AMT system and control method thereof

Abstract

The invention relates to an AMT (Automated Mechanical Transmission), in particular to an AMT system and a control method thereof, which are used for solving the problems that the existing AMT system has certain defects in the aspects of clutch control, accurate control in a gear shifting process, stability of a self-locking device and comprehensive application of a sensor, so that the gear shifting precision, the response speed and the stability are insufficient. According to the AMT system, the integrated gear selecting and shifting executing mechanism is adopted, and compared with an externally-hung control system, the integrated gear selecting and shifting executing mechanism can improve the gear taking-off and gear shifting response speed of the system, reduce electric control wire harnesses and gas circuit arrangement and greatly reduce the system failure rate.

Description

Technical Field

[0001] The present invention relates to an AMT, and in particular to an AMT system and a control method thereof. Background Art

[0002] The main types of transmissions in the current commercial vehicle power transmission field are manual transmission (MT), automated manual transmission (AMT) and automatic transmission (AT). Manual transmissions still occupy a large market share in China due to their high transmission efficiency, affordable price and high reliability. However, with the advancement of electrification, intelligence, networking and sharing in the automotive industry, various automakers are gradually accelerating their layout in vehicle automation. Models matching AT have smoother starting and shifting processes, but the price is high and they are mainly used in some high-end models. AMT adds electronic control sensors, shift actuators and clutch actuators to the original MT. It has a simple structure, high transmission efficiency and simple operation.

[0003] AMT is mainly divided into the following two types in structure:

[0004] (1) External AMT: Add TCU control unit, gear shift mechanism, clutch actuator and other modules to the original MT;

[0005] (2) Integrated AMT: The TCU control unit, shift mechanism and clutch actuator are integrated inside the transmission. It has the advantages of high reliability, low cost and small size, which is convenient for vehicle layout and has better overall performance than external AMT.

[0006] Currently, AMT transmissions are mainly used in the high-horsepower tractor market, but as the penetration rate increases, they will gradually be developed and applied to the medium-sized vehicle market.

[0007] Chinese patent CN11 2096857A discloses a highly integrated electronically controlled mechanical automatic transmission, which is used to solve the problems of poor reliability and inconvenient maintenance of existing electronically controlled mechanical automatic transmissions. The transmission integrates the gear selection and shifting mechanism, transmission control unit, position sensor, pressure sensor, input speed sensor, oil temperature sensor and other modules into one, and integrates the control assembly into an integrated design. Although the electronically controlled mechanical automatic transmission has a high degree of integration and a certain degree of reliability in design and function, it has certain defects in clutch control, precise control of the gear shifting process, stability of the self-locking device and comprehensive application of sensors, resulting in insufficient gear shifting accuracy, response speed and stability. Summary of the invention

[0008] The purpose of the present invention is to solve the problem that the existing AMT system has certain defects in clutch control, precise control of the shifting process, stability of the self-locking device and comprehensive application of sensors, resulting in insufficient shifting accuracy, response speed and smoothness, and to provide an AMT system and its control method.

[0009] In order to solve the deficiencies of the above-mentioned prior art, the present invention provides the following technical solutions:

[0010] An AMT system includes a housing, an input shaft, a flange, a sensor module and a self-locking module, wherein the housing includes a clutch housing, a main case and a sub-case connected in sequence; the system is special in that it also includes an integrated shifting mechanism arranged on the top of the main case;

[0011] The main case is provided with a main case left intermediate shaft, a main case right intermediate shaft, a second gearbox shaft and five main case gear sets, each of the main case gear sets includes a main gear, a main case left gear and a main case right gear respectively meshed with the main gear and symmetrically arranged on the main case left intermediate shaft and the main case right intermediate shaft, and the five main gears are respectively a third gear, a fourth gear, a second gear, a first gear and a reverse gear; the auxiliary case is provided with an auxiliary case left intermediate shaft, an auxiliary case right intermediate shaft, an output shaft and two auxiliary case gear sets; each of the auxiliary case gear sets includes an auxiliary case gear, an auxiliary case left gear and an auxiliary case right gear respectively meshed with the auxiliary case gear and symmetrically arranged on the auxiliary case left intermediate shaft and the auxiliary case right intermediate shaft, and the two auxiliary case gears are respectively an auxiliary case driving gear and a main reduction gear;

[0012] The outer end of the input shaft is located outside the clutch housing and is used to connect with the clutch driven plate. The inner end passes through the clutch housing and extends into the main box. The middle part is provided with a concentric clutch actuator and the third gear gear in sequence along the power transmission direction. The concentric clutch actuator is used to control the separation and combination of the clutch. A clutch displacement sensor is provided on the concentric clutch actuator, and the clutch displacement sensor is used to connect to the gearbox controller.

[0013] The input shaft is respectively driven by the left intermediate shaft of the main box and the right intermediate shaft of the main box through the first main box gear set; a brake is provided at the end of the left intermediate shaft of the main box;

[0014] The second gear of the gearbox is provided with a third and fourth gear shift fork sliding sleeve, the fourth gear gear, the second gear gear, the first and second gear shift fork sliding sleeve, the first gear gear, the reverse gear shift fork sliding sleeve, the reverse gear and the auxiliary gearbox driving gear in sequence along the power transmission direction; the third and fourth gear shift fork sliding sleeve is used to synchronize with the third gear gear or the fourth gear gear respectively, the first and second gear shift fork sliding sleeve is used to synchronize with the second gear gear or the first gear gear respectively, and the reverse gear shift fork sliding sleeve is used to synchronize with the reverse gear;

[0015] The outer end of the output shaft extends into the inner hole of the flange plate for connecting the transmission shaft, and the output shaft is provided with an auxiliary box synchronizer and a main reduction gear in sequence along the power transmission direction; the auxiliary box synchronizer is used to synchronize with the auxiliary box drive gear or the main reduction gear;

[0016] The integrated gear selection and shifting mechanism includes a cylinder assembly and a transmission controller; the cylinder assembly is used to control the first and second gear shift fork sliding sleeves, the third and fourth gear shift fork sliding sleeves, the reverse gear shift fork sliding sleeve and the auxiliary gearbox synchronizer; the transmission controller is used to control the concentric clutch actuator to separate or engage the clutch during the gear shifting and starting process, realize the gear selection, gear disengagement and gear shifting of the main gearbox through the cylinder assembly, and switch the gear position of the auxiliary gearbox;

[0017] The sensor module is arranged on the housing and is used to measure the input shaft speed, the main box right intermediate shaft speed, the output shaft speed, the vehicle speed and mileage, and output to the transmission controller;

[0018] The self-locking module is located on the top surface of the auxiliary box and is used to lock and fix the position of the shift fork shaft in the main box and the auxiliary box.

[0019] Furthermore, the cylinder assembly includes a main gear selection cylinder, a main gear shift cylinder, and an auxiliary gear shift cylinder; the main gear selection cylinder is used to switch between the first and second gear shift fork slides, the third and fourth gear shift fork slides, or the reverse gear shift fork slide; the main gear shift cylinder is used to shift or engage the first and second gear shift fork slides, the third and fourth gear shift fork slides, or the reverse gear shift fork slide; the auxiliary gear shift cylinder is used to synchronize the auxiliary gear synchronizer with the auxiliary gear drive gear or the main reduction gear.

[0020] Furthermore, the integrated gear selection and shifting mechanism further includes an intake pressure limiting valve, a main box gear selection solenoid valve, a main box gear engagement solenoid valve, a sub-box gear engagement solenoid valve and a brake solenoid valve;

[0021] The air intake pressure limiting valve is used to connect an external air source to inflate the concentric clutch actuator, brake, main box gear selection cylinder, main box gear engaging cylinder, and auxiliary box gear engaging cylinder;

[0022] The transmission controller controls the inflation of the main box gear selection cylinder, the main box gear engagement cylinder, the auxiliary box gear engagement cylinder and the brake through the main box gear selection solenoid valve, the main box gear engagement solenoid valve, the auxiliary box gear engagement solenoid valve and the brake solenoid valve respectively.

[0023] Furthermore, the integrated gear selection and shifting mechanism further includes a clutch fast air intake valve, a clutch slow air intake valve, a clutch fast exhaust valve, a clutch slow exhaust valve, a main gear shift displacement sensor, a main gear selection displacement sensor, a sub-gear shift displacement sensor and an oil temperature sensor;

[0024] The clutch quick air inlet valve and the clutch slow air inlet valve are used to fill air into the concentric clutch actuator to disengage the clutch; the clutch quick exhaust valve and the clutch slow exhaust valve are used to exhaust air from the concentric clutch actuator to engage the clutch;

[0025] The main gearbox shift displacement sensor is used to detect the position change of the first and second gear shift fork sliding sleeves, the third and fourth gear shift fork sliding sleeves or the reverse gear shift fork sliding sleeve, and output it to the transmission controller;

[0026] The main gear selection displacement sensor is used to detect the position of the first and second gear shift fork sliding sleeves, the third and fourth gear shift fork sliding sleeves or the reverse gear shift fork sliding sleeve, and output it to the transmission controller;

[0027] The auxiliary gearbox shift displacement sensor is used to detect the position change of the auxiliary gearbox synchronizer and output it to the transmission controller;

[0028] The oil temperature sensor is used to detect the oil temperature inside the transmission and output it to the transmission controller.

[0029] Further, the sensor module includes an input shaft speed sensor located inside the clutch housing, an intermediate shaft speed sensor arranged on the main box, an output shaft speed sensor arranged in the flange, and an odometer speed sensor;

[0030] An input shaft speed measuring gear is arranged between the concentric clutch actuator and the third gear on the input shaft, and the input shaft speed sensor is used to measure the input shaft speed through the input shaft speed measuring gear;

[0031] The second main box right gear on the main box right intermediate shaft along the power transmission direction is used as the intermediate shaft speed measuring gear, and the intermediate shaft speed sensor is used to measure the speed of the main box right intermediate shaft through the intermediate shaft speed measuring gear;

[0032] An output shaft speed measuring gear and an odometer speed measuring gear are arranged in sequence between the main reduction gear and the outer end portion on the output shaft. The output shaft speed sensor is used to measure the output shaft speed through the output shaft speed measuring gear, and the odometer speed sensor is used to measure the vehicle speed and mileage through the odometer speed measuring gear.

[0033] Further, it also includes an electric control harness;

[0034] The integrated gear selection and shifting mechanism is provided with a gearbox connector and a vehicle connector;

[0035] The first input end of the electronic control harness is connected to the clutch displacement sensor and the input shaft speed sensor through the clutch displacement and input shaft speed connectors, respectively, for receiving the clutch displacement and the input shaft speed, respectively; the second input end is connected to the intermediate shaft speed sensor for receiving the right intermediate shaft speed of the main box, and the third input end is connected to the output shaft speed sensor for receiving the output shaft speed; the output end of the electronic control harness is connected to the gearbox controller through the gearbox connector;

[0036] The transmission controller is powered by the vehicle connector, receives vehicle operating condition information and messages, and outputs transmission message information. The transmission message information includes the current gear position, target gear position, input shaft speed, main box right intermediate shaft speed and output shaft speed, required engine limit torque, required engine speed, and transmission fault message information.

[0037] Furthermore, the self-locking module comprises a main box self-locking structure and an auxiliary box self-locking structure, which are respectively used to lock and fix the position of the main box shift fork shaft and the position of the auxiliary box shift fork shaft.

[0038] Furthermore, a power take-off reserved interface is provided at the lower left of the main box, and a retarder reserved interface is provided at the rear end of the auxiliary box.

[0039] Furthermore, the clutch housing, main box, auxiliary box and flange are all made of highly integrated die-cast aluminum alloy technology; the gears in the main box and auxiliary box are all helical gear structures and are prepared by gear grinding technology.

[0040] At the same time, the present invention also provides a control method of the above AMT system, which is special in that it includes the following steps:

[0041] Step 1: When the vehicle equipped with the AMT system needs to shift gears, the shift handle is operated, and after receiving the shift request, the transmission controller determines the target gear for starting according to the vehicle operating condition information; the vehicle operating condition information includes the vehicle weight and slope;

[0042] The transmission controller disengages the clutch through the concentric clutch actuator, cutting off the vehicle power;

[0043] The transmission controller controls the cylinder assembly to select the target gear, and then controls the brake to brake the left intermediate shaft speed of the main gearbox. When the speed difference between the target gear and the corresponding sliding sleeve is within a specific range, the transmission controller controls the cylinder assembly to shift the main gear;

[0044] Step 2: When the vehicle needs to start, the accelerator pedal is depressed, and the transmission controller controls the clutch engagement speed and depth through the concentric clutch actuator according to the vehicle operating condition information, and at the same time cooperates with the control to increase the engine torque to synchronize the input shaft speed with the engine speed, thus completing the start;

[0045] Step 3, during the driving process of the vehicle, the transmission controller determines whether there is any need for upshifting, downshifting, or stopping according to the vehicle operating condition information. If upshifting is required, step 4 is executed; if downshifting is required, step 6 is executed; if stopping is required, step 8 is executed; if none of the above is required, step 3 is executed again;

[0046] Step 4, the transmission controller disengages the clutch through the concentric clutch actuator and cooperates with the engine torque reduction control. After the clutch is completely disengaged, the transmission controller controls the cylinder assembly to complete the main box gear shift. The transmission controller determines whether the auxiliary box synchronizer needs to switch from low gear to high gear according to the current gear and the target gear. If so, the transmission controller controls the cylinder assembly to synchronize the auxiliary box synchronizer with the auxiliary box drive gear, and then executes step 5; otherwise, directly executes step 5.

[0047] Step 5: The transmission controller brakes the left intermediate shaft speed of the main gearbox through the brake. When the speed difference between the target gear position and the corresponding sliding sleeve is within a specific range, the transmission controller controls the cylinder assembly to shift the main gear, and finally engages the clutch through the concentric clutch actuator, while coordinating with the control of the engine torque increase to complete the upshift.

[0048] Step 6, the transmission controller disengages the clutch through the concentric clutch actuator, and at the same time cooperates to control the engine torque to reduce; after the clutch is completely disengaged, the transmission controller controls the cylinder assembly to complete the main box gear shift, and the transmission controller determines whether the auxiliary box synchronizer needs to be switched from high gear to low gear. If so, the cylinder assembly is controlled to synchronize the auxiliary box synchronizer with the main reduction gear, and then step 7 is executed; otherwise, step 7 is directly executed;

[0049] Step 7, the transmission controller controls the engine speed to increase to the speed corresponding to the target gear, and at the same time slowly engages the clutch through the concentric clutch actuator to increase the input shaft speed. When the speed difference between the target gear and the corresponding sliding sleeve is within a specific range, the transmission controller controls the concentric clutch actuator to disengage the clutch, and then controls the cylinder assembly to engage the main gear, and finally engages the clutch through the concentric clutch actuator, and at the same time cooperates to control the engine torque to increase, so as to complete the downshift;

[0050] Step 8. When the vehicle gear drops to the lowest starting gear and the engine speed is close to idle, the transmission controller completely disengages the clutch through the concentric clutch actuator to cut off the power transmission; if it is necessary to restart, execute step 2; if it is necessary to stop, the driver operates the shift handle, and after the transmission controller receives the gear return request, the transmission controller controls the cylinder assembly to complete the main box gear release, shuts down the engine, and completes the parking.

[0051] Compared with the prior art, the present invention has the following beneficial effects:

[0052] (1) The present invention adopts an integrated gear selection and shift actuator. Compared with an external control system, the integrated gear selection and shift actuator can improve the gear shift response speed of the present invention, reduce the layout of the electronic control wiring harness and air circuit, and greatly reduce the system failure rate.

[0053] (2) The present invention adopts an XY type shifting structure, which reduces one set of cylinder assemblies compared with the three-axis operating mechanism. Eight gear shifts can be achieved through three sets of cylinder assemblies (main gear selection cylinder, main gear shift cylinder, auxiliary gear shift cylinder), reducing mechanical interlocking devices and preventing the risk of shifting two gears at the same time.

[0054] (3) The present invention adopts a concentric clutch actuator to directly control the separation and engagement of the clutch, which can increase the clutch action response speed and improve the response accuracy; and the concentric clutch actuator is integrated with a clutch displacement sensor for clutch displacement value detection.

[0055] (4) In the present invention, the main gear shifting adopts a three-set shift fork sleeve structure (first and second gear shift fork sleeves, third and fourth gear shift fork sleeves and reverse gear shift fork sleeve), which has high product reliability and low cost; the auxiliary gear high and low gear switching adopts a synchronizer structure (auxiliary gear synchronizer), and the synchronization process is fast and smooth.

[0056] (5) The self-locking module of the present invention adopts two sets of mechanical self-locking structures. The main box self-locking structure locks and fixes the position of the main box fork shaft, and the auxiliary box self-locking structure locks and fixes the position of the auxiliary box fork shaft to prevent gear dropping.

[0057] (6) The present invention uses a brake to brake the left intermediate shaft, thereby reducing the speed difference of the sliding sleeve before and after the gear is engaged, thereby improving the gear up response speed and improving the gear shifting comfort.

[0058] (7) The sensor module in the present invention adopts four speed sensors (input shaft speed sensor, intermediate shaft speed sensor, output shaft speed sensor and odometer speed sensor). The input shaft speed sensor, the output shaft speed sensor and the odometer speed sensor can avoid the influence of transmission oil and wear iron filings, thereby improving the reliability of the speed sensor.

[0059] (8) The clutch housing, main housing, auxiliary housing and flange of the present invention are all made of highly integrated die-casting aluminum alloy technology to meet the lightweight requirements of the entire vehicle.

[0060] (9) In the present invention, the gears in the main box and the auxiliary box are all helical gear structures and are prepared by a gear grinding process, which has high transmission efficiency, more wear-resistant gears, more stable operation and low noise. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] Figure 1 A schematic diagram of the structure of an AMT system embodiment of the present invention;

[0062] Figure 2A top view of an embodiment of the present invention;

[0063] Figure 3 is an axonometric schematic diagram of an embodiment of the present invention;

[0064] Figure 4 It is a structural schematic diagram of an integrated gear selection and shifting mechanism in an embodiment of the present invention;

[0065] Figure 5 A schematic diagram of changes in various key parameters during upshifting in an embodiment of a control method for an AMT system of the present invention;

[0066] Figure 6 A schematic diagram of changes in various key parameters during a downshift in an embodiment of the present invention.

[0067] The following are the descriptions of the reference numerals:

[0068] 101-clutch housing, 102-main box, 103-auxiliary box, 110-flange;

[0069] 201-input shaft, 202-main gearbox left intermediate shaft, 203-main gearbox right intermediate shaft, 204-gearbox second shaft, 205-auxiliary gearbox left intermediate shaft, 206-auxiliary gearbox right intermediate shaft, 207-output shaft;

[0070] 301-main box left gear, 302-main box right gear, 303-auxiliary box left gear, 304-auxiliary box right gear, 305-input shaft test gear, 306-output shaft speed measuring gear, 307-odometer speed measuring gear; 308-main gear; 309-auxiliary box gear;

[0071] 401 - input shaft speed sensor, 402 - intermediate shaft speed sensor, 403 - output shaft speed sensor, 404 - odometer speed sensor;

[0072] 501-main box self-locking structure, 502-auxiliary box self-locking structure;

[0073] 6-integrated gear selection and shifting mechanism, 601-main gear selection cylinder, 602-main gear engaging cylinder, 603-auxiliary gear engaging cylinder;

[0074] 701-3rd and 4th gear shift fork sliding sleeve, 702-1st and 2nd gear shift fork sliding sleeve, 703-reverse gear shift fork sliding sleeve;

[0075] 7-concentric clutch actuator; 8-clutch displacement sensor; 9-brake; 10-auxiliary gearbox synchronizer; 11-transmission connector; 12-vehicle connector; 13-electronic control harness; 14-clutch displacement and input shaft speed connector; 15-intake pressure limiting valve; 16-retarder reserved interface; 17-power take-off reserved interface; 33-engine speed; 34-input shaft speed; 35-gear displacement; 36-clutch position; 37-engine torque. DETAILED DESCRIPTION

[0076] The present invention will be further described below in conjunction with the accompanying drawings and exemplary embodiments.

[0077] Reference Figures 1 to 6 An AMT system includes a housing, an input shaft 201, a sensor module, a self-locking module and an electronic control harness 13, and an integrated shift selection mechanism 6 arranged on the top of a main box 102.

[0078] The housing includes a clutch housing 101 , a main housing 102 , a sub-housing 103 and a flange 110 which are connected in sequence.

[0079] A main box left intermediate shaft 202, a main box right intermediate shaft 203, a second gearbox shaft 204 and five main box gear sets are arranged in the main box 102. Each main box gear set includes a main gear 308, a main box left gear 301 and a main box right gear 302 which are respectively meshed with the main gear 308 and symmetrically arranged on the main box left intermediate shaft 202 and the main box right intermediate shaft 203; the five main gears 308 are respectively a third gear gear, a fourth gear gear, a second gear gear, a first gear gear and a reverse gear.

[0080] The auxiliary box 103 is provided with an auxiliary box left intermediate shaft 205, an auxiliary box right intermediate shaft 206, an output shaft 207 and two auxiliary box gear sets; each auxiliary box gear set includes an auxiliary box gear 309 arranged on the output shaft 207, an auxiliary box left gear 303 and an auxiliary box right gear 304 respectively meshing with the auxiliary box gear 309 and symmetrically arranged on the auxiliary box left intermediate shaft 205 and the auxiliary box right intermediate shaft 206. The two auxiliary box gears 309 are the auxiliary box driving gear and the main reduction gear respectively.

[0081] The outer end of the input shaft 201 is located outside the clutch housing 101 and is used to connect to the clutch driven plate through a spline. The inner end passes through the clutch housing 101 and extends into the main box 102, and is suspended by a bearing. The middle part is provided with a concentric clutch actuator 7, an input shaft test gear 305 and a third gear gear in sequence along the power transmission direction (from the input shaft 201 to the output shaft 207); the concentric clutch actuator 7 is used to control the separation and engagement of the clutch, which can increase the clutch action response speed and improve the response accuracy; the concentric clutch actuator 7 is provided with a clutch displacement sensor 8 for detecting the clutch displacement value.

[0082] The input shaft 201 is respectively driven by the main box left intermediate shaft 202 and the main box right intermediate shaft 203 through the third gear, and the second main box right gear 302 on the main box right intermediate shaft 203 along the power transmission direction is used as the intermediate shaft speed measuring gear.

[0083] A brake 9 is provided at the end of the left intermediate shaft 202 of the main gearbox. The brake 9 is used to brake the left intermediate shaft 202 of the main gearbox by utilizing the friction force of the friction plate, thereby reducing the speed difference of the shift fork sliding sleeve before and after the gear is engaged, and improving the upshift response speed and the gear shift comfort.

[0084] The third and fourth gear shift fork sliding sleeves 701, the fourth gear gear, the second gear gear, the first and second gear shift fork sliding sleeves 702, the first gear gear, the reverse gear shift fork sliding sleeve 703, the reverse gear and the auxiliary box driving gear are sequentially sleeved on the second shaft 204 of the gearbox along the power transmission direction; the third and fourth gear shift fork sliding sleeves 701 are used to synchronize with the third gear gear or the fourth gear gear respectively, the first and second gear shift fork sliding sleeves 702 are used to synchronize with the second gear gear or the first gear gear respectively, and the reverse gear shift fork sliding sleeve 703 is used to synchronize with the reverse gear.

[0085] The second gearbox shaft 204 is respectively connected to the auxiliary box left intermediate shaft 205 and the auxiliary box right intermediate shaft 206 through an auxiliary box gear set, and the auxiliary box left intermediate shaft 205 and the auxiliary box right intermediate shaft 206 are connected to the output shaft 201 through another auxiliary box gear set.

[0086] The inner end of the output shaft 207 is suspended by a bearing, and the outer end extends into the inner hole of the flange 110 for connecting the transmission shaft. The auxiliary box synchronizer 10 and the main reduction gear, the output shaft speed measuring gear 306 and the odometer speed measuring gear 307 are arranged in the middle along the power transmission direction; the auxiliary box synchronizer 10 is used to synchronize with the auxiliary box driving gear or the main reduction gear, so that the auxiliary box left intermediate shaft 205 and the auxiliary box right intermediate shaft 206 are respectively engaged with the output shaft 207 through the same group of auxiliary box left gear 303 and auxiliary box right gear 304; the output shaft speed measuring gear 306 and the odometer speed measuring gear 307 are located in the flange 110.

[0087] The AMT system of the present invention has eight forward gears and two reverse gears. The first and second gear shift fork sliding sleeves 702 and the third and fourth gear shift fork sliding sleeves 701 have three position states, and the reverse gear shift fork sliding sleeve 703 and the auxiliary box synchronizer 10 have two position states, as follows:

[0088] (1) Neutral: When the first and second gear shift fork sliding sleeve 702, the third and fourth gear shift fork sliding sleeve 701 and the reverse gear shift fork sliding sleeve 703 are all in the middle position of the two main box gear sets, the transmission is in neutral;

[0089] (2) Forward gear:

[0090] 1st gear: the first and second gear shift fork sliding sleeve 702 synchronizes the first gear gear, and the auxiliary box synchronizer 10 synchronizes the main reduction gear;

[0091] 2nd gear: the first and second gear shift fork sliding sleeve 702 synchronizes the second gear gear, and the auxiliary box synchronizer 10 synchronizes the main reduction gear;

[0092] 3rd gear: The third and fourth gear shift fork sliding sleeve 701 synchronizes the third gear gear, and the auxiliary box synchronizer 10 synchronizes the main reduction gear;

[0093] 4th gear: the third and fourth gear shift fork sliding sleeve 701 synchronizes the fourth gear gear, and the auxiliary box synchronizer 10 synchronizes the main reduction gear;

[0094] 5th gear: the first and second gear shift fork sliding sleeve 702 synchronizes the first gear gear, and the auxiliary gearbox synchronizer 10 synchronizes the auxiliary gearbox drive gear;

[0095] 6th gear: the first and second gear shift fork sliding sleeve 702 synchronizes the second gear gear, and the auxiliary box synchronizer 10 synchronizes the auxiliary box driving gear;

[0096] 7th gear: the third and fourth gear shift fork sliding sleeve 701 synchronizes the third gear gear, and the auxiliary box synchronizer 10 synchronizes the auxiliary box drive gear;

[0097] 8th gear: the third and fourth gear shift fork sliding sleeve 701 synchronizes the fourth gear gear, and the auxiliary box synchronizer 10 synchronizes the auxiliary box driving gear;

[0098] (3) Reverse gear:

[0099] R1 gear: reverse gear fork sliding sleeve 703 synchronizes reverse gear, auxiliary box synchronizer 10 synchronizes main reduction gear;

[0100] R2 gear: the reverse gear shift fork sliding sleeve 703 synchronizes the reverse gear, and the auxiliary gearbox synchronizer 10 synchronizes the auxiliary gearbox driving gear.

[0101] Each gear is switched by selecting the appropriate main box gear set to engage between different main box gear sets through the corresponding shift fork sleeve, thereby achieving different speed ratios to meet the different needs of vehicle operation.

[0102] The sensor module includes an input shaft speed sensor 401 located inside the clutch housing 101, an intermediate shaft speed sensor 402 arranged on the main case 102, an output shaft speed sensor 403 arranged in the flange 110, and an odometer speed sensor 404. The input shaft speed sensor 401 is used to measure the speed of the input shaft 201 through the input shaft speed measuring gear 305; the intermediate shaft speed sensor 402 is used to measure the speed of the right intermediate shaft 203 of the main case through the intermediate shaft speed measuring gear; the output shaft speed sensor 403 is used to measure the speed of the output shaft 207 through the output shaft speed measuring gear 306; and the odometer speed sensor 404 is used to measure the speed and mileage of the vehicle through the odometer speed measuring gear 307. Since the output shaft speed measuring gear 306 has more teeth than the odometer speed measuring gear 307, the output shaft speed sensor 403 has a higher speed accuracy than the odometer speed sensor 404. The signal of the odometer speed sensor 404 is used to calculate the vehicle speed and can be mutually verified with the signal of the output shaft speed sensor 403.

[0103] The self-locking module is located on the top surface of the auxiliary box 103, and includes a main box self-locking structure 501 and an auxiliary box self-locking structure 502 for locking and fixing the fork shaft position of the main box 102 and the fork shaft position of the auxiliary box 103 respectively.

[0104] The integrated gear selection and shifting mechanism 6 is arranged on the top of the main box 102; the integrated gear selection and shifting mechanism 6 includes a cylinder assembly, a transmission controller, a main box gear selection solenoid valve, a main box gear engagement solenoid valve, an auxiliary box gear engagement solenoid valve, a clutch fast intake valve, a clutch slow intake valve, a clutch fast exhaust valve, a clutch slow exhaust valve, a brake solenoid valve, an intake pressure limiting valve 15, a main box gear shifting displacement sensor, a main box gear selection displacement sensor, an auxiliary box gear shifting displacement sensor, and an oil temperature sensor.

[0105] The cylinder assembly includes a main gear selection cylinder 601, a main gear engagement cylinder 602, and an auxiliary gear engagement cylinder 603; the main gear selection cylinder 601 is used to switch between the first and second gear shift fork sleeves 702, the third and fourth gear shift fork sleeves 701, or the reverse gear shift fork sleeve 703; the main gear engagement cylinder 602 is used to disengage or engage the first and second gear shift fork sleeves 702, the third and fourth gear shift fork sleeves 701, or the reverse gear shift fork sleeve 703; the auxiliary gear engagement cylinder 603 is used to make the auxiliary gear synchronizer 10 cooperate with one of the auxiliary gear sets; the main gear selection solenoid valve, the main gear engagement solenoid valve, and the auxiliary gear engagement solenoid valve are used to control the inflation of the main gear selection cylinder 601, the main gear engagement cylinder 602, and the auxiliary gear engagement cylinder 603, respectively.

[0106] The clutch quick air intake valve and the clutch slow air intake valve are used to fill air into the concentric clutch actuator 7 to disengage the clutch; the clutch quick exhaust valve and the clutch slow exhaust valve are used to exhaust air from the concentric clutch actuator 7 to engage the clutch.

[0107] The main gear shift displacement sensor is used to detect the position change of the first and second gear shift fork sliding sleeve 702, the third and fourth gear shift fork sliding sleeve 701 or the reverse gear shift fork sliding sleeve 703, and output it to the transmission controller to ensure the accuracy and reliability of the shift operation.

[0108] The main gear selection displacement sensor is used to detect the gear selection position of the first and second gear shift fork sliding sleeve 702, the third and fourth gear shift fork sliding sleeve 701 or the reverse gear shift fork sliding sleeve 703, and output it to the transmission controller to ensure the accuracy of the gear selection process.

[0109] The auxiliary gear shift displacement sensor is used to detect the position change of the auxiliary gear synchronizer 10 and output it to the transmission controller to ensure the accurate selection and switching of the auxiliary gear 103.

[0110] The oil temperature sensor is used to detect the oil temperature inside the transmission and output it to the transmission controller to prevent the transmission from overheating and ensure reliable operation.

[0111] The integrated shifting mechanism 6 is provided with an intake pressure limiting valve 15, a vehicle connector 12 and a transmission connector 11; the intake pressure limiting valve 15 is used to connect to an external air source to inflate the concentric clutch actuator 7, the brake 9, the main gear selection cylinder 601, the main gear shift cylinder 602 and the auxiliary gear shift cylinder 603. The first input end of the electronic control harness 13 is connected to the clutch displacement sensor 8 and the input shaft speed sensor 401 through the clutch displacement and input shaft speed connector 14, respectively, for receiving the clutch displacement and the input shaft 201 speed, respectively; the second input end is connected to the intermediate shaft speed sensor 402, for receiving the speed of the right intermediate shaft 203 of the main box, and the third input end is connected to the output shaft speed sensor 403, for receiving the output shaft speed; the output end of the electronic control harness 13 is connected to the transmission controller through the transmission connector 11; the transmission controller is powered by the vehicle connector 12, receives vehicle operating condition information and messages, and outputs transmission message information at the same time, and the transmission message information includes the current gear position, target gear position, input shaft 201 speed, main box right intermediate shaft 203 speed and output shaft 207 speed, required engine limit torque, required engine speed, and transmission fault message information.

[0112] The transmission controller is used to control the main box gear selection cylinder 601 through the main box gear selection solenoid valve when selecting gears, control the concentric clutch actuator 7 to separate or engage the clutch during gear engagement and starting, control the brake 9 through the brake solenoid valve to adjust the speed of the main box left intermediate shaft 202 during gear shifting, control the main box gear engagement cylinder 602 to remove and engage the main box 102 gear position through the main box gear engagement solenoid valve during upshift or downshift, and control the auxiliary box gear engagement cylinder 603 through the auxiliary box gear engagement solenoid valve when the auxiliary box 103 gear position needs to be switched. Specifically, the transmission controller controls the speed and size of the corresponding mechanism air pressure build-up by controlling the solenoid valve frequency and duty cycle, thereby controlling the speed of the actuator action.

[0113] The clutch housing 101, the main box 102, the auxiliary box 103 and the flange 110 are all made of highly integrated die-cast aluminum alloy technology to meet the lightweight requirements of the entire vehicle; a power take-off reserved interface 17 is set at the lower left of the main box 102, and a retarder reserved interface 16 is set at the rear end of the auxiliary box 103.

[0114] The gears in the main box 102 and the auxiliary box 103 are all helical gear structures and are prepared by a gear grinding process, which has high transmission efficiency, more wear-resistant gears, more stable operation and low noise.

[0115] A control method of the AMT system is characterized by comprising the following steps:

[0116] Step 1: When the vehicle equipped with the above AMT system needs to shift gears, the driver operates the shift handle, and after receiving the shift request, the transmission controller determines the target gear for starting according to the vehicle operating condition information (vehicle weight, slope information);

[0117] The transmission controller opens the clutch quick exhaust valve and / or the clutch slow exhaust valve to exhaust the air from the concentric clutch actuator 7, disengages the clutch, and cuts off the vehicle power;

[0118] The transmission controller controls the main gear selection cylinder 601 to select the target gear through the main gear selection solenoid valve, and then controls the brake 9 to brake the speed of the left intermediate shaft 202 of the main gear through the brake solenoid valve. When the speed difference between the target gear and the corresponding sliding sleeve is within a specific range, the transmission controller controls the main gear shift cylinder 602 to shift the main gear 102 through the main gear shift solenoid valve;

[0119] Step 2: When the vehicle needs to start, the driver steps on the accelerator pedal, and the transmission controller opens the clutch quick exhaust valve and / or the clutch slow exhaust valve according to the vehicle operating condition information to fill air into the concentric clutch actuator 7, controls the clutch engagement speed and depth, and simultaneously cooperates with the control to increase the engine torque 37 to complete the synchronization of the input shaft speed 34 and the engine speed 33, thereby completing the start;

[0120] Step 3, during the driving process of the vehicle, the transmission controller determines whether there is any need for upshifting, downshifting, or stopping according to the vehicle operating condition information. If upshifting is required, step 4 is executed; if downshifting is required, step 6 is executed; if stopping is required, step 8 is executed; if none of the above is required, step 3 is executed again;

[0121] Step 4 Figure 5 The changes of various key parameters of the AMT system during the upshift process are shown. The transmission controller disengages the clutch through the concentric clutch actuator 7 (the clutch position 36 changes), and at the same time cooperates to control the engine torque 37 to reduce; after the clutch is completely disengaged, the transmission controller controls the main box gear-engagement solenoid valve to control the main box gear-engagement cylinder 602 to complete the main box 102 gear shifting, and the transmission controller determines whether the auxiliary box synchronizer 10 needs to switch from low gear to high gear according to the current gear and the target gear. If so, the transmission controller controls the auxiliary box gear-engagement solenoid valve to control the auxiliary box gear-engagement cylinder 603 to make the auxiliary box synchronizer 10 synchronize the auxiliary box drive gear, and then executes step 5; otherwise, directly execute step 5;

[0122] Step 5, the transmission controller brakes the speed of the left intermediate shaft 202 of the main gearbox through the brake 9. When the speed difference between the target gear position and the corresponding sliding sleeve is within a specific range, the transmission controller controls the main gearbox gear-engaging solenoid valve to control the main gearbox gear-engaging cylinder 602 to engage the main gearbox 102 (the gear-engaging displacement 35 changes), and finally engages the clutch through the concentric clutch actuator 7 (the clutch position 36 changes again), and at the same time cooperates to control the engine torque 37 to increase, thereby completing the upshift;

[0123] Step 6 Figure 6 The changes of various key parameters of the AMT system during the downshift process are shown. The transmission controller disengages the clutch through the concentric clutch actuator 7 (the clutch position 36 changes), and at the same time cooperates to control the engine torque 37 to reduce; after the clutch is completely disengaged, the transmission controller controls the main box gear-engagement solenoid valve to control the main box gear-engagement cylinder 602 to complete the main box 102 gear shifting, and the transmission controller determines whether the auxiliary box synchronizer 10 needs to be switched from high gear to low gear. If so, the auxiliary box gear-engagement solenoid valve is controlled to control the auxiliary box gear-engagement cylinder 603 to synchronize the auxiliary box synchronizer 10 with the main reduction gear, and then execute step 7; otherwise, directly execute step 7;

[0124] Step 7, the transmission controller controls the engine speed 33 to increase to the speed corresponding to the target gear, and at the same time slowly engages the clutch through the concentric clutch actuator 7 to increase the input shaft speed. When the speed difference between the main gear set of the target gear and the corresponding sliding sleeve is within a specific range, the transmission controller controls the clutch to be separated through the concentric clutch actuator 7, and then controls the main gear solenoid valve to control the main gear cylinder 602 to engage the main gear (the gear displacement 35 changes), and finally engages the clutch through the concentric clutch actuator 7 (the clutch position 36 changes again), and at the same time cooperates to control the engine torque 37 to increase, so as to complete the downshift;

[0125] Step 8. When the vehicle gear drops to the lowest starting gear and the engine speed 33 is close to idle, the transmission controller completely disengages the clutch through the concentric clutch actuator 7 to cut off the power transmission; if it is necessary to restart, execute step 2; if it is necessary to stop, the driver operates the shift handle, and after the transmission controller receives the gear return request, the transmission controller controls the cylinder assembly to complete the main box 102 gear release, shuts down the engine, and completes the parking.

Claims

1. An AMT system, comprising a housing, an input shaft (201), a flange (110), a sensor module and a self-locking module, wherein the housing comprises a clutch housing (101), a main box (102) and an auxiliary box (103) connected in sequence; characterized in that: It also includes an integrated gear selection and shifting mechanism (6) arranged on the top of the main box (102); The main box (102) is provided with a main box left intermediate shaft (202), a main box right intermediate shaft (203), a second gearbox shaft (204) and five main box gear sets, each of the main box gear sets comprising a main gear (308), a main box left gear (301) and a main box right gear (302) respectively meshing with the main gear (308) and symmetrically arranged on the main box left intermediate shaft (202) and the main box right intermediate shaft (203), the five main gears (308) being respectively a third gear, a fourth gear, a second gear, a first gear and reverse gear; the auxiliary box (103) is provided with an auxiliary box left intermediate shaft (205), an auxiliary box right intermediate shaft (206), an output shaft (207) and two auxiliary box gear sets; each of the auxiliary box gear sets includes an auxiliary box gear (309), an auxiliary box left gear (303) and an auxiliary box right gear (304) which are respectively meshed with the auxiliary box gear (309) and symmetrically arranged on the auxiliary box left intermediate shaft (205) and the auxiliary box right intermediate shaft (206), and the two auxiliary box gears (309) are the auxiliary box driving gear and the main reduction gear respectively; The outer end of the input shaft (201) is located outside the clutch housing (101) and is used to connect with the clutch driven plate. The inner end passes through the clutch housing (101) and extends into the main box (102). A concentric clutch actuator (7) and the third gear are arranged in sequence in the middle along the power transmission direction. The concentric clutch actuator (7) is used to control the separation and engagement of the clutch. A clutch displacement sensor (8) is arranged on the concentric clutch actuator (7). The clutch displacement sensor (8) is used to connect to a gearbox controller. The input shaft (201) is respectively driven by the main box left intermediate shaft (202) and the main box right intermediate shaft (203) through the first main box gear set; a brake (9) is provided at the end of the main box left intermediate shaft (202); The gearbox second shaft (204) is provided with a third and fourth gear shift fork sliding sleeve (701), the fourth gear, the second gear, the first and second gear shift fork sliding sleeve (702), the first gear, the reverse gear shift fork sliding sleeve (703), the reverse gear and the auxiliary gearbox driving gear in sequence along the power transmission direction; the third and fourth gear shift fork sliding sleeve (701) is used to synchronize with the third gear or the fourth gear respectively, the first and second gear shift fork sliding sleeve (702) is used to synchronize with the second gear or the first gear respectively, and the reverse gear shift fork sliding sleeve (703) is used to synchronize with the reverse gear; The outer end of the output shaft (207) extends into the inner hole of the flange (110) for connecting to the transmission shaft, and the output shaft (207) is provided with an auxiliary box synchronizer (10) and a main reduction gear in sequence along the power transmission direction; the auxiliary box synchronizer (10) is used to synchronize with the auxiliary box drive gear or the main reduction gear; The integrated gear selection and shifting mechanism (6) comprises a cylinder assembly and a transmission controller; the cylinder assembly is used to control the first and second gear shift fork sliding sleeves (702), the third and fourth gear shift fork sliding sleeves (701), the reverse gear shift fork sliding sleeve (703) and the auxiliary gearbox synchronizer (10); the transmission controller is used to control the concentric clutch actuator (7) to separate or engage the clutch during the gear shifting and starting process, to select, disengage and engage the main gearbox (102) through the cylinder assembly, and to switch the gear position of the auxiliary gearbox (103); The sensor module is arranged on the housing and is used to measure the speed of the input shaft (201), the speed of the right intermediate shaft (203) of the main box, the speed of the output shaft (207), the speed and mileage of the vehicle, and output the measured data to the transmission controller; The self-locking module is located on the top surface of the auxiliary box (103) and is used to lock and fix the position of the shift fork shaft in the main box (102) and the auxiliary box (103).

2. The AMT system according to claim 1, characterized in that: The cylinder assembly comprises a main gear selection cylinder (601), a main gear engaging cylinder (602), and an auxiliary gear engaging cylinder (603); the main gear selection cylinder (601) is used for switching between the first and second gear shift fork sliding sleeves (702), the third and fourth gear shift fork sliding sleeves (701), or the reverse gear shift fork sliding sleeve (703); the main gear engaging cylinder (602) is used for shifting between the first and second gear shift fork sliding sleeves (702), the third and fourth gear shift fork sliding sleeves (701), or the reverse gear shift fork sliding sleeve (703); the auxiliary gear engaging cylinder (603) is used for synchronizing the auxiliary gear synchronizer (10) with the auxiliary gear driving gear or the main reduction gear.

3. The AMT system according to claim 2, characterized in that: The integrated gear selection and shifting mechanism (6) further comprises an intake pressure limiting valve (15), a main gear selection solenoid valve, a main gear engaging solenoid valve, a sub-gear engaging solenoid valve and a brake solenoid valve; The air intake pressure limiting valve (15) is used to connect an external air source to inflate the concentric clutch actuator (7), the brake (9), the main gear selection cylinder (601), the main gear engaging cylinder (602), and the auxiliary gear engaging cylinder (603); The transmission controller controls the inflation of the main gear selection cylinder (601), the main gear engagement cylinder (602), the auxiliary gear engagement cylinder (603) and the brake (9) through the main gear selection solenoid valve, the main gear engagement solenoid valve, the auxiliary gear engagement solenoid valve and the brake solenoid valve.

4. The AMT system according to claim 3, characterized in that: The integrated gear selection and shifting mechanism (6) further comprises a clutch fast air intake valve, a clutch slow air intake valve, a clutch fast exhaust valve, a clutch slow exhaust valve, a main gear shift displacement sensor, a main gear selection displacement sensor, a sub-gear shift displacement sensor and an oil temperature sensor; The clutch quick air inlet valve and the clutch slow air inlet valve are used to fill air into the concentric clutch actuator (7) to disengage the clutch; the clutch quick exhaust valve and the clutch slow exhaust valve are used to exhaust air from the concentric clutch actuator (7) to engage the clutch; The main gearbox shift displacement sensor is used to detect the position change of the first and second gear shift fork sliding sleeves (702), the third and fourth gear shift fork sliding sleeves (701) or the reverse gear shift fork sliding sleeve (703), and output it to the transmission controller; The main gear selection displacement sensor is used to detect the position of the first and second gear shift fork sliding sleeves (702), the third and fourth gear shift fork sliding sleeves (701) or the reverse gear shift fork sliding sleeve (703), and outputs the position to the transmission controller; The auxiliary gearbox shift displacement sensor is used to detect the position change of the auxiliary gearbox synchronizer (10) and output it to the transmission controller; The oil temperature sensor is used to detect the oil temperature inside the transmission and output it to the transmission controller.

5. An AMT system according to any one of claims 1 to 4, characterized in that: The sensor module comprises an input shaft speed sensor (401) located inside the clutch housing (101), an intermediate shaft speed sensor (402) arranged on the main box (102), an output shaft speed sensor (403) arranged in the flange (110), and an odometer speed sensor (404); An input shaft speed measuring gear (305) is arranged between the concentric clutch actuator (7) and the third gear gear on the input shaft (201), and the input shaft speed sensor (401) is used to measure the speed of the input shaft (201) through the input shaft speed measuring gear (305); The second main box right gear (302) on the main box right intermediate shaft (203) along the power transmission direction is used as an intermediate shaft speed measuring gear, and the intermediate shaft speed sensor (402) is used to measure the speed of the main box right intermediate shaft (203) through the intermediate shaft speed measuring gear; An output shaft speed measuring gear (306) and an odometer speed measuring gear (307) are sequentially arranged between the main reduction gear and the outer end portion of the output shaft (207); the output shaft speed measuring gear (403) is used to measure the speed of the output shaft (207) through the output shaft speed measuring gear (306); and the odometer speed measuring gear (404) is used to measure the speed and mileage of the vehicle through the odometer speed measuring gear (307).

6. The AMT system according to claim 5, characterized in that: Also includes an electric control harness (13); The integrated gear selection and shifting mechanism (6) is provided with a gearbox connector (11) and a vehicle connector (12); The first input end of the electric control harness (13) is connected to a clutch displacement sensor (8) and an input shaft speed sensor (401) respectively through a clutch displacement and input shaft speed connector (14), and is used to receive the clutch displacement and input shaft (201) speed respectively; the second input end is connected to an intermediate shaft speed sensor (402), and is used to receive the speed of the right intermediate shaft (203) of the main gearbox; the third input end is connected to an output shaft speed sensor (403), and is used to receive the speed of the output shaft (207); the output end of the electric control harness (13) is connected to a gearbox controller through a gearbox connector (11); The transmission controller is powered by the vehicle connector (12), receives vehicle operating condition information and messages, and outputs transmission message information, wherein the transmission message information includes the current gear position, the target gear position, the input shaft (201) speed, the main box right intermediate shaft (203) speed and the output shaft (207) speed, the required engine limit torque, the required engine speed, and transmission fault message information.

7. The AMT system according to claim 6, characterized in that: The self-locking module comprises a main case self-locking structure (501) and an auxiliary case self-locking structure (502) for respectively locking and fixing the position of a shift fork shaft of a main case (102) and the position of a shift fork shaft of an auxiliary case (103).

8. The AMT system according to claim 6, characterized in that: A power take-off reserved interface (17) is provided at the lower left of the main box (102), and a retarder reserved interface (16) is provided at the rear end of the auxiliary box (103).

9. The AMT system according to claim 6, characterized in that: The clutch housing (101), main box (102), auxiliary box (103) and flange (110) are all made using a highly integrated die-casting aluminum alloy process; the gears in the main box (102) and auxiliary box (103) are all helical gear structures and are made using a gear grinding process.

10. A control method for the AMT system according to claim 1, characterized in that: The steps include: Step 1: When a vehicle equipped with the AMT system of claim 1 needs to shift gears, the shift handle is operated, and after receiving the shift request, the transmission controller determines the target gear for starting according to the vehicle operating condition information; the vehicle operating condition information includes the vehicle weight and slope; The transmission controller disengages the clutch through a concentric clutch actuator (7) to cut off the vehicle power; The transmission controller controls the cylinder assembly to select a target gear, and then controls the brake (9) to brake the rotation speed of the left intermediate shaft (202) of the main gearbox. When the speed difference between the target gear and the corresponding sliding sleeve is within a specific range, the transmission controller controls the cylinder assembly to shift the main gearbox (102) into gear. Step 2: When the vehicle needs to start, the accelerator pedal is depressed, and the transmission controller controls the clutch engagement speed and depth through the concentric clutch actuator (7) according to the vehicle operating condition information, and at the same time cooperates with the control to increase the engine torque to achieve synchronization between the input shaft (201) speed and the engine speed, thereby completing the start; Step 3, during the driving process of the vehicle, the transmission controller determines whether there is any need for upshifting, downshifting, or stopping according to the vehicle operating condition information. If upshifting is required, step 4 is executed; if downshifting is required, step 6 is executed; if stopping is required, step 8 is executed; if none of the above is required, step 3 is executed again; Step 4, the transmission controller disengages the clutch through the concentric clutch actuator (7), and at the same time cooperates to control the engine torque reduction; after the clutch is completely disengaged, the transmission controller controls the cylinder assembly to complete the main box (102) gear shifting, and the transmission controller determines whether the auxiliary box synchronizer (10) needs to switch from low gear to high gear according to the current gear and the target gear. If so, the transmission controller controls the cylinder assembly to make the auxiliary box synchronizer (10) synchronize the auxiliary box drive gear, and then executes step 5; Otherwise, go directly to step 5; Step 5, the transmission controller brakes the rotation speed of the left intermediate shaft (202) of the main gearbox through the brake (9), and when the speed difference between the target gear position and the corresponding sliding sleeve is within a specific range, the transmission controller controls the cylinder assembly to shift the main gearbox (102), and finally engages the clutch through the concentric clutch actuator (7), and at the same time cooperates to control the engine torque to increase, thereby completing the upshift; Step 6, the transmission controller disengages the clutch through the concentric clutch actuator (7), and at the same time cooperates to control the engine torque to reduce; after the clutch is completely disengaged, the transmission controller controls the cylinder assembly to complete the main box (102) gear shifting, and the transmission controller determines whether the auxiliary box synchronizer (10) needs to switch from high gear to low gear. If so, the cylinder assembly is controlled to synchronize the auxiliary box synchronizer (10) with the main reduction gear, and then step 7 is executed; otherwise, step 7 is directly executed; Step 7, the transmission controller controls the engine speed to increase to the speed corresponding to the target gear, and at the same time slowly engages the clutch through the concentric clutch actuator (7) to increase the speed of the input shaft (201). When the speed difference between the target gear and the corresponding sliding sleeve is within a specific range, the transmission controller controls the concentric clutch actuator (7) to disengage the clutch, and then controls the cylinder assembly to engage the main box (102). Finally, the concentric clutch actuator (7) engages the clutch, and at the same time cooperates to control the engine torque to increase, thereby completing the downshift. Step 8: When the vehicle gear is reduced to the lowest starting gear and the engine speed is close to the idle speed, the transmission controller completely disengages the clutch through the concentric clutch actuator (7) to cut off the power transmission; if it is necessary to restart, execute step 2; if it is necessary to stop the vehicle, the driver operates the shift handle, and after the transmission controller receives the gear return request, the transmission controller controls the cylinder assembly to complete the main box (102) gear release, shuts down the engine, and completes the parking.

Images