Six-gear AMT gearbox assembly

Abstract

The utility model relates to a six-gear AMT gearbox assembly which solves the technical problems that an existing gear shifting executing mechanism is large in size and complex in structure. The six-gear automatic transmission comprises a six-gear AMT, a reverse gear air cylinder, a TCU controller, a gear selecting and shifting executing mechanism, a clutch executing mechanism and a separation shifting fork. The reverse gear displacement sensor and the reverse gear electromagnetic valve are electrically connected with the TCU controller; the six-gear AMT comprises three gear shifting fork shafts and a reverse gear fork shaft, and a magnetic reverse gear piston is arranged in a reverse gear air cylinder. The gear selecting and shifting executing mechanism is a three-shaft pneumatic type gear shifting executing mechanism and comprises three air cylinders with magnetic gear shifting pistons, and the three magnetic gear shifting pistons are all connected with gear shifting shifting blocks which are correspondingly connected with the three gear shifting fork shafts respectively. The magnetic gear shifting piston is a three-section type piston. A non-contact displacement sensor is arranged on each gear shifting fork shaft and is matched with the corresponding magnetic gear shifting piston; the reverse gear electromagnetic valve is connected with the reverse gear air cylinder; the reverse gear displacement sensor is arranged on the outer side of a cylinder cover of the reverse gear cylinder.

Description

Technical Field

[0001] This utility model relates to gearboxes, specifically to a 6-speed AMT gearbox assembly. Background Technology

[0002] Currently, AMT products are mainly divided into two structural types. One is the integrated AMT, which integrates the transmission controller (TCU), control assembly, clutch actuator, etc., inside the transmission. It has a high degree of integration and a compact transmission structure. The other is the modular AMT, which attaches the transmission controller (TCU), control assembly, clutch actuator, etc., to the outside of the transmission. Compared with the integrated AMT, this structure can improve the commonality of parts, reduce costs, and is easier to maintain and more reliable.

[0003] AMT actuators can be classified into hydraulic actuators, electric actuators, and pneumatic actuators based on their power source. Hydraulic actuators have fast response speed and high control precision, but they suffer from large hydraulic energy loss, low transmission efficiency, and high structural complexity of hydraulic components, requiring higher precision in machining and sealing performance, resulting in high component costs. Electric actuators offer high control precision and strong adaptability, but their complex structure, large space occupation, and inconvenience for vehicle layout make them difficult to integrate into the overall vehicle design.

[0004] Pneumatic actuators offer fast response times. If the vehicle has its own air supply, it reduces the need for an additional power source, improving fuel economy. Furthermore, they generally have lower precision requirements for component manufacturing and are less expensive. Currently, AMT products for the heavy-duty truck market are relatively mature, while pneumatic AMTs for the light-duty truck market still have significant room for development.

[0005] The existing 6-speed AMT contains 6 forward gears and one reverse gear, which requires four shift fork shafts to shift gears. This four-axis shifting actuator is large in size and has a complex structure.

[0006] Chinese patent CN106678338A discloses a 6-speed automatic transmission for light trucks, including a transmission housing, and a primary shaft, two intermediate shafts, a secondary shaft, a control system, and a clutch control system disposed within the housing. Sensors, actuators, and solenoid valves are connected to the transmission TCU via wiring harnesses. The power source for each actuator is the vehicle's air supply. The primary shaft transmits engine power to the secondary shaft via the two intermediate shafts, and the secondary shaft transmits power to the vehicle's driveshaft via an output flange. A reverse gear sleeve is mounted on the secondary shaft for shifting gears in conjunction with the control system. This invention uses a traditional sleeve shifting method, resulting in a high failure rate and inconvenient maintenance. Chinese patent CN214092910U discloses a ten-speed transmission for light trucks, including a first shaft assembly, a main gearbox intermediate shaft assembly, a main gearbox second shaft assembly, an auxiliary gearbox intermediate shaft assembly, an auxiliary gearbox output shaft assembly, a main gearbox shifting mechanism assembly, an auxiliary gearbox shifting mechanism assembly, a top cover assembly, and a housing; each gear synchronizer is mounted on the main gearbox second shaft; the housing includes a front housing, a middle housing, and a rear housing, all made of aluminum alloy, with the front housing and middle housing, and the middle housing and rear housing, all connected by bolts; the front end of the main gearbox intermediate shaft assembly and the first shaft assembly are supported on the front housing by tapered bearings, and the rear end of the main gearbox second shaft assembly and the rear end of the main gearbox intermediate shaft assembly are supported on the middle housing by tapered bearings; the rear end of the first shaft of the first shaft assembly has a tapered hole, and the front end of the second shaft of the main gearbox second shaft assembly is supported in the tapered hole by a tapered roller bearing without an outer ring; all gears in the transmission are helical gears. However, this utility model mainly targets ten-speed transmissions to meet the needs of light trucks for smaller installation size and lighter weight transmissions, but it cannot solve the problem of the large size and complex structure of the four-axis shift actuator. Chinese patent CN218992281U provides a light truck-matched eight-speed AMT transmission assembly, including a transmission housing. The transmission housing houses an input shaft, a main shaft, and an output shaft with transmission connections. On both sides of the main shaft are auxiliary shafts that drive with the main shaft. Along the direction from the drive shaft to the output shaft, an input shaft gear, a main shaft gear, a sliding sleeve, a high-gear drive gear of the auxiliary gearbox, a gear seat, an auxiliary gearbox gear sleeve, a low-gear output shaft gear of the auxiliary gearbox, and an output flange are installed sequentially. On the auxiliary shaft are a constant mesh gear of the auxiliary shaft, a drive gear of the auxiliary shaft, a high-gear gear of the auxiliary gearbox auxiliary shaft, a gear seat, and a low-gear output shaft gear of the auxiliary gearbox auxiliary shaft. However, this utility model mainly targets eight-speed transmissions to solve the problems of relatively low first-gear speed, poor climbing ability under full load, uneven speed ratio differences, and poor shift smoothness. Its problems are the same as those mentioned above. Utility Model Content

[0007] The purpose of this invention is to solve the technical problem that the existing shift actuators are large in size and complex in structure, and to provide a 6-speed AMT transmission assembly.

[0008] To achieve the above objectives, the technical solution provided by this utility model is as follows:

[0009] A 6-speed AMT transmission assembly includes a 6-speed AMT, a reverse gear cylinder, a TCU controller, a gear selector actuator electrically connected to the TCU controller, a clutch actuator, and a release fork connected to the actuator end of the clutch actuator via a clutch push rod; the release fork is used to control the clutch travel.

[0010] Its special feature is:

[0011] It also includes a reverse gear displacement sensor and a reverse gear solenoid valve that are electrically connected to the TCU controller;

[0012] The reverse gear cylinder, reverse gear solenoid valve, TCU controller, gear shifting actuator, and clutch actuator are all mounted on the housing of the 6-speed AMT.

[0013] The 6-speed AMT includes three shift fork shafts and one reverse shift fork shaft. The reverse cylinder is equipped with a magnetic reverse piston connected to the reverse shift fork shaft. The three shift fork shafts are shift fork shafts for 1 / 2 gear, 3 / 4 gear, and 5 / 6 gear respectively.

[0014] The gear shifting actuator adopts a three-axis pneumatic gear shifting actuator with a parallel shaft gear shifting structure, including three cylinders with magnetic shifting pistons. Each of the three magnetic shifting pistons is connected to a shift fork, which is respectively connected to the shift fork shafts of 1 / 2 gear, 3 / 4 gear, and 5 / 6 gear.

[0015] The magnetic shift piston adopts a three-section piston; each shift fork shaft is equipped with a non-contact displacement sensor, which works in conjunction with the corresponding magnetic shift piston to determine the position of the cylinder piston;

[0016] The reverse gear solenoid valve is connected to the reverse gear cylinder; the reverse gear displacement sensor is located on the outside of the cylinder head of the reverse gear cylinder, and is used to cooperate with the magnetic reverse gear piston of the reverse gear cylinder to determine the position of the magnetic reverse gear piston.

[0017] Furthermore, the 6-speed AMT includes a housing, input shaft, gearbox main shaft, four sliding gear sleeves, output shaft, and intermediate shaft;

[0018] One end of the input shaft extends into the housing, and an input shaft gear is provided at this end. A speed measuring gear is coaxially positioned near this end. The gearbox main shaft is coaxial with the input shaft and has six main shaft gears: a 6th gear, a 4th gear, a 3rd gear, a 2nd gear, a 1st gear, and a reverse gear. Four sliding gear sleeves are located on the gearbox main shaft between the input shaft gear and the 6th gear, between the 4th gear and the 3rd gear, between the 2nd gear and the 1st gear, and on one side of the reverse gear. An intermediate shaft is parallel to the input shaft and has transmission gears that mesh with the input shaft gear and the six main shaft gears. The transmission gear meshing with the 3rd gear forms the intermediate shaft speed measuring gear. The end of the gearbox main shaft furthest from the input shaft extends out of the housing, forming the output shaft. A speed measuring gear is coaxially positioned near this end.

[0019] The three shift fork shafts and the reverse shift fork shaft are respectively connected to four sliding tooth sleeves. The engagement state of the sliding tooth sleeves is controlled by the shift head of the shift actuator to realize the shifting of 1st / 2nd gear, 3rd / 4th gear or 5th / 6th gear.

[0020] The housing of the 6-speed AMT is equipped with corresponding input shaft speed sensors, intermediate shaft speed sensors, and output shaft speed sensors at the positions of the input shaft speed measuring gear, intermediate shaft speed measuring gear, and output shaft speed measuring gear, respectively. These sensors are used to sense the changes in the tooth tip and tooth root when the corresponding speed measuring gear rotates and convert them into their respective speed signals.

[0021] Furthermore, an intermediate shaft brake is provided at one end of the intermediate shaft near the output shaft;

[0022] The intermediate shaft brake adopts a one-way air structure, including a brake bottom cover set on the housing, a brake cylinder cover that mates with the brake bottom cover, two mating plates loosely fitted on the intermediate shaft, a friction plate set between the two mating plates and connected to the intermediate shaft, and a reset center embedded at the end of the intermediate shaft; the reset center is connected to the end of the intermediate shaft by a compression spring.

[0023] An air intake hole is located in the center of the brake cylinder head;

[0024] A brake piston is movably installed inside the brake cylinder head. The center of the brake piston abuts against the reset tip, and the outer periphery is tightly fitted with the inner wall of the brake cylinder head. It is sealed by a first sealing ring near the intermediate shaft and a second sealing ring near the brake cylinder head. The first sealing ring is used to seal the transmission lubricating oil, and the second sealing ring is used to seal the high-pressure gas.

[0025] The brake bottom cover is provided with a cylindrical pin, and the mating plate is provided with a corresponding pin groove, which is used to restrict the rotation of the mating plate when it moves axially.

[0026] Furthermore, it also includes a brake solenoid valve and an air filter regulator assembly; the air filter regulator assembly is electrically connected to the TCU controller and is used to purify the air source;

[0027] The brake solenoid valve is located on the housing and near the intermediate shaft brake.

[0028] Furthermore, an odometer rotor, coaxial with the output shaft speed measuring gear, is also provided on the end of the gearbox main shaft near the protruding housing.

[0029] The 6-speed AMT housing has an odometer sensor connected to the TCU controller, located at the position of the odometer rotor, to collect the corresponding speed signal; the output shaft speed measuring gear has more teeth than the odometer rotor.

[0030] Furthermore, the housing of the 6-speed AMT includes a clutch housing, a main housing, and a rear cover housing connected sequentially from the input shaft to the output shaft. The clutch housing is used to fix itself in conjunction with the engine. The top of the clutch housing is provided with heat dissipation holes, the bottom is provided with an observation hole with a drainage groove, and the sides are respectively provided with a left observation hole and a right observation hole corresponding to the position of the release fork.

[0031] Furthermore, the input shaft gear is connected to the input shaft spline;

[0032] The friction plate is connected to the intermediate shaft via a spline;

[0033] The intermediate shaft speed measuring gear and the six transmission gears are respectively interference-fitted with the intermediate shaft;

[0034] The six main shaft gears are respectively loosely fitted onto the gearbox main shaft via needle roller bearings;

[0035] It also includes an oil temperature sensor mounted on the housing and electrically connected to the TCU controller.

[0036] Furthermore, the housing of the 6-speed AMT also features a reverse gear pressure switch interface and a power take-off interface;

[0037] The input shaft gear, input shaft speed measuring gear, main shaft gear, and transmission gear are all helical gear structures.

[0038] Furthermore, the displacement sensors on the three shift fork shafts are arranged in the same direction;

[0039] The wiring harness connector of the gear shifting actuator is equipped with a tail clip.

[0040] The advantages of this utility model compared to the prior art are:

[0041] 1. This utility model discloses a 6-speed AMT transmission assembly, which adopts a three-axis shift actuator + reverse gear actuator design. The three-axis shift actuator is used to shift the six forward gears, and the reverse gear is equipped with a cylinder and piston on the transmission housing and uses a separate solenoid valve for shifting. Compared with a 4-axis shift actuator, the size of the shift actuator is reduced, making the transmission more compact.

[0042] 2. This utility model discloses a 6-speed AMT transmission assembly, employing a three-axis pneumatic shift actuator with a parallel-shaft shifting structure. Each of the three magnetic shift pistons is equipped with a shift fork corresponding to 1st / 2nd gear, 3rd / 4th gear, and 5th / 6th gear, allowing for direct gear engagement without gear selection and resulting in faster shifting speeds. Even if the solenoid valve of one actuator malfunctions and cannot engage gears, the other two actuators can still operate to ensure normal gear engagement, improving the reliability of the AMT. This shift actuator can also be used in other torque range AMTs, new energy vehicle transmissions, etc., improving the versatility of components and reducing costs.

[0043] 3. The present invention relates to a 6-speed AMT transmission assembly. Due to the use of sliding gear sleeves for shifting, in order to shorten the synchronization time, reduce shifting impact, and improve shifting smoothness, an intermediate shaft brake is arranged at the rear end of the intermediate shaft of the main gearbox. Compared with synchronizer shifting, the synchronization method of sliding gear sleeve + intermediate shaft brake has the advantages of low failure rate, high reliability, compact structure, low cost, and convenient disassembly and maintenance.

[0044] 4. In a 6-speed AMT transmission assembly of this utility model, the cylinder of the intermediate shaft brake adopts a double-seal design, which is used to seal the transmission lubricating oil and the high-pressure gas respectively, which can effectively prevent the transmission lubricating oil from leaking into the cylinder and damaging the solenoid valve.

[0045] 5. In a 6-speed AMT transmission assembly of this utility model, when shifting gears or shifting to reverse, the magnet in the magnetic shift piston moves relative to the displacement sensor, causing a change in the direction of the magnetic field at the position of the displacement sensor. The displacement sensor can determine the position of the reverse cylinder piston based on the direction of the magnetic field, avoiding the failure risk caused by mechanical wear of contact displacement sensors and improving the reliability of AMT.

[0046] 6. This utility model discloses a 6-speed AMT transmission assembly, which adopts a design of input shaft speed sensor + intermediate shaft speed sensor. The input shaft speed sensor collects the speed signal of the speed measuring gear arranged on the input shaft. When the transmission gears change, the input speed measuring gear remains unchanged, which increases the versatility of parts and reduces costs. The intermediate shaft speed sensor in the main housing collects the speed signal of the intermediate shaft transmission gear, eliminating the need for a separate speed measuring gear, improving the compactness of the transmission structure and reducing costs. Attached Figure Description

[0047] Figure 1 This is a schematic diagram of the transmission scheme of a 6-speed AMT gearbox assembly embodiment of this utility model;

[0048] Figure 2 This is a schematic diagram of the structure of an embodiment of the present utility model. Figure 1 ;

[0049] Figure 3 This is a schematic diagram of the structure of an embodiment of the present utility model. Figure 2 ;

[0050] Figure 4 This is a schematic diagram of the clutch housing structure in an embodiment of this utility model;

[0051] Figure 5 This is a schematic diagram of the intermediate shaft brake in an embodiment of this utility model;

[0052] Figure 6 This is a schematic diagram of the control system operation according to an embodiment of the present invention.

[0053] The symbols in the attached image are explained as follows:

[0054] 1-Input shaft; 2-Clutch housing; 3-Input shaft speed measuring gear; 4-Main housing; 5-Gearbox main shaft; 6-Sliding gear sleeve; 7-Rear cover housing; 8-Output shaft speed measuring gear; 9-Output shaft; 10-Odometer rotor; 11-Intermediate shaft brake; 12-Intermediate shaft speed measuring gear; 13-Intermediate shaft;

[0055] 14-Reverse gear displacement sensor; 15-Reverse gear solenoid valve; 16-TCU controller; 17-Input shaft speed sensor; 18-Oil temperature sensor; 19-Intermediate shaft speed sensor; 20-Output shaft speed sensor;

[0056] 21-Gear shift actuator; 22-Clutch actuator; 23-Odometer sensor; 24-Brake solenoid valve; 25-Air filter regulator assembly;

[0057] 26-Left observation hole; 27-Heat dissipation hole; 28-Disengagement fork; 29-Clutch push rod; 30-Right observation hole; 31-Bottom observation hole; 32-Cylindrical pin; 33-Matching plate; 34-Brake piston; 35-Air inlet; 36-Brake cylinder head; 37-Compression spring; 38-Friction plate. Detailed Implementation

[0058] The specific technical solutions in the embodiments of this utility model will be further described below with reference to the accompanying drawings.

[0059] Considering the reliability of AMT, the commonality of parts, and the convenience of aftermarket maintenance, the 6-speed AMT actuator in this invention adopts a modular layout and is driven by an electro-pneumatic system that uses the vehicle's existing air supply. This reduces the cost of AMT while improving the response speed of the actuator and the fuel economy of the vehicle.

[0060] See Figure 2-4 Targeting the light truck market, this utility model embodiment provides a 6-speed AMT transmission assembly, including a 6-speed AMT, a reverse gear cylinder, a reverse gear displacement sensor 14, a reverse gear solenoid valve 15, a TCU controller 16, a gear shifting actuator 21 electrically connected to the TCU controller 16, a clutch actuator 22, a release fork 28 connected to the actuator end of the clutch actuator 22 via a clutch push rod 29, a brake solenoid valve 24, and an air filter regulator assembly 25; the release fork 28 is used to control the clutch stroke.

[0061] The reverse gear cylinder, reverse gear solenoid valve 15, TCU controller 16, gear shifting actuator 21, and clutch actuator 22 are all mounted on the housing of the 6-speed AMT. The reverse gear displacement sensor 14 and the reverse gear solenoid valve 15 are electrically connected to the TCU controller 16.

[0062] The 6-speed AMT includes a housing, an input shaft 1, a gearbox main shaft 5, four sliding gear sleeves 6, an output shaft 9, an intermediate shaft 13, three shift fork shafts, and one reverse shift fork shaft. The reverse cylinder contains a magnetic reverse piston connected to the reverse shift fork shaft. The three shift fork shafts are for 1st / 2nd gear, 3rd / 4th gear, and 5th / 6th gear, respectively.

[0063] like Figure 1 In the transmission scheme shown, one end of the input shaft 1 extends into the housing, and an input shaft gear is provided at this end. An input shaft speed measuring gear 3 is coaxially positioned near this end. The gearbox main shaft 5 is coaxially arranged with the input shaft 1. Six main shaft gears are provided on the gearbox main shaft 5, namely, a 6th gear, a 4th gear, a 3rd gear, a 2nd gear, a 1st gear, and a reverse gear. Four sliding gear sleeves 6 are provided on the gearbox main shaft 5 and are respectively located between the input shaft gear and the 6th gear, between the 4th gear and the 3rd gear, between the 2nd gear and the 1st gear, and on one side of the reverse gear. An intermediate shaft 13 is arranged parallel to the input shaft 1. The intermediate shaft 13 is provided with transmission gears that mesh with the input shaft gear and the six main shaft gears respectively. The transmission gear meshing with the 3rd gear constitutes the intermediate shaft speed measuring gear 12. The end of the gearbox main shaft 5 away from the input shaft 1 extends out of the housing, and this end constitutes the output shaft 9. An output shaft speed measuring gear 8 is coaxially positioned near this end.

[0064] The shift fork shaft and reverse shift fork shaft are respectively connected to four sliding tooth sleeves 6. The engagement state of the sliding tooth sleeves 6 is controlled by the shift head of the shift actuator 21 to realize shifting between 1st / 2nd gear, 3rd / 4th gear, or 5th / 6th gear. The housing of the 6th gear AMT is equipped with corresponding input shaft speed sensors 17, intermediate shaft speed sensors 19, and output shaft speed sensors 20 at the positions of the input shaft speed measuring gear 3, intermediate shaft speed measuring gear 12, and output shaft speed measuring gear 8, respectively. These sensors are used to sense the changes in the tooth tip and tooth root when the corresponding speed measuring gears rotate and convert them into their respective speed signals.

[0065] The housing of the 6-speed AMT includes a clutch housing 2, a main housing 4, and a rear cover housing 7 connected sequentially from the input shaft 1 to the output shaft 9. The clutch housing 2 is used to fix itself in conjunction with the engine. While the internal parts of the main housing 4 and the rear cover housing 7 remain unchanged, the clutch housing 2 can be replaced according to different matching requirements. The top of the clutch housing 2 is provided with a heat dissipation hole 27, the bottom is provided with an observation hole 31 with a drainage groove, and the left observation hole 26 and the right observation hole 30 on the sides are respectively provided with the positions corresponding to the release fork 28, which facilitates maintenance and inspection.

[0066] The right side of the main housing is equipped with a TCU controller 16 and an oil temperature sensor 18 connected to the TCU controller 16; the top is equipped with a reverse gear solenoid valve 15, which is directly connected to the reverse gear cylinder; the left side is equipped with an air filter regulator assembly 25 and a clutch actuator 22, which are electrically connected to the TCU controller 16.

[0067] To enhance the adaptability of AMT, a speedometer rotor 10, coaxial with the output shaft speed measuring gear 8, is provided at the end of the gearbox main shaft 5 near the protruding housing. A speedometer sensor 23, connected to the TCU controller 16, is provided on the housing of the 6-speed AMT at the position corresponding to the speedometer rotor 10, for collecting the corresponding speed signal. The output shaft speed measuring gear 8 has more teeth than the speedometer rotor 10, which improves the accuracy of the output speed signal and is more conducive to AMT control.

[0068] The gear shifting actuator 21 is located on the top of the main housing 4. It includes three cylinders with magnetic shift pistons arranged in parallel inside. This is a three-axis pneumatic gear shifting actuator with a parallel-axis shifting structure. Each of the three magnetic shift pistons is equipped with a shift lever, corresponding to the shift fork shafts for 1st / 2nd gear, 3rd / 4th gear, and 5th / 6th gear. Gears can be engaged directly without prior selection, resulting in faster shifting speeds. Even if the solenoid valve of one actuator malfunctions and cannot engage gears, the other two actuators can still operate to ensure normal gear engagement.

[0069] The magnetic shift piston adopts a three-section piston design, consisting of three pistons with different diameters. This combination ensures that the piston areas on both sides of the corresponding cylinder are approximately the same, guaranteeing balanced shifting force and preventing overshoot. Each shift fork shaft is equipped with a non-contact displacement sensor, which works with the corresponding magnetic shift piston to determine the piston position of that cylinder. The reverse gear solenoid valve 15 is connected to the reverse gear cylinder, shortening the air path between the solenoid valve and the cylinder, thus improving the reverse gear response speed. The reverse gear displacement sensor 14 is located on the outside of the reverse gear cylinder's cylinder head and works with the magnetic reverse gear piston to determine its position.

[0070] When shifting gears, the magnet in the magnetic shift piston moves relative to the displacement sensor, causing a change in the direction of the magnetic field at the displacement sensor's position. The displacement sensor can determine the position of the reverse gear cylinder piston based on the direction of the magnetic field, avoiding the failure risk caused by mechanical wear of contact displacement sensors. Similarly, when shifting into reverse gear, the magnet in the magnetic reverse gear piston moves relative to the reverse gear displacement sensor 14, causing a change in the direction of the magnetic field at the reverse gear displacement sensor 14. The reverse gear displacement sensor can determine the position of the magnetic reverse gear piston based on the direction of the magnetic field, avoiding the failure risk caused by mechanical wear of contact displacement sensors and improving the reliability of the AMT.

[0071] Since the sliding gear sleeve 6 is used for gear shifting, in order to shorten the synchronization time, reduce shifting impact, and improve shifting smoothness, an intermediate shaft brake 11 is arranged at the rear end of the intermediate shaft 13 of the main gearbox (the end closest to the output shaft 9).

[0072] like Figure 5 As shown, the intermediate shaft brake 11 adopts a one-way air structure, including a brake bottom cover mounted on the housing, a brake cylinder cover 36 that mates with the brake bottom cover, two mating plates 33 loosely fitted on the intermediate shaft 13, a friction plate 38 disposed between the two mating plates 33 and connected to the intermediate shaft 13, and a reset center embedded at the end of the intermediate shaft 13; the reset center is connected to the end of the intermediate shaft 13 by a compression spring 37.

[0073] The brake cylinder head 36 has an air inlet 35 at its center. A brake piston 34 is movably mounted inside the brake cylinder head 36. The center of the brake piston 34 abuts against the reset tip, and its outer circumference is tightly fitted against the inner wall of the brake cylinder head 36. It is sealed by a first sealing ring near the intermediate shaft 13 and a second sealing ring near the brake cylinder head 36. The cylinder of the intermediate shaft brake 11 adopts a double-seal design: the first sealing ring seals the transmission lubricating oil, and the second sealing ring seals the high-pressure gas, effectively preventing transmission lubricating oil leakage into the cylinder and damaging the solenoid valve. A cylindrical pin 32 is provided on the brake bottom cover, and a corresponding pin groove is provided on the mating plate 33 to limit the rotation between the mating plate 33 and the main housing during axial movement.

[0074] When the cylinder of the intermediate shaft brake 11 is receiving air, the brake piston 34 applies pressure to the friction plate 38 and the mating plate 33 under the action of high-pressure gas. The friction plate 38 and the mating plate 33 rub against each other to form a friction pair, thereby achieving the braking effect of the intermediate shaft 13. When the cylinder is not receiving air, the brake piston 34 returns to its original position under the action of the compression spring 37. At this time, there is no mutual friction between the friction plate 38 and the mating plate 33.

[0075] The air filter regulator assembly 25 is used to purify the air source; the brake solenoid valve 24 is located on the left side of the gearbox housing 2 (on the same side and close to the intermediate shaft brake 11), which is close to the intermediate shaft brake 11 and has a short air path, thus improving the response speed of the intermediate shaft brake.

[0076] The 6-speed AMT housing has a reverse gear pressure switch interface on the top cover and a power take-off interface on the right side of the main housing 4, which can be selected according to the requirements of the OEM.

[0077] In this embodiment of the invention, the input shaft gear is splined to the input shaft 1; the friction plate 38 is splined to the intermediate shaft 13; the intermediate shaft speed measuring gear 12 and the six transmission gears are respectively interference-fitted to the intermediate shaft 11; the six main shaft gears are respectively loosely mounted on the gearbox main shaft 5 via needle roller bearings; the TCU controller 16 is connected to an oil temperature sensor 18. The input shaft gear, input shaft speed measuring gear 3, main shaft gears, and transmission gears are all helical gear structures, resulting in low operating noise and smooth operation. The displacement sensors on the three shift fork shafts are arranged in the same direction to avoid uneven stress on the wiring harness; the wiring harness connector of the shift actuator 21 is equipped with a tail clip, and the cylinder cavity uses a dispensing process to increase the connector's shock resistance and waterproofness, thereby improving the reliability of the AMT.

[0078] The working principle of this utility model embodiment is as follows:

[0079] like Figure 1The embodiment shown employs a 6-speed master gearbox transmission scheme. Engine power is transmitted to the input shaft 1 of the gearbox via a clutch. The input shaft 1 is connected to the input shaft gear via a spline. The input shaft gear is constantly meshed with the transmission gear of the intermediate shaft 13 of the master gearbox, driving the intermediate shaft 13 to rotate. The transmission gears of the other gears of the intermediate shaft 13 mesh with the main shaft gears of each gear of the gearbox main shaft 5. The main shaft gears of each gear of the gearbox main shaft 5 are loosely fitted on the gearbox main shaft 5. When the master gearbox is engaged, the shift fork shaft or reverse shift fork shaft moves the sliding sleeve 6, which is splined to the gearbox main shaft 5, axially until it meshes with the spline of the main shaft gear. Power is transmitted to the gearbox main shaft 5 via the sliding sleeve 6.

[0080] Figure 6 To control the operation of the system, the TCU controller 16 collects transmission status signals from various sensors located on the transmission. It also analyzes these signals in conjunction with signals from other vehicle controllers such as the engine ECU, VCU, and instrument clusters. Finally, it controls the transmission's operation by electronically opening or closing various air circuit valves. Specifically:

[0081] (a) When the main gearbox needs to shift gears, the TCU controller 16 first opens the separation air circuit valve of the clutch actuator 22, the cylinder of the clutch actuator 22 is filled with air and held, and the clutch push rod 29 pushes the separation fork 28, which in turn pushes the release bearing to disengage the clutch and interrupt the power.

[0082] When the transmission downshifts:

[0083] The TCU controller 16 controls the air valve of the corresponding gear in the shift actuator 21 to disengage the transmission into neutral. It also controls the engine speed via CAN message to increase the speed. Simultaneously, it opens the engagement valve of the clutch actuator 22, venting the cylinder of the clutch actuator 22. All mechanisms return to their original positions under the action of the clutch diaphragm spring, engaging the clutch. When the speed of the low-gear of the transmission main shaft 5 increases to near the speed of the sliding sleeve 6, the TCU controller 16 reopens the disengagement air valve of the clutch actuator 22. The cylinder of the clutch actuator 22 receives air again and maintains its position. This air intake is used by the clutch push rod 29 to push the release fork 28, which in turn pushes the release bearing to disengage the clutch. The TCU controller 16 then reopens the air valve of the corresponding gear in the shift actuator 21, pushing the shifter to drive the sliding sleeve 6 to complete the downshift.

[0084] When the transmission shifts up:

[0085] The TCU controller 16 controls the air valve of the corresponding gear position of the shift actuator 21 to disengage the gearbox into neutral. Then, it opens the air valve of the brake solenoid valve 24, allowing air to enter the air inlet of the intermediate shaft brake 11. The high-pressure gas pushes the brake piston 34 to overcome the spring force of the compression spring 37 and presses the friction plate 38 and the mating plate 33 together. The friction plate 38 and the mating plate 33 rub against each other to generate braking torque, which reduces the speed of the intermediate shaft 13. When the speed of the high gear of the gearbox main shaft 5 decreases to be close to the speed of the sliding sleeve 6, the air valve of the corresponding gear position of the shift actuator 21 is opened again, pushing the shift head to drive the sliding sleeve 6 to complete the upshift.

[0086] (ii) When the main gearbox needs to switch to reverse gear, the TCU controller 16 completes the reverse gear switching in the following order:

[0087] 1) Open the clutch actuator 22 separation air circuit valve, the clutch is disengaged, and power is interrupted;

[0088] 2) Open the reverse gear solenoid valve 15 air circuit valve to push the magnetic reverse gear piston of the reverse gear cylinder to complete the reverse gear switching;

[0089] 3) Open the clutch actuator 22 and engage the air circuit valve. The clutch is engaged, and power is transmitted.

[0090] The above description is merely an embodiment of this utility model and is not intended to limit the scope of protection of this utility model. Any equivalent structural transformations made based on the description and drawings of this utility model, or direct or indirect applications in other related technical fields, are included within the patent protection scope of this utility model. For those skilled in the art, it will be understood that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of this utility model. The scope of this utility model is defined by the appended claims and their equivalents.

Claims

1. A 6-speed AMT transmission assembly, comprising a 6-speed AMT, a reverse gear cylinder, a TCU controller (16), a gear selector (21) electrically connected to the TCU controller (16), a clutch actuator (22), and a release fork (28) connected to the actuator end of the clutch actuator (22) via a clutch push rod (29); the release fork (28) is used to control the travel of the clutch; Its features are: It also includes a reverse gear displacement sensor (14) and a reverse gear solenoid valve (15) that are electrically connected to the TCU controller (16); The reverse gear cylinder, reverse gear solenoid valve (15), TCU controller (16), gear shifting actuator (21) and clutch actuator (22) are all mounted on the housing of the 6-speed AMT. The 6-speed AMT includes three shift fork shafts and one reverse shift fork shaft. The reverse cylinder is equipped with a magnetic reverse piston connected to the reverse shift fork shaft. The three shift fork shafts are shift fork shafts for 1 / 2 gear, 3 / 4 gear, and 5 / 6 gear respectively. The gear shifting actuator (21) adopts a three-axis pneumatic gear shifting actuator with a parallel shaft gear shifting structure, including three cylinders with magnetic shifting pistons. Each of the three magnetic shifting pistons is connected to a shifting head, which is respectively connected to the shifting fork shafts of 1 / 2 gear, 3 / 4 gear, and 5 / 6 gear. The magnetic shift piston is a three-section piston; each shift fork shaft is equipped with a non-contact displacement sensor, which cooperates with the corresponding magnetic shift piston to determine the position of the cylinder piston. The reverse gear solenoid valve (15) is connected to the reverse gear cylinder; the reverse gear displacement sensor (14) is located on the outside of the cylinder head of the reverse gear cylinder and is used to cooperate with the magnetic reverse gear piston of the reverse gear cylinder to determine the position of the magnetic reverse gear piston.

2. The 6-speed AMT transmission assembly according to claim 1, characterized in that: The 6-speed AMT includes a housing, an input shaft (1), a gearbox main shaft (5), four sliding gear sleeves (6), an output shaft (9), and an intermediate shaft (13); One end of the input shaft (1) extends into the housing, and an input shaft gear is provided at this end. An input shaft speed measuring gear (3) is coaxially located near this end. The gearbox main shaft (5) is coaxially arranged with the input shaft (1). Six main shaft gears are provided on the gearbox main shaft (5), namely, a 6th gear, a 4th gear, a 3rd gear, a 2nd gear, a 1st gear, and a reverse gear. Four sliding gear sleeves (6) are provided on the gearbox main shaft (5) and are respectively located between the input shaft gear and the 6th gear, and between the 4th gear and the input shaft gear. Between the 3rd gear, between the 2nd gear and the 1st gear, and on one side of the reverse gear; the intermediate shaft (13) is arranged parallel to the input shaft (1), and the intermediate shaft (13) is provided with transmission gears that mesh with the input shaft gear and the 6 main shaft gears respectively. The transmission gear that meshes with the 3rd gear constitutes the intermediate shaft speed measuring gear (12); the end of the gearbox main shaft (5) away from the input shaft (1) extends out of the housing, and this end constitutes the output shaft (9), and an output shaft speed measuring gear (8) is coaxially provided near this end; The three shift fork shafts and the reverse shift fork shaft are respectively connected to four sliding tooth sleeves (6). The engagement state of the sliding tooth sleeves (6) is controlled by the shift head of the shifting actuator (21) to realize the shifting of 1 / 2 gear, 3 / 4 gear or 5 / 6 gear. The housing of the 6-speed AMT is equipped with an input shaft speed sensor (17), an intermediate shaft speed sensor (19), and an output shaft speed sensor (20) respectively, corresponding to the positions of the input shaft speed measuring gear (3), the intermediate shaft speed measuring gear (12), and the output shaft speed measuring gear (8). These sensors are used to sense the changes in the tooth tip and tooth root when the corresponding speed measuring gear rotates and convert them into their respective speed signals.

3. A 6-speed AMT transmission assembly according to claim 2, characterized in that: The intermediate shaft (13) is provided with an intermediate shaft brake (11) at one end near the output shaft (9); The intermediate shaft brake (11) adopts a one-way air structure, including a brake bottom cover set on the housing, a brake cylinder cover (36) that cooperates with the brake bottom cover, two mating plates (33) loosely fitted on the intermediate shaft (13), a friction plate (38) set between the two mating plates (33) and connected to the intermediate shaft (13), and a reset center embedded at the end of the intermediate shaft (13); the reset center is connected to the end of the intermediate shaft (13) by a compression spring (37); The brake cylinder head (36) has an air inlet (35) at its center; A brake piston (34) is movably disposed inside the brake cylinder head (36). The center of the brake piston (34) abuts against the reset tip, and the outer periphery is tightly fitted to the inner wall of the brake cylinder head (36). It is sealed by a first sealing ring near the intermediate shaft (13) and a second sealing ring near the brake cylinder head (36). The first sealing ring is used to seal the gearbox lubricating oil, and the second sealing ring is used to seal the high-pressure gas. The brake bottom cover is provided with a cylindrical pin (32), and the mating plate (33) is provided with a corresponding pin groove, which is used to restrict the mating plate (33) from rotating when moving axially.

4. A 6-speed AMT transmission assembly according to claim 3, characterized in that: It also includes a brake solenoid valve (24) and an air filter regulator assembly (25); the air filter regulator assembly (25) is electrically connected to the TCU controller (16) for purifying the air source; The brake solenoid valve (24) is located on the housing and near the intermediate shaft brake (11).

5. A 6-speed AMT transmission assembly according to claim 4, characterized in that: The gearbox main shaft (5) is also provided with an odometer rotor (10) coaxial with the output shaft speed measuring gear (8) at the end near the protruding housing; The 6-speed AMT housing has an odometer sensor (23) connected to the TCU controller (16) at the position corresponding to the odometer rotor (10) for collecting the corresponding speed signal; the output shaft speed measuring gear (8) has more teeth than the odometer rotor (10).

6. A 6-speed AMT transmission assembly according to claim 5, characterized in that: The housing of the 6-speed AMT includes a clutch housing (2), a main housing (4), and a rear cover housing (7) connected sequentially from the input shaft (1) to the output shaft (9). The clutch housing (2) is used to cooperate with and fix the engine. The top of the clutch housing (2) is provided with a heat dissipation hole (27), the bottom is provided with an observation hole (31) with a drainage groove, and the sides are respectively provided with a left observation hole (26) and a right observation hole (30) corresponding to the position of the release fork (28).

7. A 6-speed AMT transmission assembly according to claim 6, characterized in that: The input shaft gear is splinedly connected to the input shaft (1); The friction plate (38) is connected to the intermediate shaft (13) by a spline; The intermediate shaft speed measuring gear (12) and the six transmission gears are respectively interference-fitted with the intermediate shaft (13); The six main shaft gears are respectively loosely fitted on the gearbox main shaft (5) by needle roller bearings; It also includes an oil temperature sensor (18) disposed on the housing and electrically connected to the TCU controller (16).

8. A 6-speed AMT transmission assembly according to claim 7, characterized in that: The housing of the 6-speed AMT is also equipped with a reverse gear pressure switch interface and a power take-off interface; The input shaft gear, input shaft speed measuring gear (3), main shaft gear, and transmission gear are all helical gear structures.

9. A 6-speed AMT transmission assembly according to claim 1, characterized in that: The displacement sensors on the three shift fork shafts are arranged in the same direction; The wire harness connector of the gear shifting actuator (21) is provided with a tail clip.

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