A transmission shift control device and its control method

Abstract

This invention relates to a transmission shift control device and method, comprising a transmission and an actuator disposed within the transmission. A solenoid valve is disposed on the outside of the transmission. The working port A of the solenoid valve is connected to the inlet of the actuator via a pipeline. A filter, a flow control channel, and a pressure source are sequentially connected to the air inlet P of the solenoid valve. A pressure relief control pipeline is provided at the pressure relief port R of the solenoid valve. This invention features a reasonable design and simple structure. The shifting process is simple, fast, and smooth, without jerking, impact, or power interruption. It has high energy utilization and can reasonably control the corresponding time without the need for pressure sensors and proportional valves. This simplifies the design of the transmission and controller, reduces potential failure points, and further lowers costs and reduces the number of failure points.

Description

Technical Field

[0001] This invention relates to a transmission shift control device and its control method. Background Technology

[0002] Existing automatic transmission shift control devices generally require the installation of speed measuring gears and speed sensors at both the input and output ends of the transmission. Fluid control devices also require the installation of several pressure sensors and proportional valves. The installation of these devices is costly, bulky, and increases the number of potential failure points. The corresponding transmission controller needs to collect and process sensor signals and control the proportional valves, engine, or drive motor to work as needed. These processes are complex and easily affected by operating conditions and the environment, making it difficult to control the transmission to shift smoothly without power interruption. Summary of the Invention

[0003] The present invention improves upon the above-mentioned problems. Specifically, the technical problem to be solved by the present invention is to provide a transmission shift control device and its control method, which is simple in structure and easy to use.

[0004] The present invention is configured as follows: it includes a transmission and an actuator disposed within the transmission. A solenoid valve is disposed on the outside of the transmission. The working port A of the solenoid valve is connected to the inlet of the actuator via a pipe. A filter, a flow control channel and a pressure source are sequentially connected to the air inlet P of the solenoid valve. A pressure relief control pipe is provided at the pressure relief port R of the solenoid valve.

[0005] Furthermore, an energy storage device is provided between the filter and the solenoid valve, and the energy storage device is connected to the solenoid valve and the filter via pipelines.

[0006] Furthermore, a buffer container is provided between the pressure relief control pipeline and the solenoid valve, and a silencer is provided at the output end of the pressure relief control pipeline. The buffer container is connected to the solenoid valve via a pipeline.

[0007] Furthermore, a check valve can be installed between the solenoid valve and the pressure relief control pipeline, through which the solenoid valve can release pressure to the outside.

[0008] Furthermore, the pressure source contains a fluid, which may be a gas or a liquid.

[0009] Furthermore, the actuator includes a piston cylinder and a piston disposed inside the piston cylinder and capable of sliding axially inside the piston cylinder, with both the inner and outer circumferences of the piston being sealed to the piston cylinder by sealing rings.

[0010] Furthermore, the transmission includes a housing and, within the housing, an actuator, a push plate, a shift mechanism including at least one controllable multi-state overrunning clutch, a shift disc, a gear transmission mechanism, a baffle, an input shaft, and an output shaft. The shift mechanism includes a first clutch and a second clutch, where the first clutch is a controllable multi-state overrunning clutch, and the second clutch is a multi-plate wet clutch or a controllable multi-state overrunning clutch. The actuator, push plate, controllable overrunning clutch, shift disc, and baffle are arranged sequentially from left to right. The controllable overrunning clutch includes an outer ring, an inner ring, a cage disposed between the outer and inner rings, rollers, and a limiting device. The cage has multiple roller holes around its periphery. The inner ring has multiple grooves on its outer periphery that mate with the roller holes. Each corresponding groove and roller hole forms a roller space to accommodate the rollers. The second clutch includes a clutch drum. A pressure plate is provided on the right side of the clutch drum. The outer periphery of the pressure plate is slidably connected to the clutch drum via a spline. Several compression springs are provided between the clutch drum and the pressure plate. The two ends of the compression springs abut against the clutch drum and the pressure plate, respectively. A friction pair is provided on the right side of the pressure plate. The friction pair includes an outer plate and an inner plate. The outer periphery of the friction pair is slidably connected to the clutch drum via a spline. A support plate is provided on the right side of the friction pair. The outer periphery of the support plate is slidably connected to the clutch drum via a spline. A retaining spring is provided on the clutch drum on the right side of the support plate. The retaining spring limits the maximum rightward movement of the support plate.

[0011] Furthermore, the limiting device includes at least one limiting groove disposed on the outer circumferential surface of the inner ring and a rotating groove disposed on the inner side of the retainer and corresponding to the limiting groove. A limiting block is disposed inside the space formed by the limiting groove and the rotating groove. A connecting rod is disposed between the limiting block and the push plate, and a return spring is disposed between the limiting block and the baffle. The rotating groove includes a front section, a middle section and a rear section; or the rotating groove includes a front section and a rear section.

[0012] Furthermore, 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 between the planet gears and the planet gear shafts. The ring gear is located on 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. Both ends of the planet gear shafts are fixedly connected to the planet carrier, thus forming a planetary gear set. The input shaft is fixedly connected to the sun gear or splined, and the output shaft is fixedly connected to the planet carrier or splined. The ring gear is slidably connected to the support plate through an outer spline. A clutch hub is sleeved on the outer periphery of the input shaft. The inner periphery of the clutch hub is fixedly connected to the input shaft or splined, and the outer periphery of the clutch hub is slidably connected to the inner plate of the friction pair of the second clutch through a spline. The rotation direction of the cage is connected to the rollers through an elastic body, and the elastic body is located in the elastic body groove of the cage.

[0013] Furthermore, a control method for a transmission shift control device includes the following steps: (1) Actuator pressurization process: After the controller controls the solenoid valve to open, the piston cylinder begins to pressurize. The pressurization of the piston cylinder is divided into two stages; (2) First stage of pressurization: The initial state inside the piston cylinder is normal pressure. The gas in the energy storage device is quickly charged into the piston cylinder through the solenoid valve. At the same time, the gas in the gas storage tank flows into the energy storage device through the flow control channel and is charged into the piston cylinder together with the gas in the energy storage device. The piston cylinder pressurization is faster in the first stage, and the time is set to t1; (3) Second stage of pressurization When the pressure inside the piston cylinder is equal to or close to the pressure inside the energy storage device, the pressure increase of the piston cylinder mainly relies on the inflow of gas from the gas storage tank through the flow control channel, filter, energy storage device, and solenoid valve until the pressure inside the piston cylinder reaches the pressure set by the pressure regulating device. Due to the low flow capacity of the flow control channel and the decrease in the pressure difference between the piston cylinder and the gas storage tank at this time, the pressure increase speed of the piston cylinder in the second stage is greatly reduced, and the time is set to t2; (4) As the pressure inside the piston cylinder increases, the push plate of the transmission pushes the limit block to the right through the connecting rod under the action of the piston. After time t3, the limit block reaches (5) Actuator depressurization process: The controller solenoid valve is closed, and the piston cylinder begins to depressurize. The depressurization of the piston cylinder is also divided into two stages; (6) The first stage of depressurization: The gas pressure in the piston cylinder is high. The gas in the piston cylinder is quickly discharged into the buffer container through the solenoid valve. At the same time, some of the compressed gas is discharged from the buffer container through the depressurization flow control channel through the silencer. The piston cylinder depressurizes quickly in this stage. The time is set to t1'; (7) The second stage of depressurization: When the pressure in the piston cylinder is high... When the pressure drops to equal or close to the pressure in the buffer container, the compressed gas in the piston cylinder, together with the compressed gas in the buffer container, is gradually discharged from the muffler through the pressure relief flow control channel until the pressure in the piston cylinder reaches normal pressure. Due to the decrease in pressure difference and the low flow capacity of the pressure relief flow control channel, the pressure relief speed of the piston cylinder is greatly reduced in this stage. The time is set to t2'. (8) As the pressure in the piston cylinder decreases, the limit block moves to the left under the action of the return spring. After time t3', the limit block reaches the middle section of the cage rotation groove. Then the limit block continues to move to the left to the leftmost side of the front section of the cage rotation groove.

[0014] Furthermore, in the aforementioned actuator pressurization process, preferably, t3 = t1. Under the condition that the set intake pressure remains unchanged, the shifting times t1 and t2 of the same device remain essentially unchanged under different operating conditions. Therefore, the t1 and t2 times can be calibrated through experiments. Similarly, in the aforementioned actuator depressurization process, preferably, t3' = t1'. Under the condition that the set intake pressure remains unchanged, the shifting times t1' and t2' of the same device remain essentially unchanged under different operating conditions. Therefore, the t1' and t2' times can be calibrated through experiments.

[0015] Compared with the prior art, the present invention has the following beneficial effects: (1) The air pressure is less affected by the environment. Under the set pressure, the corresponding pressure rise and fall time period can be controlled by using control pipelines, energy storage devices and buffer containers. Moreover, these times can be calibrated by test. Therefore, the corresponding time can be reasonably controlled without setting pressure sensors and proportional valves, which simplifies the design of the transmission and controller, saves the cost of speed sensors, speed measuring gears and proportional valves, reduces failure points, and makes it easier to integrate TCU functions into VCU or MCU, further reducing costs and failure points. (2) When shifting from first gear to second gear, the kinetic energy difference between the drive motor rotor and the input end of the transmission due to the decrease in speed is converted into electrical energy by generating electricity, and the input and output are basically synchronized, so that there is basically no frictional energy loss between the friction pairs. When shifting from second gear to first gear, the sliding time of the second clutch separation process is reduced by rapidly increasing the pressure in the first stage, thereby reducing the frictional energy loss between the friction pairs. The increased force during the pressure increase process can compensate for the kinetic energy difference and frictional energy loss when the drive motor rotor and the input end of the transmission shift from the second gear speed to the first gear speed, thus speeding up the shifting time and reducing the frictional energy loss between the clutch drum and the push plate and between the pressure plate and the baffle. Therefore, the present invention has high energy utilization and is beneficial to improving the vehicle's driving range. (3) When shifting from first gear to second gear, there is almost no slippage between the friction pairs. When shifting from second gear to first gear, the slippage time is extremely short. This helps to improve the service life of the friction pairs, reduce the generation of wear debris, reduce the degree of contamination of the lubricating oil, and prevent the oil temperature from rising too quickly. (4) The input speed of the transmission is equal to the speed of the drive motor. The output speed of the transmission can be converted using the speed of the drive motor. The data comparison is more accurate. At the same time, the cost of the speed sensor can be saved and the number of failure points can be reduced. (5) The shifting process is simple, fast and smooth, without jerking, impact and power interruption. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of an embodiment of the present invention; Figure 2 for Figure 1 Local magnification in Figure 1 ; Figure 3 for Figure 1 Local magnification in Figure 2 ; Figure 4 for Figure 1 Local magnification in Figure 3 ; Figure 5 This is a schematic diagram of the inner ring and baffle structure according to an embodiment of the present invention; Figure 6This is a schematic diagram of the cage and shifting plate structure according to an embodiment of the present invention. Figure 1 (The rotating groove is in two sections); Figure 7 This is a schematic diagram of the cage and shifting plate structure in an embodiment of the present invention. Figure 2 (The rotating groove is in three sections); Figure 8 This is a schematic diagram of the roller hole and elastomer groove structure according to an embodiment of the present invention; In the diagram: 1-Housing, 2-Actuator, 201-Piston cylinder, 202-Piston, 203-Sealing ring, 3-Push plate, 4-Shift rotating plate, 5-Baffle, 6-Input shaft, 7-Output shaft, 8-Surface bearing, 9-Controllable overrunning clutch, 901-Inner ring, 902-Outer ring, 903-Cage, 904-Limit block, 905-Connecting rod, 906-Return spring, 907-Roller, 908-Groove, 909-Limit groove, 910-Roller hole, 911-Rotating groove, 912-Front section of rotating groove, 913-Rear section of rotating groove, 914-Elastomer groove, 9 15-Middle section of rotating slot, 10-Pressure plate, 11-Clutch drum, 12-Compression spring, 13-Outer plate, 14-Inner plate, 15-Snap ring, 16-Support plate, 17-Clutch hub, 18-Sun gear, 19-Planet gear, 20-Planet gear shaft, 21-Planet carrier, 22-Ring gear, 23-Pressure source, 24-Flow control channel, 25-Filter, 26-Energy storage device, 27-Solenoid valve, 2701-Inlet P, 2702-Working port A, 2703-Pressure relief port R, 28-Buffer container, 29-Pressure relief control pipe, 30-Silencer, 31-Pipeline. Detailed Implementation

[0017] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0018] Example 1: Refer to Appendix Figure 1-8 As shown, a transmission shift control device is provided, including a transmission and an actuator 2 disposed in the transmission. A solenoid valve 27 is disposed on the outside of the transmission. The working port A2702 of the solenoid valve is connected to the inlet of the actuator via a pipeline. A filter 25, a flow control channel 24 and a pressure source 23 are sequentially connected to the air inlet P2701 of the solenoid valve. A pressure relief control pipeline 29 is provided at the pressure relief port R2703 of the solenoid valve.

[0019] The fluid flows through the flow control channel, filter, energy storage device, and solenoid valve to the various channels of the actuator. The flow control channel has the smallest flow capacity, while the other channels have larger flow capacities. Therefore, under a constant fluid pressure, the pressure rise time of the actuator can be determined by changing the flow capacity of the flow control channel. The fluid flows from the actuator through the solenoid valve, buffer container, and pressure relief control pipeline. The pressure relief control pipeline has the smallest flow capacity, while the other pipelines have larger flow capacities. Therefore, under a constant fluid pressure, the pressure relief time of the actuator can be determined by changing the flow capacity of the pressure relief control pipeline.

[0020] The working port A of the solenoid valve is connected to the actuator inlet, the pressure relief port R of the solenoid valve is connected to the buffer container, and the outlet of the energy storage device is connected to the inlet P of the solenoid valve; all the above connections are sealed to the outside to prevent leakage.

[0021] Optionally, the components are sequentially mounted on the integrated board and channels are processed on the integrated board to enable interconnection between the related components.

[0022] In this embodiment, in order to accelerate the initial pressurization rate, an energy storage device 26 is provided between the filter and the solenoid valve, and the energy storage device is connected to the solenoid valve and the filter via a pipe 31.

[0023] The aforementioned energy storage device can also be installed between the flow control channel and the filter.

[0024] In this embodiment, in order to accelerate the initial pressure relief speed, a buffer container 28 is provided between the pressure relief control pipe and the solenoid valve, and a silencer 30 is provided at the output end of the pressure relief control pipe. The buffer container and the solenoid valve are connected by a pipe.

[0025] When the fluid is gas, silencers are installed at the end of the buffer container and at the outlet of the check valve; when the fluid is liquid, the pressure relief port R of the solenoid valve and the outlet of the check valve are connected to the corresponding liquid container, and the liquid can only flow from the pressure relief port to the liquid container, and cannot flow from the liquid container to the pressure relief port R.

[0026] In this embodiment, a check valve can also be provided between the solenoid valve and the pressure relief control pipeline. The solenoid valve can relieve pressure through the check valve to improve the pressure relief speed.

[0027] The check valve will only open in one direction to release pressure when the pressure is greater than a certain pressure value P. When the pressure is less than P, it cannot open in either direction. P is greater than the normal pressure and less than the pressure set by the control device, thus ensuring that the actuator has a relatively fast initial pressure release speed and a relatively slow subsequent pressure release speed.

[0028] In this embodiment, the pressure source contains a fluid, which is either a gas or a liquid.

[0029] When the fluid is gas, the corresponding pressure source is compressed gas; when the fluid is liquid, the corresponding pressure source is liquid with a certain pressure. When the fluid is gas, compressed gas is preferred, and the compressed gas is placed in a gas storage tank. Accordingly, the filter can be an oil-water separator, and the solenoid valve can be a gas solenoid valve. Optionally, a throttle valve can be used instead of the flow control channel, or a throttle valve can be used instead of the pressure relief flow control channel, to facilitate adjustment.

[0030] In this embodiment, the solenoid valve is a normally closed two-position three-way valve. Preferably, the two-position three-way solenoid valve only allows gas to be discharged from the solenoid valve chamber through the pressure relief port R, and does not allow gas to flow into the solenoid valve chamber through the pressure relief port R and then into the piston chamber, thereby reducing the failure probability of the solenoid valve and actuator. Alternatively, a check valve can be installed between the solenoid valve and the silencer, through which the solenoid valve can release pressure. The filter integrates a pressure regulating device, and the pressure is set according to the design requirements through the pressure regulating device.

[0031] In this embodiment, the actuator 2 includes a piston cylinder 201 and a piston 202 disposed inside the piston cylinder and capable of sliding axially inside the piston cylinder. The inner and outer circumferences of the piston are sealed to the piston cylinder by sealing rings 203.

[0032] Example 2: The transmission includes a housing 1 and an actuator 2, a push plate 3, a shift mechanism including at least one controllable multi-state overrunning clutch disposed within the housing, a shift disc 4, a gear transmission mechanism, a baffle 5, an input shaft 6, and an output shaft 7.

[0033] In this embodiment, the shifting mechanism includes a first clutch and a second clutch. The first clutch is a controllable multi-state overrunning clutch, and the second clutch is a multi-plate wet clutch. Optionally, the second clutch is a controllable multi-state overrunning clutch.

[0034] The first clutch and the second clutch mentioned above share at least one component; or the first clutch and the second clutch each have at least one component, the two components are fixedly connected and interact through at least one of the components, ensuring that the two clutches will not engage at the same time, and the gear shifting of the transmission is achieved by the interchange of engagement and disengagement of the two clutches.

[0035] The aforementioned shift disc is fixedly connected to the cage of the controllable multi-state overrunning clutch or connected by a spline. The forward or reverse rotation of the shift disc drives the cage to rotate forward or reverse, thereby controlling the forward or reverse engagement of the controllable overrunning clutch.

[0036] In this embodiment, the actuator, push plate, controllable overrunning clutch 9, shift disc and baffle of the transmission are arranged sequentially from left to right. The controllable overrunning clutch 9 includes an outer ring 902, an inner ring 901, a cage 903 disposed in the cavity between the outer ring and the inner ring, rollers 907 and a limiting device. The cage has a plurality of roller holes 910 on its periphery, and the outer periphery of the inner ring has a plurality of grooves 908 that cooperate with the roller holes. Each corresponding groove and roller hole forms a roller space for accommodating the rollers.

[0037] Each roller hole contains one roller, and the groove is a V-shaped groove, that is, the inner ring is also a star wheel. Each V-shaped groove corresponds to one roller. In the initial state, the roller is located in the middle of the bottom surface of the V-shaped groove. The inclined surfaces on both sides of the V-shaped groove are symmetrically arranged. In addition, the bottom surface of the V-shaped groove can also be arc-shaped. The inclined surfaces on both sides of the groove can also be asymmetrical on the left and right sides to adapt to the sliding grinding time before engagement and disengagement in different rotation directions. When only unidirectional engagement is required, the V-shaped groove can be changed to a wedge-shaped inclined surface.

[0038] Preferably, the rollers in the roller bore are always in contact with the inner ring, and the rollers do not contact the outer ring in the separated state.

[0039] The aforementioned cage rotation direction is connected to the rollers via an elastomer, which is located within the elastomer groove 914 of the cage; this ensures that each roller is wedged tightly when the clutch is engaged, and that each roller is at the bottom of the V-shaped groove when returning to the initial position.

[0040] The rollers mentioned above can also be replaced with balls or wedges, and the corresponding roller holes can be replaced with round holes or wedge-shaped holes.

[0041] The cage can be any of the existing technologies suitable for the structure of the present invention. Preferably, a cage with an elastic body at the part in contact with the circumference of the roller is used to ensure that each cylinder can be wedged when the clutch is engaged and that each roller is at the bottom of the V-shaped groove when returning to the initial position.

[0042] In this embodiment, the limiting device includes at least one limiting groove 909 disposed on the outer peripheral surface of the inner ring and a rotating groove 911 disposed on the inner side of the retainer and corresponding to the limiting groove. A limiting block 904 is disposed inside the space formed by the limiting groove and the rotating groove. A connecting rod 905 is disposed between the limiting block and the push plate. A return spring 906 is disposed between the limiting block and the baffle. One end of the return spring abuts against the limiting block and the other end abuts against the baffle.

[0043] Preferably, the radial cross-section of the limiting groove is semi-circular.

[0044] The aforementioned limiting block can be a cylinder, a sphere, a circular plate, a square plate, etc., with a sphere being preferred. The radial dimension of the connecting rod is smaller than the radial dimension of the limiting block to ensure that the connecting rod does not affect the rotation of the cage. One end of the connecting rod abuts or is fixed to the limiting block, and the other end abuts or is fixed to the push plate.

[0045] The aforementioned rotating groove 911 includes a front section 912 and a rear section 913; the width of the rear section is greater than that of the front section; or the rotating groove may also include a front section, a middle section, and a rear section; the width of the rear section is greater than that of the middle section, and the width of the middle section is greater than that of the front section.

[0046] The cage has a rotating groove at the corresponding position of the limiting groove in its initial position. The rotating groove can be divided into two or three sections. When divided into two sections, the front section of the rotating groove has a larger dimension in the forward direction (direction a), allowing the cage to reverse. Inputting forward rotation enables overtaking, and inputting reverse rotation engages, achieving unidirectional overtaking. The rear section of the rotating groove has larger dimensions in both the forward and reverse directions, allowing the cage to rotate in both directions, and the overtaking clutch to engage in both directions. Dividing it into two sections reduces machining difficulty. This design is suitable when no axial pressure is applied to the actuator, preventing the cage from reversing. The concave groove ramp prevents leftward rotation of the cage due to wobbling or vibration.

[0047] When divided into three sections, the dimensions of the first section of the rotating groove are small in both forward (a) and reverse (b) directions. When the limit block is in the first section of the cage rotating groove, the cage will not rotate in either direction, and the overrunning clutch can overrun in both directions. In the middle section of the rotating groove, the dimension of the forward direction is large, the cage can reverse, and the forward rotation is restricted. At this time, inputting forward rotation overruns and reversing engages. In the last section of the rotating groove, both the dimensions of the forward and reverse directions are large, the cage can rotate in both directions, and the overrunning clutch can engage in both directions. In addition, in the initial state, the limit block is in the first section of the cage rotating groove, the cage cannot rotate in either direction, and the controllable multi-state overrunning clutch is in a bi-directional overrunning state.

[0048] Optionally, a return spring may not be provided. The connecting rod is fixedly connected to the push plate, and the return of the push plate and the limit block is achieved by the spring between the clutch pressure plate and the clutch drum pushing the clutch drum to move towards the actuator and by the oil film tension when the push plate and the clutch drum rotate relative to each other.

[0049] Optionally, an axial protrusion can be provided on the cage, and a return spring can be provided in each of the two rotational directions of the protrusion. By limiting or pulling the cage back to center by the spring, the controllable overrunning clutch can be disengaged.

[0050] The controllable multi-state overrunning clutch has the multi-state function that allows both the input and output ends to engage in both directions, as well as overrun in both directions. It can also achieve unidirectional overrunning and unidirectional engagement during gear shifting.

[0051] Optionally, some gear clutches may not have all of the above functions.

[0052] In this embodiment, the pressure plate is fixedly connected to the outer ring of the controllable multi-state overrunning clutch, and the inner ring of the controllable multi-state overrunning clutch is fixedly connected to the housing.

[0053] In this embodiment, the second clutch includes a clutch drum 11, and a pressure plate 10 is provided on the right side of the clutch drum. The pressure plate is slidably connected to the clutch drum via an outer peripheral spline. A plurality of compression springs 12 are provided between the clutch drum and the pressure plate. The two ends of the compression springs abut against the clutch drum and the pressure plate respectively. A friction pair is provided on the right side of the pressure plate. The friction pair includes an outer plate 13 and an inner plate 14. The outer peripheral of the outer plate 13 of the friction pair is slidably connected to the clutch drum via a spline. A support plate 16 is provided on the right side of the friction pair. The outer peripheral of the support plate is slidably connected to the clutch drum via a spline. A retaining spring 15 is provided on the clutch drum on the right side of the support plate. The retaining spring restricts the support plate to move to the maximum right position.

[0054] Optionally, a support bearing can be provided on the inner circumference of the clutch drum to support it on the housing.

[0055] In this embodiment, the gear transmission mechanism is a planetary gear structure, which includes a sun gear 18, a ring gear 22, and a planet carrier assembly. The planet carrier assembly includes a planet carrier 21, planet gears 19, a planet gear shaft, and a bearing located between the planet gears and the planet gear shaft. The ring gear is disposed on the outer periphery of the sun gear, and several planet gears 19 are evenly distributed between the sun gear and the ring gear. Several 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 20 through the bearing. Both ends of the planet gear shaft are fixedly connected to the planet carrier to form the planet carrier assembly, thereby forming a planetary gear train.

[0056] Optionally, the planetary gear transmission mechanism is composed of two or more planetary sets arranged in a conventional manner to form one or more Simpson structures, CR-CR structures, or Ravina structures.

[0057] Optionally, the planetary gears consist of a gearless ring Ravina structure comprising two sun gears and a planet carrier assembly containing two sets of planet gears.

[0058] Optionally, the gear transmission mechanism is a parallel shaft gear structure.

[0059] In this embodiment, the input shaft is fixedly connected to the sun gear or splined, the output shaft is fixedly connected to the planet carrier or splined, the gear ring is slidably connected to the support plate through the outer peripheral spline, the clutch hub 17 is sleeved on the outer periphery of the input shaft, the inner periphery of the clutch hub is fixedly connected to the input shaft or splined, and the outer periphery of the clutch hub is connected to the inner plate of the friction pair of the second clutch through the spline.

[0060] Optionally, the input shaft is fixedly connected to the gear ring or splined, and the sun gear is slidably connected to the support plate via an adapter to obtain a smaller first gear ratio.

[0061] Optionally, the transmission is equipped with two interlocking shifting mechanisms, each containing a controllable multi-state overrunning clutch and a multi-plate wet clutch. The input shaft is not directly connected to the sun gear; instead, two clutch hubs are mounted on the input shaft. These hubs are slidably connected to the inner plates of two clutches, and two clutch support plates are slidably connected to the ring gear and the sun gear. In other words, the input shaft is connected to the sun gear and the ring gear via two clutches. The outer rings of the two controllable multi-state overrunning clutches are fixedly connected to the pressure plates of two controllable multi-state overrunning clutches, and the inner rings of the two controllable multi-state overrunning clutches are fixedly connected to the housing. Two actuators and corresponding components are also provided to achieve three gears on a single planetary gear set.

[0062] Optionally, when the planetary gear structure is one of the other structures mentioned above, the support plate is always in a spline sliding connection with the planetary gear assembly to be braked, which is in a free state and rotating in the opposite direction, and the inner plate of the clutch is always in a spline sliding connection with other planetary gear assembly components involved in the clutch engagement.

[0063] In this embodiment, a push plate is provided on the left side of the clutch drum, and an actuator is provided on the left side of the push plate. The push plate is slidably connected to the housing via a spline. The actuator can be a pneumatic, hydraulic, manual, electromagnetic, or other device that can generate axial thrust on the push plate. Preferably, the actuator is a pneumatic piston device.

[0064] In this embodiment, the shift rotating plate and the baffle are located on the right side of the pressure plate. The shift rotating plate is located between the baffle and the pressure plate. The baffle is fixedly connected to the right side of the inner ring. The contact surface between the right side of the pressure plate and the shift rotating plate is machined according to the requirements of the shift rotating plate's mating plate. The friction coefficient between the shift rotating plate and the pressure plate is greater than the friction coefficient between the shift rotating plate and the baffle, ensuring that the shift rotating plate can rotate relative to the baffle.

[0065] In this embodiment, the shift control device of the present invention can be applied to different transmissions, and is not limited thereto.

[0066] Example 3: Based on Examples 1 and 2, in this example, when the pressure source is compressed air, during operation: assuming the first gear ratio of the transmission is i, the second gear ratio is 1, the upshift power is P1, the torque is T1, and the speed is n1, the corresponding transmission output speed is n1', then n1' = n1 / i; the downshift power is P2, the torque is T2, and the speed is n2, the corresponding transmission output speed is n2', then n2' = n2; because the shift control device and control method of this invention make the shift time extremely short and the shift process has no power interruption and almost no impact force, the change in the transmission output speed before and after shifting can be ignored, that is, the transmission output speed after upshifting can be regarded as n1', and the transmission output speed after downshifting can be regarded as n2'; t3 is the time from when the solenoid valve opens to when the limit block is just pushed into the middle section of the cage rotation groove. After the limit block retracts into the middle section of the cage rotation groove, the limit block restricts the cage from rotating forward, thereby restricting the cage from driving the rollers to move towards the other side of the inner ring concave slope to form a new wedge, ensuring that the first clutch can overtake in the forward direction and brake in the reverse direction. t3' is the time from when the solenoid valve closes to when the limit block retracts into the middle section of the cage rotation groove. After the limit block is pushed into the middle section of the cage rotation groove, the limit block restricts the cage from rotating forward, thereby restricting the cage from driving the rollers to move towards the other side of the inner ring concave slope to form a new wedge, ensuring that the first clutch can overtake in the forward direction. Let the times for the first stage pressure increase, the second stage pressure increase, the first stage pressure decrease, and the second stage pressure decrease be t1, t2, t1', and t2', respectively. Preferably, t3 = t1, and t3' = t1'.

[0067] 1. Actuator pressurization process: After the controller (TCU, or the TCU function can be integrated into the VCU or MCU) controls the solenoid valve to open, the piston cylinder begins to be pressurized. The piston cylinder pressurization is divided into two stages: 1-1. First stage of pressurization: The initial state inside the piston cylinder is at atmospheric pressure. The gas in the energy storage device is rapidly charged into the piston cylinder through the solenoid valve. At the same time, the gas in the gas storage tank flows into the energy storage device through the flow control channel and charges the piston cylinder together with the gas in the energy storage device. The piston cylinder pressurizes rapidly in this stage, which takes time t1.

[0068] 1-2. Second stage of pressurization: When the pressure inside the piston cylinder is equal to or close to the pressure inside the energy storage device, the pressurization of the piston cylinder mainly relies on the inflow of gas from the gas storage tank through the flow control channel, filter, energy storage device, and solenoid valve until the pressure inside the piston cylinder reaches the pressure set by the pressure regulating device. Due to the low flow capacity of the flow control channel and the reduced pressure difference between the piston cylinder and the gas storage tank at this time, the pressurization speed of the piston cylinder in the second stage is greatly reduced, and the time is t2. As the piston cylinder pressure increases, the pusher plate pushes the limit block to the right through the connecting rod under the action of the piston. After time t3, the limit block reaches the middle section of the cage rotation groove, and then continues to push the limit block to the rightmost side of the rear section of the cage rotation groove.

[0069] Preferably, t3 = t1. Under the condition that the intake pressure remains unchanged, the shift times t1 and t2 of the same device remain basically unchanged under different operating conditions. Therefore, the t1 and t2 times can be calibrated by test.

[0070] 2. Actuator depressurization process: The controller closes the solenoid valve, and the piston cylinder begins to depressurize. The depressurization of the piston cylinder occurs in two stages: 2-1. First stage of pressure relief: The gas pressure inside the piston cylinder is relatively high. The gas inside the cylinder is quickly released into the buffer container through the solenoid valve. At the same time, some of the compressed gas is discharged from the buffer container through the pressure relief flow control channel and the muffler. The piston cylinder depressurizes rapidly in this stage, which takes time t1'.

[0071] 2-2. Second stage of pressure relief: When the pressure inside the piston cylinder drops to equal to or close to the pressure inside the buffer container, the compressed gas inside the piston cylinder, along with the compressed gas inside the buffer container, is gradually discharged from the muffler through the pressure relief flow control channel via the solenoid valve until the pressure inside the piston cylinder reaches atmospheric pressure. Due to the reduced pressure difference and the lower flow capacity of the pressure relief flow control channel, the pressure relief speed of the piston cylinder decreases significantly during this stage, which takes time t2'. As the pressure in the piston cylinder decreases, the limit block moves to the left under the action of the return spring. After time t3', the limit block reaches the middle section of the cage rotation groove, and then the limit block continues to move to the leftmost left side of the front section of the cage rotation groove. Preferably, t3'=t1'. Under the condition that the intake pressure is constant, the shift times t1' and t2' of the same device remain basically unchanged under different operating conditions. Therefore, the times t2 and t2' can be calibrated by test.

[0072] 3. Initial State: The solenoid valve is closed, and the piston cylinder is in a depressurized state (at normal pressure). The piston, along with the clutch drum, is in its leftmost position under the action of the compression and return springs of the second clutch. The limit block, under the action of the return spring, is in the leftmost position of the front section of the cage rotation groove. The limit block restricts the cage's rotation in both directions, limiting the engagement of the first clutch. The first clutch is in a bidirectional overrunning state, while the second clutch is in an engaged state under the action of the compression spring, meaning the transmission is in direct drive. Even in this state, if the fluid system or shift control system malfunctions, the vehicle can still limp in direct drive.

[0073] 4. First Gear and Reverse Gear: With neither the input nor output shaft rotating, the solenoid valve opens, and the actuator enters the pressurization process. As described above, during the actuator pressurization process, the piston, under air pressure, pushes the second clutch to the right via the push plate. When the pressure plate is blocked by the baffle after passing the shift disc, the push plate continues to apply pressure to the clutch drum. The second clutch experiences a gradual decrease in pressure on the friction pair via the clutch drum, snap ring, and baffle. The clutch drum compresses the spring and continues to move to the right, creating a gap between the inner and outer friction plates, and the second clutch completely disengages. Simultaneously, the piston, through the push plate and connecting rod, pushes the limit block through the middle section of the cage rotation groove to the rear section of the cage rotation groove, putting the first clutch in a state where it can be engaged in both forward and reverse directions. In the stationary state, the gear ring is neither braked nor engaged and is in a free state. At this time: 4-1. If the input shaft rotates in reverse, it will drive the sun gear to rotate in reverse. According to the planetary gear motion law, the ring gear rotates freely and in the forward direction. It drives the shift disc to rotate in the forward direction through the support plate, clutch drum and pressure plate. This causes the roller to move through the cage to the narrow space between the inner and outer rings of the V-shaped groove in the forward direction and be wedged. Thus, the first clutch is engaged. The ring gear is braked through the pressure plate, clutch drum and support plate. Power is output to the output shaft through the planetary carrier, driving the vehicle to reverse. According to the planetary gear motion law, the sun gear is the input, the ring gear is the brake and the planetary carrier is the output, so the speed ratio is the maximum, which is first gear. That is, the vehicle is reversing in first gear at this time.

[0074] 4-2. If the input shaft rotates forward after reversing and the vehicle is stopped, it will drive the sun gear to rotate forward. According to the planetary gear motion law, the gear ring rotates in reverse at this time. It drives the shift disc to rotate in reverse through the support plate, clutch drum, and pressure plate. This causes the roller to leave the narrow space between the inner and outer rings of the V-shaped groove in the forward rotation direction, pass through the bottom of the V-shaped groove, and then go to the higher part on the other side, that is, the narrow space between the inner and outer rings on the other side, where it is wedged again. Thus, the first clutch remains engaged and brakes the gear ring through the pressure plate, clutch drum, and support plate. Power is then output to the output shaft through the planetary carrier, and the vehicle moves forward at the first gear ratio. During this period, there is a brief period of neutral, but the time is extremely short and does not affect normal driving. Moreover, during this period, the shift disc slips, which helps to alleviate the sudden forward lurch of the vehicle when starting with a sudden large throttle, thus reducing the risk of accidents.

[0075] 4-3. First Gear Power Loss: During first gear forward movement, a sudden drop in input power or other circumstances may cause the gear ring to briefly rotate forward. When the gear ring rotates forward, it drives the cage to rotate forward through the support plate, clutch drum, pressure plate, and shift gear plate. This causes the rollers to move towards the higher part of the V-shaped groove's positive slope and re-wet in the narrow space between the inner and outer rings. The first clutch re-engages, the transmission remains in first gear, the vehicle continues to travel forward, the output shaft continues to rotate forward, and the input shaft also continues to rotate forward. The first clutch remains engaged, meaning the gear ring is still braked. According to the planetary gear motion law, at this time, the sun rotates forward and accelerates relative to the output shaft. The power transmission route is from the wheels through the output shaft, planetary carrier assembly, sun gear, and input shaft to the drive motor to generate electricity. When the input power and load return to normal, the first clutch returns to its original wedging direction, and the transmission remains in first gear. The re-wetting time during the cage rotation process is extremely short and does not affect vehicle driving. During this period, the shift gear plate slips, which helps to alleviate impact or jerking.

[0076] 5. Shifting from first gear to second gear: In first gear, when the drive motor speed, throttle opening, or braking status reaches the set upshifting conditions, the controller closes the solenoid valve, and the actuator enters the depressurization process, as described above. After the solenoid valve closes for a time t1', just as the limit block returns to the middle of the rotating groove, the first clutch overtakes in one direction, meaning the pressure plate can rotate forward under the drive of the clutch drum and gear ring. At this time, the drive motor is controlled to switch to generator mode, with a generator torque of ΔT1', or the generator torque increasing or decreasing from ΔT1' until the drive motor... The motor speed drops to near the transmission's output speed, then stops generating electricity. It continues to drive the transmission by relying on the remaining kinetic energy difference to overcome frictional kinetic energy and maintain power during the full engagement of the second clutch. Simultaneously, as the push plate and piston move to the left, the clutch drum, through the snap ring, drives the support plate, gradually reducing the gap between the inner and outer friction plates. The second clutch gradually engages until, after time t2', the limit block retracts to the front of the retainer's rotating slot, allowing the first clutch to overtake in both directions. At the same time, the second clutch fully engages, and normal throttle control resumes. Because the generated electricity comes from the kinetic energy difference between the drive motor, the transmission input, and the shifting mechanism when the speed drops from first to second gear, and part of this kinetic energy difference overcomes the frictional forces experienced by the first and second clutches during the shifting process and continues to be transmitted to the output shaft through the planetary gear set, there is no power interruption during upshifting. The kinetic energy difference between the motor, the transmission input, and the second clutch from first to second gear at the same shifting speed, as well as the frictional losses between related parts, remain essentially unchanged. Therefore, the generated torque can also be calibrated experimentally. The first stage of venting and depressurization has a faster depressurization speed, which helps to improve the shifting speed. The second stage of venting and depressurization has a slower depressurization speed, giving the drive motor enough time to reduce the speed from the first gear to the second gear through power generation.

[0077] 6. Second gear power depletion: When the vehicle is in second gear power depletion, the vehicle continues to move forward, the output shaft continues to rotate forward, the second clutch remains engaged, the first clutch continues to overtake in both directions, the sun gear and the ring gear continue to hold the planetary carrier assembly in sync, the sun gear continues to rotate forward and at the same speed as the output shaft, and the power transmission route of the power depletion is opposite to that of the second gear drive transmission route.

[0078] 7. Shifting from second gear to first gear: In second gear, when the drive motor speed, throttle opening, or braking status reaches the set downshifting conditions, the controller controls the solenoid valve to open, the piston cylinder begins to pressurize, and the actuator enters the pressurization process, as described in working method 1 above: During the actuator pressurization process, as the piston cylinder pressure increases, the pressure applied by the piston to the push plate gradually increases. After time t1, the push plate pushes the limit block away from the front section of the cage rotation groove and into the middle section of the cage rotation groove via the connecting rod. The first clutch overtakes in one direction, meaning the support plate can rotate forward under the drive of the clutch drum and gear ring, and is braked in reverse. At the same time, the pressure on the clutch drum from the push plate gradually increases, and the pressure of the clutch drum on the second clutch friction pair gradually decreases through the support plate. When the engagement torque of the second clutch is less than the input shaft rotation... During the dynamic torque operation, the second clutch disengages during the slippage process. During this process, the sun gear, through the planetary gears, exerts a force on the ring gear, gradually reducing its forward rotation speed. When the ring gear speed drops to 0 and begins to reverse, the ring gear, through the support plate, clutch drum, and pressure plate, drives the shift disc to rotate in the opposite direction, thereby causing the cage to rotate in the opposite direction. The cage brings the rollers to the high point of the reverse slope of the inner ring's V-shaped groove, thus wedging the rollers in the narrow space between the inner and outer rings. The first clutch engages, and the ring gear is braked. Subsequently, the actuator continues to apply pressure to the push plate until the limit block is pushed to a position where it can rotate in both directions at the rear of the cage's rotating groove, thus locking the ring gear brake. At the same time, the clutch drum moves to the right to its designed limit position, the second clutch completely disengages, and the transmission downshifts to first gear. While the solenoid valve is open, the drive motor torque is controlled to be adjusted to ΔT1', or the drive torque is incremented or decremented; until the drive motor speed rises to equal or close to i times the output speed of the transmission at this time, i.e., i*n2, at which point the first clutch engages or is about to engage. After that, the drive motor speed is kept equal to or close to i*n2 until the second clutch is completely disengaged after time t2, the first clutch engages, and normal throttle control is restored; the kinetic energy difference between the motor, the transmission input end, and the second clutch from the second gear speed to the first gear speed and the friction loss between related parts remain basically unchanged at the same shift speed. Therefore, the drive torque ΔT1' can be calibrated by test; the first stage of intake boost has a faster boost speed, which is beneficial to improve the shift speed and reduce the energy loss of friction between the inner and outer plates of the friction pair and other shift parts. The second stage of intake boost has a slower boost speed, which gives the drive motor enough time to increase the speed to the first gear speed.

[0079] Unless otherwise stated, if any of the technical solutions disclosed in this invention specify a numerical range, then the disclosed numerical range is a preferred numerical range. Anyone skilled in the art should understand that the preferred numerical range is merely one among many feasible numerical values ​​that has a more obvious or representative technical effect. Because there are many numerical values, it is impossible to list them all. Therefore, this invention discloses only some numerical values ​​to illustrate the technical solutions of this invention. Furthermore, the numerical values ​​listed above should not constitute a limitation on the scope of protection of this invention.

[0080] If the terms "first" or "second" are used in this document to specify components, those skilled in the art should know that the use of "first" or "second" is merely for the purpose of distinguishing components in description, and unless otherwise stated, the above terms have no special meaning.

[0081] Meanwhile, if the present invention discloses or relates to mutually fixedly connected parts or structural components, then unless otherwise stated, fixed connection can be understood as: a fixed connection that can be detached (e.g., using bolts or screws), or a fixed connection that cannot be detached (e.g., riveting, welding). Of course, mutually fixed connections can also be replaced by an integral structure (e.g., manufactured by integral molding using a casting process) (except where it is obviously impossible to use an integral molding process).

[0082] In addition, unless otherwise stated, the terms used in any of the technical solutions disclosed in this invention to indicate positional relationships or shapes include states or shapes that are similar to, close to, or approximate with those states or shapes.

[0083] Any component provided by this invention can be assembled from multiple individual components or can be a single component manufactured by a one-piece molding process.

[0084] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of the present invention or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of the present invention, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in the present invention.

Claims

1. A transmission shift control device, characterized in that, The device includes a transmission and an actuator installed inside the transmission. A solenoid valve is installed on the outside of the transmission. The working port A of the solenoid valve is connected to the inlet of the actuator via a pipe. A filter, a flow control channel and a pressure source are sequentially connected to the air inlet P of the solenoid valve. A pressure relief control pipe is provided at the pressure relief port R of the solenoid valve. The transmission includes a housing and, within the housing, an actuator, a push plate, a shift mechanism including at least one controllable multi-state overrunning clutch, a shift disc, a gear transmission mechanism, a baffle, an input shaft, and an output shaft. The shift mechanism includes a first clutch and a second clutch. The first clutch is a controllable multi-state overrunning clutch, and the second clutch is a multi-plate wet clutch or a controllable multi-state overrunning clutch. The actuator, push plate, controllable overrunning clutch, shift disc, and baffle are arranged sequentially from left to right. The controllable overrunning clutch includes an outer ring, an inner ring, a cage, rollers, and a limiting device disposed between the outer and inner rings. The cage has multiple roller holes around its periphery, and the inner ring has multiple grooves around its outer periphery that mate with the roller holes. Each corresponding groove and roller hole forms a roller space to accommodate the rollers. The second clutch includes a clutch drum, and a pressure plate is disposed to the right of the clutch drum. The outer periphery of the pressure plate is paved with a perforated surface. The clutch drum is slidably connected to the key. Several compression springs are arranged between the clutch drum and the pressure plate. The two ends of the compression springs abut against the clutch drum and the pressure plate, respectively. A friction pair is arranged on the right side of the pressure plate. The friction pair includes an outer plate and an inner plate. The outer periphery of the friction pair is slidably connected to the clutch drum through a spline. A support plate is arranged on the right side of the friction pair. The outer periphery of the support plate is slidably connected to the clutch drum through a spline. A retaining spring is arranged on the clutch drum on the right side of the support plate. The retaining spring limits the maximum rightward movement of the support plate. The limiting device includes at least one limiting groove arranged on the outer periphery of the inner ring and a rotating groove arranged inside the retainer and corresponding to the limiting groove. A limiting block is arranged inside the space formed by the limiting groove and the rotating groove. A connecting rod is arranged between the limiting block and the push plate. A return spring is arranged between the limiting block and the baffle. The rotating groove includes a front section, a middle section and a rear section; or the rotating groove includes a front section and a rear section.

2. The transmission shift control device according to claim 1, characterized in that, An energy storage device is provided between the filter and the solenoid valve, and the energy storage device is connected to the solenoid valve and the filter via pipelines.

3. The transmission shift control device according to claim 2, characterized in that, A buffer container is provided between the pressure relief control pipeline and the solenoid valve, and a silencer is provided at the output end of the pressure relief control pipeline. The buffer container is connected to the solenoid valve via a pipeline.

4. A transmission shift control device according to claim 1, characterized in that, A check valve can also be installed between the solenoid valve and the pressure relief control pipeline, through which the solenoid valve can release pressure to the outside.

5. A transmission shift control device according to claim 1, characterized in that, The pressure source contains a fluid, which can be a gas or a liquid.

6. A transmission shift control device according to claim 3, characterized in that, The actuator includes a piston cylinder and a piston disposed inside the piston cylinder and capable of sliding axially inside the piston cylinder. The inner and outer circumferences of the piston are sealed to the piston cylinder by sealing rings.

7. A transmission shift control device according to claim 6, characterized in that, 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 between the planet gears and the planet gear shafts. The ring gear is located on 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. Both ends of the planet gear shafts are fixedly connected to the planet carrier, thus forming a planetary gear set. The input shaft is fixedly connected to the sun gear or splined, and the output shaft is fixedly connected to the planet carrier or splined. The ring gear is slidably connected to the support plate through an outer spline. A clutch hub is sleeved on the outer periphery of the input shaft. The inner periphery of the clutch hub is fixedly connected to the input shaft or splined, and the outer periphery of the clutch hub is slidably connected to the inner plate of the friction pair of the second clutch through a spline. The rotation direction of the cage is connected to the rollers through an elastic body, and the elastic body is located in the elastic body groove of the cage.

8. A control method utilizing a transmission shift control device as described in claim 7, characterized in that, The steps are as follows: (1) Actuator pressurization process: After the controller controls the solenoid valve to open, the piston cylinder begins to pressurize. The pressurization of the piston cylinder is divided into two stages; (2) First stage of pressurization: The initial state of the piston cylinder is normal pressure. The gas in the energy storage device is quickly charged into the piston cylinder through the solenoid valve. At the same time, the gas in the gas storage tank flows into the energy storage device through the flow control channel and is charged into the piston cylinder together with the gas in the energy storage device. The piston cylinder pressurization is faster in the first stage, and the time is set to t1; (3) Second stage of pressurization: When the pressure in the piston cylinder is equal to the pressure in the energy storage device, the pressurization of the piston cylinder mainly relies on the gas in the gas storage tank through the solenoid valve. The flow of the flow control channel, filter, energy storage device, and solenoid valve continues until the pressure in the piston cylinder reaches the pressure set by the pressure regulating device. Due to the low flow capacity of the flow control channel and the pressure difference between the piston cylinder and the gas tank at this time, the piston cylinder pressure increase speed in the second stage is greatly reduced, and the time is set to t2; (4) As the pressure in the piston cylinder increases, the push plate of the transmission pushes the limit block to the right through the connecting rod under the action of the piston. After time t3, the limit block reaches the middle section of the rotating groove of the cage, and then continues to push the limit block to the rightmost side of the rear section of the rotating groove of the cage; (5) Actuator depressurization process: The controller controls the solenoid valve to close, and the piston cylinder opens. The depressurization of the piston cylinder is divided into two stages: (6) The first stage of depressurization: the gas pressure in the piston cylinder is relatively high, and the gas in the piston cylinder is quickly released into the buffer container through the solenoid valve. At the same time, some of the compressed gas is discharged from the buffer container through the depressurization flow control channel and the muffler. The piston cylinder depressurizes relatively quickly in this stage, and the time is set as t1'; (7) The second stage of depressurization: when the pressure in the piston cylinder drops to the same level as the pressure in the buffer container, the compressed gas in the piston cylinder is discharged from the muffler through the solenoid valve along with the compressed gas in the buffer container through the depressurization flow control channel until the pressure in the piston cylinder reaches normal pressure. Due to the pressure difference, the compressed gas in the piston cylinder is discharged from the muffler through the solenoid valve and the compressed gas in the buffer container. The flow capacity of the low pressure relief flow control channel is low. During this stage, the piston cylinder pressure relief speed is greatly reduced, and the time is set to t2'; (8) As the piston cylinder pressure decreases, the limit block moves to the left under the action of the return spring. After time t3', the limit block reaches the middle section of the cage rotation groove. Then the limit block continues to move to the leftmost left of the front section of the cage rotation groove; (9) In the above actuator pressure rise process, t3=t1. Under the condition that the set intake pressure remains unchanged, the t1 and t2 times of the same device remain unchanged under different working conditions. Therefore, the t1 and t2 times are calibrated by test; Similarly, in the above actuator pressure relief process, t3'=t1'. Under the condition that the set intake pressure remains unchanged, the t1' and t2' times of the same device remain unchanged under different working conditions. Therefore, the t1' and t2' times are calibrated by test.

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