A transmission and method of operation thereof

Abstract

The application relates to a transmission and a working method thereof, wherein the transmission comprises a transmission body, a gear shifting mechanism and a gear transmission mechanism arranged on the transmission body, an actuator piston and an actuator piston cavity are arranged in the gear shifting mechanism, a vent hole three is arranged on the actuator piston cavity, and the vent hole three is connected with a gas supercharging valve through a first pipeline. The transmission is reasonable in design, and is beneficial to reducing the manufacturing cost of the transmission and reducing the volume.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of transmission, in particular to a transmission with a pressurized gear shift actuator and a working method thereof. BACKGROUND

[0002] In the field of traditional automobile transmission, the power source of the transmission gear shift actuator is mainly the hydraulic oil generated by the engine-driven mechanical oil pump, and the oil pressure is generally 1~2Mpa. In recent years, with the development of new energy vehicles, new energy vehicle transmissions have also developed. However, in the field of electric vehicles, since the drive motor does not need to idle, the vehicle cannot drive the mechanical pump to generate enough pressure of hydraulic oil under the condition of not driving and low speed of the drive motor. Therefore, some large vehicles with air source provide power for the transmission gear shift by using compressed air. However, large vehicles and some transmissions with one actuator controlling two or three clutches require high pressure of the gear shift actuator. The air source provided by the vehicle usually has a pressure below 0.65~0.7MPa, and the air compressor starts to work at a pressure of 0.8MPa~1Mpa. Therefore, the maximum reliable pressure is between 0.6MPa~0.65MPa. Therefore, the size of the actuator or clutch friction plate of the transmission needs to be larger, or the number of the friction plate needs to be more, which results in higher cost and larger volume of the transmission assembly, more energy loss of oil stirring, and more mileage anxiety of electric vehicles. SUMMARY

[0003] The present application aims to provide a transmission and a working method thereof, which has a reasonable design and is beneficial to reduce the manufacturing cost and size of the transmission.

[0004] The technical solution of the present application is as follows:

[0005] The present application relates to a transmission, characterized in that it comprises a transmission body, a gear shift mechanism and a gear transmission mechanism arranged on the transmission body, an actuator piston and an actuator piston cavity are arranged in the gear shift mechanism, a vent port three is arranged on the actuator piston cavity, and the vent port three is connected to a gas pressurizing valve through a first pipeline.

[0006] Preferably, the above-mentioned shifting mechanism includes a normally closed clutch, a normally open clutch, and a one-way overrunning clutch. The normally closed clutch includes a first clutch drum and a pressure plate disposed within the first clutch drum. The outer periphery of the pressure plate is slidably connected to the first spline groove of the inner peripheral wall of the first clutch drum via a first spline. A plurality of compression springs are disposed between the opposite end faces of the first clutch drum and the pressure plate. The two ends of the compression springs abut against the first clutch drum and the pressure plate, respectively. A first friction pair is disposed on the right side of the pressure plate. The first friction pair includes a plurality of first outer plates and first inner plates, which are alternately disposed. The outer periphery of the first outer plates is slidably connected to the first spline groove of the inner peripheral wall of the clutch drum via a second spline. A support plate fixedly connected to the clutch drum is disposed on the right side of the first friction pair.

[0007] The normally open clutch includes a second friction pair, which includes several second inner plates and second outer plates. The second inner plates and second outer plates are alternately arranged. The outer periphery of the second outer plate is slidably connected to the second spline groove of the inner peripheral wall of the transmission body housing through a third spline. One of the second inner plates is adjacent to the support plate of the normally closed clutch.

[0008] The one-way overrunning clutch is located on the inner circumference of the pressure plate to limit the reverse rotation of the pressure plate, and can overrun when the pressure plate rotates in the forward direction;

[0009] The gear transmission mechanism is either a planetary gear structure or a parallel shaft gear transmission mechanism. When it is a planetary gear structure, it includes a sun gear, a ring gear, and a planet carrier assembly. The planet carrier assembly includes a planet carrier, planet gears, a planet gear shaft, and a bearing located between the planet gears and the planet gear shaft. The ring gear is spaced around the outer periphery of the sun gear. Several planet gears are evenly distributed between the sun gear and the ring gear. The planet gears are connected to the sun gear and the ring gear through gear meshing. The planet gears are rotatably connected to the planet gear shaft through the bearing. Both ends of the planet gear shaft are fixedly connected to the planet carrier. The sun gear is fixedly connected to the input shaft or splined. The planet carrier is fixedly connected to the output shaft or splined. The ring gear is slidably connected to the support plate and the third spline groove on the inner periphery of the second inner plate through the fourth spline on its outer periphery. The planet carrier is fixedly connected to the clutch hub of the normally closed clutch. The outer periphery of the clutch hub is slidably connected to the fourth spline groove on the inner periphery of the first inner plate through the fifth spline.

[0010] The transmission body also includes a push plate and a baffle. The push plate is positioned between the actuator piston and the clutch drum, and the baffle is positioned on the right side of the pressure plate. The baffle is fixedly connected to the left housing of the transmission body. The right side of the pressure plate is rotatably connected to the baffle via a first planar bearing. The inner side of the pressure plate is rotatably connected to the baffle via a one-way overrunning clutch. The clutch drum of the normally closed clutch is rotatably connected to the push plate via a second planar bearing. The inner circumference of the push plate is slidably connected to the fifth spline groove on the left side of the baffle via a sixth spline. The actuator piston is located in the actuator piston cavity on the right side of the left housing of the transmission body, and the vent is located on the left housing.

[0011] Preferably, the above-mentioned normally closed clutch and normally open clutch are both multi-plate wet clutches; and the gas booster valve is one of a single-cylinder double-chamber booster valve or a double-cylinder four-chamber booster valve.

[0012] Preferably, the above-mentioned double-cylinder four-chamber booster valve comprises a first cylinder body and an intermediate shell arranged in the middle of the first cylinder body, the intermediate shell separates the inner cavity of the first cylinder body into two cylinders, which are a left cylinder and a right cylinder in sealed connection, the left cylinder is separated into an A chamber and a B chamber by a left piston, the right cylinder is separated into a C chamber and a D chamber by a right piston, a piston rod passing through the intermediate shell is connected between the left piston and the right piston, a vent port two is arranged on the first cylinder body at the position of the A chamber, a vent port one is arranged on the first cylinder body at the position of the D chamber, the vent port one is connected with a working port one of a solenoid valve one through a second pipeline, the vent port three is connected with the vent port one of the gas booster valve through a first pipeline; the vent port two is connected with a working port two of a solenoid valve two through a third pipeline, the gas inlets of the solenoid valve one and the solenoid valve two are connected with a gas source, the solenoid valve one is used to control the on-off of the gas inlet and the working port one, and the solenoid valve two is used to control the on-off of the gas inlet and the working port two.

[0013] Preferably, the solenoid valve one and the solenoid valve two are both two-position three-way solenoid valves or double-head three-position three-way solenoid valves, and the initial state of each is a pressure relief state.

[0014] Preferably, the A chamber and the C chamber are interconnected through a fourth pipeline; the B chamber is installed in vacuum or is provided with a one-way gas outlet, the one-way gas of the one-way gas outlet is discharged through a check valve or a one-way valve, so that the gas in the B chamber can only be discharged to the outside and cannot flow in, thereby reducing the resistance when the left piston is driven to the right, improving the boosting ratio under the condition that the volume of the gas booster valve is unchanged, and being beneficial to keeping the B chamber clean and reducing the consumption of compressed gas.

[0015] Preferably, the output end of the gas source is connected with a pressure regulating device, the gas inlet of the solenoid valve two is interconnected with the gas outlet of the pressure regulating device; the gas inlet of the solenoid valve one is connected with the gas outlet of the pressure regulating device through a one-way valve, when the pressure of the compressed gas at the gas outlet of the pressure regulating valve is greater than the minimum pressure required for gear shifting, the compressed gas can flow from the gas outlet of the pressure regulating device to the solenoid valve one through the one-way valve, when the pressure is less than the minimum pressure required for gear shifting, the one-way valve cannot be ventilated in both directions, and the gas cannot flow from the solenoid valve one to the gas outlet of the pressure regulating device through the one-way valve, so that the boosted gas cannot flow out of the booster cylinder or the actuator through the one-way valve, and the compressed gas cannot enter the actuator when the pressure of the compressed gas is insufficient, thereby causing incomplete separation of the normally closed clutch or incomplete combination of the normally open clutch.

[0016] Preferably, the pressure regulating device is integrated with an oil-water separator; at least one of the A chamber and the C chamber is provided with a pressurizing elastic body, which is a compression spring, a butterfly spring or a wave spring; the first pressurizing elastic body is arranged in the A chamber, and the second pressurizing elastic body is arranged in the C chamber; the two ends of the first pressurizing elastic body abut against the left cylinder inner side and the left piston, respectively; and the two ends of the second pressurizing elastic body abut against the middle shell and the right piston, respectively.

[0017] Preferably, a first support plate is arranged between the first pressurizing elastic body and the left piston, the contact area between the first support plate and the left piston is small, and the first support plate does not form a seal with the left cylinder, so that the force receiving area of the left piston on the compressed gas is not significantly reduced due to the presence of the first pressurizing elastic body; and a second support plate is arranged between the second pressurizing elastic body and the right piston, the contact area between the second support plate and the right piston is small, and the second support plate does not form a seal with the right cylinder, so that the force receiving area of the right piston on the compressed gas is not significantly reduced due to the presence of the second pressurizing elastic body.

[0018] Preferably, the single-cylinder double-chamber pressurizing valve comprises a second cylinder body and a second piston arranged in the second cylinder body, the second piston divides the inner cavity of the second cylinder body into a driving chamber and a pressurizing chamber, a pressurizing elastic body is arranged in the driving chamber, a second air port is arranged on one side of the pressurizing chamber of the second cylinder body, the second air port can be arranged on the left end of the second cylinder body or on the circumferential side of the second cylinder body; a first air port is arranged on one side of the driving chamber of the second cylinder body, the first air port can be arranged on the right end of the second cylinder body or on the circumferential side of the driving chamber; the air ports are connected to the second air port through a first pipeline; the second air port is connected to the working port two of the electromagnetic valve two through a second pipeline; the first air port is connected to the working port one of the electromagnetic valve one through a third pipeline; the air inlet of the electromagnetic valve one and the air inlet of the electromagnetic valve two are connected to a gas source; the electromagnetic valve one is used to control the on-off of the air inlet and the working port one; and the electromagnetic valve two is used to control the on-off of the air inlet and the working port two.

[0019] Preferably, the electromagnetic valve one and the electromagnetic valve two are both two-position three-way electromagnetic valves or double-head three-position three-way electromagnetic valves, and the initial states of the two are both pressure relief states; the compressed gas can only pass from the air inlet to the working port two of the electromagnetic valve two, but cannot pass from the working port two to the air inlet.

[0020] Preferably, the output end of the gas source is connected to a pressure regulating device, the air inlet of the electromagnetic valve two and the air outlet of the pressure regulating device are connected to each other, and the air inlet of the electromagnetic valve one and the air outlet of the pressure regulating device are connected.

[0021] Preferably, a third support plate is arranged between the second piston and the pressurizing elastic body, the contact area between the third support plate and the second piston is small, and the third support plate does not form a seal with the cylinder body.

[0022] The working method of the transmission of the application is characterized in that:

[0023] 1) Initial state: electromagnetic valve one and electromagnetic valve two are in pressure relief state, the actuator piston and the pressure in chambers A, C and D of the pressure cylinder are equal to atmospheric pressure, chamber B is negative pressure, the actuator piston is in the initial state on the left side, the normally closed clutch is in the combined state under the action of the compression spring, the normally open clutch is in the separated state because the clutch drum is pushed to move left by the compression spring, and the overrunning clutch allows the pressure plate to overrun in the positive direction;

[0024] 2) First gear: in the vehicle stopped state, electromagnetic valve two remains in the pressure relief state, electromagnetic valve one is powered to enter the intake state, compressed gas enters the actuator piston cavity and chamber D of the gas pressure intensifier through the pressure regulating device and the electromagnetic valve one, if the initial state is that the left and right pistons are not in the most left position, when chamber C is filled with gas, the piston will be pushed to the most left position, so that chamber D of the gas pressure intensifier can be filled with compressed gas, correspondingly, the actuator piston applies an axial force to the pressure plate, the pressure plate pushes the pressure plate to move right through the clutch drum and the compression spring, because the pressure plate is blocked by the baffle, the moving distance is extremely small, the clutch drum continues to move right under the action of the pressure plate, the clutch drum drives the support piece to move right, so that a gap is generated between the first friction pair of the normally closed clutch, and the normally closed clutch is in the separated state; after the pressure in the actuator piston cavity and chamber D reaches or approaches the pressure P0 set by the pressure regulating device (the air time can be calibrated through experiments), electromagnetic valve two is powered to enter the intake state after t1 time (determined according to the need for gear shifting), and compressed gas enters chambers A and C of the pressure cylinder through the pressure regulating device and electromagnetic valve two, the compressed gas in chamber A pushes the left piston and together with the compressed gas in chamber C pushes the right piston to move right through the piston rod, so that the gas in chamber D is gradually pressed into the actuator piston cavity, until the pressure in the actuator piston cavity reaches the design P1, correspondingly, the pressure plate continues to push the clutch drum to move right, the normally closed clutch is completely separated, the normally open clutch is gradually combined, and the pressure continues to increase, until the pressure of the actuator piston reaches the design P1, in this process, due to the negative pressure in chamber B, the left piston moves right under the action of the negative pressure, and the pressure intensification ratio is increased; the normally closed clutch is combined, the gear ring is braked, according to the motion law of the planetary gear, the sun gear is input, the gear ring is braked, and the planet carrier is output, so that the speed ratio is maximum and the planet carrier turns in the same direction as the sun gear, at this time, the transmission is in the first gear state, if the driving motor is reversed, the planet carrier is reversed, and the vehicle reverses at the first gear speed ratio, if the driving motor is forward, the planet carrier is forward, and the vehicle advances at the first gear speed ratio; in the first gear forward state, when power is fed, the wheels drive the planet carrier to rotate forward through the output shaft, because the gear ring is braked, according to the motion law of the planetary gear, the sun gear is driven to rotate forward, and the sun gear rotates forward at the first gear speed ratio relative to the planet carrier, so as to drive the driving motor to generate electricity;

[0025] 3) One up two: when the vehicle speed reaches a certain level and reaches the upshift condition, first, electromagnetic one is powered on, electromagnetic valve two is powered off, electromagnetic valve two enters the pressure relief state, the compressed gas in the gas booster A, C chamber is quickly discharged from the muffler through the pressure relief port of electromagnetic valve two, so that the pressure in the gas booster A, C chamber is quickly reduced, the right piston pushes the left piston to move left together through the piston rod under the action of the compressed gas in the D chamber and the actuator piston cavity, until the left and right pistons are pressed to the designed leftmost side, in the case of no air leakage and temperature difference being negligible, at this time, the pressure in the gas booster D chamber and the actuator piston cavity is P0, the vacuum in the B chamber is not conducive to the left movement of the left and right pistons, but the pressure P0 is much greater than the absolute value of the pressure in the B chamber, so the vacuum in the B chamber will not affect the movement of the left and right pistons to the leftmost position, in this process, the always-on clutch is gradually reduced in pressure until it is separated, and because the one-way overrunning clutch limits the reverse rotation of the gear ring, the transmission is still in one gear state, then electromagnetic valve one is powered off to enter the pressure relief state, the compressed gas in the D chamber and the actuator piston cavity is gradually discharged from the muffler through electromagnetic valve one, and the always-closed clutch is gradually combined, when the reverse torque on the gear ring is less than the always-closed clutch combination force, the always-closed clutch slips, and in the slipping process, the gear ring speed gradually increases from 0 until it is synchronized with the planet carrier, at this time, the always-closed clutch is combined, the gear ring is synchronized with the planet carrier, thereby holding the sun gear synchronous, so that the transmission enters two gears, and the speed ratio is 1, after that, the D chamber compressed gas continues to discharge outward, until the D chamber gas pressure is equal to the atmospheric pressure, and the always-closed clutch is completely combined to lock the two gears; when the compressed gas is discharged from the D chamber, the pressure has dropped to the level before boosting, so this process is relatively smooth, which is beneficial to the smooth combination of the always-closed clutch, in the two-gear forward state, the always-closed clutch remains combined, and the wheels drive the planet carrier to rotate forward through the output shaft, the sun gear is synchronized with the planet carrier and the sun gear, and the sun gear is driven to rotate forward, thereby driving the motor to generate electricity;

[0026] Optionally, if the slip time requirement is not high, and the pressure after boosting is within the working range allowed by electromagnetic valve two, electromagnetic valve two can be powered off to relieve pressure before the left and right pistons are retracted to the left side to further improve the shifting speed;

[0027] 4) Two gears down one gear: when the vehicle speed drops to a certain extent and reaches the condition of downshift, the electromagnetic valve two keeps the state of pressure relief, the electromagnetic valve one gets electricity to enter the intake state, the compressed gas enters the actuator piston cavity and the gas booster valve D chamber through the pressure regulating device and the check valve, if the initial state of the left and right pistons is not at the leftmost position, when the C chamber is filled with gas, the piston will be pushed to the leftmost position, so that the gas booster valve D chamber can be filled with compressed gas, accordingly, the actuator piston applies axial force to the push plate, and through the clutch drum and compression spring, the pressure plate applies axial force to the pressure plate, and the push plate continues to apply pressure to the clutch drum to offset part of the compression spring pressure on the first friction pair, when the friction torque of the normally closed clutch is less than the reverse torque of the planetary gear on the ring gear, the normally closed clutch gradually separates in the sliding process, accordingly, the ring gear speed gradually decreases, if the ring gear speed decreases quickly, when the ring gear speed decreases to 0 and appears reverse trend, the ring gear is braked by the one-way overrunning clutch through the support piece, the clutch drum and the pressure plate, if the ring gear speed decreases slowly, the ring gear will be braked by the normally open clutch when the subsequent actuator pressure is larger; when the pressure on the clutch drum is greater than the initial pressure of the compression spring, the clutch drum moves right, thereby the gap between the friction pairs of the normally closed clutch is generated, and the normally closed clutch is in a separated state; during the separation process of the normally closed clutch, after the pressure in the actuator piston cavity and the D chamber reaches P0 (the time can be calibrated by experiment), the electromagnetic valve two gets electricity to enter the intake state, and the compressed gas enters the booster cylinder A chamber and C chamber through the pressure regulating device and the electromagnetic valve two, the A chamber compressed gas pushes the left piston and together with the C chamber compressed gas pushes the right piston to move right, so that the gas in the D chamber is gradually pressed into the actuator piston cavity until the pressure in the actuator piston cavity reaches the designed P1; accordingly, the push plate continues to push the clutch drum to move right, the normally closed clutch is completely separated, the normally open clutch is gradually closed until completely combined, and the pressure continues to increase until the actuator piston pressure reaches the designed P1, during this process, due to the negative pressure in the B chamber, the left piston is beneficial to move right under the action of negative pressure, and the boost ratio is increased; the normally closed clutch is combined, the ring gear is braked, and the transmission is reduced to one gear;

[0028] 5) As can be seen from the above process, the pressure on the electromagnetic valve when the electromagnetic valve one and two intake and exhaust is P0, after the gas in the gas booster valve D chamber and the actuator piston cavity is boosted, the electromagnetic valve two does not work, because the designed boost ratio does not exceed the pressure resistance range of the low-pressure electromagnetic valve, therefore, even if the low-pressure electromagnetic valve is set, the electromagnetic valve one will not have the risk of failure due to the boosting of the gas in the gas booster valve D chamber and the actuator piston cavity.

[0029] The beneficial effects of the present application are:

[0030] 1. When the gear is shifted from the first gear to the second gear, the electromagnetic valve 2 is quickly depressurized, which is beneficial to increase the shifting speed, and the pressure chamber has a depressurization buffering function to slowly depressurize, which is beneficial to the smooth engagement of the normally closed clutch and avoids the shifting impact; when the gear is shifted from the second gear to the first gear, the electromagnetic valve 1 is quickly pressurized, which is beneficial to quickly open the normally closed clutch and increase the shifting speed and reduce the sliding friction, and the pressurization time interval of the electromagnetic valves 1 and 2 is controllable, which is beneficial to control the second inner piece of the normally open clutch to engage at a lower speed and avoid the shifting jerk and reduce the sliding friction, therefore, by using the cooperation of the two electromagnetic valves and the buffering effect of the pressure chamber, the gear can be quickly shifted on the basis of ensuring the smoothness of the shifting, and the wear of the friction plate is reduced, which is beneficial to increase the service life of the clutch.

[0031] 2. In the field of transmission torque transmission, a larger actuator, more friction plates or larger friction plate size are generally provided, although the gas pressurizing valve of the present application has a certain volume, it is much smaller than the large actuator, and is more volume-saving and cost-saving, compared with the multiple friction plates or large size friction pair, not only the volume is smaller, but also the oil stirring energy loss is avoided.

[0032] 3. Under the condition of meeting the pressure ratio of the gear mechanism and the friction pair, by setting the pressure regulating device pressure or changing the pressurization ratio or the piston stroke of the gas pressurizing valve, the application range of the transmission can be increased, the product batch level can be improved, and the internal structure of the transmission does not need to be changed, which is beneficial to reduce the development cost of new products. BRIEF DESCRIPTION OF DRAWINGS

[0033] Figure 1 is a sectional structure schematic view of the transmission of the present application;

[0034] Figure 2 is a partial view of Figure 1 ;

[0035] Figure 3 , Figure 4 is a partial view of Figure 2 ;

[0036] Figure 5 is a sectional structure schematic view of a double-cylinder four-chamber pressurizing valve;

[0037] Figure 6 is a sectional structure schematic view of another embodiment of the double-cylinder four-chamber pressurizing valve;

[0038] Figure 7 is a structure schematic view of the transmission of the present application connected with the double-cylinder four-chamber pressurizing valve;

[0039] Figure 8 , Figure 9 is a partial structure schematic view of Figure 7 ;

[0040] Figure 10is a cross-sectional configuration schematic diagram of one embodiment of a single-cylinder double-chamber supercharging valve;

[0041] Figure 11 is a cross-sectional configuration schematic diagram of another embodiment of a single-cylinder double-chamber supercharging valve;

[0042] Figure 12 is a partial configuration schematic diagram of a single-cylinder double-chamber supercharging valve connected with a transmission. DETAILED DESCRIPTION

[0043] The application will be further described below in conjunction with the drawings and specific embodiments.

[0044] The transmission of the application comprises a transmission body A1, a shift mechanism and a gear transmission mechanism arranged on the transmission body,

[0045] The shift mechanism comprises a normally closed clutch A2, a normally open clutch A3 and a one-way overrunning clutch A4, and the normally closed clutch and the normally open clutch are both multi-plate wet clutches.

[0046] The normally closed clutch comprises a first clutch drum A5 and a pressure plate A6 arranged in the first clutch drum body, the outer periphery of the pressure plate A6 is connected with the first spline groove A8 of the inner peripheral wall of the first clutch drum through the first spline A7, and a plurality of compression springs A9 are arranged in the circumferential direction between the opposite end faces of the first clutch drum A5 and the pressure plate A6, and the two ends of the compression spring A9 abut against the first clutch drum A5 and the pressure plate A6 respectively.

[0047] The right side of the pressure plate A6 is provided with a first friction pair, which comprises a plurality of first outer plates A10 and first inner plates A11, and the first inner plates and the first outer plates are arranged alternately in the axial direction, the outer periphery of the first outer plate is connected with the first spline groove A8 of the inner peripheral wall of the clutch drum through the second spline A12, and the right side of the first friction pair is provided with a support plate A13 fixedly connected with the clutch drum.

[0048] The normally open clutch comprises a second friction pair, which comprises a plurality of second inner plates A14 and second outer plates A15, and the second inner plates and the second outer plates are arranged alternately in the axial direction, the outer periphery of the second outer plate is connected with the second spline groove A17 of the inner peripheral wall of the transmission body shell through the third spline A16, and one of the second inner plates is adjacent to the support plate A13 of the normally closed clutch.

[0049] The one-way overrunning clutch A4 is arranged on the inner periphery of the pressure plate A6 to limit the reverse rotation of the pressure plate and can overrun when the pressure plate rotates forward.

[0050] The gear transmission mechanism can be one of a planetary gear structure or a parallel shaft gear transmission mechanism, preferably the planetary gear structure, which includes a sun gear A18, a ring gear A19, and a planetary carrier assembly including a planetary carrier A20, a planetary gear A21, a planetary gear shaft A22, and a bearing A23 between the planetary gear and the planetary gear shaft, the sun gear A18 is provided with the ring gear A19 at the outer periphery, and a plurality of planetary gears A21 are uniformly distributed in the circumferential direction between the sun gear and the ring gear, the plurality of planetary gears A21 are connected to the sun gear and the ring gear through gear meshing, the planetary gear A21 is rotatably connected to the planetary gear shaft A22 through the bearing A23, and the planetary gear shaft A22 is fixedly connected to the planetary carrier A20 at both ends; the sun gear A18 is fixedly connected or splined to the input shaft A38, the planetary carrier A20 is fixedly connected or splined to the output shaft A39, the ring gear is slidably connected to the support plate A13 and the third spline groove A16 in the inner periphery of the second inner plate A14 through the fourth spline A24 in the outer periphery, and the planetary carrier is fixedly connected to the clutch hub A25 of the normally closed clutch, and the clutch hub is slidably connected to the fourth spline groove A40 in the inner periphery of the first inner plate through the fifth spline A26 in the outer periphery.

[0051] The transmission body is also provided with a push disc A28 and a baffle A29, the push disc is arranged between the actuator piston A30 and the clutch drum A5, the baffle A29 is arranged on the right side of the pressure plate, the baffle is fixedly connected to the left shell A31 of the transmission body, the pressure plate is rotatably connected to the baffle on the right side through the first plane bearing A32, the pressure plate is rotatably connected to the baffle A29 on the inner side through the one-way overrunning clutch A4, the first clutch drum A5 of the normally closed clutch is rotatably connected to the push disc through the second plane bearing A33, and the inner periphery of the push disc is slidably connected to the fifth spline groove A35 on the left side (or the left shell) of the baffle through the sixth spline A34.

[0052] The above-mentioned actuator piston A30 is arranged in the sliding cavity on the right side of the left shell A31, and an air vent three A36 is formed on the left shell, the air vent three is connected to a gas supercharging valve through a first pipeline A37, the gas supercharging valve can be one of a single-cylinder double-chamber supercharging valve M or a double-cylinder four-chamber supercharging valve N, and the double-cylinder four-chamber supercharging valve N is preferably used.

[0053] The structure of the single-cylinder double-chamber supercharging valve M or the double-cylinder four-chamber supercharging valve N will be described in detail below.

[0054] The double-cylinder four-chamber pressure-increasing valve N includes a first cylinder body N1 and an intermediate shell N2 arranged at the middle part of the first cylinder body. The intermediate shell divides the inner cavity of the first cylinder body into two cylinders, i.e., a left cylinder and a right cylinder which are independently sealed and connected. The left cylinder is isolated into an A chamber and a B chamber by a left piston N3. The right cylinder is isolated into a C chamber and a D chamber by a right piston N4. A piston rod N5 is connected between the left piston and the right piston and passes through the intermediate shell. A sealing ring is arranged between the piston rod N5 and the intermediate shell. Sealing rings are also arranged between the left piston, the right piston and the cylinder body to achieve sealing. An air vent two N6 is arranged at the position of the A chamber of the first cylinder body N1. The air vent two N6 can be arranged on the left end face or the periphery of the A chamber. An air vent one N7 is arranged at the position of the D chamber of the first cylinder body. The air vent one N7 can be arranged on the right end face or the periphery of the D chamber.

[0055] The air vent one N7 is connected with a working port one K2 of a solenoid valve one K1 through a second pipeline N8. The air vent three A36 is connected with the air vent one N7 of the gas pressure-increasing valve through a first pipeline A37. The air vent two N6 is connected with a working port two K4 of a solenoid valve two K3 through a third pipeline N9. The air inlet K5 of the solenoid valve one and the solenoid valve two is connected with a gas source K6. The solenoid valve one is used for controlling the opening and closing of the air inlet and the working port one. The solenoid valve two is used for controlling the opening and closing of the air inlet and the working port two.

[0056] The solenoid valve one and the solenoid valve two are both two-position three-way solenoid valves or double-head three-position three-way solenoid valves. The initial state of the solenoid valve one and the solenoid valve two is a pressure relief state. The first working state (initial state) of the solenoid valve one and the solenoid valve two is that the working port is connected with the pressure relief port (the air inlet is disconnected with the working port). The second working state is that the air inlet is connected with the working port (the working port is disconnected with the pressure relief port). The pressure relief port can be provided with a silencer.

[0057] Preferably, the A chamber and the C chamber are communicated through a fourth pipeline N10. In order to design reasonably, the channel of the fourth pipeline N10 which is connected with the C chamber is arranged on the intermediate shell. The B chamber is provided with a one-way air outlet N11 or is provided with a one-way valve N12 to realize one-way air outlet. The one-way air outlet is provided with a check valve or a one-way valve N12 to make the gas in the B chamber only discharge outward and not flow in, so as to reduce the resistance when the left piston is driven to the right, improve the pressure-increasing ratio under the condition that the volume of the gas pressure-increasing valve is unchanged, and be beneficial to keeping the B chamber clean and reducing the consumption of compressed gas.

[0058] To facilitate control, the output end of the above-mentioned gas source is connected with a pressure regulating device K7, the gas inlet of the electromagnetic valve two K3 is connected with the gas outlet of the pressure regulating device; the gas inlet of the electromagnetic valve one K1 is connected with the gas outlet of the pressure regulating device K7 through a one-way valve K8, when the compressed gas pressure of the gas outlet of the pressure regulating device K7 is greater than the minimum pressure required for gear shifting, the compressed gas can flow from the gas outlet of the pressure regulating device to the electromagnetic valve one through the one-way valve, when the compressed gas pressure of the gas outlet of the pressure regulating device K7 is less than the minimum pressure required for gear shifting, the one-way valve cannot be ventilated in both directions, and the gas cannot flow from the electromagnetic valve one to the gas outlet of the pressure regulating device through the one-way valve, so that the pressurized gas cannot flow out from the pressurizing cylinder or the actuator through the one-way valve, and the compressed gas cannot enter the actuator when the compressed gas pressure is insufficient, so as to cause the constant closed clutch to be not completely separated or the constant open clutch to be not completely combined.

[0059] To design reasonably, the above-mentioned pressure regulating device can be integrated with an oil-water separator and a gas-water separator; at least one of the A chamber and the C chamber (preferably both chambers) is provided with a pressurizing elastic body, which is a compression spring, a butterfly spring or a wave spring, the first pressurizing elastic body N13 is arranged in the A chamber, and the second pressurizing elastic body N14 is arranged in the C chamber, the two ends of the first pressurizing elastic body are respectively abutted against the left cylinder inner side and the left piston, and the two ends of the second pressurizing elastic body are respectively abutted against the intermediate shell and the right piston.

[0060] The first pressurizing elastic body and the left piston can be further provided with a first supporting plate N15, the size of the first supporting plate N15 is smaller than that of the left piston, and a circular ring is arranged on the side of the first supporting plate N15 facing the left piston, so that the contact area of the first supporting plate and the left piston is small, and at the same time, the first supporting plate and the left cylinder cannot form a seal, so that the force receiving area of the left piston to the compressed gas cannot be obviously reduced due to the existence of the first pressurizing elastic body; the second pressurizing elastic body and the right piston are provided with a second supporting plate N16, the size of the second supporting plate N16 is smaller than that of the right piston, and a circular ring is arranged on the side of the second supporting plate N16 facing the right piston, so that the contact area of the second supporting plate and the right piston is small, and at the same time, the second supporting plate and the right cylinder cannot form a seal, so that the force receiving area of the right piston to the compressed gas cannot be obviously reduced due to the existence of the second pressurizing elastic body.

[0061] The working method of the transmission of the present application is taken as an example using the double-cylinder four-chamber pressurizing valve N,

[0062] 1) Initial state: the electromagnetic valve one and the electromagnetic valve two are in the pressure relief state, the actuator piston and the pressurizing cylinders A, C and D chambers are all equal to the atmospheric pressure, the B chamber is negative pressure, the actuator piston is in the left initial state, the constant closed clutch is in the combined state under the action of the compression spring, the constant open clutch is in the separated state due to the left movement of the clutch drum driven by the compression spring, and the overrunning clutch allows the pressure plate to overtake in the positive direction;

[0063] 2) first gear: in the vehicle stop state, electromagnetic valve two keeps the pressure relief state, electromagnetic valve one is powered to enter the intake state, the compressed gas enters the actuator piston cavity and the gas booster valve D chamber through the pressure regulating device and the check valve, if the initial state of the left and right pistons is not at the leftmost position, when the C chamber is filled with gas, the piston will be pushed to the leftmost position, so that the gas booster valve D chamber can be filled with compressed gas, accordingly, the actuator piston applies an axial force to the push plate, the push plate pushes the compression spring through the clutch drum, and the compression plate moves to the right, because the compression plate is blocked by the baffle, the moving distance is very small, the clutch drum continues to move to the right under the action of the push plate, and the support piece moves to the right, so that the first friction pair of the normally closed clutch generates a gap, and the normally closed clutch is in a separated state; after the pressure in the actuator piston cavity and the D chamber reaches or approaches the pressure P0 set by the pressure regulating device (the ventilation time can be calibrated through experiments), the electromagnetic valve two is powered to enter the intake state after t1 time (determined according to the need for gear shifting), the compressed gas in the A chamber pushes the left piston and the compressed gas in the C chamber pushes the right piston through the piston rod, so that the gas in the D chamber is gradually pressed into the actuator piston cavity, until the pressure in the actuator piston cavity reaches the designed P1, accordingly, the push plate continues to push the clutch drum to the right, the normally closed clutch is completely separated, the normally open clutch is gradually combined, and the pressure continues to increase, until the pressure in the actuator piston reaches the designed P1, during this process, due to the negative pressure in the B chamber, the left piston moves to the right under the action of the negative pressure, and the boost ratio is increased; the normally open clutch is combined, the gear ring is braked, according to the planetary gear motion law, the sun wheel is input, the gear ring is braked, and the planet carrier is output, so that the speed ratio is maximum and the planet carrier turns in the same direction as the sun wheel, at this time the transmission is in the first gear state, if the driving motor is reversed, the planet carrier is reversed, and the vehicle reverses at the first gear speed ratio, if the driving motor is forward, the planet carrier is forward, and the vehicle advances at the first gear speed ratio; in the first gear forward state, the wheels drive the planet carrier to rotate forward through the output shaft, because the gear ring is braked, according to the planetary gear motion law, the sun wheel is driven to rotate forward, and the sun wheel rotates forward at the first gear speed ratio relative to the planet carrier, thereby driving the driving motor to generate electricity;

[0064] 3) One up two: when the vehicle speed reaches a certain level and reaches the upshift condition, first, the solenoid one keeps the power state, the solenoid two loses power, the solenoid two enters the pressure relief state, the compressed gas in the gas booster A, C chamber is discharged quickly from the muffler through the pressure relief port of the solenoid two, so that the pressure in the gas booster A, C chamber is quickly reduced, the right piston pushes the left piston to move left together through the piston rod under the action of the compressed gas in the D chamber and the actuator piston cavity, until the left piston is pressed to the designed leftmost side, in the case of no air leakage and temperature difference being negligible, at this time the pressure in the gas booster D chamber and the actuator piston cavity is P0, the vacuum in the B chamber is not conducive to the left movement of the left and right pistons, but the pressure P0 is much greater than the absolute value of the pressure in the B chamber, so the vacuum in the B chamber will not affect the left and right pistons to move to the leftmost position, in this process, the always-on clutch is gradually reduced in pressure until it is separated, and because the one-way overrunning clutch limits the reverse rotation of the gear ring, the transmission is still in one gear state, then the solenoid one loses power and enters the pressure relief state, the compressed gas in the D chamber and the actuator piston cavity is gradually discharged from the muffler through the solenoid one, the always-closed clutch gradually combines, when the reverse torque on the gear ring is less than the always-closed clutch combination force, the always-closed clutch slips, and in the slipping process the gear ring speed gradually increases from 0 until it is synchronized with the carrier, at this time the always-closed clutch is combined and the gear ring is synchronized with the carrier, thereby holding the sun gear synchronous, so that the transmission enters two gears, the speed ratio is 1, and thereafter the D chamber compressed gas continues to discharge outward until the D chamber gas pressure is equal to atmospheric pressure, the always-closed clutch is fully combined and locked in two gears; when the compressed gas is discharged from the D chamber, the pressure has dropped to the level before boosting, so this process is relatively smooth, which is conducive to the smooth combination of the always-closed clutch, in the two-gear forward state, the always-closed clutch remains combined, the wheels drive the carrier through the output shaft, the sun gear is synchronized with the carrier and the sun gear is driven to rotate in the same direction at the same speed, thereby driving the motor to generate electricity;

[0065] Optionally, if the slip time requirement is not high and the boosted gas pressure is within the working range allowed by the solenoid one, the solenoid two can be de-energized to relieve pressure before the left and right pistons are retracted to the left side to further improve the shifting speed;

[0066] 4) Two-gear down one-gear: when the vehicle speed drops to a certain extent and reaches the downshift condition, the electromagnetic valve two keeps the pressure relief state, the electromagnetic valve one gets electricity into the intake state, the compressed gas enters the actuator piston cavity and the gas booster valve D chamber through the pressure regulating device, one-way valve and electromagnetic valve one, if the initial state of the left and right pistons is not at the leftmost position, when the D chamber is filled with gas, the piston will be pushed to the leftmost position, so that the gas booster valve D chamber can be filled with compressed gas, accordingly, the actuator piston applies axial force to the push plate, and through the clutch drum and compression spring, the pressure plate applies axial force to the pressure plate, and the push plate continues to apply pressure to the clutch drum to offset part of the compression spring pressure on the first friction pair. When the friction torque of the normally closed clutch is less than the reverse torque of the planetary gear on the ring gear, the normally closed clutch gradually separates during the sliding process, and the ring gear speed gradually decreases. If the ring gear speed decreases quickly, when the ring gear speed decreases to 0 and appears a reverse trend, the ring gear is braked by the one-way overrunning clutch through the support piece, clutch drum and pressure plate. If the ring gear speed decreases slowly, the ring gear will be braked by the normally open clutch when the subsequent actuator pressure is larger; when the pressure on the clutch drum is greater than the initial pressure of the compression spring, the clutch drum moves right, thereby the normally closed clutch friction pair generates a gap, and the normally closed clutch is in a separated state; during the separation process of the normally closed clutch, after the pressure in the actuator piston cavity and the D chamber reaches P0 (the time can be calibrated by experiment), the electromagnetic valve two gets electricity into the intake state, and the compressed gas enters the booster cylinder A chamber and C chamber through the pressure regulating device and electromagnetic valve two. The A chamber compressed gas pushes the left piston and, together with the C chamber compressed gas, pushes the right piston to move right, so that the gas in the D chamber is gradually pressed into the actuator piston cavity until the actuator piston cavity pressure reaches the designed P1; accordingly, the push plate continues to push the clutch drum to move right, the normally closed clutch is completely separated, the normally open clutch is gradually closed until it is completely combined, and the pressure continues to increase until the actuator piston pressure reaches the designed P1. During this process, due to the negative pressure in the B chamber, the left piston moves right under the action of negative pressure, increasing the boost ratio; the normally closed clutch is combined, the ring gear is braked, and the transmission is reduced to one gear;

[0067] 5) As can be seen from the above process, the pressure on the electromagnetic valve when operating the intake and exhaust of the electromagnetic valve one and two is P0. After the gas in the gas booster valve D chamber and the actuator piston cavity is boosted, the electromagnetic valve two does not work because the designed boost ratio does not exceed the pressure resistance range of the low-pressure electromagnetic valve. Therefore, even if a low-pressure electromagnetic valve is set, the electromagnetic valve one will not fail due to the boosting of the gas in the gas booster valve D chamber and the actuator piston cavity.

[0068] The single-cylinder double-chamber supercharging valve M includes a second cylinder body M1 and a second piston M2 arranged in the second cylinder body, the second piston M2 separates the inner cavity of the second cylinder body into a driving chamber M3 and a supercharging chamber M4, a supercharging elastic body M5 is arranged in the driving chamber, a second vent M6 is arranged on the second cylinder body at the side of the supercharging chamber M4, the second vent M6 can be arranged on the left end of the second cylinder body or on the circumferential side of the second cylinder body at the side of the supercharging chamber M4; a first vent M7 is arranged on the second cylinder body at the side of the driving chamber M3, the first vent M7 can be arranged on the right end of the second cylinder body or on the circumferential side of the second cylinder body at the side of the driving chamber M3; the vent three A36 is connected with the second vent M6 through the first pipeline A37; the second vent M6 is connected with the working port two K4 of the electromagnetic valve two K3 through the second pipeline N9; the first vent M7 is connected with the working port one K2 of the electromagnetic valve one K1 through the third pipeline N8, the air inlet K5 of the electromagnetic valve one and the electromagnetic valve two is connected with the air source K6, the electromagnetic valve one is used for controlling the on-off of the air inlet and the working port one, and the electromagnetic valve two is used for controlling the on-off of the air inlet and the working port two.

[0069] The electromagnetic valve one and the electromagnetic valve two are both two-position three-way electromagnetic valves or double-head three-position three-way electromagnetic valves, and the initial state is a pressure relief state, the electromagnetic valve two is unidirectionally connected from the air inlet to the working port, and cannot be connected from the working port to the air inlet; the first working state (the initial state) of the electromagnetic valve one and the electromagnetic valve two is that the working port is connected with the pressure relief port (the air inlet is disconnected with the working port), and the second working state is that the air inlet is connected with the working port (the working port is disconnected with the pressure relief port), and the pressure relief port can be connected with a silencer.

[0070] In order to facilitate control, the output end of the air source is connected with a pressure regulating device K7, the air inlet of the electromagnetic valve two K3 is connected with the air outlet of the pressure regulating device, and the air inlet of the electromagnetic valve one K1 is connected with the air outlet of the pressure regulating device K7.

[0071] Preferably, a third supporting plate M8 is arranged between the second piston M2 and the supercharging elastic body and in the second cylinder body M1, the third supporting plate M8 is smaller than the second piston in size, and a circular ring is arranged on the side of the third supporting plate M8 facing the second piston, so that the contact area of the third supporting plate M8 with the second piston is small, and the third supporting plate M8 cannot form a seal with the second cylinder body, so that the force receiving area of the second piston to the compressed gas cannot be obviously reduced due to the existence of the third supporting plate M8.

[0072] The single-cylinder double-chamber supercharging valve M is used as an example in the working method of the transmission,

[0073] 1) In the initial state, the electromagnetic valve one and the electromagnetic valve two are both in a pressure relief state, the second piston M2 is in the left initial state under the action of the supercharging elastic body M5, and the actuator piston A30 of the actuator is in the left initial state under the action of the compression spring A9.

[0074] 2) When the actuator needs to act, first, electromagnetic valve one is in the pressure relief state, electromagnetic valve two is electrified to enter the intake state, the compressed gas enters the actuator piston cavity and the pressure chamber of the pressure increasing valve through the pressure regulating valve and electromagnetic valve two, when the pressure chamber is filled with gas, the second piston will be pushed to the designed rightmost position to maximize the volume of the pressure chamber and fill it with compressed gas, the pressure of the actuator piston cavity and the pressure chamber reaches P0 (the time can be calibrated through experiments) and t1 time (determined according to the need for gear shifting), then the electromagnetic valve one is electrified to enter the intake state, the compressed gas in the drive chamber enters the drive chamber through the pressure regulating valve and electromagnetic valve one, the drive chamber pushes the second piston to move left, and the gas in the pressure chamber is gradually pressed into the actuator piston cavity, so that the actuator piston A30 reaches the design requirement.

[0075] 3) When the actuator is released, first, electromagnetic valve two is kept electrified, electromagnetic valve one is de-energized, electromagnetic valve one enters the pressure relief state, the compressed gas in the drive chamber is discharged from the muffler through the pressure relief port of electromagnetic valve one, so that the pressure in the drive chamber of the pressure increasing valve gradually decreases, the second piston of the pressure increasing valve moves right under the action of the compressed gas in the pressure chamber and the actuator piston cavity, until the second piston is pressed to the designed rightmost position, under the condition that there is no gas leakage and the temperature difference is negligible, at this time, the pressure in the pressure chamber and the actuator piston cavity is P0, after t2 time (determined according to the need for gear shifting), electromagnetic valve two is de-energized to enter the pressure relief state, the compressed gas in the pressure chamber and the actuator piston cavity is discharged from the muffler through electromagnetic valve two, when the pressure in the pressure chamber is less than the pressure of the pressure increasing elastic body, the second piston of the pressure increasing valve gradually moves to the initial leftmost position under the action of the pressure increasing elastic body, at the same time, the actuator piston of the actuator is in the left position under the action of the compression spring, optionally, electromagnetic valve one and two are de-energized to relieve pressure at the same time, optionally, electromagnetic valve one is de-energized to relieve pressure first, without waiting for the pressure in the pressure chamber to decrease to normal pressure, electromagnetic valve one is de-energized to relieve pressure.

[0076] From the above process, it can be seen that the pressure on the electromagnetic valve when the electromagnetic valve one and two are in the intake and exhaust state is P0, when the gas in the pressure chamber and the actuator piston cavity is pressurized, electromagnetic valve two does not work, because the designed pressure increasing ratio does not exceed the pressure resistance range of the low-pressure electromagnetic valve, therefore, electromagnetic valve two does not have the risk of failure due to the pressurization of the gas in the pressure chamber and the actuator piston cavity.

[0077] The beneficial effects of the present application are:

[0078] 1. When the gear is raised from the first to the second, the electromagnetic valve 2 is quickly depressurized, which is beneficial to improve the gear shifting speed, and the pressure chamber has a depressurization buffer function to gently depressurize, which is beneficial to the smooth engagement of the normally closed clutch and avoids gear shifting impact; when the gear is lowered from the second to the first, the electromagnetic valve 2 is quickly pressurized, which is beneficial to quickly open the normally closed clutch, improve the gear shifting speed, and reduce the sliding friction; the pressurization time interval of the electromagnetic valve 1 and 2 is controllable, which is beneficial to control the second inner piece of the normally open clutch to engage at a lower speed, avoid gear shifting jerk, and reduce the sliding friction; therefore, by using the cooperation of the two electromagnetic valves and the buffer effect of the pressure chamber, the gear can be quickly shifted on the basis of ensuring the smoothness of the gear, and the wear of the friction plate is reduced, which is beneficial to improve the service life of the clutch.

[0079] 2. In the field of transmission torque transmission, a larger actuator, more friction plates or larger friction plate size are generally provided; although the gas pressure valve of the present application also has a certain volume, it is much smaller than the large actuator, and is more volume-saving and cost-saving; compared with the multiple friction plates or large size friction pair, the volume is smaller, and the oil stirring energy loss is not caused.

[0080] 3. Under the condition of meeting the pressure ratio of the gear mechanism and the friction pair, the application range of the transmission can be improved by setting the pressure regulating device pressure or changing the pressure ratio or the piston stroke of the gas pressure valve, which improves the product batch level without changing the internal structure of the transmission, which is beneficial to reduce the development cost of new products.

[0081] Finally, it should be noted that: the above examples are only used to illustrate the technical solutions of the present application and not to limit them; although the present application has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the specific embodiments of the present application can be modified or some technical features can be replaced by equivalent; without departing from the spirit of the technical solutions of the present application, they should be covered in the technical solution range of the present application.

Claims

1. A transmission characterized by: The transmission includes a transmission body, a shift mechanism and a gear transmission mechanism arranged on the transmission body. The shift mechanism is provided with an actuator piston and an actuator piston cavity. The actuator piston cavity is provided with a vent three. The vent three is connected to a gas supercharging valve through a first pipeline. The shift mechanism includes a normally closed clutch, a normally open clutch and a one-way overrunning clutch. The normally closed clutch includes a first clutch drum and a pressure plate arranged in the first clutch drum. The outer periphery of the pressure plate is connected to the first clutch drum through a first spline. A plurality of compression springs are arranged between the end face of the first clutch drum opposite to the pressure plate and the pressure plate. The right side of the pressure plate is provided with a first friction pair. The first friction pair includes a plurality of first outer plates and first inner plates. The first inner plates and the first outer plates are arranged alternately. The outer periphery of the first outer plate is connected to the inner periphery of the clutch drum through a second spline. The right side of the first friction pair is provided with a support plate fixedly connected to the clutch drum. The normally open clutch includes a second friction pair. The second friction pair includes a plurality of second inner plates and second outer plates. The second inner plates and the second outer plates are arranged alternately. The outer periphery of the second outer plate is connected to the inner periphery of the transmission body shell through a third spline. One of the second inner plates is adjacent to the support plate of the normally closed clutch. The one-way overrunning clutch is arranged on the inner periphery of the pressure plate to limit the reverse rotation of the pressure plate and can overrun when the pressure plate rotates forward. The gear transmission mechanism is a planetary gear structure. The planetary gear structure includes a sun gear, a ring gear and a planet carrier assembly. The planet carrier assembly includes a planet carrier, a planet gear, a planet gear shaft and a bearing arranged between the planet gear and the planet gear shaft. The outer periphery of the sun gear is provided with the ring gear at intervals. The sun gear and the ring gear are evenly provided with a plurality of planet gears. The plurality of planet gears are connected to the sun gear and the ring gear through gear meshing. The planet gear is rotatably connected to the planet gear shaft through the bearing. The both ends of the planet gear shaft are fixedly connected to the planet carrier. The sun gear is fixedly connected or splined to the input shaft. The planet carrier is fixedly connected or splined to the output shaft. The ring gear is connected to the support plate and the second inner plate through a fourth spline. The planet carrier is fixedly connected to the clutch hub of the normally closed clutch. The clutch hub is connected to the first inner plate through a fifth spline. The transmission body is further provided with a push plate and a baffle. The push plate is arranged between the actuator piston and the clutch drum. The baffle is arranged on the right side of the pressure plate. The baffle is fixedly connected to the left shell of the transmission body. The right side of the pressure plate is rotatably connected to the baffle through a first plane bearing. The inner side of the pressure plate is rotatably connected to the baffle through the one-way overrunning clutch. The clutch drum of the normally closed clutch is rotatably connected to the push plate through a second plane bearing. The inner periphery of the push plate is connected to the left side of the baffle through a sixth spline. The actuator piston is arranged in the actuator piston cavity of the left shell of the transmission body. The vent three is arranged on the left shell. The normally closed clutch and the normally open clutch are multi-plate wet clutches. The gas supercharging valve is one of the double-cylinder four-chamber supercharging valves. The double-cylinder four-chamber pressure-increasing valve comprises a first cylinder body and an intermediate shell arranged in the middle of the first cylinder body, the intermediate shell separates the inner cavity of the first cylinder body into two cylinders, the two cylinders are a left cylinder and a right cylinder which are in sealed connection, the left cylinder is separated into an A chamber and a B chamber by a left piston, the right cylinder is separated into a C chamber and a D chamber by a right piston, a piston rod passing through the intermediate shell is connected between the left piston and the right piston, a vent port two is arranged on the first cylinder body at the position of the A chamber, a vent port one is arranged on the first cylinder body at the position of the D chamber, the vent port one is connected with a working port one of a solenoid valve one through a second pipeline, the vent port three is connected with the vent port one of a gas pressure-increasing valve through a first pipeline, the vent port two is connected with a working port two of a solenoid valve two through a third pipeline, the gas inlet of the solenoid valve one and the solenoid valve two is connected with a gas source, the solenoid valve one is used for controlling the on-off of the gas inlet and the working port one, and the solenoid valve two is used for controlling the on-off of the gas inlet and the working port two.

2. The transmission of claim 1, characterized in that: The solenoid valve one and the solenoid valve two are both two-position three-way solenoid valves or double-head three-position three-way solenoid valves, and the initial states are both pressure relief states; the A chamber and the C chamber are communicated through a fourth pipeline; the B chamber is installed in vacuum or a one-way gas outlet is arranged on the B chamber, one-way gas discharge of the one-way gas outlet is achieved by arranging a check valve or a one-way valve, so that the gas in the B chamber can only be discharged to the outside and cannot flow in, thereby reducing the resistance when the left piston is driven to the right, improving the pressure-increasing ratio under the condition that the volume of the gas pressure-increasing valve is unchanged, and being beneficial to keeping the B chamber clean and reducing the consumption of compressed gas.

3. The transmission of claim 2, characterized in that: The output end of the gas source is connected with a pressure regulating device, the gas inlet of the solenoid valve two is communicated and connected with the gas outlet of the pressure regulating device; the gas inlet of the solenoid valve one is connected with the gas outlet of the pressure regulating device through a one-way valve, when the pressure of the compressed gas at the gas outlet of the pressure regulating valve is greater than the minimum required pressure for gear shifting, the compressed gas can flow from the gas outlet of the pressure regulating device to the solenoid valve one through the one-way valve, when the pressure is less than the minimum required pressure for gear shifting, the one-way valve cannot be ventilated in both directions, and the gas cannot flow from the solenoid valve one to the gas outlet of the pressure regulating device through the one-way valve, so that the pressurized gas cannot flow out of the pressure-increasing cylinder or the actuator through the one-way valve, and the compressed gas can also be prevented from entering the actuator when the pressure of the compressed gas is insufficient, so as to cause incomplete separation of the normally closed clutch or incomplete combination of the normally open clutch.

4. The transmission of claim 3, characterized in that: The pressure regulating device is integrated with an oil-water separator; at least one of the A chamber and the C chamber is provided with a pressurizing elastic body, which is a compression spring, a butterfly spring or a wave spring; the pressurizing elastic body provided in the A chamber is a first pressurizing elastic body, and the pressurizing elastic body provided in the C chamber is a second pressurizing elastic body; the two ends of the first pressurizing elastic body abut against the left cylinder inner side and the left piston respectively, and the two ends of the second pressurizing elastic body abut against the middle shell and the right piston respectively; a first support plate is arranged between the first pressurizing elastic body and the left piston, the contact area of the first support plate with the left piston is small, and the first support plate cannot form a seal with the left cylinder, so that the force receiving area of the left piston on the compressed gas cannot be obviously reduced due to the existence of the first pressurizing elastic body; a second support plate is arranged between the second pressurizing elastic body and the right piston, the contact area of the second support plate with the right piston is small, and the second support plate cannot form a seal with the right cylinder, so that the force receiving area of the right piston on the compressed gas cannot be obviously reduced due to the existence of the second pressurizing elastic body.

5. A transmission characterized by: The transmission includes a transmission body, a shift mechanism and a gear transmission mechanism arranged on the transmission body, an actuator piston and an actuator piston cavity are arranged in the shift mechanism, and a vent three is arranged on the actuator piston cavity; the vent three is connected with a gas pressurizing valve through a first pipeline; The shift mechanism includes a normally closed clutch, a normally open clutch and a one-way overrunning clutch; the normally closed clutch includes a first clutch drum and a pressure plate arranged in the first clutch drum; the outer periphery of the pressure plate is connected with the first clutch drum through a first spline and a first spline groove; a plurality of compression springs are arranged between the opposite end faces of the first clutch drum and the pressure plate; the two ends of the compression spring abut against the first clutch drum and the pressure plate; a first friction pair is arranged on the right side of the pressure plate; the first friction pair includes a plurality of first outer plates and first inner plates; the first inner plates and the first outer plates are arranged alternately; the outer periphery of the first outer plate is connected with the first clutch drum through a second spline and a first spline groove; a support plate is fixedly connected with the first clutch drum on the right side of the first friction pair; The normally open clutch includes a second friction pair; the second friction pair includes a plurality of second inner plates and second outer plates; the second inner plates and the second outer plates are arranged alternately; the outer periphery of the second outer plate is connected with the transmission body shell through a third spline and a second spline groove; one of the second inner plates is adjacent to the support plate of the normally closed clutch; The one-way overrunning clutch is arranged on the inner periphery of the pressure plate to limit the reverse rotation of the pressure plate and can overrun when the pressure plate rotates in the forward direction. The gear transmission mechanism is a planetary gear structure, which includes a sun gear, a ring gear, and a planet carrier assembly. The planet carrier assembly includes a planet carrier, planet gears, planet gear shafts, and bearings located between the planet gears and the planet gear shafts. The ring gear is spaced around the outer periphery of the sun gear, and several planet gears are evenly distributed between the sun gear and the ring gear. The planet gears are connected to the sun gear and the ring gear through gear meshing. The planet gears are rotatably connected to the planet gear shafts through bearings, and both ends of the planet gear shafts are fixedly connected to the planet carrier. The sun gear is fixedly connected to the input shaft or splined, and the planet carrier is fixedly connected to the output shaft or splined. The ring gear is slidably connected to the support plate and the third spline groove on the inner periphery of the second inner plate through the fourth spline on its outer periphery. The planet carrier is fixedly connected to the clutch hub of the normally closed clutch, and the outer periphery of the clutch hub is slidably connected to the fourth spline groove on the inner periphery of the first inner plate through the fifth spline. The transmission body also includes a push plate and a baffle. The push plate is positioned between the actuator piston and the clutch drum, and the baffle is positioned on the right side of the pressure plate. The baffle is fixedly connected to the left housing of the transmission body. The right side of the pressure plate is rotatably connected to the baffle via a first planar bearing. The inner side of the pressure plate is rotatably connected to the baffle via a one-way overrunning clutch. The clutch drum of the normally closed clutch is rotatably connected to the push plate via a second planar bearing. The inner circumference of the push plate is slidably connected to the fifth spline groove on the left side of the baffle via a sixth spline. The actuator piston is located in the actuator piston cavity on the right side of the left housing of the transmission body, and the vent is located on the left housing. Both the normally closed clutch and the normally open clutch are multi-plate wet clutches; the gas booster valve is a single-cylinder dual-chamber booster valve. The single-cylinder dual-chamber booster valve includes a second cylinder and a second piston disposed within the second cylinder. The second piston divides the inner cavity of the second cylinder into a drive chamber and a booster chamber. A booster elastic body is disposed within the drive chamber. A second vent is provided on the second cylinder on the side of the booster chamber, either on the left end of the second cylinder or on the periphery of the booster chamber. A first vent is provided on the second cylinder on the side of the drive chamber, either on the right end of the second cylinder or on the periphery of the drive chamber. The third vent is connected to the second vent via a first pipe. The second vent is connected to the working port of the second solenoid valve via a second pipe. The first vent is connected to the solenoid valve via a third pipe. The working port of solenoid valve one is connected, and the air inlets of solenoid valve one and solenoid valve two are connected to the air source. Solenoid valve one is used to control the opening and closing of the air inlet and the working port one, and solenoid valve two is used to control the opening and closing of the air inlet and the working port two. Solenoid valve one and solenoid valve two are both two-position three-way solenoid valves or double-head three-position three-way solenoid valves, and both are initially in a depressurized state. Solenoid valve two is unidirectionally open from the air inlet to the working port, but not open from the working port to the air inlet. The output end of the air source is connected to a pressure regulating device, and the air inlet of solenoid valve two is interconnected with the air outlet of the pressure regulating device. A third support plate is provided between the second piston and the pressurizing elastic body. The contact area between the third support plate and the second piston is small, and the third support plate does not form a seal with the cylinder body.

6. The working method of the transmission according to any one of claims 1-4, characterized in that: initial state: both electromagnetic valves are in the pressure relief state, the actuator piston and the chambers A, C, D of the pressure cylinder are all equal to atmospheric pressure, the chamber B is in negative pressure, the actuator piston is in the left initial state, the normally closed clutch is in the combined state under the action of the compression spring, the normally open clutch is in the separated state due to the left movement of the clutch drum pushed by the compression spring, and the overrunning clutch allows the pressure plate to overrun in the positive direction; first gear: in the vehicle stopped state, the second electromagnetic valve remains in the pressure relief state, the first electromagnetic valve is powered to enter the intake state, the compressed gas enters the actuator piston cavity and the chamber D of the gas pressure cylinder through the pressure regulating device and the first electromagnetic valve, if the initial state is that the left and right pistons are not in the most left position, when the chamber D is filled with gas, the piston will be pushed to the most left position, so that the chamber D of the gas pressure cylinder can be filled with compressed gas, correspondingly, the actuator piston applies an axial force to the pressure plate, the pressure plate pushes the pressure plate to move right through the clutch drum and the compression spring, and the moving distance is extremely small because the pressure plate is blocked by the baffle, the clutch drum continues to move right under the action of the pressure plate, the clutch drum drives the support piece to move right, so that a gap is generated between the first friction pair of the normally closed clutch, and the normally closed clutch is in the separated state; after the pressure in the actuator piston cavity and the chamber D reaches or approaches the pressure P0 set by the pressure regulating device, the second electromagnetic valve is powered to enter the intake state after t1, the compressed gas enters the chambers A and C of the pressure cylinder through the pressure regulating device and the second electromagnetic valve, the compressed gas in the chamber A pushes the left piston and together with the compressed gas in the chamber C pushes the right piston to move right, so that the gas in the chamber D is gradually pressed into the actuator piston cavity until the pressure in the actuator piston cavity reaches the design P1, correspondingly, the pressure plate continues to push the clutch drum to move right, the normally closed clutch is completely separated, the normally open clutch is gradually combined, and the pressure continues to increase until the pressure in the actuator piston reaches the design P1, during this process, the left piston moves right under the action of the negative pressure in the chamber B, and the pressure increasing ratio is increased; the normally closed clutch is combined, the gear ring is braked, according to the planetary gear motion law, the sun gear is input, the gear ring is braked, and the planet carrier is output, so that the speed ratio is maximum and the planet carrier rotates in the same direction as the sun gear, at this time, the transmission is in the first gear state, if the driving motor is reversed, the planet carrier is reversed, and the vehicle reverses at the first gear speed ratio, if the driving motor is forward, the planet carrier is forward, and the vehicle advances at the first gear speed ratio; in the first gear forward state, the wheels drive the planet carrier to rotate forward through the output shaft, the sun gear is driven to rotate forward according to the planetary gear motion law, and the sun gear rotates forward at the first gear speed ratio relative to the planet carrier, so as to drive the driving motor to generate electricity. One up two: when the vehicle speed reaches a certain extent and reaches the upshift condition, first, the electromagnetic one is kept in the power state, the electromagnetic valve two is lost power, the electromagnetic valve two enters the pressure relief state, the compressed gas in the gas booster valve A, C chamber is discharged quickly from the muffler through the pressure relief port of the electromagnetic valve two, so that the pressure in the gas booster valve A, C chamber is quickly reduced, the right piston pushes the left piston to move left together through the piston rod under the action of the compressed gas in the D chamber and the actuator piston cavity, until the left piston is pressed to the designed leftmost side, in the case of no air leakage and temperature difference being negligible, at this time, the pressure in the gas booster valve D chamber and the actuator piston cavity is P0, the vacuum in the B chamber is not conducive to the left movement of the left and right pistons, but the pressure P0 is much greater than the absolute value of the pressure in the B chamber, so the vacuum in the B chamber will not affect the movement of the left and right pistons to the leftmost position, in this process, the always-on clutch is gradually reduced in pressure until it is separated, and because the one-way overrunning clutch limits the reverse rotation of the gear ring, the transmission is still in one gear state, then the electromagnetic valve one is lost power and enters the pressure relief state, the compressed gas in the D chamber and the actuator piston cavity is gradually discharged from the muffler through the electromagnetic valve one, the always-closed clutch gradually combines, when the reverse torque on the gear ring is less than the always-closed clutch combination force, the always-closed clutch slips, and in the slipping process, the gear ring speed gradually increases from 0 until it is synchronized with the planet carrier, at this time, the always-closed clutch is combined, the gear ring is synchronized with the planet carrier, thereby holding the sun gear synchronous, so that the transmission enters two gears, the speed ratio is 1, and thereafter the D chamber compressed gas continues to discharge outward until the D chamber gas pressure is equal to atmospheric pressure, the always-closed clutch is completely combined and locked in two gears; When the compressed gas is discharged from the D chamber, the pressure has dropped to the level before boosting, so this process is relatively smooth, which is conducive to the smooth combination of the always-closed clutch. In the two forward state, the always-closed clutch remains combined, and the wheels drive the planet carrier through the output shaft, the sun gear is synchronized with the planet carrier and the sun gear, and the sun gear is driven to rotate at the same speed as the planet carrier, thereby driving the motor to generate electricity; Two-gear down one-gear: when the vehicle speed drops to a certain extent and reaches the condition of gear down, the electromagnetic valve two keeps the state of pressure relief, the electromagnetic valve one gets electricity to enter the state of intake, the compressed gas enters the actuator piston cavity and the gas booster valve D chamber through the pressure regulating device and the check valve, if the initial state of the left and right pistons is not the leftmost position, when the D chamber is filled with gas, the piston will be pushed to the leftmost position, so that the gas booster valve D chamber can be filled with compressed gas, accordingly, the actuator piston applies axial force to the push plate, and through the clutch drum and compression spring, the push plate applies axial force to the pressure plate, the moving distance is extremely small because the pressure plate is blocked by the baffle, the push plate continues to apply pressure to the clutch drum to offset part of the compression spring pressure on the first friction pair, when the friction torque of the normally closed clutch is less than the reverse torque of the planetary gear on the ring gear, the normally closed clutch gradually separates in the process of sliding friction, accordingly, the speed of the ring gear gradually decreases, if the ring gear speed decreases quickly, when the ring gear speed decreases to 0 and appears a reverse trend, the ring gear is braked by the one-way overrunning clutch through the support piece, the clutch drum and the pressure plate, if the ring gear speed decreases slowly, the ring gear will be braked by the normally open clutch when the subsequent actuator pressure is larger; when the pressure on the clutch drum is greater than the initial pressure of the compression spring, the clutch drum moves right, driving the support piece to move right, so that a gap is generated between the friction pairs of the normally closed clutch, and the normally closed clutch is in a separated state; during the separation process of the normally closed clutch, after the pressure in the actuator piston cavity and the D chamber reaches P0 for t1 time, the electromagnetic valve two gets electricity to enter the state of intake, the compressed gas enters the booster cylinder A chamber and C chamber through the pressure regulating device and the electromagnetic valve two, the A chamber compressed gas pushes the left piston and together with the C chamber compressed gas pushes the right piston to move right, so that the gas in the D chamber is gradually pressed into the actuator piston cavity until the pressure in the actuator piston cavity reaches the designed P1; accordingly, the push plate continues to push the clutch drum to move right, the normally closed clutch is completely separated, the normally open clutch is gradually closed until it is completely engaged, and the pressure continues to increase until the actuator piston pressure reaches the designed P1, during this process, due to the negative pressure in the B chamber, the left piston is beneficial to move right under the action of negative pressure, and the boost ratio is increased; the normally closed clutch is engaged, the ring gear is braked, and the transmission is reduced to one gear.

7. A working method of the transmission according to claim 5, characterized in that: in the initial state, the electromagnetic valves one and two are in the state of pressure relief, the second piston is in the left initial state under the action of the boost elastic body, and the actuator piston of the actuating mechanism is in the left initial state under the action of the compression spring; When the actuator needs to be actuated, first, electromagnetic valve 1 is in the pressure relief state, electromagnetic valve 2 is electrified to enter the intake state, the compressed gas enters the actuator piston cavity and the pressure chamber of the pressure booster through the pressure regulating valve and electromagnetic valve 2, when the pressure chamber is filled with gas, the second piston will be pushed to the designed rightmost position, so that the volume of the pressure chamber is maximized and can be filled with compressed gas, the pressure of the actuator piston cavity and the pressure chamber reaches P0, and after t1 time, electromagnetic valve 1 is electrified to enter the intake state, the compressed gas enters the drive chamber through the pressure regulating valve and electromagnetic valve 1, the drive chamber compressed gas pushes the second piston to move left, so that the gas in the pressure chamber is gradually pressed into the actuator piston cavity, so that the actuator piston actuator reaches the design requirement of the actuation thrust; When the actuator is released, first, electromagnetic valve 2 is kept electrified, electromagnetic valve 1 is de-energized, electromagnetic valve 1 enters the pressure relief state, the compressed gas in the drive chamber is discharged from the muffler through the pressure relief port of electromagnetic valve 1, so that the pressure in the drive chamber of the pressure booster gradually decreases, the second piston of the pressure booster moves right under the action of the compressed gas in the pressure chamber and the actuator piston cavity, until the second piston is pressed to the designed rightmost position, under the condition that there is no gas leakage and the temperature difference is negligible, at this time, the pressure in the pressure chamber and the actuator piston cavity is P0, after t2 time, electromagnetic valve 2 is de-energized to enter the pressure relief state, the compressed gas in the pressure chamber and the actuator piston cavity is discharged from the muffler through electromagnetic valve 2, when the pressure in the pressure chamber is less than the pressure of the pressure booster, the second piston of the pressure booster gradually moves to the initial position on the left side under the action of the pressure booster, at the same time, the actuator piston is in the left position under the action of the compression spring.

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