Electric control hydraulic mechanical automatic transmission for commercial vehicle

Abstract

The utility model discloses an electric control hydraulic mechanical automatic transmission for a commercial vehicle, and belongs to the technical field of automobiles. The input rotating speed sensor is arranged on a shell of the manual transmission, monitors the rotating speed of an input shaft of the manual transmission and transmits a signal to the automatic transmission control unit, and the input rotating speed sensor and the control unit integrally arranged with the gear shifter executing mechanism are combined to input the rotating speed, control the gear shifting time and decide the current target gear. An instruction is transmitted to the power control unit through a wire harness, and hydraulic oil of the power unit assembly is transmitted to the gear shifter executing mechanism and the clutch executing mechanism. On the basis of a traditional manual transmission, the power unit assembly, the clutch actuator, the gear shifting actuator and other structures are integrated, and the matching requirement of an automatic transmission of a commercial vehicle is met. The electronic control automatic operation system is additionally arranged, the execution mechanism is controlled by a computer to replace manpower to complete gear selecting and shifting and clutch operation, and the automatic gear shifting system has the advantages of being high in transmission efficiency, low in manufacturing cost, simple in structure, low in oil consumption and the like.

Description

Technical Field

[0001] This utility model belongs to the field of automotive technology, specifically relating to an electro-hydraulic mechanical automatic transmission for commercial vehicles. Background Technology

[0002] With the rapid development of the automotive industry, the commercial vehicle sector has placed increasingly higher demands on transmission systems. Currently, common automatic transmissions such as AT, CVT, and DCT suffer from problems such as complex structure and high cost, while manual mechanical transmissions have limited application range and are difficult to operate.

[0003] The commercial vehicle market currently needs an automatic transmission that is simple in structure, has excellent drivability, and is inexpensive to cope with increasingly fierce industry competition. Utility Model Content

[0004] The purpose of this utility model is to provide an electro-hydraulic mechanical automatic transmission for commercial vehicles to meet the usage requirements of commercial vehicles.

[0005] The technical solution adopted by this utility model is:

[0006] An electro-hydraulic mechanical automatic transmission for commercial vehicles includes a manual transmission, a shift actuator, an automatic transmission control unit, a clutch actuator, a power unit assembly, hydraulic oil pipes, an input speed sensor, and a wiring harness. The input speed sensor is disposed on the housing of the manual transmission, monitors the rotational speed of the input shaft of the manual transmission, and transmits the signal to the automatic transmission control unit. The control unit, integrated with the shift actuator, combines the input speed to control the shift timing, determine the current target gear, and transmits the command to the power unit assembly via the wiring harness. The hydraulic oil of the power unit assembly is transmitted to the shift actuator and the clutch actuator via oil pipes. The shift actuator acts on the shifting system of the manual transmission, and the clutch actuator acts on the clutch operation system of the manual transmission.

[0007] Compared with the prior art, the present invention has the following advantages:

[0008] 1. This utility model is an electro-hydraulic mechanical automatic transmission applied in the field of commercial vehicles. Based on the traditional manual transmission, it integrates the power unit assembly, clutch actuator and shift actuator, etc., to meet the matching requirements of automatic transmissions in commercial vehicles.

[0009] 2. This utility model, by adding an electronically controlled automatic operating system, allows the computer-controlled actuator to replace manual operation in gear selection and clutch operation. It has the advantages of good production continuity (based on the original manual gearbox), high transmission efficiency, low manufacturing cost, simple structure, and low fuel consumption.

[0010] 3. The automatic transmission control unit (TCU) of this invention is not installed separately on the transmission, but is integrated with the shift actuator, reducing assembly difficulty, alleviating space constraints, and achieving a high degree of integration. The automatic transmission control unit can ensure precise control of transmission shift timing, clutch status, etc. Attached Figure Description

[0011] Figure 1 This is a schematic diagram of the structure of this utility model;

[0012] Figure 2 This is a front view of the power unit assembly of this utility model;

[0013] Figure 3 This is a rear view of the power unit assembly of this utility model;

[0014] Figure 4 This is a schematic diagram of the integrated gear shift actuator and automatic transmission control unit of this utility model;

[0015] Figure 5 This is a schematic diagram of the gear shift housing actuator interface of this utility model;

[0016] Figure 6 This is a schematic diagram of the clutch actuator of this utility model;

[0017] The components include: 1. Manual transmission; 2. Gear shifter actuator; 3. Automatic transmission control unit; 4. Clutch actuator; 5. Power unit assembly; 6. Hydraulic oil pipe; 7. Input speed sensor; 8. Wiring harness; 9. Hydraulic reservoir; 10. Accumulator; 11. Drive motor; 12. Solenoid valve; 13. Hydraulic oil outlet; 14. Hydraulic pump; 15. Gear shift housing actuator interface; 16. External gear shift lever; 17. Clutch release arm; 18. Clutch position sensor. Detailed Implementation

[0018] To better understand the purpose, structure, and function of this utility model, a more detailed description of this utility model will be provided below with reference to the accompanying drawings.

[0019] This invention, based on a certain manual transmission, adapts and adds features to the existing structure, allowing a computer-controlled actuator to replace manual operation in gear selection and clutch engagement. By adding an electronically controlled automatic operating system, the power unit assembly is controlled via commands from the electronic control unit, driving the actuator to complete a series of actions such as clutch engagement and disengagement, and gear selection, thus realizing the development of an electro-hydraulic mechanical automatic transmission.

[0020] Specifically:

[0021] like Figure 1As shown, this utility model provides an electro-hydraulic mechanical automatic transmission for commercial vehicles, including a manual transmission 1, a shift actuator 2, an automatic transmission control unit 3, a clutch actuator 4, a power unit assembly 5, hydraulic oil pipes 6, an input speed sensor 7, and a wiring harness 8. The input speed sensor 7 is arranged on the housing of the manual transmission 1, monitors the rotational speed of the input shaft of the manual transmission 1, and transmits the signal to the automatic transmission control unit 3. The automatic transmission control unit 3, integrated with the shift actuator 2, combines the input speed and other signals to control the shift timing, determine the current target gear, and transmit the command to the power unit assembly 5 through the wiring harness 8. The hydraulic oil of the power unit assembly 5 is transmitted to the shift actuator 2 and the clutch actuator 4 through the hydraulic oil pipes 6 to provide hydraulic driving force for the transmission. The shift actuator 2 acts on the shifting system of the manual transmission 1, and the clutch actuator 4 acts on the clutch operation system of the manual transmission 1.

[0022] A sensor mounting hole is added at an appropriate position on the housing of the manual transmission 1, and an input speed sensor 7 is arranged there. The input speed sensor 7 provides precise control data for the automatic transmission control unit 3.

[0023] like Figure 2 , Figure 3 As shown, a mounting point is added to the rear end of the manual transmission 1 housing to mount and fix the power unit assembly 5. The power unit assembly 5 receives signals from the automatic transmission control unit 3 and transmits them through hydraulic oil via hydraulic oil pipe 6 to the shift actuator 2 and clutch actuator 4, providing hydraulic drive force to the transmission. This enables the drive of the shift and clutch operating mechanisms.

[0024] The power unit assembly 5 includes an integrated hydraulic tank 9, an accumulator 10, a drive motor 11, a solenoid valve 12, and a hydraulic pump 14. The hydraulic pump 14 is connected to the output shaft of the drive motor 11 and is driven by the drive motor 11. The inlet of the hydraulic pump 14 is connected to the hydraulic tank 9. The hydraulic oil outlet 13 of the hydraulic pump 14 is connected to the gear shift actuator 2 and the clutch actuator 4 via the hydraulic oil pipe 6. The accumulator 10 is connected to the hydraulic tank 9. The drive motor 11 is controlled by the solenoid valve 12.

[0025] The power unit assembly 5 receives signals from the automatic transmission control unit 3, and the solenoid valve 12 controls the drive motor 11 to start, driving the hydraulic pump 14 to work and pressurize the hydraulic oil in the hydraulic reservoir 9 and output it to the outside through the hydraulic oil outlet 13. The accumulator 10 mainly serves to store energy, maintain system pressure, and compensate for leakage.

[0026] like Figure 4 , Figure 5As shown, the original manual transmission shifting method is changed from traditional mechanical shifting to hydraulic shifting. The cable bracket and shift lever assembly are eliminated, and a shift housing actuator interface 15 is added to the shift housing to install a shift actuator mechanism 2 controlled by the hydraulic system. All components of the shifting system are integrated on the shift housing. An external shift lever structure is added to the original manual transmission shifting system to meet the actuator's working requirements, thereby realizing the transmission's selection and shifting functions.

[0027] The shift actuator 2 is mounted on the shift housing actuator interface 15, and an external shift lever 16 connected to the shift system of the manual transmission 1 is provided at the shift housing actuator interface 15. The gear selection and shifting operations are realized by controlling the external shift lever 16.

[0028] like Figure 6 As shown, the original clutch slave cylinder at the clutch operating mechanism has been replaced with a clutch actuator 4 equipped with a clutch position sensor. The clutch actuator 4 is controlled by the hydraulic system, and by pushing the clutch disengagement fork, the clutch is disengaged and engaged. The clutch position sensor can monitor the clutch disengagement and engagement status.

[0029] The clutch actuator 4 is mounted on the housing of the manual transmission 1. Under hydraulic pressure, it controls the movement of the clutch release arm 17 of the manual transmission 1, thereby realizing the disengagement and engagement of the clutch. A clutch position sensor 18 is installed at the clutch actuator 4 to monitor the clutch disengagement and engagement status.

[0030] The input speed sensor 7 measures the speed signal and transmits it to the automatic transmission control unit 3. The automatic transmission control unit 3 combines the input speed and other signals to precisely control the shift timing and determine the current target gear. The power unit assembly 5 receives the command transmission from the automatic transmission control unit 3 and controls the hydraulic oil pressurization output through the hydraulic pump 14 to drive the shift and clutch actuators to complete a series of actions such as clutch engagement and disengagement and transmission gear selection.

[0031] To avoid heat damage from the exhaust system and space constraints, all of the above-mentioned new structures must be located on the intake side of the powertrain.

[0032] It is understood that this utility model has been described through some embodiments, and those skilled in the art will recognize that various changes or equivalent substitutions can be made to these features and embodiments without departing from the spirit and scope of this utility model. Furthermore, under the teachings of this utility model, these features and embodiments can be modified to adapt to specific situations and materials without departing from the spirit and scope of this utility model. Therefore, this utility model is not limited to the specific embodiments disclosed herein, and all embodiments falling within the scope of the claims of this application are within the protection scope of this utility model.

Claims

1. A commercial vehicle electro-hydraulic mechanical automatic transmission, characterized in that: The system includes a manual transmission (1), a shift actuator (2), an automatic transmission control unit (3), a clutch actuator (4), a power unit assembly (5), hydraulic oil pipes (6), an input speed sensor (7), and a wiring harness (8). The input speed sensor (7) is located on the housing of the manual transmission (1), monitors the rotational speed of the input shaft of the manual transmission (1), and transmits the signal to the automatic transmission control unit (3). The automatic transmission control unit (3), which is integrated with the shift actuator (2), controls the shift timing based on the input speed, determines the current target gear, and transmits the command to the power unit assembly (5) through the wiring harness (8). The hydraulic oil of the power unit assembly (5) is transmitted to the shift actuator (2) and the clutch actuator (4) through the hydraulic oil pipes (6). The shift actuator (2) acts on the shifting system of the manual transmission (1), and the clutch actuator (4) acts on the clutch control system of the manual transmission (1).

2. The commercial vehicle electro-hydraulic mechanical automatic transmission according to claim 1, characterized in that: The power unit assembly (5) includes an integrated hydraulic tank (9), an accumulator (10), a drive motor (11), a solenoid valve (12), and a hydraulic pump (14). The hydraulic pump (14) is connected to the output shaft of the drive motor (11) and is driven by the drive motor (11). The inlet of the hydraulic pump (14) is connected to the hydraulic tank (9). The hydraulic oil outlet (13) of the hydraulic pump (14) is connected to the gear shift actuator (2) and the clutch actuator (4) through the hydraulic oil pipe (6). The accumulator (10) is connected to the hydraulic tank (9). The drive motor (11) is controlled by the solenoid valve (12).

3. The commercial vehicle electro-hydraulic mechanical automatic transmission according to claim 1, characterized in that: The shift actuator (2) is mounted on the shift housing actuator interface (15), and an external shift lever (16) connected to the shift system of the manual transmission (1) is provided at the shift housing actuator interface (15). The shift selection and shifting operations are realized by controlling the external shift lever (16).

4. The commercial vehicle electro-hydraulic mechanical automatic transmission according to claim 1, characterized in that: The clutch actuator (4) is mounted on the housing of the manual transmission (1) and controls the movement of the clutch release arm (17) of the manual transmission (1) to realize the separation and engagement of the clutch.

5. A commercial vehicle electro-hydraulic mechanical automatic transmission according to claim 4, characterized in that: A clutch position sensor (18) is installed at the clutch actuator (4) to monitor the clutch disengagement and engagement.

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