Integrated electric gear shifting and high efficiency cooling and lubrication amt transmission

Abstract

The utility model relates to new energy loader gearbox technical field, concretely relates to integrated electric gear shifting and high -efficient cooling lubrication's AMT gearbox. The gearbox casing of the utility model includes gearbox body, gearbox cover and walking motor connecting disc, transmission mechanism includes the input shaft assembly, intermediate shaft assembly and output shaft assembly in the gearbox casing, gear shifting mechanism includes gear shifting motor, shift lever shaft and shift lever, brake mechanism includes brake and brake hub, lubricating mechanism includes oil suction pipe, electronic oil pump and oil outlet pipe, cooling mechanism includes cooling chamber cover plate and inlet and outlet water pipe joint. The utility model integrates lubrication and cooling mechanism, and electronic oil pump cooperates oil pressure sensor accurate control oil and monitors pressure, and oil suction filter core filters impurity, and cooling chamber connects inlet and outlet water pipe reasonably, and high -efficient carries away heat, guarantees gearbox to work in suitable temperature, prolongs the service life of part.

Description

Technical Field

[0001] This utility model relates to the field of new energy loader transmission technology, specifically to an AMT transmission that integrates electric shifting and high-efficiency cooling and lubrication. Background Technology

[0002] In the new energy loader industry, traditional gearboxes suffer from numerous problems. They are expensive, their shifting operation is complex and lacks precision, making it difficult to accurately control the speed of driven components and achieve speed synchronization, thus severely impacting the loader's operating efficiency and performance. To solve these problems, engineers have continuously explored solutions. For example, while Chinese patent authorization announcement number CN217927079U discloses an AMT electric shift actuator, it still has shortcomings. Currently, most similar products use hydraulic power shifting. Hydraulic multi-plate clutches are complex, costly, easily damaged, and have a short lifespan. The matching electro-hydraulic transmission control valves and seals are also prone to oil leakage and clutch damage, accompanied by problems such as high energy loss and high oil temperature. Furthermore, splash lubrication easily leads to insufficient lubrication of the gearbox, while the few gearboxes using a MT structure have poor synchronization strategies, resulting in long shifting times and difficulty in engagement. Utility Model Content

[0003] The technical problem to be solved by this utility model is to overcome the shortcomings of the prior art and provide an AMT transmission that integrates electric shifting and efficient cooling and lubrication.

[0004] The technical solution adopted in this utility model is as follows: An AMT (Automated Manual Transmission) integrating electric shifting and high-efficiency cooling and lubrication, comprising: The gearbox housing includes a gearbox body, a gearbox cover, and a drive motor connecting plate, all assembled together by bolts II. The gearbox body has a filler neck for adding lubricating oil to the gearbox. A circular oil level indicator is located on the side of the gearbox body to show the oil level. A breather is located at the top of the gearbox body to balance the air pressure inside and outside the gearbox. An oil drain pipe is located at the bottom of the gearbox body, providing protection for the brakes and brake drums while facilitating the smooth drainage of lubricating oil. The transmission mechanism includes an input shaft assembly, an intermediate shaft assembly, and an output shaft assembly located within the gearbox housing. The input shaft assembly meshes with the corresponding first-gear driven gear and second-gear driven gear on the intermediate shaft assembly via first-gear drive gear and second-gear drive gear, respectively. The intermediate shaft assembly meshes with the output driven gear on the output shaft assembly via an output drive gear. The output shaft assembly also includes a rear output flange and a front output flange. The rear output flange and the front output flange are positioned and installed with the output shaft through spacers VI and VII, respectively. Both the rear output flange and the front output flange are provided with end face teeth, which are used to connect with external drive components to achieve stable power output. O-rings are also provided at the connection points between the output shaft and the rear output flange and the front output flange to prevent lubricating oil from leaking from the connection. The input shaft in the input shaft assembly is mounted on the gearbox housing via cylindrical roller bearing I and ball bearing I. The input shaft is fixed to the first gear drive gear and the second gear drive gear via needle roller bearing and needle roller sleeve assembly, respectively. A meshing sleeve is provided between the first gear drive gear and the second gear drive gear. A spacer II is provided between the first gear drive gear and the cylindrical roller bearing I, and a spacer I is provided between the second gear drive gear and the ball bearing I. The intermediate shaft in the intermediate shaft assembly is mounted on the gearbox housing via cylindrical roller bearings II and III. The intermediate shaft is fixed to the first gear driven gear, the output drive gear, and the second gear driven gear via splines. A spacer III is provided between the first gear driven gear and the cylindrical roller bearing II, and a spacer IV is provided between the second gear driven gear and the cylindrical roller bearing III. The shifting mechanism includes a shifting motor, a shift fork shaft, and a shift fork. The shifting motor drives the shift fork to move via a ball screw. The shift fork is sleeved on the shift fork shaft and slides along the shift fork shaft, controlling the transmission mechanism to perform shifting actions. The braking mechanism includes a brake and a brake drum mounted at the end of the output shaft assembly. The brake stops the rotation of the brake drum through friction. An oil baffle is installed around the brake. The lubrication mechanism includes an oil suction pipe, an electronic oil pump, and an oil outlet pipe. The electronic oil pump is connected to the oil sump at the bottom of the gearbox housing through the oil suction pipe to draw lubricating oil. One end of the oil outlet pipe is connected to the electronic oil pump, and the other end extends into the gearbox housing. The cooling mechanism includes a cooling chamber cover and inlet / outlet water pipe joints. The cooling chamber cover and the gearbox housing form a cooling chamber. Cooling water circulates in the cooling chamber and enters and exits the cooling chamber through the inlet / outlet water pipe joints.

[0005] This technical solution achieves efficient and coordinated operation of the transmission mechanism, shifting mechanism, braking mechanism, lubrication mechanism, and cooling mechanism by rationally integrating them within the gearbox housing. The transmission mechanism ensures stable power transmission and gear shifting; the shifting mechanism provides precise and rapid gear changes and can detect neutral; the braking mechanism provides reliable braking; the lubrication mechanism effectively reduces component wear; and the cooling mechanism promptly lowers operating temperature. This significantly improves the performance, reliability, and service life of the electric loader's AMT gearbox, ensuring stable and efficient operation of the loader. When the electric loader's AMT gearbox is working, power from the travel motor is transmitted to the input shaft assembly via the travel motor connecting plate. When a gear shift is required, the shift motor starts, driving the shift fork along the shift fork shaft via the ball screw. This engages the first or second gear drive gear with the corresponding driven gear on the intermediate shaft, changing the transmission ratio and achieving gear shifting. A neutral switch detects whether the loader is in neutral. Power is transmitted from the input shaft assembly to the intermediate shaft assembly, then from the intermediate shaft's output drive gear to the output driven gear of the output shaft assembly, ultimately driving the loader. During braking, the brake activates, stopping the brake drum's rotation through friction, and the oil baffle prevents lubricating oil interference. In the lubrication system, an electronic oil pump connects to an oil sump at the bottom of the gearbox housing via a suction pipe to draw lubricating oil and reduce wear. In the cooling system, cooling water circulates in the cooling chamber via inlet and outlet pipes, carrying away heat generated during gearbox operation, lowering the temperature, and ensuring stable and efficient operation of all mechanisms. The shift motor drives the shift fork via a ball screw, ensuring precise and rapid gear switching and improving loader operating efficiency; the neutral switch detects the neutral position, ensuring safe shifting. The cooling system circulates cooling water to remove heat and lower the gearbox temperature. The brake is mounted at the end of the output shaft assembly, using friction to stop the brake drum's rotation, achieving stable braking; the oil baffle prevents lubricating oil from interfering with braking, ensuring reliable braking performance. A speed sensor, in conjunction with the CAN bus, accurately monitors and adjusts the speed of the driven components, achieving synchronization of the active and passive component speeds and improving shift smoothness. An oil pressure sensor is installed on the gearbox cover. The gearbox cover is connected to the gearbox housing via bolt I and sealed with a combination sealing gasket. Several cylindrical pins are pre-installed on the upper part of the gearbox housing for fixing. The gearbox housing is also equipped with a retaining ring I for the bore, which is used to limit the axial movement of the output shaft assembly.

[0006] Preferably, the front end of the oil suction pipe is provided with an adjustable connector, which is connected to the oil suction filter element through a transition connector. The adjustable connector is clamped on the oil suction flange, and the oil suction flange is fixed to the gearbox housing by bolt V.

[0007] Preferably, the gearbox housing is provided with a rotary shaft lip seal I and a rotary shaft lip seal II, which are used for sealing the output shaft and the input shaft, respectively, to prevent lubricating oil leakage.

[0008] Preferably, the shift fork shaft in the shifting mechanism is fixed to the gearbox housing through a hole using an elastic retaining ring II to prevent axial movement of the shift fork shaft during shifting; a clearance fit is used between the shift fork and the shift fork shaft to ensure that the shift fork slides along the shift fork shaft; the shift motor is fixed to the gearbox housing through the shift housing, one end of the ball screw is connected to the output end of the shift motor, and the other end is positioned on the shift housing through a bearing, converting the rotational motion of the shift motor into the linear motion of the shift fork, thereby realizing the shifting operation.

[0009] Preferably, a neutral switch is also provided on the movement trajectory of the shift fork. The neutral switch is installed on the outside of the gearbox housing and is used to detect whether the shift mechanism is in the neutral position.

[0010] Preferably, the cooling chamber cover plate in the cooling mechanism is tightly connected to the gearbox housing by bolt IV, and a sealing gasket is provided at the connection point to ensure the airtightness of the cooling chamber. The inlet and outlet water pipe joints are connected to the cooling chamber.

[0011] Compared with the prior art, this utility model has the following advantages: (1) An electric shifting mechanism is adopted. The shifting motor drives the shift fork through the ball screw to accurately shift gears, reducing the error and delay of traditional mechanical shifting, improving shifting efficiency, making power transmission smoother, and providing a better driving experience.

[0012] (2) The integrated lubrication and cooling mechanism, the electronic oil pump and oil pressure sensor accurately control the oil and monitor the pressure, and the oil suction filter element filters impurities; the cooling chamber is reasonably connected to the inlet and outlet water pipes to efficiently remove heat, ensure that the gearbox works at a suitable temperature, and extend the service life of the components. Attached Figure Description

[0013] Figure 1 This is one of the sectional views of this utility model.

[0014] Figure 2 This is a top view of the present invention.

[0015] Figure 3 This is the front view of this utility model.

[0016] Figure 4 This is a rear view of the present invention.

[0017] Figure 5 This is the second sectional view of this utility model.

[0018] Figure 6 This is a simplified diagram of a gearbox transmission.

[0019] In the diagram: 1. Gear shifting mechanism; 2. Breather; 3. Circular oil level indicator; 4. Speed ​​sensor; 5. Inlet / outlet water pipe connector; 6. Filler neck; 7. Oil pressure sensor; 8. Oil filler plug; 9. Bolt I; 10. Input shaft assembly; 11. Gearbox housing; 12. Travel motor connecting plate; 13. Bolt II; 14. Intermediate shaft assembly; 15. Brake; 16. Brake drum; 17. Bolt III; 18. Oil baffle; 19. Rotary shaft lip. 20. Oil drain pipe; 21. Hole retaining ring I; 22. Output shaft assembly; 23. Cooling chamber cover; 24. Bolt IV; 25. Combined sealing gasket; 26. Gearbox cover; 27. Oil suction pipe; 28. Electronic oil pump; 29. ​​Cylindrical pin; 30. Oil outlet pipe; 31. Shift fork; 32. Shift fork shaft; 33. Hole retaining ring II; 34. Neutral switch; 35. Rotary shaft lip seal II; 36. Oil suction filter; 37. Transition joint; 38. Oil suction flange; 39. Adjustable joint; 40. Bolt V; 41. Cylindrical roller bearing I; 42. First gear drive gear; 43. Engaging sleeve; 44. Second gear drive gear; 45. Needle roller sleeve assembly; 46. Ball bearing I; 47. Input shaft; 48. Spacer I; 49. Needle roller bearing; 50. Outer spacer; 51. Inner spacer; 52. Spacer II; 53. Oil baffle; 54. Cylindrical roller bearing II; 55. Spacer III; 56. First gear driven gear; 57. Output drive gear; 58. Second gear driven gear; 59. Spacer IV; 60. Cylindrical roller bearing III; 61. Nylon lock nut; 62. O-ring seal; 63. Rear output flange; 64. Spacer V; 65. Cylindrical roller bearing IV; 66. Output driven gear; 67. Output shaft; 68. Spacer VI; 69. Ball bearing II; 70. Spacer VII; 71. Front output flange. Detailed Implementation

[0020] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.

[0021] Example 1 like Figures 1 to 6 As shown, this embodiment provides an AMT transmission that integrates electric shifting and high-efficiency cooling and lubrication, including: The gearbox housing includes a gearbox body 11 assembled together by bolts II 13, a gearbox cover 26, and a drive motor connecting plate 12. The gearbox body 11 is provided with a filler port 6 for adding lubricating oil into the gearbox. A circular oil level indicator 3 is provided on the side of the gearbox body 11 to indicate the oil level in the gearbox. A breather 2 is provided on the upper part of the gearbox body 11 to balance the air pressure inside and outside the gearbox. An oil drain pipe 20 is provided at the bottom of the gearbox body 11. The oil drain pipe 20 is used to protect the brake 15 and brake drum 16, and at the same time facilitates the smooth discharge of lubricating oil. The transmission mechanism includes an input shaft assembly 10, an intermediate shaft assembly 14, and an output shaft assembly 22 located within the gearbox housing. The input shaft assembly 10 meshes with the corresponding first-gear driven gear 56 and second-gear driven gear 58 on the intermediate shaft assembly 14 via a first-gear drive gear 42 and a second-gear drive gear 44, respectively. The intermediate shaft assembly 14 meshes with the output driven gear 66 on the output shaft assembly 22 via an output drive gear 57. The output shaft assembly 22 also includes a rear output flange 63 and a front output flange 71. The rear output flange 63 and the front output flange 71 are positioned and installed with the output shaft 67 through spacers VI 68 and VII 70, respectively. Both the rear output flange 63 and the front output flange 71 are provided with end face teeth, which are used to connect with external drive components to achieve stable power output. O-ring seals 62 are also provided at the connection points between the output shaft 67 and the rear output flange 63 and the front output flange 71 to prevent lubricating oil from leaking from the connection. The input shaft 47 in the input shaft assembly 10 is mounted on the gearbox housing 11 via cylindrical roller bearing I 41 and ball bearing I 46. The input shaft 47 is fixed to the first gear drive gear 42 and the second gear drive gear 44 via needle roller bearing 49 and needle roller sleeve assembly 45, respectively. A meshing sleeve 43 is provided between the first gear drive gear 42 and the second gear drive gear 44. A spacer II 52 is provided between the first gear drive gear 42 and the cylindrical roller bearing I 41, and a spacer I 48 is provided between the second gear drive gear 44 and the ball bearing I 46. The intermediate shaft in the intermediate shaft assembly 14 is mounted on the gearbox housing 11 via cylindrical roller bearings II 54 and III 60. The intermediate shaft is fixed to the first gear driven gear 56, the output drive gear 57, and the second gear driven gear 58 via splines. A spacer III 55 is provided between the first gear driven gear 56 and the cylindrical roller bearing II 54, and a spacer IV 59 is provided between the second gear driven gear 58 and the cylindrical roller bearing III 60. The shifting mechanism 1 includes a shifting motor, a shift fork shaft 32 and a shift fork 31. The shifting motor drives the shift fork 31 to move through a ball screw. The shift fork 31 is sleeved on the shift fork shaft 32 and slides along the shift fork shaft 32, thereby controlling the transmission mechanism to perform shifting actions. The braking mechanism includes a brake 15 and a brake drum 16 mounted at the end of the output shaft assembly 22. The brake 15 stops the rotation of the brake drum 16 by friction. An oil baffle 18 is mounted around the brake 15. The lubrication mechanism includes an oil suction pipe 27, an electronic oil pump 28, and an oil outlet pipe 30. The electronic oil pump 28 is connected to the oil sump at the bottom of the gearbox housing through the oil suction pipe 27 to draw lubricating oil. One end of the oil outlet pipe 30 is connected to the electronic oil pump 28, and the other end extends into the gearbox housing. The cooling mechanism includes a cooling chamber cover 23 and inlet / outlet water pipe joints 5. The cooling chamber cover 23 and the gearbox housing 11 form a cooling chamber. Cooling water circulates in the cooling chamber and enters and exits the cooling chamber through the inlet / outlet water pipe joints 5.

[0022] This technical solution achieves efficient and coordinated operation of the transmission mechanism, shifting mechanism 1, braking mechanism, lubrication mechanism, and cooling mechanism by rationally integrating them within the gearbox housing. The transmission mechanism ensures stable power transmission and gear shifting; the shifting mechanism 1 provides precise and rapid gear shifting and can detect neutral; the braking mechanism provides reliable braking; the lubrication mechanism effectively reduces component wear; and the cooling mechanism promptly lowers the operating temperature. This enhances the performance, reliability, and service life of the electric loader's AMT gearbox, ensuring stable and efficient operation of the loader. When the electric loader's AMT gearbox is working, the power from the travel motor is transmitted to the input shaft assembly 10 via the travel motor connecting plate 12. When a gear shift is required, the shifting motor starts, driving the shift fork 31 to slide along the shift fork shaft 32 via the ball screw. This engages the first or second gear drive gear 44 with the corresponding driven gear on the intermediate shaft, changing the transmission ratio to achieve gear shifting. The neutral switch 34 detects whether the gear is in neutral. Power is transmitted from the input shaft assembly 10 to the intermediate shaft assembly 14, and then from the intermediate shaft's output drive gear 57 to the output driven gear 66 of the output shaft assembly 22, ultimately driving the loader. During braking, the brake 15 actuates, stopping the brake drum 16's rotation through friction, while the oil baffle 18 prevents lubricating oil interference. In the lubrication mechanism, the electronic oil pump 28 is connected to the oil sump at the bottom of the gearbox housing via the suction pipe 27 to draw lubricating oil and reduce wear. In the cooling mechanism, cooling water circulates in the cooling chamber via the inlet and outlet water pipe joints 5, carrying away the heat generated during gearbox operation, lowering the temperature, and ensuring stable and efficient operation of all mechanisms. The shift motor drives the shift fork 31 via a ball screw for precise and rapid gear switching, improving the loader's operating efficiency; the neutral switch 34 detects the neutral position, ensuring safe shifting. The cooling mechanism circulates cooling water to carry away heat and lower the gearbox temperature. Brake 15 is installed at the end of output shaft assembly 22. It stops brake drum 16 from rotating through friction, achieving stable braking. Oil baffle 18 prevents lubricating oil from interfering with braking, ensuring reliable braking performance. Speed ​​sensor 4, in conjunction with the CAN bus, can accurately monitor and adjust the speed of the driven components, achieving synchronization of the speeds of the active and passive components and improving shift smoothness. Oil pressure sensor 7 is installed on the gearbox cover 26. Gearbox cover 26 is connected to the gearbox housing by bolts I9 and sealed by a combination sealing gasket 25. Several cylindrical pins 29 are pre-installed on the upper part of the gearbox housing for fixing. The gearbox housing 11 also has a retaining ring I21 for limiting the axial movement of output shaft assembly 22.

[0023] Preferably, the front end of the oil suction pipe 27 is provided with an adjustable connector 39, which is connected to the oil suction filter 36 core through a transition connector 37. The adjustable connector 39 is clamped on the oil suction flange 38, and the oil suction flange 38 is fixed to the gearbox housing by bolts V40.

[0024] Preferably, the gearbox housing 11 is provided with a rotary shaft lip seal ring I19 and a rotary shaft lip seal ring II35, which are used to seal the output shaft 67 and the input shaft 47 respectively, to prevent lubricating oil leakage.

[0025] Preferably, the shift fork shaft 32 in the shift mechanism 1 is fixed to the gearbox housing 11 through a hole using an elastic retaining ring II 33 to prevent axial movement of the shift fork shaft 32 during shifting; the shift fork 31 and the shift fork shaft 32 are fitted with a clearance to ensure that the shift fork 31 slides along the shift fork shaft 32; the shift motor is fixed to the gearbox housing 11 through the shift housing, one end of the ball screw is connected to the output end of the shift motor, and the other end is positioned on the shift housing through a bearing, converting the rotational motion of the shift motor into the linear motion of the shift fork 31, thereby realizing the shifting operation.

[0026] Preferably, a neutral switch 34 is also provided on the moving trajectory of the shift fork 31. The neutral switch 34 is installed on the outside of the gearbox housing 11 and is used to detect whether the shift mechanism 1 is in the neutral position.

[0027] Preferably, the cooling chamber cover 23 in the cooling mechanism is tightly connected to the gearbox housing 11 by bolts IV 24, and a sealing gasket is provided at the connection to ensure the airtightness of the cooling chamber. The inlet and outlet water pipe joints 5 are connected to the cooling chamber.

[0028] The usage process of the above embodiments is as follows: Figures 1 to 6 As shown, when the AMT gearbox with integrated electric shifting and high-efficiency cooling and lubrication is working, the power of the travel motor is transmitted to the input shaft assembly 10 via the travel motor connecting plate 12. The input shaft 47 rotates stably under the support of cylindrical roller bearing I 41 and ball bearing I 46, driving the first and second gear drive gears 44, which are fixed by the needle roller sleeve assembly 45 and needle roller bearing 49, to rotate. When a gear shift is required, the shift motor starts, converting the rotational motion into linear motion via the ball screw, driving the shift fork 31 to slide along the shift fork shaft 32, so that the engagement sleeve 43 engages with the corresponding gear drive gear, changing the transmission ratio. At the same time, the neutral switch 34 detects whether it is in neutral. The power is transmitted to the intermediate shaft assembly 14 via the drive gear. The intermediate shaft rotates under the support of cylindrical roller bearings II 54 and III, driving the first and second gear driven gears 58 and the output drive gear 57 to rotate via splines. At different gear positions, the corresponding gears engage to transmit power to the output shaft assembly 22; the output shaft assembly 22 then outputs the power via the output driven gear 66 to drive the loader. During braking, the brake 15 actuates to stop the brake drum 16 from rotating; in the lubrication mechanism, the electronic oil pump 28 draws lubricating oil through the suction pipe 27 and filter element, pressurizes it, and delivers it to various components through the outlet pipe 30 to reduce wear. In the cooling mechanism, cooling water circulates in the cooling chamber through the inlet and outlet water pipe joints 5 to remove heat and ensure stable and efficient operation of all mechanisms.

[0029] This utility model of AMT structure is simple in structure, small in size, and low in cost. It eliminates friction materials such as friction plates, thus preventing energy loss during gear shifting and avoiding a significant rise in oil temperature. The gearbox housing 11 is equipped with a cooling chamber that shares a cooling system with the electric loader's three-electric system, preventing excessively high oil temperatures. Forced lubrication of the gearbox is achieved through an electronic oil pump 28, ensuring that gearbox components are adequately lubricated, cooled, and flushed.

[0030] Although the present invention has been described in detail with reference to the accompanying drawings and preferred embodiments, it is not limited thereto. Various equivalent modifications or substitutions can be made to the embodiments of the present invention by those skilled in the art without departing from the spirit and essence of the present invention, and such modifications or substitutions should all be within the scope of the present invention. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should also be included within the protection scope of the present invention. Therefore, the protection scope of the present invention should be determined by the scope of the claims.

Claims

1. An AMT transmission integrating electric shifting and high-efficiency cooling and lubrication, characterized in that, include: The gearbox housing includes a gearbox housing (11) assembled as a whole by bolts II (13), a gearbox cover (26) and a drive motor connecting plate (12). The gearbox housing (11) is provided with a filler port (6) for adding lubricating oil into the gearbox. A circular oil level indicator (3) is provided on the side of the gearbox housing (11) for displaying the oil level in the gearbox. A breather (2) is provided on the upper part of the gearbox housing (11) for balancing the air pressure inside and outside the gearbox. An oil drain pipe (20) is provided at the bottom of the gearbox housing (11). The oil drain pipe (20) is used to protect the brake (15) and brake drum (16) and facilitate the smooth discharge of lubricating oil. The transmission mechanism includes an input shaft assembly (10), an intermediate shaft assembly (14), and an output shaft assembly (22) located within the gearbox housing. The input shaft assembly (10) meshes with the corresponding first-gear driven gear (56) and second-gear driven gear (58) on the intermediate shaft assembly (14) via a first-gear drive gear (42) and a second-gear drive gear (44), respectively. The intermediate shaft assembly (14) meshes with the output driven gear (66) on the output shaft assembly (22) via an output drive gear (57). The output shaft assembly (22) also includes a rear output flange (63) and a front output flange (71). The rear output flange (63) and the front output flange (71) are respectively positioned and installed with the output shaft (67) through spacer VI (68) and spacer VII (70). Both the rear output flange (63) and the front output flange (71) are provided with end face teeth, which are connected to external drive components to achieve stable power output. O-ring seals (62) are also provided at the connection between the output shaft (67) and the rear output flange (63) and the front output flange (71) to prevent lubricating oil from leaking from the connection. The input shaft (47) in the input shaft assembly (10) is mounted on the gearbox housing (11) via cylindrical roller bearing I (41) and ball bearing I (46). The input shaft (47) is fixed to the first gear drive gear (42) and the second gear drive gear (44) via needle roller bearing (49) and needle roller sleeve assembly (45), respectively. A meshing sleeve (43) is provided between the first gear drive gear (42) and the second gear drive gear (44). A spacer II (52) is provided between the first gear drive gear (42) and the cylindrical roller bearing I (41). A spacer I (48) is provided between the second gear drive gear (44) and the ball bearing I (46). The intermediate shaft in the intermediate shaft assembly (14) is mounted on the gearbox housing (11) by cylindrical roller bearings II (54) and III (60); the intermediate shaft is fixed to the first gear driven gear (56), the output drive gear (57), and the second gear driven gear (58) by splines respectively; a spacer III (55) is provided between the first gear driven gear (56) and the cylindrical roller bearing II (54), and a spacer IV (59) is provided between the second gear driven gear (58) and the cylindrical roller bearing III (60); The shifting mechanism (1) includes a shifting motor, a shift fork shaft (32) and a shift fork (31). The shifting motor drives the shift fork (31) to move through a ball screw. The shift fork (31) is sleeved on the shift fork shaft (32) and slides along the shift fork shaft (32), controlling the transmission mechanism to perform shifting actions. The braking mechanism includes a brake (15) and a brake drum (16) mounted at the end of the output shaft assembly (22). The brake (15) stops the rotation of the brake drum (16) by friction. An oil baffle (18) is mounted around the brake (15). The lubrication mechanism includes an oil suction pipe (27), an electronic oil pump (28), and an oil outlet pipe (30). The electronic oil pump (28) is connected to the oil sump at the bottom of the gearbox housing through the oil suction pipe (27) to draw lubricating oil. One end of the oil outlet pipe (30) is connected to the electronic oil pump (28), and the other end extends into the gearbox housing. The cooling mechanism includes a cooling chamber cover (23) and inlet / outlet water pipe joints (5). The cooling chamber cover (23) and the gearbox housing (11) form a cooling chamber. Cooling water circulates in the cooling chamber and enters and exits the cooling chamber through the inlet / outlet water pipe joints (5).

2. The AMT transmission with integrated electric shifting and high-efficiency cooling and lubrication as described in claim 1, characterized in that, The oil suction pipe (27) is provided with an adjustable connector (39) at the front end. The adjustable connector (39) is connected to the oil suction filter element (36) through the transition connector (37). The adjustable connector (39) is clamped on the oil suction flange (38). The oil suction flange (38) is fixed to the gearbox housing by bolt V (40).

3. The AMT transmission with integrated electric shifting and high-efficiency cooling and lubrication as described in claim 1, characterized in that, The gearbox housing (11) is provided with a rotary shaft lip seal I (19) and a rotary shaft lip seal II (35), which are used to seal the output shaft (67) and the input shaft (47) respectively, in order to prevent lubricating oil leakage.

4. The AMT transmission with integrated electric shifting and high-efficiency cooling and lubrication as described in claim 3, characterized in that, The shift fork shaft (32) in the shift mechanism (1) is fixed to the gearbox housing (11) through a hole using an elastic retaining ring II (33) to prevent the shift fork shaft (32) from axial movement during shifting. The shift fork (31) and the shift fork shaft (32) are fitted with a clearance to ensure that the shift fork (31) slides along the shift fork shaft (32). The shift motor is fixed to the gearbox housing through the shift housing. One end of the ball screw is connected to the output end of the shift motor, and the other end is positioned on the shift housing through a bearing to convert the rotational motion of the shift motor into the linear motion of the shift fork (31), thereby realizing the shifting operation.

5. The AMT transmission with integrated electric shifting and high-efficiency cooling and lubrication as described in claim 1, characterized in that, The neutral switch (34) is also provided on the movement trajectory of the shift fork (31). The neutral switch (34) is installed on the outside of the gearbox housing (11) and is used to detect whether the shift mechanism (1) is in the neutral position.

6. The AMT transmission with integrated electric shifting and high-efficiency cooling and lubrication as described in claim 1, characterized in that, The cooling chamber cover (23) in the cooling mechanism is tightly connected to the gearbox housing (11) by bolts IV (24), and a sealing gasket is provided at the connection to ensure the airtightness of the cooling chamber. The inlet and outlet water pipe joints (5) are connected to the cooling chamber.

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