A compact AMT gearbox assembly for a passenger car

Abstract

The utility model discloses a compact AMT gearbox assembly for passenger train belongs to AMT gearbox technical field, including base body gearbox, the inside fixed mounting of base body gearbox has central type pneumatic clutch separation execution mechanism through bolt, the lateral surface of base body gearbox is equipped with clutch separation execution mechanism air pressure sensor, the utility model discloses, and each component orderly arrangement along base body gearbox further strengthens compact layout, reduces the overall space of gearbox assembly and occupies to adapt passenger train limited chassis mounting area, and the input shaft speed sensor, output shaft speed sensor, oil temperature sensor, gas supply pressure sensor gather gearbox operation core parameter in advance in the key position and lay the foundation for the subsequent accurate control, and the collocation of gas pipeline and T type tee can also realize gas supply pressure branch monitoring, and need not additional complex pipeline design to simplify gas path structure.

Description

Technical Field

[0001] This utility model belongs to the field of AMT transmission technology, specifically relating to a compact AMT transmission assembly for buses. Background Technology

[0002] An AMT (Automated Manual Transmission) is a transmission device based on the traditional manual transmission structure, which automates clutch engagement and disengagement and gear shifting through an electronic control system. It retains the gear transmission structure of a manual transmission, and replaces manual operation of the clutch and gear shift lever by adding a microcomputer-controlled hydraulic or electric actuator. It retains the advantages of high transmission efficiency and low cost of manual transmission, while achieving the driving convenience of automatic transmission.

[0003] However, existing AMT transmissions mostly use external release pumps and boosters for clutch drive. As a result, the existing devices are not only complex in structure, but also have long control signal transmission paths, resulting in low control accuracy and relatively high cost. Utility Model Content

[0004] The purpose of this invention is to provide a compact AMT transmission assembly for passenger vehicles to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a compact AMT transmission assembly for passenger vehicles, comprising a base transmission, a central pneumatic clutch release actuator fixedly mounted inside the base transmission by bolts, a clutch release actuator air pressure sensor mounted on the side surface of the base transmission, an electromagnetic valve island mounted behind the clutch release actuator air pressure sensor, a gear shifting actuator mounted behind the electromagnetic valve island, a transmission controller mounted behind the gear shifting actuator, an input shaft speed sensor mounted on the outside of the gear shifting actuator, an output shaft speed sensor mounted behind the input shaft speed sensor and at the rear end of the base transmission, an oil temperature sensor mounted on the outside of the output shaft speed sensor, and a gas pipeline connected internally to the electromagnetic valve island, with one end of the gas pipeline fixedly connected to a gas source pressure sensor via a T-shaped tee.

[0006] In a preferred embodiment, the solenoid valve island, gear shifting actuator, gearbox controller, input shaft speed sensor, and output shaft speed sensor are fixedly mounted on the side surface of the base gearbox by bolts, and the clutch disengagement actuator air pressure sensor and oil temperature sensor are threadedly connected to the side surface of the base gearbox.

[0007] In a preferred embodiment, the transmission controller is electrically connected via wiring harness to the central pneumatic clutch release actuator, clutch release actuator air pressure sensor, solenoid valve island, shift actuator, input shaft speed sensor, output shaft speed sensor, oil temperature sensor, and air source pressure sensor, respectively. One end of another wiring harness is fixedly connected to a vehicle connector. The transmission controller is electrically connected to an external vehicle controller via the wiring harness and the vehicle connector in sequence.

[0008] In a preferred embodiment, the central pneumatic clutch release actuator is gas-driven, and a displacement sensor for the central pneumatic clutch release actuator is fixedly mounted on the side surface of the central pneumatic clutch release actuator by bolts.

[0009] In a preferred embodiment, the gear shifting actuator includes a gear shifting motor that is bolted to the side surface of the base gearbox, and a gear shifting angle sensor is fixedly mounted on the outer side of the transmission end of the gear shifting motor.

[0010] In a preferred embodiment, a shift motor is fixedly installed on the outer side of the gear selection motor, and a shift angle sensor is fixedly installed on the outer side of the transmission end of the shift motor.

[0011] Compared with the prior art, the beneficial effects of this utility model are:

[0012] This utility model features a centrally-designed pneumatic clutch release actuator that is directly bolted to the inside of the base gearbox. Compared to traditional non-centrally-designed actuators, it is more compact, significantly reducing its weight and mechanical transmission links, thus effectively lowering the failure rate. Furthermore, the displacement sensor of this centrally-designed pneumatic clutch release actuator has high precision characteristics and can provide real-time feedback on the displacement status of the actuator, ensuring accurate and reliable clutch disengagement / engagement.

[0013] In this invention, the components are arranged in an orderly manner along the base of the gearbox to further enhance the compact layout and reduce the overall space occupied by the gearbox assembly to fit the limited chassis installation area of ​​the bus. The input shaft speed sensor, output shaft speed sensor, oil temperature sensor, and air source pressure sensor collect the core operating parameters of the gearbox in advance at key locations to lay the foundation for subsequent precise control. The combination of gas pipeline and T-type tee can also realize the monitoring of air source pressure branches, eliminating the need for additional complex pipeline design and simplifying the air circuit structure.

[0014] This invention replaces traditional mechanical transmission with a gear selection motor and a shift motor, improving the gear selection and shift response speed to adapt to the frequent start-stop and variable operating conditions of buses. The real-time feedback from the gear selection angle sensor and the shift angle sensor can form a closed-loop control of the gear selection and shift actions, avoiding problems such as mis-engaged gears and gear disengagement, thereby improving driving safety. Furthermore, the gear selection motor, the shift motor, the gear selection angle sensor, and the shift angle sensor are integrated inside the gear selection and shift actuator, resulting in a compact structure that eliminates the need for additional transmission components, further reducing the space occupied by the assembly and lowering the probability of mechanical failure. Attached Figure Description

[0015] Figure 1 This is a three-dimensional structural diagram of the AMT transmission assembly of this utility model;

[0016] Figure 2 This is a three-dimensional schematic diagram of the AMT transmission assembly of this utility model.

[0017] Figure 3 This is a three-dimensional schematic diagram of the AMT transmission assembly of this utility model.

[0018] Figure 4 This is a three-dimensional four-dimensional structural diagram of the AMT transmission assembly of this utility model;

[0019] Figure 5 This is a three-dimensional structural diagram of the gear shifting actuator component of this utility model.

[0020] In the diagram: 1. Base gearbox; 2. Central pneumatic clutch release actuator; 3. Clutch release actuator air pressure sensor; 4. Solenoid valve island; 5. Gear selector / shift actuator; 6. Gearbox controller; 7. Wiring harness; 8. Input shaft speed sensor; 9. Output shaft speed sensor; 10. Oil temperature sensor; 11. Air source pressure sensor; 12. Gas pipeline; 2001. Central pneumatic clutch release actuator displacement sensor; 5001. Gear selector motor; 5002. Gear selector angle sensor; 5003. Gear shift motor; 5004. Gear shift angle sensor; 7001. Vehicle connector; 1201. T-type tee. Detailed Implementation

[0021] The present invention will be further described below with reference to the embodiments.

[0022] The following embodiments are used to illustrate the present invention, but should not be used to limit the scope of protection of the present invention. The conditions in the embodiments can be further adjusted according to specific conditions, and simple improvements to the method of the present invention under the premise of the concept of the present invention are all within the scope of protection claimed by the present invention.

[0023] Please see Figure 1-5This utility model provides a compact AMT transmission assembly for buses, including a base transmission 1. A central pneumatic clutch disengagement actuator 2 is bolted to the inside of the base transmission 1. A clutch disengagement actuator air pressure sensor 3 is mounted on the side surface of the base transmission 1. An electromagnetic valve island 4 is mounted behind the clutch disengagement actuator air pressure sensor 3. A gear shifting actuator 5 is mounted behind the electromagnetic valve island 4. A transmission controller 6 is mounted behind the gear shifting actuator 5. An input shaft speed sensor 8 is mounted on the outside of the gear shifting actuator 5. An output shaft speed sensor 9 is mounted at the rear end of the base transmission 1 behind the input shaft speed sensor 8. An oil temperature sensor 10 is installed, and a gas pipeline 12 is connected to the inside of the solenoid valve island 4. One end of the gas pipeline 12 is fixedly connected to a gas source pressure sensor 11 via a T-shaped tee 1201. Based on the vehicle's gear shifting requirements, the transmission controller 6 adjusts the internal gas pressure of the central pneumatic clutch release actuator 2 through the solenoid valve island 4 to achieve clutch disengagement and engagement. The transmission controller 6 achieves real-time acquisition of gas pressure through the gas source pressure sensor 11 and the clutch release actuator air pressure sensor 3. The transmission controller 6 also acquires clutch position information in real time through the central pneumatic clutch release actuator displacement sensor 2001, and achieves precise control of clutch disengagement and engagement based on the control software.

[0024] In this invention, the central pneumatic clutch release actuator 2 adopts a central structure design and is directly fixed inside the base gearbox 1 by bolts. Compared with the traditional non-central actuator, it is more compact, significantly reducing its own weight and mechanical transmission links, effectively reducing the failure rate. In addition, the central pneumatic clutch release actuator displacement sensor 2001 equipped with the central pneumatic clutch release actuator 2 has high precision characteristics and can provide real-time feedback on the displacement status of the actuator, ensuring accurate and reliable clutch release / engagement actions.

[0025] The solenoid valve island 4, the gear shifting actuator 5, the gearbox controller 6, the input shaft speed sensor 8, and the output shaft speed sensor 9 are fixedly mounted on the side surface of the base gearbox 1 by bolts. The bolt connection provides a stable fastening force to prevent the components from loosening during the bumpy ride of the bus. The clutch disengagement actuator air pressure sensor 3 and oil temperature sensor 10 are threadedly connected to the side surface of the base gearbox 1. The threaded connection is convenient for disassembly and assembly and can ensure that the sensor and the base gearbox 1 are sealed and fitted together to ensure accurate monitoring data.

[0026] The transmission controller 6 is electrically connected via wiring harness 7 to the central pneumatic clutch release actuator 2, clutch release actuator air pressure sensor 3, solenoid valve island 4, shift actuator 5, input shaft speed sensor 8, output shaft speed sensor 9, oil temperature sensor 10, and air source pressure sensor 11. One end of another wiring harness 7 is fixedly connected to a vehicle connector 7001. The transmission controller 6 is electrically connected to an external vehicle controller via wiring harness 7 and vehicle connector 7001. The central pneumatic clutch release actuator 2 is gas-driven, and a central pneumatic clutch release actuator displacement sensor 2001 is bolted to its side surface. The transmission controller 6, as the core control unit, receives air pressure sensors from the clutch release actuator. The system monitors the air pressure signal of the device 3, the input shaft speed sensor 8 (input shaft speed), the output shaft speed sensor 9 (output shaft speed), the oil temperature sensor 10 (oil temperature), and the air source pressure sensor 11 (air source pressure). Simultaneously, it receives the actuator displacement signal fed back by the displacement sensor 2001 of the central pneumatic clutch release actuator. On the other hand, it sends control commands to the central pneumatic clutch release actuator 2 to control clutch disengagement / engagement, to the solenoid valve island 4 to regulate airflow, and to the gear selection / shifting actuator 5 to control gear selection / shifting actions. Furthermore, the transmission controller 6 connects to the vehicle connector 7001 via wiring harness 7, thereby enabling data interaction with the external vehicle controller and collaboratively completing the vehicle's power control. The central pneumatic clutch release actuator 2 is gas-driven, and the displacement sensor 2001 provides real-time feedback on its position, forming a closed-loop control.

[0027] Specifically, such as Figure 1 and Figure 5 As shown, the gear shifting actuator 5 includes a gear selection motor 5001 that is fixedly mounted on the side surface of the base gearbox 1 by bolts, a gear selection angle sensor 5002 that is fixedly mounted on the outer side of the transmission end of the gear selection motor 5001, a shift motor 5003 that is fixedly mounted on the outer side of the gear selection motor 5001, and a shift angle sensor 5004 that is fixedly mounted on the outer side of the transmission end of the shift motor 5003.

[0028] The gear selection motor 5001 is responsible for driving the gear selection action. The gear selection angle sensor 5002 on the outside of its transmission end collects the motor rotation angle in real time, converts the angle signal into a gear selection position signal, and feeds it back to the gearbox controller 6. The shift motor 5003 is responsible for driving the shift action. Similarly, the shift angle sensor 5004 on the outside of its transmission end collects the motor angle and feeds back the shift position signal. The gearbox controller 6 adjusts the rotation of the gear selection motor 5001 and the shift motor 5003 according to the feedback signals of the gear selection angle sensor 5002 and the shift angle sensor 5004 to ensure accurate gear selection and shift positions. This invention replaces traditional mechanical transmission with gear selection motor 5001 and shift motor 5003, improving the gear selection and shifting response speed to adapt to the frequent start-stop and variable operating conditions of buses. The real-time feedback from gear selection angle sensor 5002 and shift angle sensor 5004 can form a closed-loop control of gear selection and shifting actions, avoiding problems such as gear mis-engagement and disengagement, thereby improving driving safety. Furthermore, the gear selection motor 5001, shift motor 5003, gear selection angle sensor 5002, and shift angle sensor 5004 are integrated inside the gear selection and shifting actuator 5, resulting in a compact structure that eliminates the need for additional transmission components, further reducing the space occupied by the assembly and lowering the probability of mechanical failure.

[0029] Working principle and usage process of this utility model:

[0030] In this utility model, the base gearbox 1 serves as the core load-bearing foundation. The central pneumatic clutch separation actuator 2, which is fixed inside by bolts, provides the core execution function for clutch separation / engagement. The clutch separation actuator air pressure sensor 3, solenoid valve island 4, gear shifting actuator 5, gearbox controller 6, input shaft speed sensor 8, output shaft speed sensor 9, and oil temperature sensor 10 are installed sequentially on the side surface. The gas pipeline 12 inserted inside the solenoid valve island 4 is connected to the air source pressure sensor 11 through a T-shaped tee 1201, together forming a complete transmission and monitoring system.

[0031] As the core control unit, the transmission controller 6 receives the vehicle shifting requirements transmitted by the external vehicle controller through the wiring harness 7 and the vehicle connector 7001. At the same time, it receives the real-time gas pressure signals from the air source pressure sensor 11 and the clutch separation actuator air pressure sensor 3, the actuator displacement signal fed back by the central pneumatic clutch separation actuator displacement sensor 2001 which is bolted to the side surface of the central pneumatic clutch separation actuator 2, and the input shaft speed, output shaft speed, and transmission oil temperature signals collected by the input shaft speed sensor 8, output shaft speed sensor 9, and oil temperature sensor 10, respectively. It also receives the motor rotation angle signals fed back by the shifting angle sensor 5002 on the outside of the transmission end of the shifting motor 5001 inside the shifting actuator 5 and the shifting angle sensor 5004 on the outside of the transmission end of the shifting motor 5003.

[0032] On the other hand, based on the aforementioned signals and control software, the transmission controller 6 sends commands to the solenoid valve island 4 via the wiring harness 7 to adjust the internal gas pressure of the central pneumatic clutch release actuator 2, thereby achieving clutch disengagement and engagement. It also relies on the displacement sensor 2001 of the central pneumatic clutch release actuator to form a closed-loop control to ensure precise operation. At the same time, it sends commands to the gear selection motor 5001 and the shift motor 5003 of the gear selection and shift actuator 5 to drive the gear selection motor 5001 to complete gear group switching and the shift motor 5003 to achieve specific gear switching. Furthermore, it adjusts the rotation of the two motors based on the feedback signals from the gear selection angle sensor 5002 and the shift angle sensor 5004 to ensure accurate gear selection and shift positions.

[0033] In addition, the transmission controller 6 also interacts with the vehicle connector 7001 and the external vehicle controller through the wiring harness 7 to complete the vehicle power control in a coordinated manner. Among them, the solenoid valve island 4, the gear shift actuator 5, the transmission controller 6, the input shaft speed sensor 8, and the output shaft speed sensor 9 are fixed to the side surface of the base transmission 1 with bolts to ensure stable installation. The clutch disengagement actuator air pressure sensor 3 and oil temperature sensor 10 are connected by threads to ensure sealing and accurate monitoring data, which together ensure the stable operation of the entire transmission assembly.

[0034] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A compact AMT transmission assembly for passenger vehicles, comprising a base transmission (1), characterized in that: A central pneumatic clutch release actuator (2) is fixedly installed inside the base gearbox (1) by bolts. A clutch release actuator air pressure sensor (3) is installed on the side surface of the base gearbox (1). An electromagnetic valve island (4) is installed behind the clutch release actuator air pressure sensor (3). A gear shift actuator (5) is installed behind the electromagnetic valve island (4). A gearbox controller (6) is installed behind the gear shift actuator (5). An input shaft speed sensor (8) is installed on the outside of the gear shift actuator (5). An output shaft speed sensor (9) is installed behind the input shaft speed sensor (8) and at the rear end of the base gearbox (1). An oil temperature sensor (10) is installed on the outside of the output shaft speed sensor (9). A gas pipeline (12) is inserted and connected inside the electromagnetic valve island (4). One end of the gas pipeline (12) is fixedly connected to a gas source pressure sensor (11) through a T-shaped tee (1201).

2. The compact AMT transmission assembly for a bus according to claim 1, characterized in that: The solenoid valve island (4), gear shifting actuator (5), gearbox controller (6), input shaft speed sensor (8) and output shaft speed sensor (9) are fixedly mounted on the side surface of the base gearbox (1) by bolts. The clutch disengagement actuator air pressure sensor (3) and oil temperature sensor (10) are threadedly connected to the side surface of the base gearbox (1).

3. A compact AMT transmission assembly for a bus according to claim 2, characterized in that: The transmission controller (6) is electrically connected to the central pneumatic clutch release actuator (2), clutch release actuator air pressure sensor (3), solenoid valve island (4), gear shifting actuator (5), input shaft speed sensor (8), output shaft speed sensor (9), oil temperature sensor (10) and air source pressure sensor (11) respectively via wiring harness (7). One end of another wiring harness (7) is fixedly connected to a vehicle connector (7001). The transmission controller (6) is electrically connected to an external vehicle controller in sequence via wiring harness (7) and vehicle connector (7001).

4. A compact AMT transmission assembly for a bus according to claim 3, characterized in that: The central pneumatic clutch release actuator (2) is driven by gas, and a central pneumatic clutch release actuator displacement sensor (2001) is fixedly installed on the side surface of the central pneumatic clutch release actuator (2) by bolts.

5. A compact AMT transmission assembly for a bus according to claim 1, characterized in that: The gear shifting actuator (5) includes a gear shifting motor (5001) that is fixedly mounted on the side surface of the base gearbox (1) by bolts, and a gear shifting angle sensor (5002) is fixedly mounted on the outer side of the transmission end of the gear shifting motor (5001).

6. A compact AMT transmission assembly for a bus according to claim 5, characterized in that: A shift motor (5003) is fixedly installed on the outside of the selector motor (5001), and a shift angle sensor (5004) is fixedly installed on the outside of the transmission end of the shift motor (5003).

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