Three-shaft electric control pneumatic gear shifting device, transmission and vehicle

Abstract

The utility model discloses a three-shaft electric control pneumatic gear shifting device, a transmission and a vehicle, and belongs to the technical field of new energy and AMT transmissions, the three-shaft electric control pneumatic gear shifting device comprises a device body, the device body comprises three pneumatic control units arranged in parallel, and each pneumatic control unit comprises a pneumatic control element, a pneumatic execution element and a displacement monitoring element. The pneumatic control element comprises an electromagnetic valve assembly, the pneumatic execution element comprises a piston rod and a gear shifting block, and the piston rod is provided with a piston and a piston bush assembly; the displacement monitoring element comprises a displacement sensor and a magnet suite connected to the gear shifting block. The device further comprises a ventilation plug, a venting plug and an air inlet part hole set which are used for providing air circuit ports for the three rows of pneumatic control units, and the electromagnetic valve assembly is used for controlling the three pneumatic control units to achieve gear selection and gear shifting of the device body. According to the utility model, the gear selecting function and the gear shifting smoothness are improved, the accuracy of displacement measurement is effectively improved through direct measurement, and the product performance is integrally improved.

Description

Technical Field

[0001] This utility model belongs to the field of new energy and AMT transmission technology, specifically relating to a three-axis electro-pneumatic shifting device, a transmission, and a vehicle. Background Technology

[0002] Automatic shifting devices are widely compatible with ATM transmissions and new energy pure electric / hybrid transmissions, and are essential for achieving automatic shifting in mechanical transmissions. In the commercial vehicle sector, automatic shifting devices generally employ electro-pneumatic and electro-electric shifting mechanisms. Traditional electro-pneumatic operating products typically measure the shift lever position indirectly through angular displacement sensors, which may reduce measurement accuracy, be unfriendly to shift control, and in extreme cases, lead to shift shock. Traditional electro-pneumatic operating products generally use a two-cylinder structure design, which may result in insufficient disengagement force, occasional difficulty in disengaging, and especially cause shift overshoot, producing shift shock and resulting in shift jerking. Traditional electro-pneumatic operating products generally use anti-rotation screws to limit the axial rotation of the shift shaft. This design scheme has extremely high requirements for product transportation and assembly processes; any bumps or knocks can easily cause the shift shaft to jam, leading to shifting difficulties and transmission shifting failure. Therefore, in summary, the current electro-pneumatic shifting mechanism may suffer from shifting overshoot due to inaccurate measurement and unreasonable design, resulting in shifting shock and jerking. The stability and smoothness of shifting need further optimization. Utility Model Content

[0003] This utility model provides a three-axis electro-pneumatic shifting device, transmission, and vehicle, aiming to solve the problem that current electro-pneumatic shifting mechanisms may cause shifting overshoot, shifting shock, and shifting jerking due to unreasonable measurement accuracy and design. The stability and smoothness of shifting need further optimization.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] This utility model provides a three-axis electro-pneumatic shifting device, including a device body, the device body comprising three parallel pneumatic control units, wherein:

[0006] The pneumatic control unit includes a pneumatic control element, a pneumatic actuator, and a displacement monitoring element. The pneumatic control element includes a solenoid valve assembly. The pneumatic actuator includes a piston rod and a shift lever connected to the piston rod. A piston is arranged around the circumference of the piston rod, and the piston is equipped with a piston bushing assembly. The displacement monitoring element includes a displacement sensor and a magnet assembly connected to the shift lever.

[0007] It also includes a vent plug, an exhaust plug, and an air inlet assembly. The vent plug, exhaust plug, and air inlet assembly are used to provide air passages for the three pneumatic control units. The solenoid valve assembly is used to control the three pneumatic control units to achieve gear selection and shifting of the device body.

[0008] In some implementations, the displacement sensor is a non-contact linear displacement sensor; the magnet assembly is fixedly mounted on the shift head, and the displacement sensor directly measures the axial linear displacement of the piston rod by sensing the magnet assembly. The displacement sensor is used to convert the displacement signal of the magnet assembly into a voltage signal output.

[0009] In some embodiments, the piston bushing assembly includes a first piston bushing and a second piston bushing circumferentially disposed on the piston, and the piston rod, piston, first piston bushing, and second piston bushing form a three-section piston structure.

[0010] In some embodiments, the air inlet hole assembly includes two air inlets; the two air inlets are respectively disposed on both sides of the device body; one air inlet is used to connect to an air source, and the other air inlet is plugged with a conical screw plug.

[0011] In some implementations, the solenoid valve assembly includes multiple solenoid valve groups, and different solenoid valve groups can achieve gear selection function by power failure; each solenoid valve group includes two solenoid valves, and the two solenoid valves in the same solenoid valve group can achieve gear shifting function by opening and closing.

[0012] In some implementations, the device body can be adapted to different six-speed transmissions via an external connection interface.

[0013] In some embodiments, a wiring harness bracket is also included for securing the wiring harnesses of the displacement sensor and the solenoid valve assembly.

[0014] In some implementations, a limiting baffle is disposed at the bottom of the shift lever, and the limiting baffle is used to restrict the circumferential swing of the shift lever.

[0015] This utility model also provides a transmission, which includes the above-mentioned three-axis electro-pneumatic shifting device.

[0016] This utility model also provides a vehicle, which includes the above-described transmission.

[0017] Compared with the prior art, the three-axis electro-pneumatic shifting device, transmission, and vehicle of this utility model have the following advantages:

[0018] This utility model discloses a three-axis electro-pneumatic shifting device. By integrating three independent units into a single device body, it achieves coordinated control of six gears, simplifying the overall structure. It shares air inlets, outlets, and air intake ports, unifying air path distribution, reducing redundant piping, and improving air source utilization efficiency. Centralized control of gear selection and shifting via a solenoid valve assembly enables direct conversion between electrical signals and pneumatic actions. The three-axis pneumatic operation of this utility model achieves gear selection by controlling the solenoid valve assembly, and the three-stage piston structure improves shifting smoothness. Direct measurement of the shift lever and magnet assembly effectively improves the accuracy of displacement measurement. By controlling the opening and closing of two solenoid valves in the same valve assembly, the shifting function is achieved, offering advantages in improving product shifting performance, reliability, and consistency. Attached Figure Description

[0019] The accompanying drawings are provided to further illustrate the present invention and constitute a part of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention.

[0020] Figure 1 This is a front view structural schematic diagram of a three-axis electro-pneumatic shifting device, a transmission, and a three-axis electro-pneumatic shifting device in a vehicle according to the present invention.

[0021] Figure 2 This is a top view schematic diagram of a three-axis electro-pneumatic shifting device, a transmission, and a three-axis electro-pneumatic shifting device in a vehicle, according to the present invention.

[0022] Figure 3 This is a bottom view schematic diagram of a three-axis electro-pneumatic shifting device, a transmission, and a three-axis electro-pneumatic shifting device in a vehicle according to the present invention.

[0023] Figure 4 This is a front sectional view of a three-axis electro-pneumatic shifting device, a transmission, and a three-axis electro-pneumatic shifting device in a vehicle, according to the present invention.

[0024] Among them, 1. Solenoid valve assembly, 2. Displacement sensor, 3. Magnet kit, 4. Shift lever, 5. Piston rod, 6. Piston, 7. First piston bushing, 8. Second piston bushing, 9. Limiting plate, 10. Wiring harness bracket, 11. Vent plug, 12. Exhaust plug, 13. Air inlet. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged in various different configurations.

[0026] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0027] Similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0028] In the description of the embodiments of this utility model, it should be noted that if terms such as "upper," "lower," "horizontal," or "inner" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the utility model product is in use, they are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the utility model. Furthermore, terms such as "first" and "second" are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0029] Furthermore, the use of the term "horizontal" does not imply that the component must be absolutely horizontal, but rather that it can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0030] In the description of the embodiments of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0031] like Figures 1-4As shown, this utility model discloses a three-axis electro-pneumatic shifting device, comprising a device body, which includes three parallel pneumatic control units, wherein:

[0032] The pneumatic control unit includes a pneumatic control element, a pneumatic actuator, and a displacement monitoring element. The pneumatic control element includes a solenoid valve assembly 1. The pneumatic actuator includes a piston rod 5 and a shift knob 4 connected to the piston rod 5. A piston 6 is arranged around the piston rod 5, and the piston 6 is equipped with a piston bushing assembly. The displacement monitoring element includes a displacement sensor 2 and a magnet assembly 3 connected to the shift knob 4.

[0033] It also includes a vent plug 11, an exhaust plug 12, and an air inlet hole assembly. The vent plug 11, the exhaust plug 12, and the air inlet hole assembly are used to provide air passages for the three pneumatic control units. The solenoid valve assembly 1 is used to control the three pneumatic control units to realize gear selection and gear shifting of the device body.

[0034] In some embodiments, the three-axis electro-pneumatic shifting device of this invention uses a non-contact linear displacement sensor 2 as the displacement sensor; the magnet assembly 3 is fixedly mounted on the shift head 4, and the displacement sensor 2 directly measures the axial linear displacement of the piston rod 5 by sensing the magnet assembly 3. The displacement sensor 2 is used to convert the displacement signal of the magnet assembly 3 into a voltage signal output. This invention uses a non-contact linear displacement sensor 2, resulting in higher accuracy in displacement measurement. Traditional pneumatic operation generally uses an angle conversion component to convert the axial linear displacement of the piston rod into an angle quantity via a follower rod, obtains the angle quantity through an angular displacement sensor, and finally uses the trigonometric relationship determined by the mechanical structure to calculate the axial displacement value of the piston rod in reverse. In angle measurement, the follower rod component itself has dimensional tolerances and installation position deviations. The mathematical approximation of the linear displacement value converted by trigonometric functions, due to mechanical tolerances and approximations in mathematical conversion, will all deviate from the actual displacement of the piston rod. The non-contact displacement sensor 2, by mounting a magnet kit 3 on the shift knob 4 fixed to the piston rod 5, can directly measure the displacement value of the piston rod 2. Compared with indirect measurement, this direct measurement method can effectively improve the accuracy and reliability of displacement measurement.

[0035] Specifically, the solenoid valve assembly 1 of this utility model includes multiple solenoid valve groups, and different solenoid valve groups can achieve gear selection function by power failure; each solenoid valve group includes two solenoid valves, and the two solenoid valves of the same solenoid valve group can achieve gear shifting function by opening and closing, thereby realizing gear selection and gear shifting operation of the three-axis electro-pneumatic gear shifting device.

[0036] In actual working conditions, the triaxial electro-pneumatic shifting device of this invention includes a piston bushing assembly comprising a first piston bushing 7 and a second piston bushing 8 circumferentially arranged on the piston 6. The piston rod 5, piston 6, first piston bushing 7, and second piston bushing 8 form a three-section piston structure. This invention employs a three-section piston structure to improve shifting smoothness. The three-section piston structure consists of a piston assembly formed by the piston rod 5 and piston 6, which, together with the first piston bushing 7 and second piston bushing 8, constitute the three-section piston structure. The three-stage piston structure ensures that the shifting force and disengagement force remain consistent within the same gear, and that the shifting force and disengagement force remain consistent across all six gears. This effectively avoids the occasional difficulty in shifting to neutral caused by the smaller disengagement force (which is less than the shifting force) in a two-stage piston structure. Furthermore, the structural design ensures that the shifting force and disengagement force are consistent, which effectively reduces the grinding noise caused by reverse overshoot when shifting back to neutral during the actual shifting process, thus significantly improving the smoothness of gear shifting.

[0037] Furthermore, in the three-axis electro-pneumatic shifting device of this utility model, the air intake hole group includes two air intake holes 13; the two air intake holes 13 are respectively arranged on both sides of the device body; one air intake hole 13 is used to connect to the air source, and the other air intake hole 13 is blocked with a conical screw plug. This utility model adopts a dual air intake hole 13 design, which can be compatible with the vehicle air circuit of different vehicles with air tanks and air pipes arranged on the left / right sides. The three-axis electro-pneumatic shifting device of this utility model can simultaneously meet the air intake needs of the left and right sides of the vehicle (when looking from the rear of the vehicle to the front, the right hand is the right side, and the left hand is the left side). In actual vehicle installation, after determining one side as the air intake hole 13, the air intake hole 13 on the other side needs to be blocked with a conical screw plug, thereby meeting the orientation requirements of the vehicle's left and right air intake pipes.

[0038] In addition, the three-axis electro-pneumatic shifting device of this utility model also includes a wiring harness bracket 10, which is used to fix the wiring harness of the displacement sensor 2 and the solenoid valve assembly 1. Since the wiring harness of the displacement sensor 2 and the solenoid valve assembly 1 is generally fixed at the vehicle end, there is a section of the wiring harness suspended at the connector position of the sensor 2 and the solenoid valve assembly 1. During vehicle operation, the swing of the wiring harness will cause slight vibration of the connector and the connector position, resulting in poor contact and difficulty in shifting gears. Therefore, this utility model adds a wiring harness bracket 10 to fix the wiring harness of the displacement sensor 2 and the solenoid valve assembly 1, which can effectively improve the reliability of the product to a certain extent.

[0039] Furthermore, the three-axis electro-pneumatic shifting device of this utility model also includes a limiting partition 9, which is disposed at the bottom of the shift lever 4 and is used to limit the circumferential swing of the shift lever 4. By adopting the limiting partition 9, this utility model can effectively reduce the risk of jamming of the piston rod 5 and improve product consistency. Traditional pneumatic operation uses a positioning screw inserted into the piston rod groove to prevent the shift lever 4, which is fixed to the piston rod 5, from rotating or swinging in the circumferential direction. Compared with the positioning screw solution, the limiting partition 9 design of this utility model has two advantages: first, by adding a limit at the bottom of the shift lever 4, it prevents the shift lever 4 from swinging circumferentially, thus maximizing the limitation of the circumferential swing of the shift lever 4 and ensuring product consistency and stability; second, by adding a limit at the bottom of the shift lever 4, it can effectively reduce the impact of slight bumps of the shift lever 4 during product transfer and assembly, which can cause jamming of the axial linear movement of the piston rod 5, thereby improving product stability.

[0040] This utility model also provides a transmission, which includes the above-mentioned three-axis electro-pneumatic shifting device. By adopting the three-axis electro-pneumatic shifting device of this utility model, the reliability of the transmission can be improved.

[0041] This invention also provides a vehicle that includes the aforementioned transmission. By employing the aforementioned transmission, the performance of the vehicle can be improved.

[0042] The present invention provides a three-axis electro-pneumatic shifting device, transmission, and vehicle through specific embodiments.

[0043] like Figures 1-4 As shown, the three-axis electro-pneumatic shifting device of this utility model consists of three rows of parallel independent structures. Each structure consists of three parts: a pneumatic control element, an electromagnetic assembly 1; a pneumatic actuator, consisting of a piston rod 5, a piston 6, a first piston bushing 7, a second piston bushing 8, a shift paddle 4, and a limiting partition 9; and a displacement monitoring element, consisting of a displacement sensor 2 and a magnet assembly 03. Furthermore, the three-axis electro-pneumatic shifting device shares a common vent plug 11 for connecting the device to the atmosphere; and a common exhaust plug 12 for exhausting the high-pressure air inside the device.

[0044] The three-axis electro-pneumatic shifting device of this invention can realize the selection and shifting functions of six gears, and is used to adapt to a six-speed automatic transmission. Its working principle is described below.

[0045] The vehicle's gear shifting command is confirmed and transmitted. The vehicle's VCU (Vehicle Control Unit) determines the shift command to be executed based on the vehicle's current operating conditions and sends the command to the transmission TCU (Transmission Control Unit) via the CAN (Controller Area Network) line.

[0046] The TCU executes the gear adjustment command. This is done through the following steps.

[0047] Complete the preparation work. Obtain the current information of the transmission (including vehicle-related information), clear the motor torque, and shift the current gear to neutral.

[0048] Gear selection is completed. Vehicle information (vehicle speed, motor speed, current gear) is acquired, and the pre-selected gear is determined through logic. The speed is then adjusted to the gear selection window. The gear selection process is completed through electronic control logic, eliminating the need for mechanical operation and saving the mechanical execution time of traditional manual gear selection methods.

[0049] Gear engagement is completed. The TCU controls the opening and closing of two solenoid valves in the valve group (selecting a specific valve group) to achieve the attraction and closure of the moving and stationary iron cores of the solenoid valves, allowing high-pressure air to enter a specific cylinder cavity. The high-pressure air then pushes the shift dial 4 fixed to the piston rod 5 to complete the gear shifting action.

[0050] During gear adjustment, the displacement sensor 2 converts the displacement signal of the magnet assembly 03 fixed to the shift paddle 4 into a voltage signal and inputs it to the TCU. The TCU determines whether the gear is engaged by comparing the difference between the current gear shift displacement value of the shift paddle and the theoretical shift stroke.

[0051] In summary, this utility model discloses a three-axis electro-pneumatic shifting device, transmission, and vehicle. By integrating three independent pneumatic control units, employing a three-stage piston structure, and utilizing the synergistic effect of the air circuit and electro-pneumatic control, it achieves gear selection and shifting. This utility model features a simplified pneumatic structure, strong anti-interference capabilities, and protection against vibration and poor contact. Limiting reduces the risk of piston rod jamming. The non-contact displacement sensor used in this utility model eliminates mechanical tolerance errors, improving measurement accuracy; the three-stage piston ensures consistent shifting force and disengagement force, resulting in smooth shifting; and the electro-pneumatic selection eliminates mechanical operation time, offers faster response, and has strong adaptability.

[0052] Finally, it should be noted that the above description is only a preferred embodiment of this utility model and is not intended to limit this utility model in any way. Anyone skilled in the art can smoothly implement this utility model according to the description and above. However, any modifications, alterations, and variations made by those skilled in the art without departing from the scope of the technical solution of this utility model using the disclosed technical content are equivalent embodiments of this utility model. At the same time, any equivalent changes, alterations, and variations made to the above embodiments based on the essential technology of this utility model are still within the protection scope of the technical solution of this utility model.

Claims

1. A three-axis electro-pneumatic shifting device, characterized in that, The device includes a main body, which comprises three pneumatically operated units arranged in parallel, wherein: The pneumatic control unit includes a pneumatic control element, a pneumatic actuator, and a displacement monitoring element. The pneumatic control element includes a solenoid valve assembly (1). The pneumatic actuator includes a piston rod (5) and a shift lever (4) connected to the piston rod (5). A piston (6) is provided on the circumferential periphery of the piston rod (5), and the piston (6) is equipped with a piston bushing assembly. The displacement monitoring element includes a displacement sensor (2) and a magnet assembly (3) connected to the shift lever (4). It also includes a vent plug (11), an exhaust plug (12) and an air inlet hole group, wherein the vent plug (11), the exhaust plug (12) and the air inlet hole group are used to provide air passages for the three pneumatic control units, and the solenoid valve assembly (1) is used to control the three pneumatic control units to realize the gear selection and gear shifting of the device body.

2. The three-axis electro-pneumatic shifting device according to claim 1, characterized in that, The displacement sensor (2) is a non-contact linear displacement sensor; the magnet assembly (3) is fixedly mounted on the shift head (4); the displacement sensor (2) directly measures the axial linear displacement of the piston rod (5) by sensing the magnet assembly (3); the displacement sensor (2) is used to convert the displacement signal of the magnet assembly (3) into a voltage signal output.

3. The three-axis electro-pneumatic shifting device according to claim 1, characterized in that, The piston bushing assembly includes a first piston bushing (7) and a second piston bushing (8) circumferentially disposed on the piston (6), and the piston rod (5), piston (6), first piston bushing (7) and second piston bushing (8) form a three-section piston structure.

4. The three-axis electro-pneumatic shifting device according to claim 1, characterized in that, The air intake hole group includes two air intake holes (13); the two air intake holes (13) are respectively disposed on both sides of the device body; one of the air intake holes (13) is used to connect to the air source, and the other air intake hole (13) is blocked with a conical screw plug.

5. The three-axis electro-pneumatic shifting device according to claim 1, characterized in that, The solenoid valve assembly (1) includes multiple solenoid valve groups, and different solenoid valve groups can achieve gear selection function by power failure; each solenoid valve group includes two solenoid valves, and the two solenoid valves of the same solenoid valve group can achieve gear shifting function by opening and closing.

6. The three-axis electro-pneumatic shifting device according to claim 1, characterized in that, The device body can be adapted to different six-speed transmissions via an external connection interface.

7. The three-axis electro-pneumatic shifting device according to claim 1, characterized in that, It also includes a wiring harness bracket (10) for securing the wiring harnesses of the displacement sensor (2) and the solenoid valve assembly (1).

8. The three-axis electro-pneumatic shifting device according to claim 1, characterized in that, It also includes a limiting partition (9), which is disposed at the bottom of the shift head (4) and is used to limit the sway of the shift head (4) in the circumferential direction.

9. A transmission, characterized in that, The transmission includes the three-axis electro-pneumatic shifting device as described in any one of claims 1-8.

10. A vehicle, characterized in that, The vehicle includes the transmission as described in claim 9.

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