Integrated full-protection gear shifting air cylinder assembly for commercial vehicle

Abstract

The invention relates to the technical field of air cylinders, and discloses a commercial vehicle integrated full-protection type gear shifting air cylinder assembly which comprises a cylinder body (2), a piston sleeve (1) in clearance fit with the inner wall of the cylinder body (2) is installed in the cylinder body (2), an outer baffle ring (21) is arranged on the inner wall of the cylinder body (2), and an inner baffle ring (11) is arranged on the outer wall of the piston sleeve (1); a first sealing ring (3) and a second sealing ring (4) which are located on the left side and the right side of the outer baffle ring (21) and the inner baffle ring (11) respectively are installed between the piston sleeve (1) and the inner wall of the cylinder body (2). The magnet (5) is fixedly arranged on the piston sleeve (1); and a magnetic displacement sensor (51) is fixedly arranged on the cylinder body (2). The size of the air cylinder can be further reduced, the performance can be improved, and the air cylinder is suitable for being installed in a vehicle with a small space; in addition, the magnet is protected in the cylinder body, and performance failure caused by interference of scrap iron in the gearbox on the magnet can be avoided.

Description

Technical Field

[0001] This invention relates to the field of cylinder technology, and in particular to an integrated, fully protected shift cylinder assembly for commercial vehicles. Background Technology

[0002] Currently, whether traditional mechanical or newer electronically controlled, six-speed transmissions for commercial vehicles on the market primarily function as gear shifting mechanisms used to increase or decrease gears during vehicle speed changes. Over time, wear and tear on the mechanical structure can cause excessive shifting force, resulting in unsuccessful shifts. Environmental contamination of the shifting mechanism can also severely impact its performance and lifespan, leading to functional failures and affecting the normal use of the vehicle. Summary of the Invention

[0003] To address the shortcomings of existing technologies, this invention provides an integrated, fully protected shift cylinder assembly for commercial vehicles.

[0004] To solve the above-mentioned technical problems, the present invention provides the following technical solution: An integrated, fully protected shift cylinder assembly for commercial vehicles includes a cylinder body, which is formed by fixing a left cylinder body and a right cylinder body together with screws. The cylinder body has an inner cavity, and a piston sleeve that is clearance-fitted with the inner wall of the cylinder body and can move within the inner cavity is installed inside the cylinder body. An outer retaining ring is provided on the inner wall of the cylinder body, and an inner retaining ring is provided on the outer wall of the piston sleeve. A first sealing ring and a second sealing ring are installed between the piston sleeve and the inner wall of the cylinder body. The first sealing ring is located to the left of the outer and inner retaining rings and is restricted to rightward movement by it. The second sealing ring is located to the right of the outer and inner retaining rings and is restricted to leftward movement by it. The inner cavity is sealed by the first sealing ring. The piston sleeve is divided into a left chamber and a right chamber by the first and second sealing rings. When air enters the left or right chamber, the piston sleeve moves under the force of air pressure in the inner cavity. The first and second sealing rings slide in a sealing manner and are limited by the outer and inner retaining rings, thereby ensuring the limitation of the piston sleeve during movement and the sealing of the left and right chambers. The piston sleeve is also fixedly mounted on the piston sleeve, and a magnetic displacement sensor is fixedly mounted on the cylinder. The magnetic displacement sensor cooperates with the magnet to determine the position of the piston sleeve in the cylinder, and further determines the position of the plunger fixed to the piston sleeve, thereby knowing the current gear.

[0005] Preferably, the outer retaining ring is provided with a small hole that communicates with the outside. The axis of the small hole is perpendicular to the axis of the outer retaining ring. When the first sealing ring and the second sealing ring are far apart and form an intermediate cavity between the left and right chambers in the inner cavity, the intermediate cavity can be connected to the external air pressure through the small hole to avoid the intermediate cavity being in a vacuum state.

[0006] Preferably, the sum of the thicknesses of the inner and outer retaining rings is less than the gap between the cylinder and the piston sleeve. When the left and right chambers are simultaneously intake, the piston sleeve is subjected to pressure from both sides, which causes the outer retaining ring to remain on the same plane as the inner retaining ring.

[0007] Preferably, the piston sleeve has a magnet mounting groove at its end, the magnet is fixed in the magnet mounting groove, the magnet is in clearance fit with the inner wall of the cylinder, the magnetic displacement sensor is located directly above the magnet's range of motion, and the magnet is protected in the left chamber to prevent iron filings in the gearbox from interfering with the magnet and causing performance failure.

[0008] Preferably, the system also includes a base plate and a top cover that are sealed to each other. The cylinder body is fixed on the base plate. An air connector and an air intake passage connected to the air connector are installed on the base plate. A solenoid valve is installed on the base plate. One end of the solenoid valve is connected to the air intake passage, and the other end of the solenoid valve is connected to the left and right air passages located in the base plate and controls the opening and closing of the left and right air passages. The left air passage is connected to the left chamber, and the right air passage is connected to the right chamber.

[0009] Preferably, the inner cavity of the cylinder also has a left step and a right step located at the left and right ends respectively. The left step contacts and engages with the first sealing ring and restricts its leftward movement, while the right step contacts and engages with the second sealing ring and restricts its rightward movement.

[0010] Preferably, the cylinder also includes a plunger, which is fixed to the piston sleeve by a nut and moved by the piston sleeve; the outer end of the plunger extending out of the cylinder is connected to a shift fork, which is connected to a gear set outside the cylinder to achieve gear shifting.

[0011] Preferably, the first sealing ring includes a first sealing bracket and a first Y-shaped sealing lip mounted on the first sealing bracket. The first sealing bracket is an H-shaped annular bracket. There are two first Y-shaped sealing lips, which are located on the inner and outer sides of the first sealing bracket and respectively seal with the piston sleeve and the wall of the cavity. The opening of the first Y-shaped sealing lip faces to the left, which can achieve a better sealing effect on the left cavity. The right end of the first sealing bracket is provided with a first arc-shaped protrusion that is interference-fitted with the inner cavity wall.

[0012] Preferably, the second sealing ring includes a second sealing bracket and a second Y-shaped sealing lip mounted on the second sealing bracket. The second sealing bracket is an H-shaped annular bracket. There are two second Y-shaped sealing lips, which are located on the inner and outer sides of the second sealing bracket and respectively seal with the piston sleeve and the wall of the cavity. The opening of the second Y-shaped sealing lip faces to the right, which can provide a better sealing effect for the right cavity. The left end of the second sealing bracket is provided with a second arc-shaped protrusion that is interference-fitted with the inner cavity wall.

[0013] The present invention has significant technical effects due to the adoption of the above technical solutions: the unique piston sealing structure of this application can further reduce the cylinder volume and improve performance through two movable sealing rings, making it suitable for vehicle bodies with small installation space; in addition, the magnet is protected in the cylinder body, which can prevent the interference of iron filings in the gearbox to the magnet and cause performance failure. Attached Figure Description

[0014] Figure 1 This is a bottom view of the present invention.

[0015] Figure 2 This is a top view of the present invention.

[0016] Figure 3 This is a cross-sectional view AA of the present invention.

[0017] Figure 4 This is a schematic diagram of the left chamber air intake structure of the present invention.

[0018] Figure 5 This is a schematic diagram of the right chamber air intake structure of the present invention.

[0019] Figure 6 This is a schematic diagram of the structure of the first sealing ring.

[0020] Figure 7 This is a schematic diagram of the second sealing ring.

[0021] The parts referred to by the numbers in the attached diagram are as follows: 1—Piston sleeve, 2—Cylinder body, 3—First sealing ring, 4—Second sealing ring, 5—Magnet, 6—Solenoid valve, 7—Base plate, 8—Top cover, 9—Plunger, 11—Inner retaining ring, 201—Left chamber, 202—Right chamber, 21—Outer retaining ring, 22—Left step, 23—Right step, 31—First sealing bracket, 311—First arc-shaped protrusion, 32—First Y-shaped sealing lip, 41—Second sealing bracket, 411—Second arc-shaped protrusion, 42—Second Y-shaped sealing lip, 51—Magnetic displacement sensor, 71—Air connector, 72—Intake air passage, 73—Left air passage, 74—Right air passage, 91—Shift fork. Detailed Implementation

[0022] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments.

[0023] Example 1 An integrated, fully protected shift cylinder assembly for commercial vehicles, as shown in the figure, includes a cylinder body 2, which is formed by screws connecting a left cylinder body and a right cylinder body. The cylinder body 2 has an inner cavity. A piston sleeve 1, which is clearance-fitted to the inner wall of the cylinder body 2 and can move within the inner cavity, is installed inside the cylinder body 2. An outer retaining ring 21 is provided on the inner wall of the cylinder body 2, and an inner retaining ring 11 is provided on the outer wall of the piston sleeve 1. A first sealing ring 3 and a second sealing ring 4 are installed between the piston sleeve 1 and the inner wall of the cylinder body 2. The first sealing ring 3 is located to the left of the outer retaining ring 21 and the inner retaining ring 11 and is restricted from moving to the right by it. The second sealing ring 4 is located to the right of the outer retaining ring 21 and the inner retaining ring 11 and is restricted from moving to the left by it. The inner cavity is sealed by the first sealing ring 3 and the second sealing ring 4. The cylinder is divided into a left chamber 201 and a right chamber 202. When air enters the left chamber 201 or the right chamber 202, the piston sleeve 1 moves under the force of air pressure in the inner cavity. The first sealing ring 3 and the second sealing ring 4 slide in a sealing manner and are limited by the outer retaining ring 21 and the inner retaining ring 11, thereby ensuring the limitation of the piston sleeve 1 during the movement and the sealing of the left chamber 201 and the right chamber 202. It also includes a magnet 5 fixed on the piston sleeve 1 and a magnetic displacement sensor 51 fixed on the cylinder body 2. The magnetic displacement sensor 51 and the magnet 5 cooperate to determine the position of the piston sleeve 1 in the cylinder body 2, and further determine the position of the plunger 9 and the shift fork 91 fixed to the piston sleeve 1, thereby knowing the current gear.

[0024] The piston sleeve 1 has a magnet mounting groove at its end, and the magnet 5 is fixed in the magnet mounting groove. The magnet 5 is clearance-fitted with the inner wall of the cylinder body 1. The magnetic displacement sensor 51 is located directly above the range of motion of the magnet 5. The magnet 5 is protected inside the left chamber 201 to prevent interference from iron filings in the gearbox that could cause performance failure. The magnetic displacement sensor 51 senses changes in the magnetic field due to changes in its relative position to the magnet 5, calculates the stroke of the magnet 5 and the piston sleeve 2, and the TCU automatically determines whether the shift action is complete. Throughout the entire operation, regardless of the harshness of the working conditions, the three sets of solenoid valves 6 and the three magnetic displacement sensors 5 are always protected between the upper side of the chassis 7 and the lower side of the upper cover 8, preventing the risk of product failure due to external dust or mud. This invention features strong dustproof capability and adaptability to various working conditions. Furthermore, the split-type cylinder of this invention has a small structural volume, compact space, and high output force, making it suitable for various small-scale gear shifting systems.

[0025] Working principle: When the product is working, the external air source enters the right chamber 202 through the air inlet 71 in the base plate 7 via the air connector 71, the air outlet 71 of the solenoid valve 6, and the right air passage 74. This air pushes the piston sleeve 1, the plunger 9, and the shift fork 91, ultimately driving the gear sleeve to move. During this process, the magnet 5 on the piston sleeve 1 also moves the same distance. At this time, the magnetic displacement sensor 51 senses the change in the magnetic field due to the change in its relative position with the magnet 5, and calculates the movement distance of the magnet 5 and the piston sleeve 1. The TCU automatically determines whether the shifting action is in place. When the control air from the solenoid valve 6 enters the left chamber 201 through the left air passage 73, the magnet 5 on the piston sleeve 1 is pushed to the right. The magnetic displacement sensor 51 senses the change in the magnetic field due to the change in its relative position with the magnet 5, and calculates the movement distance of the magnet 5 and the piston sleeve 1. When disengagement is required, air enters the left chamber 201 and the right chamber 202 simultaneously. When the piston sleeve 1, the first sealing ring 3, and the second sealing ring 4 are simultaneously subjected to air pressure, and under the limiting action of the inner retaining ring 11 and the outer retaining ring 21, the piston sleeve 1 can only stop in the middle position between the left chamber 201 and the right chamber 202. That is, the inner retaining ring 11 and the outer retaining ring 21 are aligned vertically in the same vertical plane, thereby achieving disengagement.

[0026] Example 2 Similar to Embodiment 1, except that the outer retaining ring 21 is provided with a small hole that communicates with the outside. The axis of the small hole is perpendicular to the axis of the outer retaining ring 21, and the opening of the small hole is located on the inner ring surface of the outer retaining ring 21. When the first sealing ring 3 and the second sealing ring 4 move away from each other, an intermediate cavity will be formed in the inner cavity between the left cavity 201 and the right cavity 202. The intermediate cavity can be connected to the external air pressure through the small hole to avoid a vacuum state in the intermediate cavity.

[0027] The sum of the thicknesses of the inner retaining ring 11 and the outer retaining ring 21 is less than the gap between the cylinder body 2 and the piston sleeve 1. When the left chamber 201 and the right chamber 202 are simultaneously intake, the piston sleeve 1 is subjected to pressure from both sides, which causes the outer retaining ring 21 to remain on the same plane as the inner retaining ring 11.

[0028] Example 3 Similar to Embodiment 1, but with the difference of including a base plate 7 and a top cover 8 that are sealed to each other. The cylinder body 2 is fixedly mounted on the base plate 7. An air connector 71 and an air intake passage 72 connected to the air connector 71 are installed on the base plate 7. A solenoid valve 6 is installed on the base plate 7. One end of the solenoid valve 6 is connected to the air intake passage 72, and the other end of the solenoid valve 6 is connected to the left air passage 73 and the right air passage 74 located in the base plate 7 and controls the opening and closing of the left air passage 73 and the right air passage 74. The left air passage 73 is connected to the left chamber 201, and the right air passage 74 is connected to the right chamber 202.

[0029] The inner cavity of cylinder 2 also has a left step 22 and a right step 23 located at the left and right ends, respectively. The left step 22 contacts and engages with the first sealing ring 3, restricting its leftward movement, while the right step 23 contacts and engages with the second sealing ring 4, restricting its rightward movement. The fixed left step 22 and outer retaining ring 21 limit the position of the first sealing ring 3, and the movable inner retaining ring 4 pushes the first sealing ring 3 to move within the limited range. Similarly, the fixed right step 23 and outer retaining ring 21 limit the position of the second sealing ring 4, and the movable inner retaining ring 4 pushes the second sealing ring 4 to move within the limited range. The inner retaining ring 4 can move because the pressure change in the left chamber 201 or the right chamber 202 drives the piston sleeve 2 to move.

[0030] It also includes a plunger 9, which is fixed to the piston sleeve 1 by a nut and moved by the piston sleeve 1; the plunger 9 extends out of the cylinder body 2 and is connected to a shift fork 91, which is connected to a gear set outside the cylinder to realize gear shifting.

[0031] Example 4 Similar to Embodiment 1, except that the first sealing ring 3 includes a first sealing bracket 31 and a first Y-shaped sealing lip 32 mounted on the first sealing bracket 31. The first sealing bracket 31 is an H-shaped annular bracket made of rubber. There are two first Y-shaped sealing lips 32, located on the inner and outer sides of the first sealing bracket 31 respectively, and they respectively seal against the walls of the piston sleeve 2 and the cavity 1. The opening of the first Y-shaped sealing lip 32 faces to the left, which provides a better sealing effect for the left cavity 201. The right end of the first sealing bracket 31... The part is provided with a first arc-shaped protrusion 311 that is interference-fitted with the inner cavity wall. There are two first arc-shaped protrusions 311, which are located on the inner and outer sides of the first sealing bracket 31 respectively. The two first arc-shaped protrusions 311 extend towards the middle and form an opening on the right side of the first sealing bracket 31. The included angle of the opening is 120°. Since the first sealing ring 3 will slide left and right, it may not be able to play a good sealing role when moving to the right due to the left opening of the first Y-shaped sealing lip 32. Therefore, the first arc-shaped protrusion 311 is needed to reinforce the sealing performance.

[0032] Example 5 Similar to Embodiment 1, the difference is that the second sealing ring 4 includes a second sealing bracket 41 and a second Y-shaped sealing lip 42 mounted on the second sealing bracket 41. The second sealing bracket 41 is an H-shaped annular bracket made of rubber. There are two second Y-shaped sealing lips 42, located on the inner and outer sides of the second sealing bracket 41 respectively, and they respectively seal against the walls of the piston sleeve 2 and the cavity 1. The opening of the second Y-shaped sealing lip 42 faces to the right, which provides a better sealing effect for the right cavity 202. The left end of the second sealing bracket 41 is provided with... The second arc-shaped protrusion 411 is interference-fitted with the inner cavity wall. There are two second arc-shaped protrusions (411) and they are located on the inner and outer sides of the second sealing bracket (41) respectively. The two second arc-shaped protrusions (411) extend towards the middle and form an opening on the left side of the second sealing bracket (41). The opening angle is 120°. Since the second sealing ring 4 will slide left and right, it may not be able to play a good sealing role when moving to the left due to the right opening of the second Y-shaped sealing lip 42. Therefore, the second arc-shaped protrusion 311 is needed to reinforce the sealing performance.

[0033] In summary, the above description is only a preferred embodiment of the present invention. All equivalent changes and modifications made within the scope of the claims of the present invention should be covered by the present invention.

Claims

1. A commercial vehicle integrated fully protected shift cylinder assembly, comprising a cylinder body (2), wherein the cylinder body (2) has an inner cavity, characterized in that: A piston sleeve (1) is installed inside the cylinder (2) and is clearance-fitted with the inner wall of the cylinder (2) and can move in the inner cavity. An outer retaining ring (21) is provided on the inner wall of the cylinder (2), and an inner retaining ring (11) is provided on the outer wall of the piston sleeve (1). A first sealing ring (3) and a second sealing ring (4) are installed between the piston sleeve (1) and the inner wall of the cylinder (2). The first sealing ring (3) is located on the left side of the outer retaining ring (21) and the inner retaining ring (11), and the second sealing ring (4) is located on the right side of the outer retaining ring (21) and the inner retaining ring (11). The inner cavity is divided into a left chamber (201) and a right chamber (202) by the first sealing ring (3) and the second sealing ring (4). It also includes a magnet (5) fixed on the piston sleeve (1), and a magnetic displacement sensor (51) is fixed on the cylinder (2). The magnetic displacement sensor (51) and the magnet (5) are inductively coupled.

2. The commercial vehicle integrated fully protected shift cylinder assembly according to claim 1, characterized in that: The outer retaining ring (21) is provided with a small hole that communicates with the outside world, and the axis of the small hole is set perpendicular to the axis of the outer retaining ring (21).

3. The commercial vehicle integrated fully protected shift cylinder assembly according to claim 1, characterized in that: The sum of the thicknesses of the inner retaining ring (11) and the outer retaining ring (21) is less than the gap between the cylinder body (2) and the piston sleeve (1).

4. A commercial vehicle six-speed integrated fully protected shift cylinder assembly according to claim 1, characterized in that: The piston sleeve (1) has a magnet mounting groove at its end. The magnet (5) is fixed in the magnet mounting groove. The magnet (5) is in clearance fit with the inner wall of the cylinder (1). The magnetic displacement sensor (51) is located directly above the range of motion of the magnet (5).

5. The commercial vehicle integrated fully protected shift cylinder assembly according to claim 1, characterized in that: It also includes a base plate (7) and a top cover (8) that are sealed together. The cylinder body (2) is fixed on the base plate (7). An air connector (71) and an air intake passage (72) connected to the air connector (71) are installed on the base plate (7). A solenoid valve (6) is installed on the base plate (7). One end of the solenoid valve (6) is connected to the air intake passage (72). The other end of the solenoid valve (6) is connected to the left air passage (73) and the right air passage (74) located in the base plate (7) and controls the opening and closing of the left air passage (73) and the right air passage (74). The left air passage (73) is connected to the left chamber (201), and the right air passage (74) is connected to the right chamber (202).

6. The commercial vehicle integrated fully protected shift cylinder assembly according to claim 1, characterized in that: The inner cavity of the cylinder (2) also has a left step (22) and a right step (23) located at the left and right ends respectively. The left step (22) contacts and cooperates with the first sealing ring (3) and restricts its leftward movement, while the right step (23) contacts and cooperates with the second sealing ring (4) and restricts its rightward movement.

7. The commercial vehicle integrated fully protected shift cylinder assembly according to claim 1, characterized in that: It also includes a plunger (9), which is fixed to the piston sleeve (1) by a nut and moved by the piston sleeve (1); the outer end of the plunger (9) extending out of the cylinder body (2) is connected to a shift fork (91).

8. The commercial vehicle integrated fully protected shift cylinder assembly according to claim 1, characterized in that: The first sealing ring (3) includes a first sealing bracket (31) and a first Y-shaped sealing lip (32) mounted on the first sealing bracket (31). The first sealing bracket (31) is an H-shaped annular bracket. There are two first Y-shaped sealing lips (32) located on the inner and outer sides of the first sealing bracket (31) and respectively sealingly engaging with the walls of the piston sleeve (2) and the cavity (1). The opening of the first Y-shaped sealing lip (32) faces to the left. The right end of the first sealing bracket (31) is provided with a first arc-shaped protrusion (311) that is interference-fitted with the inner cavity wall. There are two first arc-shaped protrusions (311) located on the inner and outer sides of the first sealing bracket (31). The two first arc-shaped protrusions (311) extend towards the middle and form an opening on the right side of the first sealing bracket (31). The angle of the opening is 95° to 145°.

9. A commercial vehicle integrated fully protected shift cylinder assembly according to claim 1, characterized in that: The second sealing ring (4) includes a second sealing bracket (41) and a second Y-shaped sealing lip (42) mounted on the second sealing bracket (41). The second sealing bracket (41) is an H-shaped annular bracket. There are two second Y-shaped sealing lips (42) located on the inner and outer sides of the second sealing bracket (41) and respectively sealingly engaging with the walls of the piston sleeve (2) and the cavity (1). The opening of the second Y-shaped sealing lip (42) faces to the right. The left end of the second sealing bracket (41) is provided with a second arc-shaped protrusion (411) that is interference-fitted with the inner cavity wall. There are two second arc-shaped protrusions (411) located on the inner and outer sides of the second sealing bracket (41). The two second arc-shaped protrusions (411) extend towards the middle and form an opening on the left side of the second sealing bracket (41). The angle of the opening is 95° to 145°.

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