CN112178181A - Gas circuit structure for actuating mechanism of AMT (automated mechanical transmission) - Google Patents
Gas circuit structure for actuating mechanism of AMT (automated mechanical transmission) Download PDFInfo
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- CN112178181A CN112178181A CN202011210705.8A CN202011210705A CN112178181A CN 112178181 A CN112178181 A CN 112178181A CN 202011210705 A CN202011210705 A CN 202011210705A CN 112178181 A CN112178181 A CN 112178181A
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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
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
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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
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
- F16H61/4061—Control related to directional control valves, e.g. change-over valves, for crossing the feeding conduits
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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
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
- F16H61/4069—Valves related to the control of neutral, e.g. shut off valves
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
- F16D2048/0221—Valves for clutch control systems; Details thereof
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
- F16D2048/0257—Hydraulic circuit layouts, i.e. details of hydraulic circuit elements or the arrangement thereof
Abstract
The invention belongs to the technical field of AMT (automated mechanical transmission) and particularly discloses a gas circuit arrangement structure for an actuating mechanism of an AMT (automated mechanical transmission), which comprises a main gas inlet, a main gas outlet, a main gas inlet air pressure adjusting part, a gear shifting part and a clutch part, wherein the main gas inlet is connected with a gas source; the main air inlet pressure adjusting part comprises two electromagnetic stop valves and an air inlet pressure sensor, the gear shifting part comprises two gear shifting electromagnetic valves which are arranged in parallel, and the clutch part comprises a one-way valve, an air inlet electromagnetic valve, an exhaust electromagnetic valve and a clutch pressure sensor. The air inlet circuit end uses two electromagnetic stop valves to control the flow of the air circuit, an air inlet pressure sensor is arranged at the rear end of each electromagnetic stop valve to be used as the control feedback of the electromagnetic stop valve, and proper pressure is provided for the gear shifting cylinder through the adjustment of the two gear shifting electromagnetic valves; the one-way valve ensures the safety of the gas circuit of the clutch, and the inflation rate of the clutch can be accurately controlled through the cooperation of the two sensors, so that the movement rate of the clutch can be accurately controlled.
Description
Technical Field
The invention relates to the technical field of AMT (automated mechanical transmission), in particular to a gas circuit structure for an actuating mechanism of an AMT.
Background
The popularity of AMT is popularized for years, and the overall occupancy is still very low. With the increasing strictness of the domestic emission regulations and the continuous improvement of the requirements of drivers on the comfort and the economy of vehicles, the AMT transmission will occupy more and more market shares in the domestic commercial vehicle market in the future. Along with the miniaturization demand of a host factory on a product structure, the air supply pressure of the whole vehicle is higher and higher, and the volume of the air storage tank of the whole vehicle is compressed. In the continuous braking process of the whole vehicle, the fluctuation of the air supply pressure of the whole vehicle is large, so that the air supply pressure of the AMT executing mechanism is unstable, and the control precision is reduced. The conventional AMT actuating mechanism mainly uses a mechanical pressure limiting valve to adjust the air inlet pressure, is limited by a mechanical structure, cannot cope with the rapidly-changed air inlet pressure, and simultaneously has low control quality of a clutch, and the overall control precision of the method is low.
Disclosure of Invention
The invention aims to provide an air path arrangement structure for an actuating mechanism of an AMT (automated mechanical transmission), which solves the problem of low control precision.
The invention is realized by the following technical scheme:
a gas circuit arrangement structure for an actuating mechanism of an AMT (automated mechanical transmission) comprises a main gas inlet A, a main gas outlet B, a main gas inlet pressure adjusting part C, a gear shifting part D and a clutch part E; the main air inlet A is connected with an air source;
the main air inlet pressure adjusting part C comprises a first electromagnetic stop valve V1, a second electromagnetic stop valve V2 and an air inlet pressure sensor P1, wherein the first electromagnetic stop valve V1 and the second electromagnetic stop valve V2 are arranged in parallel, air inlets of a first electromagnetic stop valve V1 and a second electromagnetic stop valve V2 are communicated with a main air inlet A, and an air inlet pressure sensor P1 is arranged on air outlets of the first electromagnetic stop valve V1 and the second electromagnetic stop valve V2;
the gear shifting parts D are multiple and are respectively arranged in a front auxiliary box, a rear auxiliary box and a main box of the transmission, each gear shifting part D comprises two gear shifting electromagnetic valves which are arranged in parallel, air inlets of the two gear shifting electromagnetic valves are communicated with an air inlet pressure sensor P1, and air outlets of the two gear shifting electromagnetic valves are respectively connected with one end of a gear shifting cylinder C2; when the gear shifting electromagnetic valves are not electrified, the air outlets of the two gear shifting electromagnetic valves are communicated with the main air outlet B;
the clutch part E comprises a one-way valve P3, an air inlet electromagnetic valve, an air outlet electromagnetic valve and a clutch air pressure sensor P2, wherein the air inlet end of the one-way valve P3 is communicated with the main air inlet A through a pipeline, the air outlet end of the one-way valve P3 is communicated with the air inlet of the air inlet electromagnetic valve, the air outlet of the air inlet electromagnetic valve is communicated with a clutch actuating cylinder through a pipeline, and the clutch air pressure sensor P2 is arranged on the pipeline;
and the air inlet of the exhaust electromagnetic valve is communicated with the air outlet of the air inlet electromagnetic valve, and the air outlet of the exhaust electromagnetic valve is communicated with the main exhaust port B.
Further, the air inlet solenoid valve comprises a first air inlet solenoid valve V3 and a second air inlet solenoid valve V4, the air outlet solenoid valve comprises a first air outlet solenoid valve V5 and a second air outlet solenoid valve V6, the first air inlet solenoid valve V3 and the second air inlet solenoid valve V4 are arranged in parallel, and the first air outlet solenoid valve V5 and the second air outlet solenoid valve V6 are arranged in parallel;
the air inlets of the two exhaust electromagnetic valves are communicated with the air outlets of the two air inlet electromagnetic valves, and the air outlets of the two exhaust electromagnetic valves are communicated with the main exhaust port B.
Further, the first intake solenoid valve V3 and the second intake solenoid valve V4 are divided into fast advance and slow advance, and the first exhaust solenoid valve V5 and the second exhaust solenoid valve V6 are divided into fast exhaust and slow exhaust.
Further, the first electromagnetic cut-off valve V1 and the second electromagnetic cut-off valve V2 are normally closed type electromagnetic valves using 2-position 2-way electromagnetic valves.
Further, two solenoid valves of shifting adopt 2 position 3 to lead to the solenoid valve, be the type solenoid valve that closes normally.
Further, the air inlet electromagnetic valve and the air outlet electromagnetic valve adopt 2-position 2-way electromagnetic valves which are normally closed electromagnetic valves.
Further, the first electromagnetic cut-off valve V1 and the second electromagnetic cut-off valve V2 adopt different drift diameters.
Further, the first electromagnetic cut-off valve V1 and the second electromagnetic cut-off valve V2 employ proportional valves or high-frequency electromagnetic valves.
Further, one of the first electromagnetic cut-off valve V1 and the second electromagnetic cut-off valve V2 is opened or opened simultaneously.
Compared with the prior art, the invention has the following beneficial technical effects:
the invention discloses an air path arrangement structure for an actuating mechanism of an AMT (automated mechanical transmission), which comprises a main air inlet pressure adjusting part C, a gear shifting part D and a clutch part E, wherein the main air inlet pressure adjusting part C comprises two electromagnetic stop valves and an air inlet pressure sensor P1, and the gear shifting part D comprises two gear shifting electromagnetic valves. The air inlet circuit end uses two electromagnetic stop valves to control the flow of the air circuit, an air inlet pressure sensor P1 is arranged at the rear end of the electromagnetic stop valve to be used as the control feedback of the electromagnetic stop valve, and proper pressure is provided for each gear shifting cylinder C2 through the adjustment of the two gear shifting electromagnetic valves; the clutch part E comprises a one-way valve P3, an air inlet electromagnetic valve, an air outlet electromagnetic valve and a clutch air pressure sensor P2, the air inlet path of the clutch is firstly provided with the one-way valve P3, and the one-way valve P3 ensures the safety of the air path of the clutch, namely, the gas cannot flow reversely due to the pressure reduction of the air inlet path, so that the abnormal engagement of the clutch is avoided; the check valve P3 is followed by a solenoid valve for controlling the airflow rate to the clutch actuator C1, a clutch air pressure sensor P2 is arranged on the air path for measuring the air pressure value, and 2 solenoid valves are used for controlling the air intake and exhaust rates of the clutch actuator C1; through the cooperation of the two sensors, the inflation rate of the clutch can be accurately controlled, so that the movement rate of the clutch is accurately controlled, and the smoothness of the whole vehicle is improved; by using 2 stop valves, the system can still work normally under the condition that a single electromagnetic valve fails, the service life of the electromagnetic valve of each gear shifting cylinder C2 is prolonged, and the safety of the whole system is improved; the introduction of the clutch air pressure sensor P2 can accurately calculate the air pressure applied to the clutch, so that the clutch displacement can be obtained through the clutch characteristics, double insurance is formed between the clutch air pressure sensor P2 and the clutch actuator C1, namely, the clutch can be pre-inflated in advance before the clutch needs to be separated, so that the clutch can quickly complete the separation action when the clutch needs to be separated.
Furthermore, 2 air inlet electromagnetic valves and 2 air outlet electromagnetic valves are respectively arranged, and when one electromagnetic valve is damaged, the basic function of the clutch actuating mechanism C1 is not influenced; two electromagnetic valves are used in cooperation, so that the air inlet rate and the air outlet rate can be adjusted better.
Drawings
FIG. 1 is a schematic diagram of an air path arrangement structure for an AMT transmission actuating mechanism according to the present invention;
wherein, a is main air inlet, B is main exhaust port, C is main intake air pressure adjustment part, D is the part of shifting gears, E is the clutch part, P1 is the intake air pressure sensor, P2 is the clutch air pressure sensor, P3 is the check valve, C1 is the clutch actuating mechanism, C2 is the cylinder of shifting gears, V1 is first electromagnetic stop valve, V2 is the second electromagnetic stop valve, V3 is the first solenoid valve that admits air, V4 is the second solenoid valve that admits air, V5 is the first solenoid valve that exhausts, V6 is the second solenoid valve that exhausts, V7 is the first solenoid valve that shifts gears, V8 is the second solenoid valve that shifts gears.
Detailed Description
The present invention will now be described in further detail with reference to specific examples, which are intended to be illustrative, but not limiting, of the invention.
As shown in FIG. 1, the invention discloses an air path arrangement structure for an actuating mechanism of an AMT (automated mechanical transmission), which comprises a main air inlet A, a main air outlet B, a main air inlet pressure adjusting part C, a gear shifting part D and a clutch part E, wherein the main air inlet A is connected with the main air outlet B; the main intake air pressure adjusting portion C, the shifting portion D, and the clutch portion E are all connected with a control unit of the AMT transmission. The main air inlet A is connected with an air source of the whole vehicle, and the main air outlet B is connected with the external atmosphere. The compressed air of the main intake port a is connected to a main intake air pressure adjusting portion C and a clutch portion E, respectively.
The main intake air pressure adjusting portion C is provided between the main intake port a and the intake air passage of the shift portion D, and includes two 2-to-2-way electromagnetic cut-off valves, i.e., a first electromagnetic cut-off valve V1 and a second electromagnetic cut-off valve V2, connected in parallel. The air inlets of the first electromagnetic cut-off valve V1 and the second electromagnetic cut-off valve V2 are both communicated with the main air inlet A, and an air inlet pressure sensor P1 is arranged at the rear ends of the first electromagnetic cut-off valve V1 and the second electromagnetic cut-off valve V2 and used for measuring air pressure.
Preferably, the first electromagnetic cut-off valve V1 and the second electromagnetic cut-off valve V2 use different paths to achieve different vent rates, where the two 2-bit 2-way solenoid valves are normally closed type solenoid valves, i.e., the solenoid valves block air flow when not energized and allow air flow when energized.
The front auxiliary box, the rear auxiliary box and the main box in the transmission are provided with gear shifting parts. The gear shifting part D comprises two gear shifting electromagnetic valves which are arranged in parallel, namely a first gear shifting electromagnetic valve V7 and a second gear shifting electromagnetic valve V8, air inlets of the two gear shifting electromagnetic valves are communicated with an air inlet pressure sensor P1, and air outlets of the two gear shifting electromagnetic valves are respectively connected with one end of a gear shifting cylinder C2; when the gear shifting electromagnetic valves are not electrified, the air outlets of the two gear shifting electromagnetic valves are communicated with the main air outlet B.
Specifically, as shown in fig. 1, shift solenoid valve V7 and shift solenoid valve V8 are connected in parallel between an intake air passage of shift portion D and an exhaust air passage connected to main exhaust port B using a 2-position 3-way solenoid valve, and air outlets of shift solenoid valve V7 and shift solenoid valve V8 are connected to both ends of shift cylinder C2, that is, both ends of shift cylinder C2 are connected to main exhaust port B when shift solenoid valve V7 and shift solenoid valve V8 are not powered, and when shift solenoid valve V7 and shift solenoid valve V8 are powered, the powered solenoid valve connects shift cylinder C2 and shift portion D intake air passage connected thereto, thereby charging shift cylinder C2. Other shifting mechanisms are similar thereto, not listed.
The air pressure required by the gear shifting cylinder C2 is different in work, for example, the required force of the main box gear shifting cylinder is different according to the different motion directions of the piston, and due to the design structure limitation of the cylinder, the cylinder force in each direction can meet the required requirement, and the functional requirement can be met in an air inlet pressure adjusting mode.
The clutch part E comprises a one-way valve P3, an air inlet electromagnetic valve, an air outlet electromagnetic valve and a clutch air pressure sensor P2, wherein the air inlet end of the one-way valve P3 is communicated with the main air inlet A through a pipeline, the air outlet end of the one-way valve P3 is communicated with the air inlet of the air inlet electromagnetic valve, the air outlet of the air inlet electromagnetic valve is communicated with a clutch actuating cylinder C1 through a pipeline, and the clutch air pressure sensor P2 is arranged on the pipeline; and the air inlet of the exhaust electromagnetic valve is communicated with the air outlet of the air inlet electromagnetic valve, and the air outlet of the exhaust electromagnetic valve is communicated with the main exhaust port B.
More preferably, the intake solenoid valve comprises a first intake solenoid valve V3 and a second intake solenoid valve V4, the exhaust solenoid valve comprises a first exhaust solenoid valve V5 and a second exhaust solenoid valve V6, the first intake solenoid valve V3 and the second intake solenoid valve V4 are arranged in parallel, and the first exhaust solenoid valve V5 and the second exhaust solenoid valve V6 are arranged in parallel; the air inlets of the two exhaust electromagnetic valves are communicated with the air outlets of the two air inlet electromagnetic valves, and the air outlets of the two exhaust electromagnetic valves are communicated with the main exhaust port B.
Specifically, a one-way valve P3 is arranged at the front end of the air inlet of the clutch part E for preventing the reverse flow of the air flow, and the one-way valve P3 can stop the reverse flow of the air at the moment when the air pressure of the main air inlet a is suddenly reduced because the air pressure in the cylinder of the clutch actuator C1 is high and the air inlet path of the clutch is in an open state during the clutch separating stroke, so that the sudden engagement of the clutch is avoided. The check valve P3 can improve the safety of the system operation, i.e. it can ensure that a small leakage of the solenoid valve will not engage the disengaged clutch, when the clutch is disengaged by charging the cylinder and the clutch is required to be maintained in the disengaged state.
First air intake solenoid valve V3, second air intake solenoid valve V4, first exhaust solenoid valve V5 and second exhaust solenoid valve V6 are 2-bit 2-way solenoid valves, and two air intake solenoid valves divide into fast advancing and slow advancing, and two exhaust solenoid valves divide into fast arranging and slow arranging, and this function is realized to the solenoid valve or proportional valve or the high frequency solenoid valve of accessible chooseing for use different latuses. A clutch air pressure sensor P2 is disposed in the air path to the clutch actuator C1 to measure the air pressure in the cylinder inside the clutch actuator C1.
The working mode of the invention is as follows:
compressed air for driving the whole AMT actuating mechanism enters the AMT actuating mechanism from a main air inlet A, one path of compressed air is subjected to air pressure regulation through a main air inlet air pressure regulating part C and then enters a gear shifting part D, and the air pushes a piston of a gear shifting cylinder C2 to act through the control of a first gear shifting electromagnetic valve V7 and a second gear shifting electromagnetic valve V8; the other path of compressed air enters the clutch part E, and the compressed air enters a clutch actuator C1 through a one-way valve P3, an air inlet electromagnetic valve and a clutch air pressure sensor P2.
When the gear shifting part D does not work with an air cylinder, the air pressure of the main air inlet A can be measured by momentarily opening any electromagnetic stop valve of the main air inlet pressure adjusting part C, and then the current air supply pressure of the whole vehicle is determined; when the cylinder of the shifting portion D needs to act, the required cylinder thrust can be determined according to the moving direction of the cylinder, and then the pressure in the air inlet path of the shifting portion D is determined, so that the opening mode of the first electromagnetic stop valve V1 and the second electromagnetic stop valve V2 is judged in advance to meet the required cylinder pressure.
When the intake air pressure sensor P1 detects that the actual intake air pressure exceeds or is lower than the required air pressure in the intake process, the first electromagnetic stop valve V1 and the second electromagnetic stop valve V2 can be adjusted, and the small-diameter electromagnetic valve or the large-diameter electromagnetic valve is opened or the two electromagnetic valves are opened simultaneously in different combination modes to form different ventilation rates.
The two electromagnetic stop valves can use a proportional valve or a high-frequency electromagnetic valve, so that a larger ventilation rate can be realized by using a large-diameter electromagnetic valve, and a lower ventilation rate can be realized by high-speed switching of the high-frequency valve or proportional adjustment of the proportional valve, so that the actuating mechanism can meet the requirements of various ventilation rates.
The parallel use of electromagnetic stop valve V1 and electromagnetic stop valve V2 has compromise the demand of cost and system safety, when certain electromagnetic stop valve damaged, does not influence the basic function of AMT actuating mechanism promptly.
Because when whole car traveles, most of time is in the steady operating mode of traveling, the AMT derailleur does not carry out the operation of shifting promptly, this moment because electromagnetism stop valve V1, electromagnetism stop valve V2 stops the effect to the gas of main air inlet A, then can make the pressure of the part D gas circuit of shifting air inlet far less than the atmospheric pressure of main air inlet A, thereby prolong the life of each solenoid valve in the part D of shifting, improve entire system's security, even the solenoid valve of electromagnetism stop valve or control cylinder is sealed inefficacy during whole operation, or the solenoid valve that vibrations lead to is opened instantaneously, can not cause because of the gear shift or the gear switching that the unusual removal of cylinder piston leads to.
When the piston in the clutch actuator C1 is in a steady state, the current separating force acting on the clutch can be derived from the gas pressure measured by the clutch gas pressure sensor P2 and the area of the piston in the clutch actuator C1. In the whole vehicle operation, the characteristic of the clutch changes in real time due to the abrasion of the clutch, and the measured value of the sensor can be used for monitoring the state of the clutch in real time and correcting the calibration quantity so as to meet the requirement that the AMT can accurately control the action of the clutch in the whole life cycle of the clutch.
Through the cooperation of the air inlet pressure sensor P1 and the clutch pressure sensor P2, the opening prejudgment and real-time adjustment of the electromagnetic valve can be realized, namely, when the gear shifting part D has no cylinder to work, the air pressure of the main air inlet A is measured by momentarily opening any electromagnetic stop valve of the main air inlet pressure adjusting part C, then, the electromagnetic valve combination mode of the clutch part needing to be opened is judged in advance by comparing the air pressure difference of the air inlet end and the air outlet end of the air inlet electromagnetic valve, and in the process, the control of the air inlet electromagnetic valve can be subjected to real-time feedback adjustment through the displacement of the piston in the clutch executing mechanism C1 and the pressure value measured by the clutch pressure sensor P2. During clutch engagement, the pressure in the clutch actuator C1 is measured by the clutch pressure sensor P2, and when the measured clutch disengagement force is at the transition point where the clutch is engaged and disengaged, the exhaust solenoid valve needs to be adjusted as much as possible to reduce the exhaust rate and thus avoid engine stall or vehicle bump due to sudden clutch engagement.
The clutch air pressure sensor P2 can also accurately measure whether air leaks from the air passage, the clutch actuator C1 or the electromagnetic valve. By comparing the values of the air pressure sensor P1 and the clutch pressure sensor P2, it can be determined whether the pipeline from the main air inlet A to the clutch part E has air leakage, and if P1 > P2, the leakage is indicated.
Claims (9)
1. The gas circuit arrangement structure for the actuating mechanism of the AMT transmission is characterized by comprising a main gas inlet A, a main gas outlet B, a main gas inlet air pressure adjusting part C, a gear shifting part D and a clutch part E; the main air inlet A is connected with an air source;
the main air inlet pressure adjusting part C comprises a first electromagnetic stop valve V1, a second electromagnetic stop valve V2 and an air inlet pressure sensor P1, wherein the first electromagnetic stop valve V1 and the second electromagnetic stop valve V2 are arranged in parallel, air inlets of a first electromagnetic stop valve V1 and a second electromagnetic stop valve V2 are communicated with a main air inlet A, and an air inlet pressure sensor P1 is arranged on air outlets of the first electromagnetic stop valve V1 and the second electromagnetic stop valve V2;
the gear shifting parts D are multiple and are respectively arranged in a front auxiliary box, a rear auxiliary box and a main box of the transmission, each gear shifting part D comprises two gear shifting electromagnetic valves which are arranged in parallel, air inlets of the two gear shifting electromagnetic valves are communicated with an air inlet pressure sensor P1, and air outlets of the two gear shifting electromagnetic valves are respectively connected with one end of a gear shifting cylinder C2; when the gear shifting electromagnetic valves are not electrified, the air outlets of the two gear shifting electromagnetic valves are communicated with the main air outlet B;
the clutch part E comprises a one-way valve P3, an air inlet electromagnetic valve, an air outlet electromagnetic valve and a clutch air pressure sensor P2, wherein the air inlet end of the one-way valve P3 is communicated with the main air inlet A through a pipeline, the air outlet end of the one-way valve P3 is communicated with the air inlet of the air inlet electromagnetic valve, the air outlet of the air inlet electromagnetic valve is communicated with a clutch actuating cylinder through a pipeline, and the clutch air pressure sensor P2 is arranged on the pipeline;
and the air inlet of the exhaust electromagnetic valve is communicated with the air outlet of the air inlet electromagnetic valve, and the air outlet of the exhaust electromagnetic valve is communicated with the main exhaust port B.
2. The air circuit arrangement structure for AMT transmission actuator of claim 1, wherein the air intake solenoid valve comprises a first air intake solenoid valve V3 and a second air intake solenoid valve V4, the air exhaust solenoid valve comprises a first air exhaust solenoid valve V5 and a second air exhaust solenoid valve V6, the first air intake solenoid valve V3 and the second air intake solenoid valve V4 are disposed in parallel, and the first air exhaust solenoid valve V5 and the second air exhaust solenoid valve V6 are disposed in parallel;
the air inlets of the two exhaust electromagnetic valves are communicated with the air outlets of the two air inlet electromagnetic valves, and the air outlets of the two exhaust electromagnetic valves are communicated with the main exhaust port B.
3. The air path arrangement structure for the actuator of the AMT transmission of claim 2, wherein the first intake solenoid valve V3 and the second intake solenoid valve V4 are divided into fast forward and slow forward, and the first exhaust solenoid valve V5 and the second exhaust solenoid valve V6 are divided into fast exhaust and slow exhaust.
4. The air passage arrangement structure for the actuator of the AMT transmission as claimed in claim 1, wherein the first and second electromagnetic cut-off valves V1 and V2 employ 2-position 2-way electromagnetic valves, which are normally closed type electromagnetic valves.
5. The air circuit arrangement structure for the AMT transmission actuating mechanism according to claim 1, wherein two shift solenoid valves adopt 2-position 3-way solenoid valves, and are normally closed solenoid valves.
6. The air path arrangement structure for the AMT transmission actuator according to claim 1, wherein the air intake solenoid valve and the air exhaust solenoid valve adopt 2-position 2-way solenoid valves, and are normally closed type solenoid valves.
7. The air passage arrangement structure for the AMT transmission actuator according to claim 1, wherein the first electromagnetic cut-off valve V1 and the second electromagnetic cut-off valve V2 adopt different diameters.
8. The air circuit arrangement structure for the AMT transmission actuator according to claim 1, wherein the first electromagnetic cut-off valve V1 and the second electromagnetic cut-off valve V2 are proportional valves or high-frequency electromagnetic valves.
9. The air passage arrangement structure for the actuator of the AMT transmission according to claim 1, wherein one of the first electromagnetic cut-off valve V1 and the second electromagnetic cut-off valve V2 is opened or opened simultaneously.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011210705.8A CN112178181B (en) | 2020-11-03 | 2020-11-03 | Gas circuit structure for actuating mechanism of AMT (automated mechanical transmission) |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011210705.8A CN112178181B (en) | 2020-11-03 | 2020-11-03 | Gas circuit structure for actuating mechanism of AMT (automated mechanical transmission) |
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| Publication Number | Publication Date |
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| CN112178181A true CN112178181A (en) | 2021-01-05 |
| CN112178181B CN112178181B (en) | 2022-04-19 |
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| Application Number | Title | Priority Date | Filing Date |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113819160A (en) * | 2021-09-28 | 2021-12-21 | 潍柴动力股份有限公司 | Clutch control device and method |
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| CN108799486A (en) * | 2017-01-05 | 2018-11-13 | 福建晋工机械有限公司 | A kind of wheel machine walking excavator |
| EP3719354A1 (en) * | 2019-04-04 | 2020-10-07 | WABCO Europe BVBA | Method for controlling the pressure of an electropneumatic switching device |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113819160A (en) * | 2021-09-28 | 2021-12-21 | 潍柴动力股份有限公司 | Clutch control device and method |
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| CN112178181B (en) | 2022-04-19 |
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