20 and the second return spring 21 are placed between the first piston 18, the second piston 19 and the base 22, respectively, and are sleeved on the first fork shaft 23 and the second fork shaft 24. The other ends of the first fork shaft 23 and the second fork shaft 24 extend from the middle hole of the base 22 and are connected to the transmission case 25. The cylinder body 1 is mounted on the transmission case 25 through the base 22, and the transmission case 25 is connected to the drive motor. The first solenoid valve 16 and the second solenoid valve 17 are directly mounted on the cylinder body 1 and are arranged on both sides of the cylinder body 1, eliminating the connecting air pipes between the first solenoid valve 16 and the second solenoid valve 17 and the cylinder body 1, simplifying the assembly structure, and making the entire assembly process simpler and more reliable. The cylinder body 1 is provided with a first main air inlet 2, a second main air inlet 3, a first main air outlet 4, and a second main air outlet 5. The cylinder body 1 is provided with a first solenoid valve air inlet 6, a first gear air inlet 8, a first gear air outlet 9, a second gear air inlet 10, and a second gear air outlet 11 on the contact surface with the first solenoid valve 16. The cylinder body 1 is provided with a second solenoid valve air inlet 7, a third gear air inlet 12, a third gear air outlet 13, a fourth gear air inlet 14, and a fourth gear air outlet 15 on the contact surface with the second solenoid valve 17. Air intake paths are provided between the first main air inlet 2 and the first solenoid valve air inlet 6, and between the second main air inlet 3 and the second solenoid valve air inlet 7. An air outlet path is provided between the first main air outlet 4 and the first gear air outlet 9 and the second gear air outlet 11, and between the second main air outlet 5 and the third gear air outlet 13 and the fourth gear air outlet 15. An air inlet and outlet path is provided between the left and right sides of the first chamber and the first gear air inlet 8 and the second gear air inlet 10, respectively, and an air inlet and outlet path is provided between the left and right sides of the second chamber and the third gear air inlet 12 and the fourth gear air inlet 14, respectively.

[0016] like Figure 2As shown, the following is the working principle of the neutral gear of the shift actuator: control the first solenoid valve 16 and the second solenoid valve 17 to close the first solenoid valve air inlet 6 and the second solenoid valve air inlet 7, and cut off the air supply at the first main air inlet 2 and the second main air inlet 3. At the same time, the first solenoid valve 16 connects the first gear air inlet 8 with the first gear air outlet 9, and the compressed gas in the left chamber of the first piston 18 is discharged through the first gear air inlet 8, the first gear air outlet 9, and the first main air outlet 4; the first solenoid valve 16 connects the second gear air inlet 10 with the second gear air outlet 11, and the compressed gas in the right chamber of the first piston 18 is discharged through the second gear air inlet 10, the second gear air outlet 11, and the first main air outlet 4; at this time, the air pressure in the left and right chambers of the first piston 18 is consistent with the external atmospheric pressure, and the first return spring 20 acts on the first piston 18 to move to the neutral position; at the same time, the second solenoid valve 1 7 connects the third-gear air inlet 12 with the third-gear air outlet 13, and the compressed gas in the left chamber of the second piston 19 is discharged through the third-gear air inlet 12, the third-gear air outlet 13, and the second main air outlet 5; the second solenoid valve 17 connects the fourth-gear air inlet 14 with the fourth-gear air outlet 15, and the compressed gas in the right chamber of the second piston 19 is discharged through the fourth-gear air inlet 14, the fourth-gear air outlet 15, and the second main air outlet 5; the air pressures in the left and right chambers of the second piston 19 are consistent with the external atmospheric pressure, and the second return spring 21 acts on the second piston 19 to move to the neutral position, and the shift actuator completes the neutral gear action.

[0017] like Figure 3 As shown, the following is the working principle of the first gear shifting actuator: first, the pre-set back to neutral action of the shifting actuator is completed. Then, the first gear shifting action is executed again, and the first solenoid valve 16 is controlled to connect the first main air inlet 2 with the first gear air inlet 8, and the first gear air outlet 9 is closed. The compressed gas enters the left chamber of the first piston 18 through the first main air inlet 2, the first solenoid valve air inlet 6, and the first gear air inlet 8. At the same time, the first solenoid valve 16 connects the second gear air inlet 10 with the second gear air outlet 11, and the compressed gas in the right chamber of the first piston 18 is discharged through the second gear air inlet 10, the second gear air outlet 11, and the first main air outlet 4. At this time, the air pressure difference between the left and right chambers of the first piston 18 is generated, pushing the first piston 18 to move rightward to the first gear position, and the second piston 19 remains in the neutral position unchanged. At this point, the shifting actuator completes the first gear shifting action.

[0018] like Figure 4As shown, the following is the working principle of the shift actuator for engaging the second gear: first, the pre-set back to neutral action of the shift actuator is completed. Then, the second gear action is executed again, the first solenoid valve 16 is controlled to connect the first main air inlet 2 with the second gear air inlet 10, and the second gear air outlet 11 is closed, and the compressed gas enters the right chamber of the first piston 18 through the first main air inlet 2, the first solenoid valve air inlet 6, and the second gear air inlet 10. At the same time, the first solenoid valve 16 connects the first gear air inlet 8 with the first gear air outlet 9, and the compressed gas in the left chamber of the first piston 18 is discharged through the first gear air inlet 8, the first gear air outlet 9, and the first main air outlet 4. At this time, the left and right chambers of the first piston 18 generate a pressure difference, which pushes the first piston 18 to move to the left to reach the second gear position, and the second piston 19 remains in the neutral position unchanged. At this point, the shift actuator completes the action of engaging the second gear.

[0019] like Figure 5 As shown, the following is the working principle of the shift actuator for shifting to the third gear: first, the shift actuator's pre-set back to neutral action is completed. Then, the shift actuator's third gear action is executed again, and the second solenoid valve 17 is controlled to connect the second main air inlet 3 with the third gear air inlet 12, and the third gear air outlet 13 is closed. The compressed gas enters the left chamber of the second piston 19 through the second main air inlet 3, the second solenoid valve air inlet 7, and the third gear air inlet 12. At the same time, the second solenoid valve 17 connects the fourth gear air inlet 14 with the fourth gear air outlet 15, and the compressed gas in the right chamber of the second piston 19 is discharged through the fourth gear air inlet 14, the fourth gear air outlet 15, and the second main air outlet 5. At this time, a pressure difference is generated between the left and right chambers of the second piston 19, pushing the second piston 19 to move rightward to the third gear position, and the second piston 18 remains in the neutral position unchanged. At this point, the shift actuator completes the third gear action.

[0020] like Figure 6 As shown, the following is the working principle of the shift actuator for shifting to the fourth gear: first, the shift actuator's pre-set back to neutral action is completed. Then, the fourth gear action is executed again, the second solenoid valve 17 is controlled to connect the second main air inlet 3 with the fourth gear air inlet 14, and the fourth gear air outlet 15 is closed, and the compressed gas enters the right chamber of the second piston 19 through the second main air inlet 3, the second solenoid valve air inlet 7, and the fourth gear air inlet 14. At the same time, the second solenoid valve 17 connects the third gear air inlet 12 with the third gear air outlet 13, and the compressed gas in the left chamber of the second piston 19 is discharged through the third gear air inlet 12, the third gear air outlet 13, and the second main air outlet 5. At this time, a pressure difference is generated between the left and right chambers of the second piston 19, pushing the second piston 19 to move to the left to reach the fourth gear position, and the second piston 18 remains in the neutral position unchanged. At this point, the shift actuator completes the fourth gear action.

Claims

1. An integrated pneumatic shift actuator for an AMT transmission, comprising a cylinder body (1), a base (22), a first piston (18), a second piston (19), a first shift fork shaft (23), a second shift fork shaft (24), a first return spring (20), a second return spring (21), a fastening and locking device, a first solenoid valve (16) and a second solenoid valve (17), wherein the inner cavity of the cylinder body (1) is divided into two symmetrical first chambers and a second chamber, and characterized in that: The first solenoid valve (20) and the second solenoid valve (21) are directly mounted on the cylinder body (1); the cylinder body (1) is provided with a first main air inlet (2), a second main air inlet (3), a first main air outlet (4) and a second main air outlet (5); a first solenoid valve air inlet (6), a first gear air inlet (8), a first gear air outlet (9), a second gear air inlet (10) and a second gear air outlet (11) are provided on the contact surface with the first solenoid valve (16); and a second solenoid valve air inlet (7), a third gear air inlet (12), a third gear air outlet (13), a fourth gear air inlet (14) and a second gear air outlet (15) are provided on the contact surface with the second solenoid valve (17). Inlet (14) and four-speed air outlet (15); wherein an air inlet path is respectively provided between the first main air inlet (2) and the first solenoid valve air inlet (6), and between the second main air inlet (3) and the second solenoid valve air inlet (7); an air outlet path is respectively provided between the first main air outlet (4) and the first-speed air outlet (9) and the second-speed air outlet (11), and between the second main air outlet (5) and the third-speed air outlet (13) and the fourth-speed air outlet (15); an air inlet and outlet path is respectively provided between the left and right side chambers of the first chamber and the first-speed air inlet (8) and the second-speed air inlet (10), and an air inlet and outlet path is respectively provided between the left and right side chambers of the second chamber and the An air inlet and outlet path is provided between the third gear air inlet (12) and the fourth gear air inlet (14); the neutral gear working principle is as follows: the first solenoid valve and the second solenoid valve are controlled to close the first solenoid valve air inlet and the second solenoid valve air inlet, and the air supply at the first main air inlet and the second main air inlet is cut off; at the same time, the first solenoid valve connects the first gear air inlet with the first gear air outlet, and the compressed gas in the left chamber of the first piston is discharged through the first gear air inlet, the first gear air outlet, and the first main air outlet; the first solenoid valve connects the second gear air inlet with the second gear air outlet, and the compressed gas in the right chamber of the first piston is discharged through the second gear air inlet, the second gear air outlet, and the first main air outlet. Exhaust, at this time, the air pressure in the left and right chambers of the first piston is consistent with the external atmospheric pressure, the first return spring acts on the first piston to move and reach the neutral position, and at the same time, the second solenoid valve connects the third-speed air inlet with the third-speed air outlet, and the compressed gas in the left chamber of the second piston is discharged through the third-speed air inlet, the third-speed air outlet, and the second main air outlet, the second solenoid valve connects the fourth-speed air inlet with the fourth-speed air outlet, and the compressed gas in the right chamber of the second piston is discharged through the fourth-speed air inlet, the fourth-speed air outlet, and the second main air outlet, the air pressure in the left and right chambers of the second piston is consistent with the external atmospheric pressure, and the second return spring acts on the second piston to move and reach the neutral position.

2. The integrated pneumatic shift actuator of an AMT transmission according to claim 1, characterized in that: The first solenoid valve (20) and the second solenoid valve (21) are respectively arranged on two sides of the cylinder body (1).

3. An integrated pneumatic shift actuator for an AMT transmission according to claim 1 or 2, characterized in that: The first piston (18) and the second piston (19) are respectively fastened to the ends of the first fork shaft (23) and the second fork shaft (24), and are respectively placed in the first chamber and the second chamber.

4. The integrated pneumatic shift actuator of an AMT transmission according to claim 1 or 2, characterized in that: The first return spring (20) and the second return spring (21) are respectively disposed between the first piston (18), the second piston (19) and the base (22), and are sleeved on the first shift fork shaft (23) and the second shift fork shaft (24).

5. The integrated pneumatic shift actuator of an AMT transmission according to claim 1 or 2, characterized in that: The other ends of the first shift fork shaft (23) and the second shift fork shaft (24) extend out from the middle hole of the base (22) and are connected to the transmission case (25).

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