Clutch actuating mechanism of automatic gearbox
By introducing thrust boost and anti-collision measures into the clutch actuator, the problems of clutch separation time and structural instability in high-torque commercial vehicles are solved, faster separation and higher transmission of torque are achieved, and the stability and reliability of the system are improved.
Patent Information
- Application Number
- CN202422250133.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-13
- Publication Date
- 2025-08-29
- Estimated Expiration
- 2034-09-13
AI Technical Summary
The existing AMT clutch actuators have problems with separation time, structural instability and noise vibration in high torque commercial vehicles, especially due to jamming and abnormal noise caused by no boost force and instantaneous impact of the fan gear.
The spring assembly and gear anti-collision buffer assembly are introduced into the clutch actuator to provide boost force and prevent the sector gear from impacting. The sector gear rotation is boosted by the rebound force of the spring assembly, and combined with the gear anti-collision buffer assembly to avoid vibration and noise caused by impact, improving structural stability.
The clutch separation time is shortened, the transmission torque is improved, the reliability and stability of the clutch actuator is enhanced, and the jamming and abnormal noise are avoided, meeting the needs of high-torque commercial vehicles.
Smart Images
Figure CN223282423U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to a clutch actuator of an automatic transmission, belonging to the technical field of automatic transmissions. Background Art
[0002] At present, the existing AMT clutch actuators on the market include a motor, a worm, a clutch gear, a rocker slider mechanism cooperating with the clutch gear, a release fork shaft connected to the rocker slider mechanism, a release fork mounted on the release fork shaft, and a release bearing connected to the release fork. The motor is connected to the worm, which is engaged with the clutch gear on the fixed shaft of the housing. By reducing speed and increasing torque, the rotational motion of the worm is converted into rotation of the release fork shaft through the rocker slider mechanism, thereby driving the release fork to form the forward and backward movement of the release bearing, and the release bearing cooperates with the release finger of the clutch to form the engagement and separation of the clutch. This mechanism has no assisting force, resulting in a long time for clutch disengagement. At the same time, the single-stage worm gear deceleration and torque increase and non-assisted clutch solution are difficult to implement in the field of high-torque commercial vehicles.
[0003] Furthermore, in order to reduce space occupancy, the clutch gear is generally fan-shaped and rotates around the fixed axis of the housing under the drive of the worm. In order to prevent the clutch gear from rotating beyond the limit, the clutch gear is generally limited by the housing. However, if the clutch gear rotates too fast, it will cause an instantaneous impact on the housing. The reaction force generated by the impact is transmitted from the clutch gear to the rocker slider mechanism, which may cause the actuator to get stuck. In addition, the abnormal noise and vibration caused by the collision will also affect the stability of the entire automatic transmission system. Utility Model Content
[0004] The clutch actuator for an automatic transmission provided by this utility model assists the rotation of the sector gear during both clutch disengagement and engagement, shortening the clutch disengagement time and increasing the transmission torque during clutch engagement, meeting the clutch actuator requirements of high-torque commercial vehicles. It also avoids vibration and noise caused by instantaneous impacts, as well as mechanism jamming caused by the sector gear impacting the housing, thereby improving the structural reliability and stability of the clutch actuator.
[0005] In order to achieve the above purpose, the technical solution adopted by the utility model is:
[0006] The clutch actuator of the automatic transmission includes a housing and a motor mounted on the housing. The housing is equipped with a worm connected to the motor, a sector gear meshing with the worm, and a separation arm connected to the sector gear and capable of rotating synchronously with the sector gear. The sector gear and the separation arm are respectively rotatably mounted in the housing, and the end of the separation arm away from the sector gear cooperates with the separation fork shaft. It is characterized in that: the housing is also equipped with a spring assembly that provides a thrust for the counterclockwise rotation of the sector gear and a gear anti-collision buffer assembly that prevents the rotation of the sector gear from colliding with the housing. The gear anti-collision buffer assemblies are symmetrically arranged on both sides of the sector gear. The spring assembly is compressed as the sector gear rotates clockwise and rebounds as the sector gear rotates counterclockwise.
[0007] Preferably, the main shaft is fixed in the shell, the fan gear is rotatably mounted on the main shaft, an L-shaped connecting arm is rotatably mounted on the main shaft and passes through the fan gear, a waist-shaped through hole is opened at one end of the separation arm, and one end of the L-shaped connecting arm passes through the fan gear and has a slider that cooperates with the waist-shaped through hole. The L-shaped connecting arm rotates synchronously with the fan gear to drive the slider to move in the waist-shaped through hole, so that the slider drives the separation arm to rotate.
[0008] Preferably, the spring assembly includes a sleeve installed in the housing, a booster spring sleeved on the sleeve, and a guide sleeve that extends into the sleeve. The upper end of the booster spring is against the guide sleeve, and the lower end is against the sleeve. The L-shaped connecting arm rotates clockwise to contact the guide sleeve and pushes the guide sleeve to move downward in the sleeve to compress the booster spring. The L-shaped connecting arm rotates counterclockwise to separate from the guide sleeve.
[0009] Preferably, the lower end of the sleeve has a connecting ear hinged to the shell, the inner wall of the shell has an inner groove corresponding to the connecting ear, the connecting ear is hinged in the inner groove, the sleeve swings in the inner groove with the movement of the guide sleeve, the L-shaped connecting arm has a contact neck that can contact the guide sleeve, and the upper end of the guide sleeve has a contact groove corresponding to the contact neck.
[0010] Preferably, the gear anti-collision buffer assembly includes a buffer rear cover mounted on the shell, a buffer front cover arranged in front of the buffer rear cover, and a buffer spring clamped between the buffer rear cover and the buffer front cover. The buffer front cover is guided by the shell and has an arc-shaped rubber protrusion at the front end. The buffer front cover contacts the side of the sector gear as the sector gear rotates, and moves backward to compress the buffer spring.
[0011] Preferably, a cylindrical pin is fixed on the separation arm, an angle sensor is installed on the shell, and a signal swing arm is equipped on the angle sensor. The cylindrical pin passes through the signal swing arm and drives the signal swing arm to rotate as the separation arm rotates.
[0012] The beneficial effects of the utility model are:
[0013] The clutch actuator of the automatic transmission of the utility model is connected to the release arm and the sector gear. When the clutch is engaged, the spring assembly is compressed. When the clutch is disengaged, the motor drives the worm gear to move, causing the sector gear to rotate counterclockwise, and the spring assembly rebounds. The rebound force of the spring assembly assists the sector gear to rotate counterclockwise, and the sector gear drives the release arm to rotate counterclockwise. The rotation of the release arm drives the release fork shaft to rotate, and the release fork shaft drives the release fork, the release bearing and the release finger to move in sequence, thereby achieving clutch disengagement; when the clutch is re-engaged, the motor drives the worm gear to move, causing the sector gear to rotate clockwise, and drives the release arm to rotate clockwise, causing the spring assembly to be compressed again. At the same time, the clutch release finger pushes the release bearing to move, and the release bearing transmits the motion to the release fork and the release fork shaft in sequence. The release fork shaft pushes the release arm to swing back clockwise, assisting the sector gear to swing back clockwise, thereby assisting the recompression of the spring assembly. The rotation of the sector gear is boosted during the clutch disengagement and engagement process, shortening the clutch disengagement time and improving the transmission torque of the clutch engagement, meeting the clutch actuator requirements of high-torque commercial vehicles.
[0014] Gear anti-collision buffer components are set on both sides of the sector gear to prevent the sector gear from colliding with the housing when rotating, avoid vibration and noise caused by instantaneous impact, improve the structural stability of the automatic transmission system, and avoid mechanism jamming caused by the impact of the sector gear on the housing, thereby improving the structural reliability and stability of the clutch actuator. BRIEF DESCRIPTION OF THE DRAWINGS
[0015] Figure 1 Schematic diagram of a clutch actuator of an automatic transmission in a specific embodiment.
[0016] Figure 2 for Figure 1 Cross-sectional view along the AA axis.
[0017] Figure 3 for Figure 1 Cross-sectional view along the BB direction.
[0018] Figure 4 for Figure 3 Cross-sectional view along CC direction.
[0019] Figure 5 Schematic diagram of the gear anti-collision buffer assembly. DETAILED DESCRIPTION
[0020] The following combination Figures 1 to 5 The embodiments of the present utility model are described in detail.
[0021] The clutch actuator of the automatic transmission includes a housing 1, a motor 2 mounted on the housing 1, a worm 3 connected to the motor 2, a sector gear 4 meshing with the worm 3, and a separation arm 5 connected to the sector gear 4 and capable of rotating synchronously with the sector gear. The sector gear 4 and the separation arm 5 are respectively rotatably mounted in the housing 4, and the end of the separation arm 5 away from the sector gear 4 cooperates with the separation fork shaft 8. It is characterized in that: the housing 4 is also equipped with a spring assembly 6 that provides a thrust for the counterclockwise rotation of the sector gear 4 and a gear anti-collision buffer assembly 7 that prevents the rotation of the sector gear 4 from colliding with the housing 1. The gear anti-collision buffer assembly 7 is symmetrically arranged on both sides of the sector gear 4. The spring assembly 6 is compressed as the sector gear 4 rotates clockwise and rebounds as the sector gear 4 rotates counterclockwise.
[0022] The clutch actuator of the automatic transmission described above has a release fork mounted on the release fork shaft 8, a release bearing (not shown in the figure) is connected to the release fork, and a release arm 5 is connected to the sector gear 4. When the clutch is engaged, the spring assembly 6 is compressed. When the clutch is disengaged, the motor 2 drives the worm 3 to move and rotate the sector gear 4 counterclockwise. The spring assembly 6 rebounds, and the rebound force of the spring assembly 6 assists the sector gear 4 to rotate counterclockwise. The sector gear 4 drives the release arm 5 to rotate counterclockwise. The rotation of the release arm 5 drives the release fork shaft 8 to rotate. The release fork, the release bearing and the release finger are driven to move in sequence through the release fork shaft 8 to achieve the separation of the clutch. When the clutch is engaged, the motor 2 drives the worm 3 to move the sector gear 4 clockwise, and drives the release arm 5 to rotate clockwise, causing the spring assembly 6 to re-compress. At the same time, the clutch's release finger pushes the release bearing to move, and the release bearing transmits the motion to the release fork and release fork shaft 8 in sequence. The release fork shaft 8 pushes the release arm 5 to swing clockwise, assisting the sector gear 4 to swing clockwise, and re-compressing the spring assembly 6 to assist. During the clutch's disengagement and engagement process, the rotation of the sector gear 4 is boosted, shortening the clutch disengagement time and increasing the clutch engagement transmission torque, meeting the clutch actuator requirements of high-torque commercial vehicles. Gear anti-collision buffer assemblies 7 are set on both sides of the sector gear 4 to prevent the rotation of the sector gear 4 from colliding with the housing, avoiding vibration and noise caused by instantaneous impact, improving the structural stability of the automatic transmission system, and avoiding the mechanism from being stuck due to the impact of the sector gear 4 on the housing 1, thereby improving the structural reliability and stability of the clutch actuator.
[0023] Among them, the main shaft 9 is fixed in the housing 1, the sector gear 4 is rotatably mounted on the main shaft 9, the main shaft 9 is rotatably equipped with an L-shaped connecting arm 10 that passes through the sector gear, and a waist-shaped through hole 51 is opened at one end of the separation arm 5. The L-shaped connecting arm 10 passes through the sector gear 4 and has a slider 11 that cooperates with the waist-shaped through hole 51 at one end. The L-shaped connecting arm 10 rotates synchronously with the sector gear 4, driving the slider 11 to move in the waist-shaped through hole 51, so that the slider 11 drives the separation arm 5 to rotate. The L-shaped connecting arm 10 and the sector gear 4 are respectively rotatably mounted on the main shaft 9, and the L-shaped connecting arm 10 passes through the sector gear 4, so that the sector gear 4 and the L-shaped connecting arm 10 rotate synchronously. When the L-shaped connecting arm 10 rotates, the slider will move in the waist-shaped through hole 51 and drive the separation arm 5 to rotate. The end of the separation arm 5 away from the sector gear 4 is installed in the housing 1 through a bearing, so that the separation arm 5 can rotate smoothly, and the end of the separation arm 5 away from the sector gear 5 forms a spline connection with the separation fork shaft 8 through a spline sleeve. When the clutch is disengaged, the separation arm 5 drives the separation fork shaft 8 to rotate, and transmits the power to the separation fork, release bearing and release finger equipped with the separation fork shaft 8 in sequence. When the clutch is engaged, the movement of the separation finger is transmitted to the separation fork shaft 8 via the release bearing and the separation fork, and the separation fork shaft 8 drives the separation arm 5 to rotate, thereby helping the sector gear 4 to swing back clockwise.
[0024] Among them, the spring assembly 6 includes a sleeve 61 installed in the housing 1, a booster spring 62 sleeved on the sleeve 61, and a guide sleeve 63 that extends into the sleeve 61. The upper end of the booster spring 62 is against the guide sleeve 63, and the lower end is against the sleeve 61. The L-shaped connecting arm 10 rotates clockwise to contact the guide sleeve 63, and pushes the guide sleeve 63 to move downward in the sleeve 61 to compress the booster spring 62. The L-shaped connecting arm 10 rotates counterclockwise to separate from the guide sleeve 63. It can be seen from the accompanying drawings that the assist spring 62 is clamped between the sleeve 61 and the guide sleeve 63, and is compressed as the guide sleeve 63 moves downward. The sleeve 61 guides the movement of the guide sleeve 63 and the assist spring 62 respectively to ensure the movement reliability of the spring assembly 6. The L-shaped connecting arm 10 rotates synchronously with the sector gear 4. When the sector gear 4 rotates clockwise, the L-shaped connecting arm 10 rotates clockwise and contacts the upper end of the guide sleeve 63 and pushes the guide sleeve 63 downward to compress the assist spring 62, and use the rebound force of the assist spring 62 as a boost for the counterclockwise rotation of the sector gear 4.
[0025] The lower end of the sleeve 61 has a connecting ear 64 hinged to the housing 1. The inner wall of the housing 1 has an inner groove 16 corresponding to the connecting ear 64. The connecting ear 64 is hinged in the inner groove, and the sleeve 61 swings in the inner groove 16 as the guide sleeve 63 moves. The L-shaped connecting arm 10 has a contact neck 12 that can contact the guide sleeve, and the upper end of the guide sleeve 63 has a contact groove 65 corresponding to the contact neck 12. As the L-shaped connecting arm 10 rotates about the main axis 9, the L-shaped connecting arm 10 pushes the spring assembly 6 to swing at a small angle during the swinging process. The cooperation between the connecting ear 64 and the inner groove 16 enables the spring assembly 6 to swing at a small angle, avoiding interference and ensuring smooth extension and contraction of the assist spring 62. The cooperation between the contact neck 12 and the contact groove 65 causes the L-shaped connecting arm 10 to contact the upper end of the guide sleeve 63 when rotating clockwise, ensuring the compression reliability of the assist spring 62.
[0026] The gear anti-collision buffer assembly 7 includes a buffer rear cover 71 mounted on the housing, a buffer front cover 72 disposed in front of the buffer rear cover 71, and a buffer spring 73 sandwiched between the buffer rear cover 71 and the buffer front cover 72. The buffer front cover 72 is guided and matched with the housing 1 and has an arc-shaped rubber protrusion 73 at the front end. As the sector gear 4 rotates, the buffer front cover 72 contacts the side of the sector gear 4 and moves backward to compress the buffer spring. When the sector gear 4 rotates, the side surface may contact the buffer front cover 72. As the sector gear 4 continues to rotate, it pushes the buffer front cover 72 to compress the buffer spring 73, thereby buffering the movement of the sector gear 4, preventing the sector gear 4 from colliding with the housing, and avoiding vibration and noise caused by instantaneous impact, thereby improving the structural stability of the automatic transmission system, and also preventing the mechanism from being stuck due to the impact of the sector gear 4 on the housing 1, thereby improving the structural reliability and stability of the clutch actuator.
[0027] A cylindrical pin 13 is fixed to the release arm 8, and an angle sensor 14 is mounted on the housing 1. A signal swing arm 15 is mounted on the angle sensor 14. The cylindrical pin 13 passes through the signal swing arm 15 and drives the signal swing arm 15 to rotate with the rotation of the release arm 5. The cylindrical pin 13 moves with the movement of the release arm 5, driving the signal swing arm 15 to swing. The angle sensor 14 measures the swing angle of the signal swing arm 15 in real time and transmits the measurement information to the vehicle's automatic transmission control unit, thereby monitoring the swing angle of the release arm 5.
[0028] The above is a complete description of the technical solutions of the embodiments of the present invention in conjunction with the accompanying drawings. It should be noted that the embodiments described are only part of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.
Claims
1. A clutch actuator for an automatic transmission includes a housing, a motor mounted on the housing, a worm connected to the motor, a sector gear meshing with the worm, and a release arm connected to the sector gear and capable of rotating synchronously with the sector gear. The sector gear and the release arm are rotatably mounted in the housing, and the end of the release arm away from the sector gear engages with a release fork shaft. The following are the characteristics of the clutch actuator: The housing is also equipped with a spring assembly that provides an assisting force for the counterclockwise rotation of the sector gear and a gear anti-collision buffer assembly that prevents the sector gear from colliding with the housing. The gear anti-collision buffer assemblies are symmetrically arranged on both sides of the sector gear. The spring assembly is compressed as the sector gear rotates clockwise and rebounds as the sector gear rotates counterclockwise.
2. The clutch actuator of the automatic transmission according to claim 1, characterized in that: The main shaft is fixed in the shell, and the fan gear is rotatably mounted on the main shaft. An L-shaped connecting arm that passes through the fan gear is rotatably mounted on the main shaft. A waist-shaped through hole is opened at one end of the separation arm. One end of the L-shaped connecting arm that passes through the fan gear has a slider that cooperates with the waist-shaped through hole. The L-shaped connecting arm rotates synchronously with the fan gear to drive the slider to move in the waist-shaped through hole, so that the slider drives the separation arm to rotate.
3. The clutch actuator of the automatic transmission according to claim 2, characterized in that: The spring assembly includes a sleeve installed in the housing, a booster spring sleeved on the sleeve, and a guide sleeve that extends into the sleeve. The upper end of the booster spring is against the guide sleeve, and the lower end is against the sleeve. The L-shaped connecting arm rotates clockwise to contact the guide sleeve and pushes the guide sleeve downward in the sleeve to compress the booster spring. The L-shaped connecting arm rotates counterclockwise to separate from the guide sleeve.
4. The clutch actuator of the automatic transmission according to claim 3, characterized in that: The lower end of the sleeve has a connecting ear hinged to the shell, and the inner wall of the shell has an inner groove corresponding to the connecting ear. The connecting ear is hinged in the inner groove, and the sleeve swings in the inner groove with the movement of the guide sleeve. The L-shaped connecting arm has a contact neck that can contact the guide sleeve, and the upper end of the guide sleeve has a contact groove corresponding to the contact neck.
5. The clutch actuator of the automatic transmission according to claim 1, characterized in that: The gear anti-collision buffer assembly includes a buffer rear cover mounted on the shell, a buffer front cover arranged in front of the buffer rear cover, and a buffer spring sandwiched between the buffer rear cover and the buffer front cover. The buffer front cover is guided by the shell and has an arc-shaped rubber protrusion at the front end. The buffer front cover contacts the side of the sector gear as the sector gear rotates, and moves backward to compress the buffer spring.
6. The clutch actuator of the automatic transmission according to claim 1, characterized in that: A cylindrical pin is fixed on the separation arm, an angle sensor is installed on the shell, and a signal swing arm is equipped on the angle sensor. The cylindrical pin passes through the signal swing arm and drives the signal swing arm to rotate as the separation arm rotates.