Offset automatic transmission

Abstract

The present invention provides an offset automatic transmission. The offset automatic transmission comprises a brake housing, a first piston, a second piston, a first brake pad, a second brake pad, a spring and a transmission member; wherein the brake housing has a cavity and is provided with a center hole; the transmission member extends into the cavity; the first piston and the second piston are respectively located on both sides of the transmission member to form a piston cavity, and the center holes are respectively connected to the two piston cavities; the first brake pad is attached to the first piston, and the second brake pad is attached to the second piston; the spring is respectively connected to the first piston and the second piston. The embodiment of the present application has good neutrality, the first piston and the second piston are simultaneously air-intaked and the clamping forces are equal in magnitude and opposite in direction, so as to prevent braking shock and have high reliability. When the brake is released, under the action of the spring pressure, the separation is complete, there is no dragging, and the transmission efficiency is high. It is convenient for modular production and procurement. The installation position of the brake housing is flexible and convenient, and the volume of the transmission housing is not changed.

Description

Technical Field

[0001] The present application relates to the technical field of automobile parts, and in particular to an offset automatic transmission. Background Art

[0002] Among automotive parts, the gear shifting of the transmission is relatively complicated. When shifting up, the gear stays in the neutral position for a moment so that the clutch plate can also be synchronized with the flywheel. The speed must be consistent to smoothly shift gears. When downshifting, step on the accelerator in the neutral position to reduce the speed difference of the gears.

[0003] In the prior art, one solution is to use a synchronizer as described in CN111998065A, which allows the gears to be meshed to reach a consistent speed and mesh smoothly. The use of synchronizers makes the transmission shifting easy and avoids shock, but since the synchronizer needs to be pre-engaged, the power is transmitted multiple times inside the shifting mechanism, resulting in a long shifting time and low power transmission efficiency.

[0004] Another solution is to use a multi-speed electronically controlled automatic mechanical transmission (AMT), which relies on speed control for gear shifting. The brake uses multiple sets of flat friction plates, including active friction plates and passive friction plates. The passive friction plates rotate with the two shafts and can slide axially at the same time, while the active friction plates cannot rotate. When braking, high-pressure air is passed to push the piston to move. The piston pushes the active friction plates and passive friction plates to press against each other, and the two produce friction, which slows down the intermediate shaft and the gear gear to achieve smooth gear shifting. The existing brake is generally installed at the front or rear end of the intermediate shaft, which requires an extra axial distance. It cannot be installed when there is space restriction at the front and rear ends of the gearbox; when installing the brake on the first and second shafts, the shaft needs to pass through the piston, and the inner and outer rings of the piston need to be equipped with sealing rings, which has poor air tightness and increases the length of the shaft and the gearbox. When the brake is not working, the friction plates cannot be completely disengaged, there is drag, and the transmission efficiency is low.

[0005] In summary, the gear shifting scheme in the prior art has technical problems such as low power transmission efficiency and large gearbox volume. Summary of the invention

[0006] In view of the shortcomings of the existing methods, the present application proposes an offset automatic transmission to solve the technical problems of low power transmission efficiency and large volume occupied by the transmission in the prior art.

[0007] The embodiment of the present application provides an offset automatic transmission, comprising a brake housing, a first piston, a second piston, a first brake pad, a second brake pad, a spring, and a transmission member;

[0008] Wherein, the brake housing has a hollow cavity and a center hole is opened at the first end;

[0009] The transmission member passes through the second end of the brake housing and extends into the cavity, and the first end is opposite to the second end;

[0010] The first piston and the second piston are respectively located on both sides of the transmission member, the top of the first piston and the top of the second piston are concave and both form piston cavities with the side wall of the brake housing, and the central hole is respectively connected with the two piston cavities;

[0011] The first brake pad is attached to the head of the first piston and faces the transmission member, and the second brake pad is attached to the head of the second piston and faces the transmission member;

[0012] Two ends of the spring are respectively connected to the skirt of the first piston and the skirt of the second piston.

[0013] In some embodiments of the present application, an air guide plate is further included, and a gap exists between the air guide plate and the first end of the brake housing to form an air guide hole, and the central hole is connected to the two piston chambers respectively through the air guide hole.

[0014] In some embodiments of the present application, the axial direction of the air guide hole is perpendicular to the axial direction of the center hole, the first piston is coaxially arranged with the first piston, and the axial direction of the air guide hole is parallel to the axial directions of the first piston and the second piston.

[0015] In some embodiments of the present application, the brake housing, the center hole and the transmission member are coaxially arranged, the distance between the first piston and the axis of the center hole is equal to the distance between the second piston and the axis of the center hole, and the diameter of the first piston is equal to the diameter of the second piston.

[0016] In some embodiments of the present application, the first piston and the second piston are mirror-symmetrical with respect to the axis of the central hole, and the first brake pad and the second brake pad are mirror-symmetrical with respect to the axis of the transmission shaft.

[0017] In some embodiments of the present application, a first guide ring and a second guide ring are further included, wherein the first guide ring is sleeved on the side wall of the first piston, and the first piston is slidably connected to the brake housing through the first guide ring, and the second guide ring is sleeved on the side wall of the second piston, and the second piston is slidably connected to the brake housing through the second guide ring.

[0018] In some embodiments of the present application, a first sealing ring and a second sealing ring are further included. The first sealing ring is sleeved on the side wall of the first piston and is located on the side of the first guide ring away from the center hole. The second sealing ring is sleeved on the side wall of the second piston and is located on the side of the second guide ring away from the center hole.

[0019] In some embodiments of the present application, the brake housing has a platform portion on one side facing the transmission member, the first brake pad includes a first connecting portion and a first friction portion, the first connecting portion is connected to the first piston, and a first shoulder exists between the first friction portion and the first connecting portion;

[0020] The second brake pad includes a second connecting portion and a second friction portion, the second connecting portion is connected to the second piston, a second shoulder exists between the second friction portion and the second connecting portion, and the first shoulder and the second shoulder are both in contact with the platform portion.

[0021] In some embodiments of the present application, a carbon fiber layer or a molybdenum metal layer is provided on a surface of the first friction portion facing the transmission member and a surface of the second friction portion facing the transmission member.

[0022] In some embodiments of the present application, a gearbox housing is further included, wherein the gearbox housing is sleeved on the outside of the brake housing, and the gearbox housing is bolted to the brake housing.

[0023] The beneficial technical effects brought about by the technical solution provided by the embodiment of the present application include: the embodiment of the present application arranges the first brake pad and the second brake pad on both sides of the transmission member, and has good centering. The center hole is located between the two piston cavities, which can ensure that the first piston and the second piston are simultaneously air-intaken and the clamping forces are equal in magnitude and opposite in direction. When the transmission member is clamped, the axial resultant force is zero, which prevents braking shock and the influence on the bearing during braking, and has high reliability. When the brake is released, the two brake pads are separated from the transmission member at the same time under the action of the spring pressure. The separation is complete, there is no drag, and the transmission efficiency is high. The brake as a whole can be assembled first and then installed on the gearbox housing, which is convenient for modular production and procurement. The installation position of the brake housing is flexible and convenient, and does not change the volume of the gearbox housing.

[0024] Additional aspects and advantages of the present application will be partially given in the following description, which will become apparent from the following description, or will be understood through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0026] Figure 1This is a schematic diagram of the structure of an offset automatic transmission in an embodiment of the present application;

[0027] Figure 2 It is a cross-sectional schematic diagram of an offset automatic transmission in an embodiment of the present application;

[0028] Figure 3 A schematic diagram of an air passage of an offset automatic transmission in an embodiment of the present application;

[0029] Figure 4 This is a schematic diagram of the structure of a brake housing in an embodiment of the present application;

[0030] Figure 5 This is a schematic diagram of the structure of a first piston in an embodiment of the present application;

[0031] Figure 6 This is a schematic diagram of the structure of a first brake pad in an embodiment of the present application.

[0032] Reference numerals:

[0033] 1-brake housing, 2-first piston, 3-second piston, 4-first brake pad, 5-second brake pad, 6-spring, 7-transmission member, 8-first guide ring, 9-first sealing ring, 10-end cover, 11-third sealing ring, 12-bolt;

[0034] 1a-center hole, 1b-air guide hole, 1c-connection hole, 1d-bolt hole, 1e-platform part, 1f-steel ball;

[0035] 2a-notch, 2b-piston chamber, 2c-top, 2d-head, 2e-skirt;

[0036] 4a-first connecting portion, 4b-first friction portion, 4c-shoulder. DETAILED DESCRIPTION

[0037] The embodiments of the present application are described below in conjunction with the drawings in the present application. It should be understood that the implementation methods described below in conjunction with the drawings are exemplary descriptions for explaining the technical solutions of the embodiments of the present application and do not constitute a limitation on the technical solutions of the embodiments of the present application.

[0038] Those skilled in the art will appreciate that, unless expressly stated otherwise, the singular forms "a", "an", "above", and "the" used herein may also include plural forms. It should be further understood that the term "comprising" used in the specification of the present application refers to the presence of the features, integers, steps, operations, elements, and / or components, but does not exclude the implementation of other features, information, data, steps, operations, elements, components, and / or combinations thereof supported by the technical field. It should be understood that when we refer to an element as being "connected" to another element, the one element may be directly connected to the other element, or it may refer to the one element and the other element establishing a connection relationship through an intermediate element. In addition, the "connection" used herein may include a wireless connection.

[0039] In order to make the purpose, technical solution and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below in conjunction with the accompanying drawings. It should be noted that the following implementation methods can refer to, learn from or combine with each other, and the same terms, similar features and similar implementation steps in different implementation methods will not be described repeatedly.

[0040] The present application embodiment provides a biased automatic transmission, such as Figure 1 to Figure 5 As shown, Figure 1 This is a schematic diagram of the structure of an offset automatic transmission in an embodiment of the present application; Figure 2 It is a cross-sectional schematic diagram of an offset automatic transmission in an embodiment of the present application; Figure 3 A schematic diagram of an air passage of an offset automatic transmission in an embodiment of the present application; Figure 4 This is a schematic structural diagram of a brake housing 1 in an embodiment of the present application; Figure 5 This is a schematic diagram of the structure of a first piston 2 in an embodiment of the present application; Figure 6 Schematic diagram of the structure of a first brake pad 4 in an embodiment of the present application.

[0041] The offset automatic transmission comprises a brake housing 1, a first piston 2, a second piston 3, a first brake pad 4, a second brake pad 5, a spring 6 and a transmission member 7.

[0042] Among them, the brake housing 1 has a hollow cavity and a center hole 1a is opened at the first end; the transmission member 7 passes through the second end of the brake housing 1 and extends into the cavity, and the first end is opposite to the second end; the first piston 2 and the second piston 3 are respectively located on both sides of the transmission member 7, the top 2c of the first piston 2 and the top 2c of the second piston 3 are concave and both form piston cavities 2b with the side walls of the brake housing 1, and the center hole 1a is respectively connected to the two piston cavities 2b; the first brake pad 4 is attached to the head 2d of the first piston 2 and faces the transmission member 7, and the second brake pad 5 is attached to the head 2d of the second piston 3 and faces the transmission member 7; the two ends of the spring 6 are respectively connected to the skirt 2e of the first piston 2 and the skirt 2e of the second piston 3.

[0043] The embodiment of the present application arranges the first brake pad 4 and the second brake pad 5 on both sides of the transmission member 7, and has good centering. The center hole 1a is located between the two piston chambers 2b, which can ensure that the first piston 2 and the second piston 3 are simultaneously air-intaken and the clamping forces are equal in magnitude and opposite in direction. When the transmission member 7 is clamped, the axial resultant force is zero, which prevents braking shock and the influence on the bearing during braking, and has high reliability. When the brake is released, the two brake pads are separated from the transmission member 7 at the same time under the pressure of the spring 6. The separation is thorough, there is no drag, and the transmission efficiency is high. The brake as a whole can be assembled first and then installed on the gearbox housing, which is convenient for modular production and procurement. The installation position of the brake housing 1 is flexible and convenient, and does not change the volume of the gearbox housing.

[0044] In some embodiments of the present application, an air guide plate is further included. A gap exists between the air guide plate and the first end of the brake housing 1 to form an air guide hole 1b. The central hole 1a is connected to the two piston chambers 2b respectively through the air guide hole 1b.

[0045] In this embodiment, the brake is composed of a brake housing 1 and a symmetrically arranged first piston 2, a second piston 3, a first brake pad 4, and a second brake pad 5 installed inside the brake housing 1. The central hole 1a is ventilated to the same side of the two pistons at the same time to push the first brake pad 4 and the second brake pad 5 to press toward the center to achieve rapid braking.

[0046] In some embodiments of the present application, the axial direction of the air guide hole 1b is perpendicular to the axial direction of the center hole 1a, the first piston 2 is coaxially arranged with the first piston 2, and the axial direction of the air guide hole 1b is parallel to the axial directions of the first piston 2 and the second piston 3.

[0047] In this embodiment, there are two left and right piston chambers 2b below the brake housing 1, which are coaxial and have equal diameters, and can be bored from right to left at one time during processing.

[0048] The top 2c of the first piston 2 and the side wall of the brake housing 1 form an accommodation space, namely, the piston chamber 2b. The groove of the top 2c of the first piston 2 has at least one notch 2a, and at least one notch 2a faces the air guide hole 1b or the center hole 1a, so that the airflow introduced by the center hole 1a can enter the piston chamber 2b.

[0049] The first piston 2 includes a top 2c, a head 2d and a skirt 2e. The top 2c is concave to form a piston cavity 2b. The portion from the top 2c to the other end surface is called the head 2d. The head 2d is located between the top 2c and the skirt 2e. The portion below the head 2d is the skirt 2e. The head 2d and the skirt 2e are coaxial cylindrical structures, but the diameter of the skirt 2e is smaller than that of the head 2d, and the skirt 2e protrudes from the head 2d.

[0050] The first brake pad 4 and the second brake pad 5 are respectively installed on the top 2c of the first piston 2 and the top 2c of the second piston 3. There is a pre-compressed spring 6 between the skirt 2e of the first piston 2 and the skirt 2e of the second piston 3, which opens the first piston 2 and the second piston 3 in the direction away from each other, thereby driving the first brake pad 4 and the second brake pad 5 away from each other, so that a gap is maintained between the first brake pad 4 and the transmission member 7, and between the second brake pad 5 and the transmission member 7.

[0051] In some embodiments of the present application, the brake housing 1, the center hole 1a and the transmission member 7 are coaxially arranged, the distance between the first piston 2 and the axis of the center hole 1a is equal to the distance between the second piston 3 and the axis of the center hole 1a, and the diameter of the first piston 2 is equal to the diameter of the second piston 3.

[0052] In some embodiments of the present application, the first piston 2 and the second piston 3 are mirror-symmetrical with respect to the axis of the central hole 1a, and the first brake pad 4 and the second brake pad 5 are mirror-symmetrical with respect to the axis of the transmission shaft.

[0053] In some of the above embodiments, only the first piston 2 and the first brake pad 4 are introduced as examples, and the structure and position of the first piston 2 are symmetrical with the structure and position of the second piston 3, and the structure and position of the first brake pad 4 are symmetrical with the structure and position of the second brake pad 5. It can be understood that, unless otherwise specified in the above and following embodiments, the second piston 3 and the second brake pad 5 have the same structure and position, and no further introduction is given here.

[0054] Taking the first piston 2 as an example, when the brake is working, the central hole 1a on the brake housing 1 is ventilated, enters the cavity of the brake housing 1 to the left through the air guide hole 1b, and then enters the piston cavity 2b through at least one notch 2a on the top 2c of the first piston 2, pushing the first piston 2 to move to the right. The intake path of the second piston 3 is mirrored to that of the first piston 2.

[0055] In order to facilitate processing, the air guide hole 1b is actually a through hole passing through the side wall of the brake housing 1, and the connecting hole 1c between the air guide hole 1b and the cavity of the brake housing 1 is also a through hole passing through the first end of the brake housing 1. Four steel balls 1f are installed in the air intake passage to block the redundant passage connecting the air guide hole 1b with the outside world, leaving only the central hole 1a to realize the air passage that meets the requirements.

[0056] The two groups of symmetrically arranged caliper brake pad structures have good centering performance. The center hole 1a is arranged in the middle of the air guide hole 1b, which can ensure that the two pistons take in air at the same time and the clamping forces are equal in magnitude and opposite in direction. The axial resultant force is zero when clamping the gear or brake hub, preventing braking shock and the impact on the bearing during braking, with high reliability.

[0057] In some embodiments of the present application, a first guide ring 8 and a second guide ring are further included, wherein the first guide ring 8 is sleeved on the side wall of the first piston 2, and the first piston 2 is slidably connected to the brake housing 1 through the first guide ring 8, and the second guide ring is sleeved on the side wall of the second piston 3, and the second piston 3 is slidably connected to the brake housing 1 through the second guide ring.

[0058] In some embodiments of the present application, a first sealing ring 9 and a second sealing ring are further included. The first sealing ring 9 is sleeved on the side wall of the first piston 2 and is located on the side of the first guide ring 8 away from the center hole 1a. The second sealing ring is sleeved on the side wall of the second piston 3 and is located on the side of the second guide ring away from the center hole 1a.

[0059] In this embodiment, the first piston 2 and the second piston 3 are respectively provided with a first sealing ring 9 and a second sealing ring, the first sealing ring 9 and the second sealing ring are O-shaped in profile and play a role of sealing gas. The first guide ring 8 and the second guide ring play a role of radial positioning.

[0060] The first piston 2 is the same as the second piston 3. An end cover 10 is installed on the outer side of one of the pistons and fixed with three hexagon socket bolts 12. One piston is axially limited and a third sealing ring 11 is installed on it to prevent air leakage.

[0061] In some embodiments of the present application, the brake housing 1 has a platform portion 1e on a side facing the transmission member 7, the first brake pad 4 includes a first connecting portion 4a and a first friction portion 4b, the first connecting portion 4a is connected to the first piston 2, and a first shoulder 4c exists between the first friction portion 4b and the first connecting portion 4a;

[0062] The second brake pad 5 includes a second connecting portion and a second friction portion, the second connecting portion is connected to the second piston 3, a second shoulder 4c exists between the second friction portion and the second connecting portion, and the first shoulder 4c and the second shoulder 4c are both in contact with the platform portion 1e.

[0063] In some embodiments of the present application, a carbon fiber layer or a molybdenum metal layer is provided on a surface of the first friction portion 4 b facing the transmission member 7 and a surface of the second friction portion facing the transmission member 7 .

[0064] Taking the first brake pad 4 as an example, a semicircle is cut off in the middle of the brake housing 1 to form a notch 2a for the transmission member 7 to pass through and a platform portion 1e. Two shoulders 4c are provided on the first brake pad 4, and the two shoulders 4c are in contact with the platform portion 1e on the brake housing 1 to prevent the first brake pad 4 from rotating.

[0065] The surface of the first friction portion 4b facing the transmission member 7 is sprayed with molybdenum or carbon-coated to increase the braking torque. The second brake pad 5 is similar.

[0066] In some embodiments of the present application, a gearbox housing is further included, wherein the gearbox housing is sleeved on the outside of the brake housing 1 , and the gearbox housing is bolted to the brake housing 1 .

[0067] The brake housing 1 has six bolt holes 1d and is fixed to the gearbox housing by bolts. The transmission member 7 includes a gear or a brake hub.

[0068] During installation, install the first piston 2 with the first sealing ring 9 assembly into the housing 1 from the right end, then sleeve the first brake pad 4 from the bottom of the platform 1e on the piston skirt 2e and fit it to the piston head 2d, install the spring 6 from the right end, compress the spring 6 by a tool for a certain distance, install the second brake pad 5 from the bottom of the platform 1e, and then insert the second piston 3 with the second sealing ring assembly from the right side into the second connecting part of the second brake pad 5. Then cover the end cover 10 with the third sealing ring 11 assembly, and tighten the bolts 12.

[0069] When the brake is working, the air pipe installed on the center hole 1a of the brake housing passes high-pressure air, which enters the piston chamber 2b of the first piston 2 and the piston chamber 2b of the second piston 3 through the air guide hole 1b and the connecting hole 1c. The first piston 2 and the second piston 3 move toward the center, respectively driving the first brake pad 4 and the second brake pad 5 to move toward the center and press them. The first brake pad 4 and the second brake pad 5 are stuck by the platform part 1e and cannot rotate, and the transmission member 7 rotates, thereby generating a friction resistance torque, braking the transmission member 7 and the shaft on which it is installed, reducing the rotation speed, and achieving smooth gear shifting.

[0070] The center hole 1a is arranged in the middle of the air guide hole 1b, which can ensure that the two pistons are simultaneously inflated and the clamping forces are equal in magnitude and opposite in direction, that is, the axial force of the gear or brake hub is zero, preventing braking shock. When the brake is released, the air pipe is exhausted, and under the pressure of the spring 6, the first brake pad 4 and the second brake pad 5 are separated from the transmission member 7 at the same time. The pressure of the spring 6 is ≥100N for quick separation.

[0071] Compared with the prior art, the application of the embodiments of the present application can at least achieve the following beneficial effects: two groups of symmetrically arranged caliper brake pad structures have good centering, and the center hole 1a is arranged in the middle of the air guide hole 1b, which can ensure that the two pistons take in air at the same time and the clamping forces are equal in magnitude and opposite in direction. When clamping the gear or brake hub, the axial resultant force is zero, preventing braking shock and the impact on the bearing during braking, and having high reliability.

[0072] When the brake is released, the first brake pad 4 and the second brake pad 5 are separated from the gear or the brake hub at the same time under the pressure of the spring 6. The separation is complete, there is no drag, and the transmission efficiency is high.

[0073] The brake can be installed at any position of the gearbox housing. The two brake pads can directly clamp the gear or the special brake hub. It can be installed on the first shaft, the second shaft, or the intermediate shaft. One or more brakes can also be installed on the gear or the brake hub as needed. The installation is flexible and convenient without changing the length of the gearbox.

[0074] The brake as a whole can be assembled first and then installed on the gearbox housing, which is convenient for modular production and procurement.

[0075] In the description of the present application, the directions or positional relationships indicated by words such as "center", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside" and "outside" are based on the exemplary directions or positional relationships shown in the accompanying drawings. They are for the convenience of describing or simplifying the description of the embodiments of the present application, and do not indicate or imply that the referred device or component must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they should not be understood as limitations on the present application.

[0076] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise specified, "plurality" means two or more.

[0077] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected, or indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0078] In the description of this specification, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0079] Those skilled in the art will appreciate that the various operations, methods, steps, measures, and schemes in the processes discussed in this application may be alternated, altered, combined, or deleted. Further, other steps, measures, and schemes in the various operations, methods, and processes discussed in this application may also be alternated, altered, rearranged, decomposed, combined, or deleted. Further, the steps, measures, and schemes in the prior art that are similar to those disclosed in this application may also be alternated, altered, rearranged, decomposed, combined, or deleted.

[0080] It should be understood that, although the steps in the flowchart of the accompanying drawings are displayed in sequence as indicated by the arrows, these steps are not necessarily executed in sequence in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least a part of the steps in the flowchart of the accompanying drawings may include multiple sub-steps or multiple stages, and these sub-steps or stages are not necessarily executed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be executed in turn or alternately with other steps or at least a part of the sub-steps or stages of other steps.

[0081] The above is only a partial implementation method of the present application. It should be pointed out that for ordinary technicians in this technical field, without departing from the technical concept of the scheme of the present application, other similar implementation methods based on the technical ideas of the present application are also within the protection scope of the embodiments of the present application.

Claims

1. An offset automatic transmission, characterized in that: It includes a brake housing, a first piston, a second piston, a first brake pad, a second brake pad, a spring and a transmission member; Wherein, the brake housing has a hollow cavity and a center hole is opened at the first end; The transmission member passes through the second end of the brake housing and extends into the cavity, and the first end is opposite to the second end; The first piston and the second piston are respectively located on both sides of the transmission member, the top of the first piston and the top of the second piston are concave and both form piston cavities with the side wall of the brake housing, and the central hole is respectively connected with the two piston cavities; The first brake pad is attached to the head of the first piston and faces the transmission member, and the second brake pad is attached to the head of the second piston and faces the transmission member; The two ends of the spring are respectively connected to the skirt of the first piston and the skirt of the second piston; The brake housing has a platform portion on one side facing the transmission member, the first brake pad includes a first connecting portion and a first friction portion, the first connecting portion is connected to the first piston, and a first shoulder exists between the first friction portion and the first connecting portion; The second brake pad includes a second connecting portion and a second friction portion, the second connecting portion is connected to the second piston, a second shoulder exists between the second friction portion and the second connecting portion, and the first shoulder and the second shoulder are both in contact with the platform portion.

2. The offset automatic transmission according to claim 1, characterized in that: It also includes an air guide plate, wherein a gap exists between the air guide plate and the first end of the brake housing to form an air guide hole, and the central hole is connected with the two piston chambers respectively through the air guide hole.

3. The offset automatic transmission according to claim 2, characterized in that: The axial direction of the air guide hole is perpendicular to the axial direction of the central hole, the first piston is coaxially arranged with the first piston, and the axial direction of the air guide hole is parallel to the axial directions of the first piston and the second piston.

4. The offset automatic transmission according to claim 1, characterized in that: The brake housing, the center hole and the transmission member are coaxially arranged, the distance between the first piston and the axis of the center hole is equal to the distance between the second piston and the axis of the center hole, and the diameter of the first piston is equal to the diameter of the second piston.

5. The offset automatic transmission according to claim 4, characterized in that: The first piston and the second piston are mirror-symmetrical with respect to the axis of the central hole, and the first brake pad and the second brake pad are mirror-symmetrical with respect to the axis of the transmission member.

6. The offset automatic transmission according to claim 1, characterized in that: It also includes a first guide ring and a second guide ring, the first guide ring is sleeved on the side wall of the first piston, the first piston is slidably connected to the brake housing through the first guide ring, and the second guide ring is sleeved on the side wall of the second piston, and the second piston is slidably connected to the brake housing through the second guide ring.

7. The offset automatic transmission according to claim 6, characterized in that: It also includes a first sealing ring and a second sealing ring. The first sealing ring is sleeved on the side wall of the first piston and is located on the side of the first guide ring away from the center hole. The second sealing ring is sleeved on the side wall of the second piston and is located on the side of the second guide ring away from the center hole.

8. The offset automatic transmission according to claim 1, characterized in that: A carbon fiber layer or a molybdenum metal layer is provided on a surface of the first friction part facing the transmission member and a surface of the second friction part facing the transmission member.

9. The offset automatic transmission according to claim 1, characterized in that: It also includes a gearbox housing, which is sleeved on the outside of the brake housing and is bolted to the brake housing.

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