External independent intermediate shaft brake of AMT (Automated Mechanical Transmission) and electric control AMT

Abstract

The utility model belongs to the technical field of brakes, and provides an external independent intermediate shaft brake of an AMT (automated mechanical transmission) and an electronic control AMT to solve the technical problems that brake parts are poor in assembly manufacturability and low in universality, a brake cylinder is prone to blow-by and air leakage due to eccentric wear, and a friction plate is prone to wear to cause a brake failure fault. The brake comprises a brake shell, a brake air cylinder body, a brake piston, an elastic piece, a lifting pin, a plurality of friction plates and a plurality of brake discs, the brake shell is connected with the brake air cylinder body in a sealed mode, an air cylinder air inlet hole communicated with an external air source is formed in the brake air cylinder body, and the friction plates and the brake discs are all located in the brake shell. The friction plate and the brake disc are arranged in a spaced and attached mode, the brake disc is clamped in the brake shell, the top of the brake piston is communicated with the air inlet of the air cylinder, the working end right faces the brake disc on the outermost side, the lifting pin and the elastic piece are both installed in the first counter bore, and the lifting pin abuts against one side of the working end of the brake piston.

Description

Technical Field

[0001] The present application belongs to the technical field of brakes and relates to an AMT external independent intermediate shaft brake and an electronically controlled AMT. Background Art

[0002] The main box of an automated mechanical transmission (AMT) generally uses a sliding sleeve shift. When downshifting, the engine speed is increased, and when the target gear speed reaches the synchronization requirement with the clutch sleeve, the engine speed is stopped, and the target gear can be smoothly engaged; when upshifting, the intermediate shaft brake is required to quickly reduce the speed of the intermediate shaft and the input shaft, so that the speed of the high gear drops to the same or lower than the clutch sleeve speed, and then the target gear can be engaged, otherwise there will be a shift shock.

[0003] At present, the intermediate shaft brake of most commercial vehicle AMTs is generally set at the front end of the intermediate shaft. The brake cylinder and piston are integrated and installed in the front cover assembly of the transmission. The brake disc is positioned by several pins fixed on the end face of the housing. The parts of the brake are mounted on different parts of the transmission. They need to be assembled in pieces on the assembly line. They cannot be assembled into an independent sub-assembly and then installed on the transmission. The assembly process is poor and the parts are not universal. Usually only one sealing ring is set on the brake piston, and the support area of ​​the piston assembly is small. The piston runs unsteadily in the cylinder, which is very easy to cause eccentric wear of the inner wall of the cylinder, and there will be problems such as cylinder cross-flow and air leakage. In addition, the unstable operation of the piston is likely to cause abnormal wear of the friction plate, resulting in brake failure and affecting the shifting quality of the AMT. Summary of the invention

[0004] The present application aims to solve the technical problems of poor assembly processability of brake parts, low versatility of parts, easy cross-flow and leakage of brake cylinders due to eccentric wear, and easy wear of friction plates causing brake failure, and provide an AMT external independent intermediate shaft brake and an electronically controlled AMT.

[0005] In order to achieve the above objectives, this application adopts the following technical solutions:

[0006] In a first aspect, the present application provides an AMT external independent intermediate shaft brake, wherein the intermediate shaft is provided with a first countersunk hole along the axial direction; and comprises a brake housing, a brake cylinder body, a brake piston, an elastic member, a top pin, a plurality of friction plates and a plurality of brake discs;

[0007] The brake housing and the brake cylinder body are sealed and connected, and a cylinder air inlet hole connected to an external air source is provided on the brake cylinder body, and the opening and closing of the cylinder air inlet hole is controlled by an electrically controlled pneumatic valve;

[0008] The plurality of friction plates and the plurality of brake discs are all located in the brake housing, the friction plates and the brake discs are spaced and arranged in close contact, and the outermost one is the brake disc; the brake disc is clamped in the brake housing, and the friction plates are installed on the intermediate shaft;

[0009] The brake piston is located in the brake cylinder body and forms a piston motion pair with the brake cylinder body; the top of the brake piston is connected to the cylinder air inlet hole, and the working end faces the outermost brake disc;

[0010] The ejector pin and the elastic member are both installed in the first countersunk hole, and the elastic member is located at the bottom of the first countersunk hole; the ejector pin abuts against one side of the working end of the brake piston.

[0011] Furthermore, it also includes a first Y-shaped sealing ring, a second Y-shaped sealing ring and an open support ring which are sleeved on the outer wall of the brake piston;

[0012] The open support ring is located between the first Y-shaped sealing ring and the second Y-shaped sealing ring;

[0013] The outer diameter of the open support ring is larger than the outer diameter of the brake piston, and the outer diameters of the first Y-shaped sealing ring and the second Y-shaped sealing ring are larger than the outer diameter of the open support ring.

[0014] Furthermore, a plurality of first notches are evenly arranged on the end surface of the working end of the brake piston, and a plurality of cutting edges are evenly arranged on the side wall of the working end of the brake piston.

[0015] Further, it also includes a steel ball;

[0016] A second countersunk hole is provided on the working end surface of the brake piston, and a mounting protrusion is provided at the bottom of the second countersunk hole; the steel ball is installed on the mounting protrusion, and the steel ball is abutted against the ejector pin.

[0017] Furthermore, a third countersunk hole is provided on the top end surface of the brake piston, the third countersunk hole is communicated with the cylinder air inlet hole, and the connection between the side wall of the third countersunk hole and the top end surface of the brake piston is streamlined.

[0018] Furthermore, the outer wall of the brake disc is evenly provided with at least two brake disc positioning lugs;

[0019] The inner wall of the brake housing is provided with a second notch corresponding to the brake disc positioning lugs one by one, and the brake disc positioning lugs are located in the second notch.

[0020] Further, it also includes a bushing;

[0021] The bushing is installed in the second groove, and the bushing is located between the brake disc and the brake housing.

[0022] In a second aspect, the present application provides an electronically controlled AMT, comprising the above-mentioned AMT external independent intermediate shaft brake;

[0023] The brake is mounted on the front end of the intermediate shaft of the AMT;

[0024] Alternatively, the brake is installed at the rear end of the intermediate shaft of the AMT.

[0025] Furthermore, the external gas source is a vehicle gas tank;

[0026] The electro-pneumatic valve is a two-position, three-position normally closed solenoid valve, and the two-position, three-position normally closed solenoid valve is integrated into the electro-pneumatic shift module of the AMT.

[0027] Compared with the prior art, this application has the following beneficial effects:

[0028] The present application proposes an AMT external independent intermediate shaft brake. The opening and closing of the cylinder air inlet is controlled by an electrically controlled pneumatic valve. When the transmission starts or shifts up, the electrically controlled pneumatic valve is activated to open the air circuit and build up air pressure. The brake piston overcomes the resistance of the elastic part and moves toward the brake disc, pressing the brake disc and friction plate to generate friction torque, so that the intermediate shaft of the transmission slows down rapidly and has a braking effect. The parts of the brake no longer need to be mounted on different parts of the transmission, and the assembly process is good and the parts are highly versatile. All actions can be completed by controlling the electrically controlled pneumatic valve, without the need for manual operation by the driver, and are easy to operate. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0030] Figure 1 This is an external schematic diagram of an embodiment of an AMT external independent intermediate shaft brake of the present application;

[0031] Figure 2 for Figure 1 AA sectional view of the brake piston; wherein the brake piston does not abut against the brake disc;

[0032] Figure 3 for Figure 1 AA sectional view of the brake piston; wherein the brake piston abuts against the brake disc;

[0033] Figure 4 A schematic diagram of a brake piston in an embodiment of an AMT external independent intermediate shaft brake of the present application;

[0034] Figure 5 A schematic diagram of the working end of the brake piston in the embodiment of the AMT external independent intermediate shaft brake of the present application;

[0035] Figure 6 This is a schematic diagram of the installation of the brake disc in the embodiment of the AMT external independent intermediate shaft brake of the present application;

[0036] Figure 7 This is a schematic structural diagram of a bushing in an embodiment of an AMT external independent intermediate shaft brake of the present application;

[0037] Figure 8 This is a schematic diagram of the structure of the brake disc in the embodiment of the AMT external independent intermediate shaft brake of the present application;

[0038] Fig. 9 This is a schematic diagram of the structure of the friction plate in the AMT external independent intermediate shaft brake embodiment of the present application.

[0039] Among them: 1-brake housing, 2-brake cylinder body, 3-brake piston, 31-third countersunk hole, 32-first notch, 33-cutting edge, 4-lift pin, 5-elastic member, 6-friction plate, 7-brake disc, 71-brake disc positioning lug, 8-bushing, 9-end face sealing ring, 10-first Y-type sealing ring, 11-open support ring, 12-second Y-type sealing ring, 13-steel ball, 14-intermediate shaft, 15-cylinder air inlet hole, 16-second countersunk hole, 17-mounting protrusion, 18-first countersunk hole. DETAILED DESCRIPTION

[0040] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the drawings here can be arranged and designed in various different configurations.

[0041] Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the present application for protection, but merely represents selected embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present application.

[0042] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0043] In the description of the embodiments of the present application, it should be noted that if the terms "upper", "lower", "horizontal", "inner", etc. appear, the orientation or position relationship indicated is based on the orientation or position relationship shown in the drawings, or the orientation or position relationship in which the invented product is usually placed when used. It is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. In addition, the terms "first", "second", etc. are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.

[0044] In addition, if the term "horizontal" appears, it does not mean that the component must be absolutely horizontal, but can be slightly tilted. For example, "horizontal" only means that its direction is more horizontal than "vertical", which does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0045] In the description of the embodiments of the present application, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "install", "connect", and "connect" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal connection of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0046] In a transmission, a brake is a device used to stop or slow down the movement of moving parts. In an AMT transmission, brakes are usually used to control the shifting operation by braking the corresponding gears or shafts to prevent their rotation, thereby achieving the shifting operation. In view of the technical problems that existing brakes have poor parts assembly processability, low parts versatility, and the brake cylinder is prone to cross-flow and leakage due to eccentric wear, and the friction plate 6 is prone to wear and cause brake failure, the present application proposes an AMT external independent intermediate shaft brake and an electronically controlled AMT. The present application is further described in detail below in conjunction with the embodiments and drawings:

[0047] As a basic embodiment of an AMT external independent intermediate shaft brake of the present application, the intermediate shaft 14 is provided with a first countersunk hole 18 along the axial direction, and may include a brake housing 1, a brake cylinder block 2, a brake piston 3, an elastic member 5, a push pin 4, a plurality of friction plates 6 and a plurality of brake discs 7.

[0048] The brake housing 1 is sealed with the brake cylinder body 2. The brake cylinder body 2 is provided with a cylinder air inlet 15 connected to an external air source. The opening and closing of the cylinder air inlet 15 is controlled by an electric-controlled pneumatic valve. As long as the working state of the electric-controlled pneumatic valve is controlled, the working state of the brake can be controlled.

[0049] Multiple friction plates 6 and multiple brake discs 7 are all located in the brake housing 1. The friction plates 6 and the brake discs 7 are spaced and fitted, and the outermost is the brake disc 7. In practical applications, the specific number of friction plates 6 and brake discs 7 can be set according to the specific needs of the brake, and this application does not limit it, so that the scope of use of the brake can be flexibly expanded. The brake disc 7 is clamped in the brake housing 1, and the friction plates 6 are installed on the intermediate shaft 14. In practical applications, the clamping form of the brake disc 7 and the installation form of the friction plates 6 can also be adjusted according to the installation needs, as long as the installation stability can be guaranteed.

[0050] The brake piston 3 is located in the brake cylinder body 2, forming a piston motion pair with the brake cylinder body 2. The top of the brake piston 3 is connected to the cylinder air inlet 15, and the working end faces the outermost brake disc 7. The top pin 4 and the elastic member 5 are both installed in the first counterbore 18, and the elastic member 5 is located at the bottom of the first counterbore 18. The top pin 4 is against one side of the working end of the brake piston 3. By activating the electrically controlled pneumatic valve, opening the air path and establishing air pressure, the brake piston 3 overcomes the resistance of the elastic member 5 and moves toward the brake disc 7, pressing the brake disc 7 and the friction plate 6 to generate friction torque, so that the intermediate shaft 14 of the transmission is quickly decelerated, and a braking effect is achieved.

[0051] like Figures 1 to 3 As shown, it is a preferred embodiment of an AMT external independent intermediate shaft brake of the present application. Figure 1 This is the external schematic diagram of the AMT external independent intermediate shaft brake. Figure 2 This is a schematic diagram of the AMT external independent intermediate shaft brake when the brake piston 3 does not abut against the brake disc 7. Figure 3 It is a schematic diagram of the brake piston 3 and the brake disc 7 in the AMT external independent intermediate shaft brake.

[0052] like Fig. 9As shown in the figure, it is a schematic diagram of the structure of the friction plate 6. The friction plate 6 is connected to the intermediate shaft 14 through a spline. The outer wall of the brake disc 7 is evenly provided with at least two brake disc positioning lugs 71. The specific number of the brake disc positioning lugs 71 can be adjusted as needed. In this embodiment, the shape of the brake disc positioning lugs 71 is semicircular, and can also be adjusted to other shapes according to processing needs. A second notch corresponding to the brake disc positioning lugs 71 is opened on the inner wall of the brake housing 1. The brake disc positioning lugs 71 are located in the second notch, and the shape of the second notch is adapted to the shape of the brake disc positioning lugs 71. The brake disc 7 is circumferentially positioned by the cooperation of the brake disc positioning lugs 71 in the brake housing 1 and the corresponding second notch. In addition, a bushing 8 can be provided, and the bushing 8 is installed in the second notch. The bushing 8 is located between the brake disc 7 and the brake housing 1. By making the bushing 8 contact with the brake disc 7, the brake housing 1 is protected from direct contact with the brake disc 7 to generate wear and affect the reliability of the brake. In this embodiment, the number of the brake disc positioning lugs 71 and the second notch are both two. Figure 8 As shown in FIG. 1 , it is a schematic diagram of the structure of the brake disc positioning lug 71, and the shape of the brake disc positioning lug 71 is semicircular. Figure 7 As shown in FIG. 1 , it is a schematic diagram of the structure of the bushing 8, and the shape of the bushing 8 is a semi-arc. Figure 6 As shown, the shape of the second notch is consistent with the brake disc positioning lug 71, and the two second notches are spaced 180 degrees apart.

[0053] The brake piston 3 adopts a two-end support structure in the brake cylinder body 2, including a first Y-shaped sealing ring 10, a second Y-shaped sealing ring 12 and an open support ring 11. The first Y-shaped sealing ring 10 and the second Y-shaped sealing ring 12 are installed in the sealing groove on the outer wall of the brake piston 3, and the open support ring 11 is installed in the ring groove on the outer wall of the brake piston 3. The open support ring 11 is located between the first Y-shaped sealing ring 10 and the second Y-shaped sealing ring 12. The outer diameter of the open support ring 11 is larger than the outer diameter of the brake piston 3. During the movement of the brake piston 3, the brake piston 3 is supported from the middle. The outer lips of the first Y-shaped sealing ring 10 and the second Y-shaped sealing ring 12 are higher than the outer wall of the brake piston 3 and the outer cylindrical surface of the open support ring 11, and the brake piston 3 is sealed and supported from both sides of the brake piston 3. The brake piston 3 adopting the two-end support structure runs smoothly in the brake cylinder body 2, has better sealing performance and high reliability. A flat-headed ejector pin 4 and an elastic member 5 are provided between the brake piston 3 and the intermediate shaft 14. A second countersunk hole 16 is provided on the working end surface of the brake piston 3. A mounting protrusion 17 is provided at the bottom of the second countersunk hole 16. A steel ball 13 is installed on the mounting protrusion 17. The steel ball 13 abuts against the ejector pin 4 and returns to its original position through the elastic member 5. The elastic member 5 can be a spring or other elastic parts or structures. The structure of the steel ball 13 and the ejector pin 4 used in the present application can significantly reduce the cost while improving the wear resistance compared with the traditional structure of using a special conical hollow ejector cap and the ejector pin 4.

[0054] A third counterbore 31 is provided on the top end surface of the brake piston 3, and the third counterbore 31 is connected to the cylinder air inlet 15. The connection between the side wall of the third counterbore 31 and the top end surface of the brake piston 3 is streamlined. When the airflow enters the brake cylinder body 2, air pressure can be quickly established in the center of the brake piston 3, and the brake piston 3 is smoothly pushed to move toward the friction plate 6, so that the brake response is faster and smoother.

[0055] like Figure 5 The figure shows a schematic diagram of the working end of the brake piston 3 in the AMT external independent intermediate shaft brake. A plurality of first notches 32 are evenly provided on the end surface of the working end of the brake piston 3, and a plurality of cutting edges 33 are evenly provided on the side wall of the working end of the brake piston 3. This can prevent the accumulation of oil between the contact surface of the brake piston 3 and the brake disc 7 and generate tension, thereby affecting the movement of the brake piston 3 and the normal operation of the brake. The design of the cutting edge 33 is conducive to the disassembly and assembly of the brake piston 3 in the brake cylinder body 2.

[0056] The joint surface between the brake housing 1 and the brake cylinder block 2 is sealed by an end face sealing ring 9 .

[0057] In the present application, the brake can achieve a balance between braking speed and response time by adjusting the stiffness of the elastic member 5 and the length of the ejector pin 4 .

[0058] Based on the above-mentioned AMT external independent intermediate shaft brake, the present application also proposes an electronically controlled AMT, which can be installed at the front end of the intermediate shaft 14 of the electronically controlled AMT, or at the rear end of the intermediate shaft 14 of the electronically controlled AMT with a single-box structure. The brake is connected to the relevant housing of the transmission through the through holes and bolts on the brake housing 1 and the brake cylinder block 2.

[0059] In some embodiments of the present application, the electrically controlled pneumatic valve can adopt a two-position, three-position normally closed solenoid valve, which controls the intake and exhaust of the brake cylinder body 2 by turning on and off the power of the two-position, three-position normally closed solenoid valve. The two-position, three-position normally closed solenoid valve is integrated into the transmission electrically controlled pneumatic shift module.

[0060] The air source of the electronically controlled AMT can be directly connected to the vehicle's gas tank, without the need for an additional power source. It has the advantages of easy installation, high reliability, adjustable braking force value, and a wide range of applications.

[0061] In addition, in some other embodiments of the present application, in order to further improve the service life of the brake, the friction plate 6 can use high-performance carbon fiber as the friction material. The bushing 8 is made of wear-resistant material.

[0062] The working process of the brake in this application is as follows:

[0063] like Figure 2 As shown, when the brake is not working, the electrically controlled pneumatic valve is closed, there is no air pressure at the cylinder air inlet 15, and under the action of the elastic member 5, there is a certain gap between the brake piston 3 and the brake disc 7. There is no positive pressure between the brake disc 7 and the friction plate 6, and the brake has no braking effect.

[0064] like Figure 3 As shown, when the electronically controlled AMT shifts up, the control unit (TCU) of the transmission issues a command to open the electronically controlled pneumatic valve, the brake air circuit is opened, and compressed air enters the brake cylinder body 2 from the cylinder air inlet 15. Air pressure is established in the brake cylinder body 2, pushing the brake piston 3 to move toward the brake disc 7. The brake piston 3 overcomes the resistance of the elastic member 5 and presses the brake disc 7 and the friction plate 6. At this time, the friction force generated by the axial clamping force causes the speed of the intermediate shaft 14 to decrease rapidly. When the speed drops to a suitable range, the electronically controlled pneumatic valve is closed, and the coupling sleeve can be easily engaged with the target gear to be meshed, completing the shift up. At the same time, under the action of the elastic member 5, the brake piston 3 returns to the initial position.

[0065] During the operation of the brake, all actions are automatically controlled by the TCU and no manual operation by the driver is required.

[0066] The above are only preferred embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. An AMT external independent intermediate shaft brake, wherein: The intermediate shaft (14) of the transmission is provided with a first countersunk hole (18) along the axial direction; the transmission is characterized in that it comprises a brake housing (1), a brake cylinder block (2), a brake piston (3), an elastic member (5), a top pin (4), a plurality of friction plates (6) and a plurality of brake discs (7); The brake housing (1) and the brake cylinder body (2) are sealed and connected, and a cylinder air inlet hole (15) connected to an external air source is provided on the brake cylinder body (2), and the opening and closing of the cylinder air inlet hole (15) is controlled by an electrically controlled pneumatic valve; The plurality of friction plates (6) and the plurality of brake discs (7) are all located in the brake housing (1), the friction plates (6) and the brake discs (7) are spaced apart and arranged in close contact, and the outermost portion is the brake disc (7); the brake disc (7) is clamped in the brake housing (1), and the friction plates (6) are mounted on the intermediate shaft (14); The brake piston (3) is located in the brake cylinder body (2) and forms a piston motion pair with the brake cylinder body (2); the top of the brake piston (3) is connected to the cylinder air inlet hole (15), and the working end faces the outermost brake disc (7); The ejector pin (4) and the elastic member (5) are both installed in the first countersunk hole (18), and the elastic member (5) is located at the bottom of the first countersunk hole (18); the ejector pin (4) abuts against one side of the working end of the brake piston (3).

2. The AMT external independent intermediate shaft brake according to claim 1, characterized in that: It also includes a first Y-shaped sealing ring (10), a second Y-shaped sealing ring (12) and an open support ring (11) which are sleeved on the outer wall of the brake piston (3); The open support ring (11) is located between the first Y-shaped sealing ring (10) and the second Y-shaped sealing ring (12); The outer diameter of the open support ring (11) is greater than the outer diameter of the brake piston (3), and the outer diameters of the first Y-shaped sealing ring (10) and the second Y-shaped sealing ring (12) are greater than the outer diameter of the open support ring (11).

3. The AMT external independent intermediate shaft brake according to claim 1, characterized in that: A plurality of first notches (32) are evenly arranged on the working end surface of the brake piston (3), and a plurality of cutting edges (33) are evenly arranged on the side wall of the working end of the brake piston (3).

4. The AMT external independent intermediate shaft brake according to any one of claims 1 to 3, characterized in that: Also includes a steel ball (13); A second countersunk hole (16) is provided on the working end surface of the brake piston (3), and a mounting protrusion (17) is provided at the bottom of the second countersunk hole (16); the steel ball (13) is mounted on the mounting protrusion (17), and the steel ball (13) abuts against the ejector pin (4).

5. The AMT external independent intermediate shaft brake according to claim 4, characterized in that: A third countersunk hole (31) is provided on the top end surface of the brake piston (3), the third countersunk hole (31) is connected to the cylinder air inlet hole (15), and the connection between the side wall of the third countersunk hole (31) and the top end surface of the brake piston (3) is streamlined.

6. The AMT external independent intermediate shaft brake according to claim 5, characterized in that: The outer wall of the brake disc (7) is evenly provided with at least two brake disc positioning lugs (71); The inner wall of the brake housing (1) is provided with a second notch corresponding to the brake disc positioning lug (71) in a one-to-one manner, and the brake disc positioning lug (71) is located in the second notch.

7. The AMT external independent intermediate shaft brake according to claim 6, characterized in that: Also includes a bushing (8); The bushing (8) is installed in the second notch, and the bushing (8) is located between the brake disc (7) and the brake housing (1).

8. An electronically controlled AMT, characterized in that: An AMT external independent intermediate shaft brake comprising any one of claims 1 to 7; The brake is mounted on the front end of the intermediate shaft (14) of the AMT; Alternatively, the brake is installed at the rear end of the intermediate shaft (14) of the AMT.

9. The electronically controlled AMT according to claim 8, characterized in that: The external gas source is a vehicle gas tank; The electro-pneumatic valve is a two-position, three-position normally closed solenoid valve, and the two-position, three-position normally closed solenoid valve is integrated into the electro-pneumatic shift module of the AMT.

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