Electrically-controlled pneumatic gear shifting executing mechanism and automatic gearbox

Abstract

The utility model provides an electric control pneumatic gear shifting executing mechanism and an automatic gearbox, which comprise a three-position five-way valve, an air inlet line of the three-position five-way valve is connected with a high-pressure air source, and two air outlets of the three-position five-way valve are connected with a high-gear air cylinder air inlet and a low-gear air cylinder air inlet of a gear engaging air cylinder. According to the utility model, the gear shifting executing mechanism with the synchronizer can automatically adjust the gear engaging force and the synchronization time of the synchronizer at the synchronization stage of the synchronizer, so that the service life of the synchronizer is effectively prolonged, the gear shifting impact and the gear shifting NVH (Noise Vibration and Harshness) are reduced, and the driving quality of an AMT (Automated Mechanical Transmission) is improved.

Description

Technical Field

[0001] The utility model belongs to the field of transmissions, and in particular relates to an electric-controlled pneumatic shift actuator and an automatic transmission. Background Art

[0002] AMT is a transmission device that can automatically shift gears according to the vehicle's operating status and the road environment. It is based on the manual transmission and is equipped with an automatic gear selection and shift actuator and a clutch actuator, plus a TCU control unit. It can automatically shift up and down according to the current road conditions to meet the driver's driving needs.

[0003] Automatic transmission commercial vehicles mainly use mechanical automatic transmission (AMT). At the same time, in order to meet the requirements of gear shifting reliability and long gear shifting life, the current mainstream solution adopts electronically controlled pneumatic actuators. The AMT transmission main box adopts a sliding sleeve structure, and an intermediate shaft brake is used to regulate the speed of the gear shifting process. Both the front and rear auxiliary boxes use synchronizers for synchronous gear shifting speed regulation.

[0004] The current mainstream synchronizer shift actuator solution uses a two-position three-way valve to control the movement of the cylinder, which drives the shift fork to switch between high and low gears. However, the biggest problem with the two-position three-way valve is that the cylinder driven by the two-position three-way valve can only exist in three positions: left, middle, and right, and the cylinder's gear-engaging force cannot be automatically adjusted. During the synchronizer's synchronous speed regulation process, the cylinder needs to remain in the synchronizer sliding position for a certain period of time so that the synchronizer can shift and synchronize the speed. If a two-position three-way valve is used, the shift force control of the synchronizer during the sliding stage cannot be guaranteed, and it cannot stay in the sliding position to maintain a certain sliding time, resulting in a rough synchronization problem during the synchronizer's high and low gear switching process. This problem also reduces the life of the synchronizer and generates certain shift NVH and synchronization shocks. Utility Model Content

[0005] The utility model aims to provide an electric-controlled pneumatic shift actuator and an automatic transmission, which solves the problem of rough synchronization in the high and low gear switching process of the synchronizer in the existing mainstream synchronizer shift actuator solutions, resulting in a defect of reduced synchronizer life.

[0006] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0007] The utility model provides an electrically controlled pneumatic shift actuator, comprising a three-position five-way valve, wherein an air intake route of the three-position five-way valve is connected to a high-pressure air source, and two air outlets of the three-position five-way valve are connected to a high-range cylinder air intake and a low-range cylinder air intake of a gear-engaging cylinder.

[0008] Preferably, the exhaust port of the three-position five-way valve is connected to the atmosphere.

[0009] Preferably, the output end of the gear-engaging cylinder is drivingly connected to a synchronizer, and the synchronizer is rigidly connected to a power output shaft.

[0010] Preferably, the output end of the gear engaging cylinder is rigidly connected to a shift fork shaft, a shift fork and a synchronizer in sequence.

[0011] Preferably, the synchronizer is rigidly connected to the power output shaft.

[0012] Preferably, a high-speed gear set and a low-speed gear set are mounted on the power output shaft, and the high-speed gear set and the low-speed gear set are rigidly connected via an intermediate shaft.

[0013] Preferably, the exhaust port of the three-position five-way valve is connected to the atmosphere; the output end of the gear-engaging cylinder is driven to connect to a synchronizer, and the synchronizer is rigidly connected to a power output shaft; a high-speed gear set and a low-speed gear set are hollowly sleeved on the power output shaft, and the high-speed gear set and the low-speed gear set are rigidly connected via an intermediate shaft.

[0014] Preferably, the exhaust port of the three-position five-way valve is connected to the atmosphere; the output end of the gear-engaging cylinder is rigidly connected to the shift fork shaft, the shift fork and the synchronizer in sequence; the synchronizer is rigidly connected to the power output shaft; a high-speed gear set and a low-speed gear set are hollowly sleeved on the power output shaft, and the high-speed gear set and the low-speed gear set are rigidly connected through an intermediate shaft.

[0015] An automatic transmission, comprising an electro-pneumatic shift actuator, the electro-pneumatic shift actuator comprising a three-position five-way valve, wherein an air intake route of the three-position five-way valve is connected to a high-pressure air source, and two air outlets of the three-position five-way valve are connected to a high-range cylinder air intake and a low-range cylinder air intake of a gear-engaging cylinder.

[0016] Preferably, the exhaust port of the three-position five-way valve is connected to the atmosphere.

[0017] Compared with the prior art, the beneficial effects of the utility model are:

[0018] The utility model provides an electric-controlled pneumatic shift actuator, which uses a three-position five-way valve in the electric-controlled pneumatic shift actuator. By changing the working order of the solenoid valve, the shift actuator with a synchronizer can automatically adjust the size of the gear engaging force and the synchronizer synchronization time during the synchronizer synchronization stage, thereby effectively improving the life of the synchronizer, reducing the shift shock and shift NVH, and improving the driving quality of the AMT. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic diagram of low gear shifting;

[0020] Figure 2 This is a schematic diagram of self-locking in low gear;

[0021] Figure 3 This is a schematic diagram of high gear shifting;

[0022] Figure 4 This is a schematic diagram of self-locking in high gear;

[0023] Figure 5 This is a schematic diagram of the neutral gear;

[0024] Figure 6 This is a schematic diagram of synchronizer sliding;

[0025] Figure 7 It is a schematic diagram of the synchronizer sliding process;

[0026] Among them, 1. High-pressure air inlet; 2. Three-position five-way valve; 3. High-speed cylinder; 4. Low-speed cylinder; 5. High-speed gear set; 6. Low-speed gear set; 7. Intermediate shaft; 8. Shift fork shaft; 9. Shift fork; 10. Synchronizer; 11. Power output shaft. DETAILED DESCRIPTION

[0027] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0028] Example 1

[0029] The present embodiment provides an electric-controlled pneumatic shift actuator, comprising a high-pressure gas source 1, a three-position five-way valve 2, a shift cylinder, a shift fork shaft 8, a synchronizer 10 and a power output shaft 11, wherein:

[0030] The high-pressure air inlet 1 of the high-pressure air source is connected to the air inlet route of the three-position five-way valve 2, and the two air outlets of the three-position five-way valve 2 are respectively connected to the air inlet of the high-speed cylinder 3 in the shift cylinder and the air inlet of the low-speed cylinder 4 in the shift cylinder, and the exhaust port of the three-position five-way valve 2 is connected to the atmosphere.

[0031] The three-position five-way valve is normally closed, and its solenoid valve has three positions, such as Figure 3 As shown, when the solenoid valve is on the left, the high-pressure air source enters the high-speed cylinder through the solenoid valve, and the low-speed cylinder is connected to the exhaust port of the three-position five-way valve, so the air pressure in the high-speed cylinder is higher than that in the low-speed cylinder, and the shift fork shaft drives the synchronizer to move toward the high-speed gear set.

[0032] like Figure 1As shown, when the solenoid valve is on the right side, the high-pressure air source enters the low-speed cylinder through the solenoid valve, and the high-speed cylinder is connected to the exhaust port of the three-position five-way valve, so the air pressure in the low-speed cylinder is higher than that in the high-speed cylinder, and the shift fork shaft drives the synchronizer to move toward the low-speed gear set.

[0033] like Figure 2 , 4 As shown in Figure 5, when the solenoid valve is in the middle position, the high-speed cylinder and the low-speed cylinder are closed to form a self-locking function.

[0034] like Figure 1 As shown, the specific arrangement and connection relationship is described in terms of high and low gear:

[0035] The high-speed gear set 4 and the low-speed gear set 5 are rigidly connected through intermediate shafts 6 on both sides, the shift cylinder, the shift fork shaft 8, the shift fork 9 and the synchronizer 10 are rigidly connected, and the synchronizer and the power output shaft 11 are rigidly connected.

[0036] When in neutral, the high-speed gear set, the intermediate shaft and the low-speed gear set are meshed, but the synchronizer is in the middle position, the synchronizer and the inner rings of the high and low gear pairs are not meshed, the power output shaft has no power output, and power interruption is completed.

[0037] When it is necessary to shift from neutral to high gear, the shift cylinder drives the shift fork shaft, shift fork and synchronizer to move toward the high-speed gear set. After reaching the synchronization point, the synchronizer performs synchronous sliding friction. After the synchronous sliding friction is completed, the synchronizer and the inner ring gear of the high-speed gear pair mesh and enter the high-speed gear set. After the power is meshed through the high-speed gear set and the synchronizer, the power is output to the power output shaft to complete the power drive.

[0038] The working principle of this embodiment is:

[0039] A three-position five-way valve is installed on both sides of the shift cylinder. By controlling the switch of the solenoid valve, the gear-engaging force control and the sliding friction time adjustment are realized, which can effectively reduce the gear-shifting synchronization impact, improve the gear-shifting comfort and reduce NVH. At the same time, after the gear-engaging solenoid valve is powered off, the cylinder pressure on one side of the gear-engaging cylinder is still maintained, which can prevent the synchronizer from disengaging when running in gear, reduce the self-locking structure of the gear-engaging fork shaft, improve the driving reliability of the AMT, and reduce costs.

[0040] The technical effects achieved by this embodiment are:

[0041] 1) The gear shifting force can be controlled, and the moving position and speed of the cylinder can be controlled in the entire gear shifting range, which greatly reduces the gear shifting impact.

[0042] 2) By changing the moving speed of the gear cylinder, it can stop at any position within the stroke, thereby realizing the control of the slip phase, controlling the slip time of the entire process, reducing the impact and violent synchronization of the synchronizer, and improving the durability of the synchronizer.

[0043] 3) The cylinders on both sides can be kept in a closed state to achieve self-locking of the cylinder position, thereby achieving a self-locking state of the shift fork shaft, reducing the self-locking structure of the shift fork shaft, reducing processing steps, and reducing costs.

[0044] The working process of this embodiment is as follows:

[0045] like Figure 1 The figure shows a schematic diagram of low gear shifting. At this time, the air intake method of the three-position five-way valve is the right-side air intake route of the three-position five-way valve on the right side. The high-pressure gas enters the low-gear cylinder through the three-position five-way valve, and the high-gear cylinder and the exhaust port are connected. At this time, the pressure on the left side of the shift cylinder is greater than the pressure on the right side, and the shift piston moves to the right. At this time, the synchronizer synchronously shifts into the low-gear gear.

[0046] like Figure 2 The figure shows the schematic diagram of the self-locking in gear. When the synchronizer is shifted into the low gear position, the solenoid valve is closed, and the air intake mode of the three-position five-way valve is the middle position of the three-position five-way valve. At this time, both the low-gear cylinder and the high-gear cylinder are closed, and the air pressure in the low-gear cylinder is greater than the air pressure in the high-gear cylinder, so the shift piston remains on the right side and does not move. Even if it receives external force, it needs to overcome the self-locking force brought by the air pressure.

[0047] like Figure 3 The figure shows a schematic diagram of high-speed gear shifting. At this time, the air intake method of the three-position five-way valve is changed to the air intake route on the left side of the three-position five-way valve. The high-pressure gas enters the high-speed cylinder, the low-speed cylinder and the exhaust port are connected, the shift piston moves to the left, and the shift fork drives the synchronizer to move to the left to shift into the high-speed range.

[0048] like Figure 4 The figure shows the schematic diagram of high-speed self-locking. Figure 2 The same as described.

[0049] like Figure 5 The figure shows the schematic diagram of neutral gear and self-locking. Through the control of the three-position five-way valve, the shift fork shaft can be moved to the neutral position and maintained in the neutral position to form self-locking.

[0050] like Figure 6 The figure shows the synchronizer sliding friction diagram. When the shift fork drives the synchronizer into the sliding friction stage, the solenoid valve is opened and closed to control the synchronizer sliding film time and sliding friction control. The speed difference is used to determine whether the sliding friction ends. Specifically:

[0051] like Figure 7As shown in the figure, when it is necessary to shift gears, the solenoid valve is in the right position, the high-end cylinder is inhaled, and the fork shaft drives the fork and synchronizer to move toward the high-end gear set; when the synchronization point is reached, the solenoid valve is in the middle position, the high-end cylinder and the low-end cylinder are closed, and the piston continues to move toward the high-end gear set due to the high air pressure in the high-end cylinder. However, due to the closure of the low-end cylinder, there is pressure, so during this sliding and grinding synchronization stage, the synchronizer moves slowly and stabilizes at the sliding and grinding point when the force balance is reached. Whether the synchronization is completed is determined by the speed sensor: if the synchronization is not completed, the solenoid valve is in the right position, the high-end cylinder is inhaled, and the gear is directly shifted. After reaching the synchronization point, the position is recorded and updated to the new synchronization point. If it is still not synchronized, there is a synchronizer damage, and the driver is warned of synchronizer failure; if the sliding and grinding stage is completed, the solenoid valve is in the right position, and the fork shaft drives the fork and synchronizer to complete the shift operation. After the shift operation is completed, the solenoid valve is in the middle position to achieve the cylinder lock in the gear.

[0052] Example 2

[0053] The present embodiment provides an automatic transmission, which includes an electro-pneumatic shift actuator, which includes a three-position five-way valve, wherein an air intake route of the three-position five-way valve is connected to a high-pressure air source, and two air outlets of the three-position five-way valve are connected to a high-range cylinder air intake and a low-range cylinder air intake of a gear-engaging cylinder.

[0054] The exhaust port of the three-position five-way valve is connected to the atmosphere.

[0055] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. An electric-controlled pneumatic shift actuator, characterized in that: It comprises a three-position five-way valve, wherein the air intake route of the three-position five-way valve is connected to a high-pressure air source, and the two air outlets of the three-position five-way valve are connected to a high-speed cylinder air intake and a low-speed cylinder air intake of a gear-engaging cylinder.

2. The electro-pneumatic shift actuator according to claim 1, characterized in that: The exhaust port of the three-position five-way valve is connected to the atmosphere.

3. The electro-pneumatic shift actuator according to claim 1, characterized in that: The output end of the gear-engaging cylinder is drivingly connected to a synchronizer, and the synchronizer is rigidly connected to a power output shaft.

4. The electro-pneumatic shift actuator according to claim 1, characterized in that: The output end of the gear-engaging cylinder is rigidly connected with a shift fork shaft, a shift fork and a synchronizer in sequence.

5. The electro-pneumatic shift actuator according to claim 4, characterized in that: The synchronizer is rigidly connected to the power output shaft.

6. An electrically controlled pneumatic shift actuator according to claim 3 or 5, characterized in that: A high-speed gear set and a low-speed gear set are mounted on the power output shaft, and the high-speed gear set and the low-speed gear set are rigidly connected via an intermediate shaft.

7. The electro-pneumatic shift actuator according to claim 1, characterized in that: The exhaust port of the three-position five-way valve is connected to the atmosphere; the output end of the gear-engaging cylinder is driven and connected to a synchronizer, and the synchronizer is rigidly connected to a power output shaft; a high-speed gear set and a low-speed gear set are hollowly sleeved on the power output shaft, and the high-speed gear set and the low-speed gear set are rigidly connected via an intermediate shaft.

8. The electro-pneumatic shift actuator according to claim 1, characterized in that: The exhaust port of the three-position five-way valve is connected to the atmosphere; the output end of the gear-engaging cylinder is rigidly connected to the shift fork shaft, the shift fork and the synchronizer in sequence; the synchronizer is rigidly connected to the power output shaft; a high-speed gear set and a low-speed gear set are hollowly sleeved on the power output shaft, and the high-speed gear set and the low-speed gear set are rigidly connected through an intermediate shaft.

9. An automatic transmission, characterized in that: The automatic transmission includes an electro-pneumatic shift actuator, which includes a three-position five-way valve, wherein an air intake route of the three-position five-way valve is connected to a high-pressure air source, and two air outlets of the three-position five-way valve are connected to a high-range cylinder air intake and a low-range cylinder air intake of a gear-engaging cylinder.

10. An automatic transmission according to claim 9, characterized in that: The exhaust port of the three-position five-way valve is connected to the atmosphere.

Images