CN108662140B - Synchronizer protection system of single H-control gearbox - Google Patents
Synchronizer protection system of single H-control gearbox Download PDFInfo
- Publication number
- CN108662140B CN108662140B CN201810681265.0A CN201810681265A CN108662140B CN 108662140 B CN108662140 B CN 108662140B CN 201810681265 A CN201810681265 A CN 201810681265A CN 108662140 B CN108662140 B CN 108662140B
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- range
- electromagnetic valve
- gear
- switch
- differential
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- 230000005540 biological transmission Effects 0.000 claims abstract description 37
- 230000000994 depressogenic effect Effects 0.000 claims 1
- 238000005299 abrasion Methods 0.000 abstract description 6
- 230000001012 protector Effects 0.000 description 7
- 208000035874 Excoriation Diseases 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000000881 depressing effect Effects 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/18—Preventing unintentional or unsafe shift, e.g. preventing manual shift from highest gear to reverse gear
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/18—Preventing unintentional or unsafe shift, e.g. preventing manual shift from highest gear to reverse gear
- F16H2061/185—Means, e.g. catches or interlocks, for preventing unintended shift into reverse gear
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Gear-Shifting Mechanisms (AREA)
Abstract
The invention discloses a synchronizer protection system of a single H-control gearbox, which comprises a synchronizer protection controller, a signal input part and a transmission system part, wherein the signal input part comprises a range gear preselection switch, a differential gear preselection switch, a clutch switch and an output shaft sensor, and the clutch switch, the range gear preselection switch, the differential gear preselection switch and the output shaft sensor are connected with the synchronizer protection controller; the transmission system part comprises a range gear signal switch, a range high-grade electromagnetic valve, a range low-grade electromagnetic valve, a rail interlocking electromagnetic valve, a differential low-grade electromagnetic valve and a differential high-grade electromagnetic valve, wherein the synchronizer protection controller is connected with the range gear signal switch, the range high-grade electromagnetic valve, the range low-grade electromagnetic valve, the rail interlocking electromagnetic valve, the differential low-grade electromagnetic valve and the differential high-grade electromagnetic valve, and the output shaft sensor is connected with an output shaft of the transmission; the range gear signal switch is connected with the rear auxiliary box in-place switch. The invention avoids the abrasion of the synchronizer caused by misoperation of a driver.
Description
Technical Field
The invention relates to the technical field of transmission protection structures, in particular to a synchronizer protection system of a single H-control transmission.
Background
The gear range of the single H-operation transmission control system in the prior art has three positions, the gear arrangement is compact, the gear selection moving space can be reduced, the space for shifting the gear lever and moving in the cab can be greatly reduced, and a large number of manual transmissions all adopt the control mode. The prior art has the defects that when a driver operates improperly and the gear shift level difference is relatively large, the synchronizer is often worn; the single H-operated gearbox has the problems that the ergonomics can be improved although the gear selection moving space is smaller, and the synchronizer is easy to damage due to misoperation.
In addition, the 16-gear single H-operation synchronizer has the following four working conditions that the synchronizer is easy to wear due to misoperation:
(1) When the shift-down is switched from the high gear region to the low gear by the misoperation when the vehicle speed is higher than 30Km/h, early abrasion of the range synchronizer is caused.
(2) In the upshift operation, referring to fig. 2, the driver decides to switch from 4 th gear to 5 th gear, at which time the power line needs to be shifted from the low gear region to the high gear region. However, if the driver forgets to operate the range shift switch, the range shift switch from the low range to the high range will not occur. The transmission is still in the low regime operating state, resulting in a shift from 4 to 1. Such misoperations can cause damage to the main box synchronizer due to excessive friction speeds, and even more severe overspeed of the engine and clutch driven discs can occur.
(3) In the downshift operation, the driver decides to switch from 6 th gear to 5 th gear, at which time the power line does not require range gear switching. However, if the driver operates the range-level high-low shift switch, a shift from the range level from the high level to the low level will occur, resulting in a shift from the 6 level to the 1 level. Such mishandling can likewise lead to damage to the main tank synchronizer due to excessive friction speeds.
(4) The differential gear high and low half operation is performed without fully depressing the clutch pedal (i.e., without fully disengaging the clutch), and such erroneous operation may also cause damage to the main box synchronizer.
Disclosure of Invention
The invention aims to solve the problems in the prior art, and provides a synchronizer protection system of a single H-operation gearbox, which is capable of preventing misoperation.
The technical scheme adopted for solving the technical problems is as follows:
the synchronizer protection system of the single H-control gearbox comprises a synchronizer protection controller, a signal input part and a transmission system part, wherein the signal input part comprises a range gear preselection switch, a differential gear preselection switch, a clutch switch and an output shaft sensor, and the clutch switch, the range gear preselection switch, the differential gear preselection switch and the output shaft sensor are respectively and electrically connected with the synchronizer protection controller; the transmission system part comprises a range gear signal switch, a range high-grade electromagnetic valve, a range low-grade electromagnetic valve, a rail interlocking electromagnetic valve, a differential low-grade electromagnetic valve and a differential high-grade electromagnetic valve, wherein the synchronizer protection controller is respectively and electrically connected with the range gear signal switch, the range high-grade electromagnetic valve, the range low-grade electromagnetic valve, the rail interlocking electromagnetic valve, the differential low-grade electromagnetic valve and the differential high-grade electromagnetic valve, the synchronizer protection controller drives the electromagnetic valve through a wire harness, and an air pipeline drives the transmission executing mechanism to act after the electromagnetic valve is conducted.
The output shaft sensor is arranged at the position of the output shaft of the transmission to collect output shaft rotating speed signals; the range gear signal switch is arranged on a range gear cylinder of the gearbox, and is turned on when the range gear cylinder is in a high position and turned off when the range gear cylinder is in a low position.
The range high-speed electromagnetic valve and the range low-speed electromagnetic valve are connected with the range air cylinder, and when the range high-speed electromagnetic valve is excited, the range air cylinder is driven to switch to the high-speed position of the rear auxiliary box; when the range low-gear electromagnetic valve is excited, the driving range gear cylinder is switched to a rear auxiliary box low-gear position; the rail interlock solenoid valve is connected with the rail interlock device, and the rail interlock device limits the gear selection position to be unable to switch when the rail solenoid valve is excited.
The differential low-grade electromagnetic valve and the differential high-grade electromagnetic valve are connected with the differential grade air cylinder, when the differential low-grade electromagnetic valve is excited, the differential grade air cylinder is driven to switch to the differential low-grade area, and when the differential high-grade electromagnetic valve is excited, the differential grade air cylinder is driven to switch to the differential high-grade area.
The clutch switch is responsible for collecting the state of a clutch pedal, and is turned on when the pedal is stepped on, and turned off when the pedal is released.
The range gear preselection switch is provided with a high position and a low position, preselects a transmission range high gear region when the high position is dialed, and preselects a range low gear region when the low position is dialed.
The differential gear preselection switch has two positions of height, preselects differential high gear district when dialling the high position, preselects differential low gear district when dialling the low position.
The beneficial effects of the invention are as follows:
1. the synchronizer protection controller dynamically drives the related electromagnetic valve according to the state of the input signal, can effectively avoid the abrasion of the synchronizer caused by large-level-difference downshift due to misoperation of a driver, thereby achieving the purpose of protecting the synchronizer and prolonging the service life of the gearbox.
2. When the rotating speed of the output shaft is larger than the range gear threshold value, the range low-gear electromagnetic valve can be forcedly stopped to be driven, so that the damage to the high-low gear auxiliary box synchronizer when a driver shifts from a high gear to a low gear through misoperation can be effectively prevented.
3. In the upshift process, the driver decides to switch from 4 gear to 5 gear, if the range gear signal switch still stays to the low gear position and the rotation speed of the output shaft exceeds the set rotation speed, the synchronizer protection controller drives the rail interlocking valve, the gear selection rail cannot move left and right, the limited gear can only be switched between 4 gear and 3 gear, and misoperation of the driver can be effectively prevented, so that the transmission is switched from 4 gear to 1 gear, and the synchronizer of the transmission is worn.
4. According to the invention, the driver decides to switch from 6 gear to 5 gear in the downshift operation, if the driver erroneously operates the range gear high-low conversion switch, the synchronizer protection controller automatically shields the misoperation, so that the transmission can be effectively prevented from being downshifted from 6 gear to 1 gear, and the abrasion of the synchronizer of the transmission is avoided.
5. According to the invention, when a driver operates the differential high-low gear switching, if the clutch is not completely separated, the synchronizer protector does not drive the differential high-low gear electromagnetic valve to switch, so that the abrasion of the main box synchronizer can be effectively avoided.
Drawings
FIG. 1 is a schematic diagram of a synchronizer protection system according to the present invention;
FIG. 2 is a transmission gear arrangement;
FIG. 3 is a differential gear solenoid valve drive logic;
FIG. 4 is range solenoid drive logic;
FIG. 5 is rail interlock solenoid logic.
Detailed Description
In order to make the technical solution of the present invention better understood by those skilled in the art, the technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments.
Referring to fig. 1-5, a synchronizer protection system of a single H-controlled gearbox comprises a synchronizer protection controller 1, a signal input part and a transmission system part, wherein the signal input part comprises a range gear preselection switch 3, a differential gear preselection switch 4, a clutch switch 2 and an output shaft sensor 5, and the clutch switch 2, the range gear preselection switch 3, the differential gear preselection switch 4 and the output shaft sensor 5 are respectively and electrically connected with the synchronizer protection controller 1; the transmission system part comprises a range gear signal switch 6, a range high-grade electromagnetic valve 7, a range low-grade electromagnetic valve 8, a rail interlocking electromagnetic valve 9, a differential low-grade electromagnetic valve 10 and a differential high-grade electromagnetic valve 11, wherein the synchronizer protection controller 1 is respectively and electrically connected with the range gear signal switch 6, the range high-grade electromagnetic valve 7, the range low-grade electromagnetic valve 8, the rail interlocking electromagnetic valve 9, the differential low-grade electromagnetic valve 10 and the differential high-grade electromagnetic valve 11, the synchronizer protection controller 1 drives the electromagnetic valves through wire bundles, and a gas pipeline drives a transmission executing mechanism to act after the electromagnetic valves are conducted;
the output shaft sensor 5 is arranged at the position of the output shaft of the transmission and used for collecting output shaft rotating speed signals; the range gear signal switch 6 is installed on a range gear cylinder of the gearbox, and is turned on when the range gear cylinder is in a high position, and turned off when the range gear cylinder is in a low position.
The range high-speed electromagnetic valve 7 and the range low-speed electromagnetic valve 8 are connected with a range-speed air cylinder, and when the range high-speed electromagnetic valve 7 is excited, the range-speed air cylinder is driven to be switched to a rear auxiliary box high-speed position; when the range low-range solenoid valve 8 is activated, the drive range cylinder is switched to the rear sub-tank low-range position.
The rail interlocking electromagnetic valve 9 is connected with the rail interlocking device, and when the rail electromagnetic valve 9 is excited, the rail interlocking device limits the gear selection position to be unable to switch;
the differential low-grade electromagnetic valve 10 and the differential high-grade electromagnetic valve 11 are connected with a differential grade air cylinder, when the differential low-grade electromagnetic valve 10 is excited, the differential grade air cylinder is driven to switch to a differential low-grade area, and when the differential high-grade electromagnetic valve 11 is excited, the differential grade air cylinder is driven to switch to a differential high-grade area.
The clutch switch 2 is responsible for collecting the state of a clutch pedal, the clutch switch 2 is conducted when the pedal is pressed down, and the clutch switch 2 is disconnected when the pedal is released.
The range gear preselection switch 3 is provided with a high position and a low position, preselects a transmission range high gear region when the high position is shifted, and preselects a range low gear region when the low position is shifted.
The differential gear preselection switch 4 has two positions of high and low, preselects a differential high gear region when shifting to a high position, and preselects a differential low gear region when shifting to a low position.
As shown in the logic diagram of fig. 3, when the driver operates the differential pre-selection switch 4 to switch to high, the synchronizer protector 1 monitors the state of the clutch switch 2, and when the clutch switch 2 is in a stepping-on state, the differential high-gear electromagnetic valve 11 is driven to switch, and if the clutch switch 2 is not on, the synchronizer protector 1 does not drive the differential high-gear electromagnetic valve 11 to switch.
When the driver operates the differential pre-selection switch 4 to switch to low, the synchronizer protector 1 monitors the state of the clutch switch 2, and when the clutch switch 2 is in a stepping-on state, the differential low-gear electromagnetic valve 10 is driven to switch, and if the clutch switch 2 is not on, the synchronizer protector 1 does not drive the differential low-gear electromagnetic valve 10 to switch.
As shown in the range solenoid valve driving logic diagram of fig. 4, when the driver operates the range pre-selection switch 3 to low, the synchronizer protector 1 monitors that the range signal 6 is in high position, and the range low range solenoid valve is driven only when the rotational speed value of the output shaft sensor 5 is lower than the range setting threshold. When the driver operating range gear pre-selection switch 3 switches high, the synchronizer guard 1 drives the range high range solenoid valve 7.
As shown in fig. 5 by the rail interlock solenoid valve logic, the range preselection switch 3 is preselected low, and when the transmission range signal switch 6 is in the high range, the rail interlock solenoid valve 9 is activated when the rotational speed of the output shaft sensor 5 is below the set range threshold.
The transmission range signal 6 is in a low position and the rail interlock solenoid valve 9 is activated when the output sensor 5 speed is greater than the rail interlock low threshold.
When the rotation speed value of the output shaft sensor 5 is higher than Yu Gui, the rail interlock electromagnetic valve 9 is activated.
The synchronizer protection controller 1 controls the driving of five solenoid valves, i.e., a range high-range solenoid valve 7, a range low-range solenoid valve 8, a rail interlock solenoid valve 9, a differential low-range solenoid valve 10, and a differential high-range solenoid valve 11, according to the signal state of the input section.
When the rotating speed of the output shaft is larger than the range gear threshold value, the range low-gear electromagnetic valve can be forcedly stopped to be driven, and the damage to the high-low gear auxiliary box synchronizer when a driver shifts down from a high gear by misoperation can be effectively prevented.
In the upshift process, the driver decides to switch from 4 th gear to 5 th gear, if the range gear signal switch still stays to the low gear position and the input shaft rotating speed exceeds the set rotating speed, the synchronizer protection controller drives the rail interlocking valve, the gear selection rail cannot move left and right, the gear selection can only be switched between 4 th gear and 3 rd gear by limiting the gear position according to fig. 2, misoperation of the driver can be effectively prevented, the transmission is switched from 4 th gear to 1 th gear, and the synchronizer of the transmission is worn.
In the downshift operation, the driver decides to switch from 6 to 5, and if the driver erroneously operates the high-low shift switch, the synchronizer protection controller will automatically shield the erroneous operation, and referring to fig. 2, the transmission can be effectively prevented from being shifted from 6 to 1, and the transmission synchronizer is prevented from being worn.
When the driver operates the differential high-low gear switching, if the clutch is not completely separated, the synchronizer protector can not drive the differential high-low gear electromagnetic valve to switch, and abrasion of the main box synchronizer can be effectively avoided.
All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
Claims (5)
1. The synchronizer protection system of the single H-control gearbox is characterized by comprising a synchronizer protection controller, a signal input part and a gearbox system part, wherein the signal input part comprises a range gear preselection switch, a differential gear preselection switch, a clutch switch and an output shaft sensor, and the clutch switch, the range gear preselection switch, the differential gear preselection switch and the output shaft sensor are respectively and electrically connected with the synchronizer protection controller; the transmission system part comprises a range gear signal switch, a range high-grade electromagnetic valve, a range low-grade electromagnetic valve, a rail interlocking electromagnetic valve, a differential low-grade electromagnetic valve and a differential high-grade electromagnetic valve, wherein the synchronizer protection controller is respectively and electrically connected with the range gear signal switch, the range high-grade electromagnetic valve, the range low-grade electromagnetic valve, the rail interlocking electromagnetic valve, the differential low-grade electromagnetic valve and the differential high-grade electromagnetic valve, the synchronizer protection controller drives the electromagnetic valve through a wire harness, and an air pipeline drives a transmission executing mechanism to act after the electromagnetic valve is conducted;
the range high-speed electromagnetic valve and the range low-speed electromagnetic valve are connected with the range air cylinder, and when the range high-speed electromagnetic valve is excited, the range air cylinder is driven to switch to the high-speed position of the rear auxiliary box; when the range low-gear electromagnetic valve is excited, the driving range gear cylinder is switched to a rear auxiliary box low-gear position; the rail interlocking electromagnetic valve is connected with the rail interlocking device, and when the rail electromagnetic valve is excited, the rail interlocking device limits the gear selection position to be unable to switch;
the differential low-grade electromagnetic valve and the differential high-grade electromagnetic valve are connected with the differential grade air cylinder, when the differential low-grade electromagnetic valve is excited, the differential grade air cylinder is driven to switch to the differential low-grade area, and when the differential high-grade electromagnetic valve is excited, the differential grade air cylinder is driven to switch to the differential high-grade area.
2. A synchronizer protection system for a single H-steering transmission according to claim 1, wherein said output shaft sensor is mounted at a transmission output shaft location for acquiring an output shaft rotational speed signal; the range gear signal switch is arranged on a range gear cylinder of the gearbox, and is turned on when the range gear cylinder is in a high position and turned off when the range gear cylinder is in a low position.
3. A synchronizer protection system for a single H-controlled transmission according to claim 1, wherein said clutch switch is responsible for collecting the state of the clutch pedal, and wherein the clutch switch is on when the pedal is depressed and is off when the pedal is released.
4. A synchronizer protection system for a single H-operated transmission as set forth in claim 1, wherein said range preselection switch is provided with a high position and a low position, and wherein the transmission range high range is preselected when shifted to the high position and the range low range is preselected when shifted to the low position.
5. A synchronizer protection system for a single H-shift transmission as in claim 1, wherein said differential gear preselect switch has a high position and a low position, and wherein the differential high gear region is preselected when shifted to the high position and the differential low gear region is preselected when shifted to the low position.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810681265.0A CN108662140B (en) | 2018-06-27 | 2018-06-27 | Synchronizer protection system of single H-control gearbox |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810681265.0A CN108662140B (en) | 2018-06-27 | 2018-06-27 | Synchronizer protection system of single H-control gearbox |
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| Publication Number | Publication Date |
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| CN108662140A CN108662140A (en) | 2018-10-16 |
| CN108662140B true CN108662140B (en) | 2024-04-12 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201810681265.0A Active CN108662140B (en) | 2018-06-27 | 2018-06-27 | Synchronizer protection system of single H-control gearbox |
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Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110206880B (en) * | 2019-04-17 | 2020-02-18 | 东风商用车有限公司 | Method for prolonging service life of gearbox synchronizer of commercial vehicle |
| CN110701299B (en) * | 2019-09-20 | 2021-04-13 | 陕西法士特齿轮有限责任公司 | AMT solenoid valve driving device |
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| CN108662140A (en) | 2018-10-16 |
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