Six-gear electro-hydraulic AMT gearbox assembly

Abstract

The utility model relates to a six-gear electro-hydraulic AMT gearbox assembly which solves the technical problems that in the prior art, energy loss is large, system complexity is high, or the structure is complex, occupied space is large, or control precision is not high and depends on an air source. The six-gear AMT system comprises a six-gear AMT, a TCU controller, a gear selecting and shifting executing mechanism, an electro-hydraulic executing mechanism, an oil duct and a hydraulic release bearing, wherein the gear selecting and shifting executing mechanism and the electro-hydraulic executing mechanism are connected with the TCU controller; the gear selecting and shifting executing mechanism is an electric executing mechanism, and the executing end of the gear selecting and shifting executing mechanism extends into a shell of the six-gear AMT. One end of the electro-hydraulic actuating mechanism is connected with the hydraulic release bearing through an oil duct to form electric control hydraulic drive; the electro-hydraulic executing mechanism comprises an SCU, a hydraulic cylinder, a motor controlled by the SCU, a ball screw connected with the motor and a piston of the hydraulic cylinder, and a displacement sensor, an oil temperature sensor and a pressure sensor which are connected with the SCU. The SCU is used for supplying power to the motor and controlling the motor according to signals of the TCU controller, the stroke of the hydraulic release bearing is controlled, and separation or combination of the clutch is achieved.

Description

Technical Field

[0001] This utility model relates to a transmission assembly, specifically a 6-speed electro-hydraulic AMT transmission assembly. Background Technology

[0002] Currently, AMT products are mainly divided into two types in terms of structure. One is the integrated AMT, which integrates the transmission controller (TCU), control device 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 device 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 convenient to maintain and has high reliability.

[0003] AMT actuators can be divided into three categories based on their power source:

[0004] (1) Hydraulic actuators have fast response speed and high control accuracy, but large hydraulic energy loss, low transmission efficiency, and high structural complexity of hydraulic components. They also have higher requirements for processing accuracy and sealing performance, resulting in high cost of actuator parts.

[0005] (2) Electric actuators have high control precision, do not require a vehicle air source, and are more adaptable, but the mechanism has a complex structure, occupies a large space, and is not conducive to the overall vehicle layout.

[0006] (3) Pneumatic actuators have a fast response speed, generally low requirements for the machining accuracy of parts, and low cost. However, the control accuracy of this mechanism is not high, and the vehicle itself needs to have its own air source or be configured with a separate air source, which reduces the applicability of AMT.

[0007] Currently, pneumatic AMT products for the commercial vehicle market are relatively mature; however, there are fewer related technologies for AMTs, especially electro-hydraulic AMTs, for the light truck market. Chinese patent CN112943920A discloses a six-speed electro-hydraulic AMT assembly, including a six-speed AMT, a shift actuator, an electro-hydraulic actuator, hydraulic oil lines, and a release bearing. The shift actuator is an electric shift actuator, mounted on the housing of the six-speed AMT. One end of the shift actuator extends into the interior of the six-speed AMT to drive the axial rotation or axial movement of each shift fork shaft of the six-speed AMT. The electro-hydraulic actuator is also mounted on the housing of the six-speed AMT, with one end connected to the release bearing via hydraulic oil lines. The release bearing is mounted on the housing of the six-speed AMT. In operation, the release bearing engages with the clutch, and the electro-hydraulic actuator controls the disengagement and engagement of the release bearing and the clutch. Employing an integrated electric and hydraulic control principle, combining the advantages of both hydraulic and electric actuators, this design enables smooth gear shifting and avoids shocks. It also boasts advantages such as compact structure and small size. However, some issues remain, such as relatively high energy loss and susceptibility to sensor damage, requiring further optimization. Utility Model Content

[0008] The purpose of this invention is to solve the technical problems of existing AMT actuators, such as large energy loss, high system complexity, complex structure, large space occupation, low control accuracy and dependence on air source, and to provide a 6-speed electro-hydraulic AMT transmission assembly.

[0009] To achieve the above objectives, the technical solution provided by this utility model is as follows:

[0010] A 6-speed electro-hydraulic AMT transmission assembly includes a 6-speed AMT, a TCU controller, a shift actuator and an electro-hydraulic actuator connected to the TCU controller, oil passages, and a hydraulic release bearing. Its unique feature is that:

[0011] The TCU controller, gear shifting actuator, electro-hydraulic actuator, and hydraulic separation bearing are all mounted on the housing of the 6-speed AMT. The gear shifting actuator is an electric actuator, whose actuator end extends into the housing of the 6-speed AMT to drive the shift fork shaft of the 6-speed AMT to achieve gear shifting operation.

[0012] The hydraulic release bearing is used to cooperate with an external clutch; the actuator end of the electro-hydraulic actuator is connected to the hydraulic release bearing through an oil passage, and is used to control the separation or engagement between the hydraulic release bearing and the clutch, thus forming an electro-hydraulic drive.

[0013] The electro-hydraulic actuator includes a control unit (SCU), a hydraulic cylinder connected to an oil passage as the actuating end, a motor controlled by the SCU, a ball screw connected to the motor and the piston of the hydraulic cylinder, and a displacement sensor, an oil temperature sensor, and a pressure sensor connected to the SCU. The displacement sensor is used to provide the position of the ball screw nut, and the oil temperature sensor and pressure sensor are used to provide the temperature and pressure of the hydraulic oil in the hydraulic cylinder, respectively. The ball screw is used to convert the rotational motion of the motor into the reciprocating linear motion of the piston of the hydraulic cylinder.

[0014] The SCU connects to the TCU controller via the gearbox wiring harness and communicates with the TCU controller via CAN messages. It supplies power to the motor and, based on the signals from the TCU controller, calculates the temperature and pressure of the hydraulic oil and the displacement of the ball screw to control the motor in a closed loop. This forces the hydraulic oil in the hydraulic cylinder into or out of the oil passage, controls the stroke of the hydraulic separation bearing, and achieves the disengagement or engagement of the clutch.

[0015] Furthermore, the 6-speed AMT includes a housing, input shaft, main shaft, four synchronizers, output shaft, intermediate shaft, and shift fork shaft;

[0016] One end of the input shaft extends into the housing, and an input shaft gear is provided at this end. An input shaft speed measuring gear is coaxially provided near this end. The main shaft of the main housing is coaxially arranged with the input shaft. Six main shaft gears are provided on the main shaft of the main housing, namely, a 6th gear, a 4th gear, a 3rd gear, a 2nd gear, a 1st gear, and a reverse gear. Four synchronizers (6) are provided on the main shaft of the main housing and are respectively located between the 5th 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. The intermediate shaft is arranged parallel to the input shaft. An intermediate shaft speed measuring gear that meshes with the input shaft gear and six transmission gears that mesh with the six main shaft gears respectively are provided on the intermediate shaft. The end of the main shaft of the main housing away from the input shaft extends out of the housing. This end constitutes the output shaft, and an output shaft speed measuring gear is coaxially provided near this end. The shift fork shaft is connected to the sliding sleeves of the four synchronizers respectively.

[0017] 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 gears rotate and convert them into their respective speed signals. The input shaft speed sensor is located on the bearing housing of the hydraulic separation bearing.

[0018] Furthermore, a speedometer rotor, coaxial with the output shaft speed measuring gear, is provided at the end of the main shaft near the protruding housing; a speedometer sensor is provided on the housing of the 6-speed AMT at the position corresponding to the speedometer rotor, for collecting the corresponding speed signal; the number of teeth of the output shaft speed measuring gear is more than the number of teeth of the speedometer rotor.

[0019] Furthermore, the input shaft gear is splined to the input shaft; the intermediate shaft speed measuring gear and the six transmission gears are respectively interference-fitted to the intermediate shaft; the six main shaft gears are respectively loosely sleeved on the main shaft of the main gearbox via needle roller bearings; the synchronizer is splined to the main shaft of the main gearbox; the input shaft gear is a 5-speed gear, and the 5th, 6th, 4th, 3rd, 2nd, 1st and reverse gears are respectively engaged with the sliding sleeves of the corresponding synchronizers to form a 6-speed gearbox.

[0020] Furthermore, the gear shifting actuator adopts an XY-axis electric gear shifting mechanism, which includes two gear shifting motors with encoders arranged along mutually perpendicular X and Y directions. The encoders are used to determine the rotation angle of the gear shifting motors in order to determine the actual gear position of the gearbox.

[0021] The 6-speed AMT has four shift fork shafts. The shift actuator works with the four shift fork shafts to control the engagement state of the four synchronizer sleeves, enabling shifting between 1st / 2nd gear, 3rd / 4th gear, 5th / 6th gear, or reverse gear.

[0022] Furthermore, the housing of the 6-speed AMT is equipped with a reverse gear pressure switch interface and a power take-off interface.

[0023] 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; an observation hole is provided at the bottom of the clutch housing.

[0024] Furthermore, the input shaft gear, input shaft speed measuring gear, main shaft gear, and transmission gear are all helical gear structures; the hydraulic separation bearing adopts a central direct-push type separation bearing.

[0025] The advantages of this utility model compared to the prior art are:

[0026] 1. This utility model discloses a 6-speed electro-hydraulic AMT transmission assembly, wherein the clutch actuator is an electro-hydraulic actuator, which integrates an SCU (Shift Control Unit) connected to the TCU via a transmission wiring harness, as well as a motor, displacement sensor, oil temperature sensor, and pressure sensor connected to the electro-hydraulic actuator. The SCU directly controls the motor to supply power to the electro-hydraulic actuator and receives and processes signals from the displacement sensor, oil temperature sensor, and pressure sensor. Because the operating current of the control motor is relatively large, direct control by the SCU can reduce the operating current of the TCU, increasing the reliability of the TCU. In addition, communication with the TCU via CAN messages allows for the transmission of more signals, reduces wiring harness layout, lowers costs, and improves reliability.

[0027] The present invention employs a combination of an electro-hydraulic clutch actuator and an electric gear shifting actuator. Compared to a hydraulic actuator, this solution reduces the demand for hydraulic oil flow during gear shifting, eliminates the need for a hydraulic accumulator, reduces energy loss, and also reduces the complexity of the hydraulic system. Compared to an electric clutch actuator, this solution has a more compact structure, higher response speed and control precision, and solves the problem of its large space occupation. Compared to a pneumatic actuator, this solution has higher control precision, wider applicability, and better NVH (noise, vibration, and harshness) performance of the entire vehicle.

[0028] 2. This utility model discloses a 6-speed electro-hydraulic 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 input shaft speed measuring gear arranged in the clutch housing. When other gears in the transmission change, the input speed measuring gear does not need to be changed, which increases the versatility of parts and reduces costs. The intermediate shaft speed sensor collects the speed signal of the constantly meshed intermediate shaft speed measuring gear, eliminating the need for a separate speed measuring gear, improving the compactness of the transmission structure and reducing costs.

[0029] In addition, the input shaft speed sensor is arranged on the bearing seat of the release bearing inside the clutch housing, corresponding to the input shaft speed measuring gear. This design prevents the input shaft speed sensor from directly contacting the transmission fluid, improving its working environment and avoiding failure due to oil leakage caused by long-term contact with the fluid. At the same time, since the temperature inside the clutch housing is lower than the temperature of the transmission fluid during long-term operation, its operating temperature is also reduced, improving the reliability of the sensor.

[0030] 3. This utility model discloses a 6-speed electro-hydraulic AMT transmission assembly. The shift actuator adopts an XY-axis electric shift actuator, which controls four shift shafts to shift gears 1 / 2, 3 / 4, 5 / 6, and reverse respectively. It can realize the shifting function of 6 forward gears and 1 reverse gear, eliminating the need for multiple shift actuators. At the same time, the encoder can provide feedback on the relative position of the shift actuators to determine the actual gear of the transmission, eliminating the need for displacement sensors and reducing costs. The XY-axis electric shift actuator can also be used in other torque range AMTs, new energy transmissions, etc., improving the versatility of components.

[0031] 4. This utility model discloses a 6-speed electro-hydraulic AMT transmission assembly, which adopts a modular layout. The clutch actuator adopts an electro-hydraulic clutch actuator, and the shift actuator adopts an electric actuator. This improves the system integration, the reliability of the electro-hydraulic AMT assembly, the commonality of parts, and the convenience of later maintenance. While reducing the cost of AMT, it can also improve the response speed and response accuracy of AMT, the fuel economy of the whole vehicle, and the shifting comfort.

[0032] 5. This utility model discloses a 6-speed electro-hydraulic AMT transmission assembly. The transmission scheme adopts a single intermediate shaft 6-speed design for the main gearbox, which has the advantages of compact structure while meeting the load-bearing capacity requirements. It adopts synchronizer shifting and electric shifting actuator, which can directly control the shift fork displacement and shifting force during the shifting process. Compared with sliding gear sleeve, the synchronizer and electric shifting actuator work together to optimize the NVH level of the whole vehicle, resulting in higher shifting comfort and making it more suitable for the light truck market.

[0033] 6. This utility model discloses a 6-speed electro-hydraulic AMT transmission assembly, which simultaneously arranges an output shaft speed sensor and an odometer sensor at the output end, and arranges an output shaft speed measuring gear and an odometer rotor at corresponding positions on the output shaft. The output shaft speed measuring gear has more teeth than the odometer rotor, which improves the accuracy of the output shaft speed signal, is more conducive to AMT control, and enhances the adaptability of AMT.

[0034] 7. This utility model discloses a 6-speed electro-hydraulic AMT transmission assembly. The hydraulic separation bearing adopts a central direct-push type separation bearing, reducing the need for separation forks and other components. In addition, the main gearbox uses a full helical gear design, resulting in low operating noise and smooth operation.

[0035] 8. This utility model discloses a 6-speed electro-hydraulic AMT transmission assembly, comprising three housing sections: a clutch housing, a main housing, and a rear cover housing. The clutch housing independently connects the engine and the transmission. While the internal parts of the main housing and rear cover housing remain unchanged, the clutch housing can be replaced according to different matching requirements. An observation hole is provided at the bottom of the clutch housing for convenient maintenance and inspection. A reverse gear pressure switch interface is reserved at the top cover of the housing, and a power take-off (PTO) interface is reserved on the housing, which can be selected according to the OEM's requirements. The overall transmission structure is compact and easy to maintain. Attached Figure Description

[0036] Figure 1 This is a schematic diagram of the transmission scheme of a 6-speed electro-hydraulic AMT gearbox assembly embodiment of the present invention;

[0037] Figure 2 This is a structural schematic diagram of an embodiment of the present utility model;

[0038] Figure 3 yes Figure 2 The left view.

[0039] The symbols in the attached image are explained as follows:

[0040] 1-Input shaft; 2-Clutch housing; 3-Input shaft speed measuring gear; 4-Main housing; 5-Main housing spindle; 6-Synchronizer; 7-Rear cover housing; 8-Output shaft speed measuring gear; 9-Output shaft; 10-Odometer rotor; 11-Intermediate shaft; 12-Intermediate shaft speed measuring gear;

[0041] 13-Input shaft speed sensor; 14-Gear selector actuator; 15-TCU controller; 16-Reverse gear pressure switch interface; 17-Output shaft speed sensor; 18-Odometer sensor; 19-Electro-hydraulic actuator; 20-Intermediate shaft speed sensor; 21-Oil temperature sensor; 22-Oil passage; 23-Hydraulic separation bearing; 24-Inspection hole. Detailed Implementation

[0042] The specific technical solutions in the embodiments of this utility model will be further described below with reference to the accompanying drawings.

[0043] This utility model embodiment targets the light truck market and provides a 6-speed electro-hydraulic AMT transmission assembly. (See also...) Figure 2 , Figure 3 It includes a 6-speed AMT, a TCU controller 15, a gear shifting actuator 14 connected to the TCU controller, an electro-hydraulic actuator 19, an oil passage 22, and a hydraulic separation bearing 23.

[0044] See Figure 1The 6-speed AMT includes a housing, input shaft 1, main shaft 5, synchronizer 6, output shaft 9, intermediate shaft 11, and shift fork shaft.

[0045] One end of the input shaft 1 extends into the housing, and an input shaft gear is provided at this end. A speed measuring gear 3 is coaxially located near this end. The main shaft 5 of the main housing is coaxially arranged with the input shaft 1. Six main shaft gears are provided on the main shaft 5, namely, a 6th gear, a 4th gear, a 3rd gear, a 2nd gear, a 1st gear, and a reverse gear. Four synchronizers 6 are located on the main shaft 5 and are respectively positioned between the 5th and 6th gears, between the 4th and 3rd gears, between the 2nd and 1st gears, and on one side of the reverse gear. The intermediate shaft 11 is parallel to the input shaft 1, and an intermediate shaft meshing with the input shaft gear is provided on the intermediate shaft 11. The main shaft 5 has a speed measuring gear 12 and six transmission gears that mesh with the six main shaft gears respectively. The end of the main shaft 5 away from the input shaft 1 extends out of the housing, and this end constitutes the output shaft 9. The output shaft speed measuring gear 8 is coaxially arranged near this end. The shift fork shaft is connected to the sliding sleeves of the four synchronizers 6 respectively. The end of the main shaft 5 near the end of the housing is also provided with an odometer rotor 10 coaxial with the output shaft speed measuring gear 8. The housing of the 6-speed AMT is provided with an odometer sensor 18 corresponding to the odometer rotor 10, which is used to collect the corresponding speed signal. The number of teeth of the output shaft speed measuring gear 8 is more than the number of teeth of the odometer rotor 10.

[0046] The housing of the 6-speed AMT is equipped with an input shaft speed sensor 13, an intermediate shaft speed sensor 20, and an output shaft speed sensor 17, 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 gears rotate and convert them into their respective speed signals. The input shaft speed sensor 13 is located on the bearing seat of the hydraulic separation bearing 23.

[0047] The TCU controller 15, gear shifting actuator 14, electro-hydraulic actuator 19, and hydraulic release bearing 23 are all mounted on the housing of the 6-speed AMT. The gear shifting actuator 14 is an electric actuator whose actuator end extends into the housing of the 6-speed AMT. It drives the shift fork shaft of the 6-speed AMT to perform gear shifting operations under the control of the TCU controller 15. The hydraulic release bearing 23 is engaged with the clutch. The actuator end of the electro-hydraulic actuator 19 is connected to the hydraulic release bearing 23 through the oil passage 22 to control the separation or engagement of the hydraulic release bearing 23 and the clutch, thus forming an electro-hydraulic drive.

[0048] The electro-hydraulic actuator 19 includes a control unit (SCU), a hydraulic cylinder connected to an oil passage 22 as the actuator end, a motor controlled by the SCU, a ball screw connected to the motor and the piston of the hydraulic cylinder, and a displacement sensor, an oil temperature sensor 21, and a pressure sensor connected to the SCU. The displacement sensor is used to provide the position of the ball screw nut, and the oil temperature sensor 21 and the pressure sensor are used to provide the temperature and pressure of the hydraulic oil in the hydraulic cylinder, respectively. The ball screw is used to convert the rotational motion of the motor into the reciprocating linear motion of the piston of the hydraulic cylinder.

[0049] The TCU inputs control signals to the SCU of the electro-hydraulic actuator 19 via CAN communication. The SCU controls the rotation of the motor and converts the rotation of the motor into the reciprocating linear motion of the hydraulic cylinder piston through the ball screw. The piston motion changes the volume of the hydraulic chamber and the oil pressure, pumping high-pressure oil into the oil passage 22, which in turn drives the hydraulic separation bearing 23 to control the disengagement and engagement of the clutch.

[0050] The SCU is connected to the TCU controller 15 via the gearbox wiring harness and communicates with the TCU controller 15 via CAN messages. It is used to supply power to the motor and, based on the signals from the TCU controller 15, calculates the temperature and pressure of the hydraulic oil and the displacement of the ball screw to control the motor in a closed loop. This forces the hydraulic oil in the hydraulic cylinder into or out of the oil passage 22, controls the stroke of the hydraulic separation bearing 23, and realizes the disengagement or engagement of the clutch.

[0051] The gear selector / shift actuator 14 employs an XY-axis electric shift mechanism, comprising two shift motors, each containing an encoder, arranged along mutually perpendicular X and Y directions. The encoders determine the rotation angle of the shift motors to identify the actual gear position of the transmission. The 6-speed AMT has four shift fork shafts, which the gear selector / shift actuator 14 engages with to control the engagement state of the four synchronizer sleeves, enabling shifting between 1st / 2nd, 3rd / 4th, 5th / 6th, or reverse gears. The main gearbox gears are arranged from front to back as follows: 5th, 6th, 4th, 3rd, 2nd, 1st, and reverse.

[0052] The housing of the 6-speed AMT is equipped with a gear shift pressure switch interface 16 and a power take-off interface. The housing of the 6-speed AMT includes a clutch housing 2, a main housing 4, and a rear cover housing 7 connected in sequence from the input shaft 1 to the output shaft 9. The clutch housing 2 is used to fix and cooperate with the engine; the bottom of the clutch housing 2 is provided with an observation hole 24.

[0053] In this embodiment of the utility model, the input shaft gear is splinedly connected to the input shaft 1; the intermediate shaft speed measuring gear 12 and the six transmission gears are respectively interference-fitted with the intermediate shaft 11; the six main shaft gears are respectively loosely sleeved on the main shaft 5 of the main gearbox through needle roller bearings; the synchronizer 6 is splinedly connected to the main shaft 5 of the main gearbox; the input shaft gear is a 5-speed gear, and the 5th gear, 6th gear, 4th gear, 3rd gear, 2nd gear, 1st gear and reverse gear are respectively combined with the sliding sleeves of the corresponding synchronizers to form a 6-speed gearbox; the input shaft gear, the input shaft speed measuring gear 3, the main shaft gear and the transmission gears are all helical gear structures; the hydraulic separation bearing 23 adopts a central direct-push separation bearing.

[0054] The working principle of this utility model embodiment is as follows: a 6-speed main gearbox transmission scheme is adopted.

[0055] like Figure 1 As shown, engine power is transmitted to the transmission input shaft 1 via the clutch. Input shaft 1 is splinedly connected to the input shaft gear. The input shaft gear is constantly meshed with the transmission gear (intermediate shaft speed measuring gear 12) of the main gearbox intermediate shaft, driving the main gearbox intermediate shaft 5 to rotate. Other gears (transmission gears) of the main gearbox intermediate shaft 5 mesh with the gears of the main gearbox main shaft respectively. The gears of the main gearbox main shaft are loosely fitted on the main gearbox main shaft 5. When the main gearbox is engaged, the shift fork moves the synchronizer 6 splinedly connected to the main gearbox main shaft 5 axially until it meshes with the spline of the corresponding gear of the main gearbox main shaft. Power is transmitted to the main gearbox main shaft via the synchronizer 6.

[0056] The working principle of the control system is as follows: the TCU controller 15 collects relevant signals of the transmission through various sensors, and analyzes them in conjunction with data from other controllers of the vehicle, such as the engine ECU, ABS, and instrument panel. The transmission is controlled by the electro-hydraulic actuator 19 and the gear shifting actuator 14 through electronic control.

[0057] When the AMT needs to switch gears, the TCU controller 15 controls the electro-hydraulic actuator 19 and the gear shifting actuator 14 to complete the gear shift in the following sequence:

[0058] 1) The TCU controller 15 controls the motor of the electro-hydraulic actuator 19 to pump high-pressure oil into the oil passage 22, which pushes the hydraulic separation bearing 23 to disengage the clutch and interrupt the power.

[0059] 2) The TCU controller 15 controls the shift motor of the shift actuator 14 to operate, and the gearbox returns to neutral.

[0060] 3) The TCU controller 15 controls the gear selection motor of the gear shifting actuator 14 to move, and the gear shifting head moves to the target shift fork shaft;

[0061] 4) The TCU controller 15 controls the shift motor of the shift actuator 14 to drive the dial to drive the synchronizer. When the speed of the main shaft gear is close to the speed of the synchronizer under the action of friction, the shift motor continues to drive the dial to drive the synchronizer to engage the target gear.

[0062] 5) The TCU controller 15 controls the motor action of the electro-hydraulic actuator 19, the hydraulic cylinder piston returns to its original position, the oil pressure in the hydraulic separation bearing 23 and oil passage 22 decreases, the hydraulic separation bearing 23 returns to its original position under the action of the clutch diaphragm spring, the clutch engages, and power is transmitted.

[0063] 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 electro-hydraulic AMT transmission assembly, comprising a 6-speed AMT, a TCU controller (15), a gear selector / shift actuator (14) connected to the TCU controller (15), an electro-hydraulic actuator (19), an oil passage (22), and a hydraulic separation bearing (23), characterized in that: The TCU controller (15), gear shifting actuator (14), electro-hydraulic actuator (19) and hydraulic separation bearing (23) are all mounted on the housing of the 6-speed AMT. The gear shifting actuator (14) is an electric actuator, whose actuator end extends into the housing of the 6-speed AMT to drive the gear shifting fork shaft of the 6-speed AMT to achieve gear shifting operation. The hydraulic separation bearing (23) is used to cooperate with an external clutch; the actuating end of the electro-hydraulic actuator (19) is connected to the hydraulic separation bearing (23) through the oil passage (22) and is used to control the separation or engagement between the hydraulic separation bearing (23) and the clutch, thus forming an electro-hydraulic drive. The electro-hydraulic actuator (19) includes an SCU, a hydraulic cylinder connected to the oil passage (22) as the actuator end, a motor controlled by the SCU, a ball screw connected to the motor and the piston of the hydraulic cylinder, and a displacement sensor, an oil temperature sensor (21) and a pressure sensor connected to the SCU. The displacement sensor is used to provide the nut position of the ball screw, and the oil temperature sensor (21) and the pressure sensor are used to provide the temperature and pressure of the hydraulic oil in the hydraulic cylinder, respectively. The ball screw is used to convert the rotational motion of the motor into the reciprocating linear motion of the piston of the hydraulic cylinder. The SCU is connected to the TCU controller (15) via the gearbox wiring harness and communicates with the TCU controller (15) via CAN messages to supply power to the motor. Based on the signal from the TCU controller (15), the SCU calculates the temperature, pressure and displacement of the hydraulic oil and the ball screw to control the motor in a closed loop, pressurize or extract the hydraulic oil in the hydraulic cylinder into or out of the oil passage (22), control the stroke of the hydraulic separation bearing (23), and realize the separation or engagement of the clutch.

2. The 6-speed electro-hydraulic AMT transmission assembly according to claim 1, characterized in that: The 6-speed AMT includes a housing, an input shaft (1), a main shaft (5), four synchronizers (6), an output shaft (9), an intermediate shaft (11), and a shift fork shaft; One end of the input shaft (1) extends into the housing, and an input shaft gear is provided at this end. A speed measuring gear (3) is coaxially located near this end. The main shaft (5) of the main housing is coaxially arranged with the input shaft (1). Six main shaft gears are provided on the main shaft (5): a 6th gear, a 4th gear, a 3rd gear, a 2nd gear, a 1st gear, and a reverse gear. Four synchronizers (6) are located on the main shaft (5) between the 5th and 6th gears, between the 4th and 3rd gears, and between the 2nd and 3rd gears, respectively. Between the first gear and the reverse gear on one side; the intermediate shaft (11) is arranged parallel to the input shaft (1), and the intermediate shaft (11) is provided with an intermediate shaft speed measuring gear (12) that meshes with the input shaft gear, and 6 transmission gears that mesh with 6 main shaft gears respectively; the main shaft (5) of the main box extends out of the housing at one end away from the input shaft (1), and this end constitutes the output shaft (9), and an output shaft speed measuring gear (8) is coaxially provided near this end; the shift fork shaft is connected to the sliding sleeves of 4 synchronizers (6) respectively; The housing of the 6-speed AMT is equipped with an input shaft speed sensor (13), an intermediate shaft speed sensor (20), and an output shaft speed sensor (17) 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 gears rotate and convert them into their respective speed signals. The input shaft speed sensor (13) is located on the bearing housing of the hydraulic separation bearing (23).

3. A 6-speed electro-hydraulic AMT transmission assembly according to claim 2, characterized in that: The main shaft (5) of the main housing is also provided with an odometer rotor (10) coaxial with the output shaft speed measuring gear (8) at the end position near the protruding housing; The 6-speed AMT housing has a corresponding odometer sensor (18) at the position of the odometer rotor (10) to collect the corresponding speed signal; the output shaft speed measuring gear (8) has more teeth than the odometer rotor (10).

4. A 6-speed electro-hydraulic AMT transmission assembly according to claim 3, characterized in that: The input shaft gear is splinedly connected to the input shaft (1); The intermediate shaft speed measuring gear (12) and the six transmission gears are respectively interference-fitted with the intermediate shaft (11); The six main shaft gears are respectively loosely fitted on the main shaft (5) of the main box via needle roller bearings; the synchronizer (6) is splinedly connected to the main shaft (5) of the main box; The input shaft gear is a 5-speed gear. The 5th gear, 6th gear, 4th gear, 3rd gear, 2nd gear, 1st gear and reverse gear are respectively engaged with the sliding sleeves of the corresponding synchronizers to form a 6-speed gearbox.

5. A 6-speed electro-hydraulic AMT transmission assembly according to claim 4, characterized in that: The gear shifting actuator (14) adopts an XY axis electric shifting mechanism, which includes two shifting motors with encoders arranged along mutually perpendicular X and Y directions. The encoders are used to determine the rotation angle of the shifting motors in order to determine the actual gear position of the gearbox. The 6-speed AMT has four shift fork shafts. The shift actuator (14) cooperates with the four shift fork shafts to control the engagement state of the four synchronizer (6) sleeves, thereby realizing shifting to 1 / 2, 3 / 4, 5 / 6 or reverse.

6. A 6-speed electro-hydraulic AMT transmission assembly according to claim 5, characterized in that: The housing of the 6-speed AMT is provided with a reverse gear pressure switch interface (16) and a power take-off interface.

7. A 6-speed electro-hydraulic AMT transmission assembly according to claim 6, 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 in sequence from the input shaft (1) to the output shaft (9). The clutch housing (2) is used to fix itself in conjunction with the engine. An observation hole (24) is provided at the bottom of the clutch housing (2).

8. A 6-speed electro-hydraulic AMT transmission assembly according to claim 7, characterized in that: The input shaft gear, input shaft speed measuring gear (3), main shaft gear and transmission gear are all helical gear structures; The hydraulic separation bearing (23) is a central direct-push type separation bearing.

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