CN117989320A - Pneumatic control system for integrated AMT transmission - Google Patents
Pneumatic control system for integrated AMT transmission Download PDFInfo
- Publication number
- CN117989320A CN117989320A CN202311731746.5A CN202311731746A CN117989320A CN 117989320 A CN117989320 A CN 117989320A CN 202311731746 A CN202311731746 A CN 202311731746A CN 117989320 A CN117989320 A CN 117989320A
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- electromagnetic valve
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- gear shifting
- air inlet
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 27
- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 11
- 238000007789 sealing Methods 0.000 claims description 11
- 238000006073 displacement reaction Methods 0.000 description 6
- 238000000034 method Methods 0.000 description 6
- 238000000926 separation method Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
- 230000001052 transient 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
- F16H61/26—Generation or transmission of movements for final actuating mechanisms
- F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
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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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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Gear-Shifting Mechanisms (AREA)
Abstract
The present invention relates to a pneumatic control system for a transmission, and more particularly, to a pneumatic control system for an integrated AMT transmission. A pneumatic control system for an integrated AMT transmission comprises a gear shifting control air path and a clutch control air path, wherein the upstream of the clutch control air path and the upstream of the gear shifting control air path are connected with a whole vehicle air source, a first electromagnetic valve and a second electromagnetic valve are arranged on the gear shifting control air path, a first electromagnetic valve air inlet channel and a second electromagnetic valve air inlet channel are connected with the whole vehicle air source, a first electromagnetic valve air outlet channel and a second electromagnetic valve air outlet channel are connected in parallel with a downstream multipath branch electromagnetic valve air inlet channel, and each branch electromagnetic valve air outlet channel is respectively connected with a piston cylinder piston cavity and a brake configured by corresponding branches. The clutch control air circuit and the gear shifting control air circuit are integrated together, so that the control accuracy is improved, and the hidden danger of failure of the pneumatic control system pipeline and the electrical element pipeline is avoided or reduced.
Description
Technical Field
The present invention relates to a pneumatic control system for a transmission, and more particularly, to a pneumatic control system for an integrated AMT transmission.
Background
Most of existing AMT transmissions are of split type, and a clutch control system of the existing AMT transmission adopts a structure of a pump and a lever, however, the combination mode increases hysteresis on clutch response, so that accurate control is difficult to achieve; in addition, as the pneumatic control system pipeline, the sensor and the electrical element circuit of the split AMT are all arranged outside the box body, the distribution structure is also determined, and the risk hidden trouble of failure of the pneumatic control system pipeline and the electrical element circuit is increased. In this background trend, the success of the development of the whole-case pneumatic control system suitable for the integrated AMT transmission is a key factor for determining whether the integrated AMT transmission can be successfully developed.
Disclosure of Invention
The invention provides a pneumatic control system for an integrated AMT transmission, which is used for integrating a clutch control gas circuit and a gear shifting control gas circuit, improving control accuracy and avoiding or reducing the risk hidden trouble of failure of a dynamic control system pipeline and an electric element pipeline.
The invention adopts the concrete technical scheme for solving the technical problems that: a pneumatic control system for an integrated AMT transmission comprises a gear shifting control air path and a clutch control air path, wherein the upstream of the clutch control air path and the upstream of the gear shifting control air path are connected with a whole vehicle air source, a first electromagnetic valve and a second electromagnetic valve are arranged on the gear shifting control air path, a first electromagnetic valve air inlet channel and a second electromagnetic valve air inlet channel are connected with the whole vehicle air source, a first electromagnetic valve air outlet channel and a second electromagnetic valve air outlet channel are connected in parallel with a downstream multipath branch electromagnetic valve air inlet channel, and each branch electromagnetic valve air outlet channel is respectively connected with a piston cylinder piston cavity and a brake configured by corresponding branches. The clutch control air circuit and the gear shifting control air circuit are integrated together, so that the control accuracy is improved, and the hidden danger of failure of the pneumatic control system pipeline and the electrical element pipeline is avoided or reduced. The clutch control gas circuit and the gear shift control gas circuit are integrated in the whole box, gas circuit pipelines and electronic component circuit distribution outside the box are banned, the hidden trouble of failure risk is reduced, and the integrated development and the safety and reliability of products are improved.
Preferably, the clutch control air path is provided with a first one-way valve, an eleventh electromagnetic valve, a twelfth electromagnetic valve, a thirteenth electromagnetic valve, a fourteenth electromagnetic valve and a sealing plug, the upstream of the first one-way valve is connected with a whole air source, the downstream of the first one-way valve is respectively connected with an eleventh electromagnetic valve and a twelfth electromagnetic valve air inlet channel, an eleventh electromagnetic valve air outlet channel and a twelfth electromagnetic valve air outlet channel are communicated in parallel and are respectively connected with a clutch actuator air inlet channel, a thirteenth electromagnetic valve air inlet channel and a forced air exhaust channel in a branching way, and the thirteenth electromagnetic valve air outlet channel are all connected with the atmosphere; the forced exhaust gas path is provided with a sealing plug, and the sealing plug isolates the forced exhaust gas path from the atmosphere.
Preferably, the gear-shifting control air path is provided with a first electromagnetic valve, a second electromagnetic valve, a pressure sensor, a third electromagnetic valve, a fourth electromagnetic valve, a fifth electromagnetic valve, a sixth electromagnetic valve, a seventh electromagnetic valve, an eighth electromagnetic valve, a ninth electromagnetic valve and a tenth electromagnetic valve, wherein an air inlet channel of the first electromagnetic valve and an air inlet channel of the second electromagnetic valve are connected with a whole air source, and the gear-shifting speed is controlled by controlling the air outlet flow of the first electromagnetic valve and the air outlet flow of the second electromagnetic valve; the ninth electromagnetic valve air outlet channel is branched and connected with the brake air inlet channel and the tenth electromagnetic valve air inlet respectively, and the tenth electromagnetic valve air outlet is connected with the atmosphere. The first electromagnetic valve and the second electromagnetic valve are connected in parallel to the gear shifting control air circuit, the two electromagnetic valves are independently controlled, and when the gear is switched, the speed is controlled by controlling the flow of the air outlets of the two electromagnetic valves, so that the requirements of the gear switching speed under different working conditions are better met.
Preferably, the first electromagnetic valve and the second electromagnetic valve are two-position two-way normally closed high-speed direct-acting switch electromagnetic valves.
Preferably, the third electromagnetic valve, the fourth electromagnetic valve, the fifth electromagnetic valve, the sixth electromagnetic valve, the seventh electromagnetic valve and the eighth electromagnetic valve are two-position three-way direct-acting switch valves. When the electromagnetic valve is powered off, the air inlet of the electromagnetic valve is disconnected from the control port, the channel of the control port of the electromagnetic valve is communicated with the air outlet of the electromagnetic valve, the air outlet of the electromagnetic valve is opened, and compressed air in the channel of the control port is discharged into the channel of the air outlet.
Preferably, the third electromagnetic valve is connected with the first piston cavity of the first gear shifting piston cavity through a control port channel thereof, the exhaust port channel of the third electromagnetic valve is connected with the atmosphere, the fourth electromagnetic valve is connected with the first piston cavity of the first gear shifting piston cavity through a control port channel thereof, and the exhaust port channel of the fourth electromagnetic valve is connected with the atmosphere; the fifth electromagnetic valve is connected with a third piston cavity of the second gear shifting piston cavity through a control port channel of the fifth electromagnetic valve, and an exhaust port channel of the fifth electromagnetic valve is connected with the atmosphere; the sixth electromagnetic valve is connected with a fourth piston cavity of the second gear shifting piston cavity through a control port channel of the sixth electromagnetic valve, and an exhaust port channel of the sixth electromagnetic valve is connected with the atmosphere.
Preferably, the seventh electromagnetic valve is connected with a fifth piston cavity of the third gear shifting piston cavity through a control port channel thereof, and an exhaust port channel of the seventh electromagnetic valve is connected with the atmosphere; the eighth electromagnetic valve is connected with a sixth piston cavity of the third gear shifting piston cavity through a control port channel of the eighth electromagnetic valve, and an exhaust port channel of the eighth electromagnetic valve is connected with the atmosphere.
Preferably, the ninth electromagnetic valve is a two-position two-way normally-closed high-speed direct-acting switch electromagnetic valve. When the electromagnetic valve is electrified, the electromagnetic valve air inlet channel is communicated with the electromagnetic valve control port, compressed air enters the electromagnetic valve air outlet channel from the electromagnetic valve air inlet channel, and the flow of the compressed air is in a proportional relation with the duty ratio of the electromagnetic valve PWM control signal. When the electromagnetic valve is powered off, the electromagnetic valve air inlet channel is disconnected with the electromagnetic valve air outlet channel, and compressed air between the electromagnetic valve air inlet channel and the electromagnetic valve air outlet channel is not circulated any more.
Preferably, the tenth electromagnetic valve is a two-position two-way normally open high-speed direct-acting switch electromagnetic valve. When the electromagnetic valve is electrified, the electromagnetic valve air inlet channel is disconnected from the electromagnetic valve control port, and compressed air does not circulate between the electromagnetic valve air inlet channel and the electromagnetic valve air outlet channel; when the electromagnetic valve is powered off, the electromagnetic valve air inlet channel is communicated with the electromagnetic valve air outlet channel, and compressed air enters the electromagnetic valve air outlet channel from the electromagnetic valve air inlet channel. When a brake is required to participate in working in the gear shifting process, the ninth electromagnetic valve and the tenth electromagnetic valve are required to be electrified simultaneously, and the air inflow of the brake is determined by the duty ratio of PWM control signals of the ninth electromagnetic valve. When the brake is not needed to participate in the gear shifting process, the ninth electromagnetic valve and the tenth electromagnetic valve are not electrified.
Preferably, the eleventh electromagnetic valve, the twelfth electromagnetic valve, the thirteenth electromagnetic valve and the fourteenth electromagnetic valve are two-position two-way normally-closed high-speed direct-acting switch electromagnetic valves. When the clutch is required to be separated, the eleventh electromagnetic valve is communicated with the PWM signal, at the moment, the electromagnetic valve air inlet channel is communicated with the air outlet channel, compressed gas enters the electromagnetic valve air outlet channel from the electromagnetic valve air inlet channel and then enters the piston cavity to push the clutch to be separated, the clutch separation speed depends on the air inflow of the piston cavity, the air inflow of the piston cavity depends on the duty ratio of PWM signal input of the eleventh electromagnetic valve and the twelfth electromagnetic valve, the air inflow of the electromagnetic valve air outlet channel and the duty ratio are in a proportional relation, when the clutch displacement reaches a target position, the eleventh electromagnetic valve and the twelfth electromagnetic valve are powered off, the electromagnetic valve air inlet channel is isolated from the electromagnetic valve air outlet channel, no compressed gas circulates between the eleventh electromagnetic valve air inlet channel and the twelfth electromagnetic valve, and the pressure in the piston cavity is kept unchanged, so that the clutch displacement is kept unchanged.
When the clutch needs to be combined, the thirteenth electromagnetic valve and the fourteenth electromagnetic valve are communicated with PWM signals, at the moment, the air inlet channel and the air outlet channel of the electromagnetic valve are communicated, compressed air is discharged into the atmosphere from the air outlet of the electromagnetic valve, the clutch combining speed depends on the exhaust amount of a piston cavity, the exhaust amount of the piston cavity depends on the duty ratio of PWM signals input by the thirteenth electromagnetic valve and the fourteenth electromagnetic valve, and the exhaust amount of an exhaust port channel of the electromagnetic valve is in a proportional relation with the duty ratio.
Preferably, the clutch control air path is provided with a first check valve before the eleventh solenoid valve and the twelfth solenoid valve air inlet path. The first one-way valve ensures that compressed air can only flow in one way in the clutch control air path, thereby improving the dynamic response performance of the clutch control air path and shortening the pressure response time of the clutch control air path.
Preferably, the clutch control air path is connected with the piston cavity air inlet passage in parallel after the air outlet passages of the eleventh electromagnetic valve and the twelfth electromagnetic valve and before the air inlet passages of the thirteenth electromagnetic valve and the fourteenth electromagnetic valve, and the sealing plug can be a sealing plug which is used for forcibly combining the clutch.
The beneficial effects of the invention are as follows: the clutch control air circuit and the gear shifting control air circuit are integrated, so that the control accuracy is improved, and the hidden danger of failure of the dynamic control system pipeline and the electric element pipeline is avoided or reduced. The clutch control gas circuit and the gear shift control gas circuit are integrated in the whole box, the gas circuit pipeline outside the box body and the electronic component line distribution failure risk hidden danger are eliminated, and the integrated development and the safety and reliability of the product are improved. The requirement of the integrated AMT on the whole pneumatic control system is better met.
Drawings
The invention is described in further detail below with reference to the drawings and the detailed description.
FIG. 1 is a schematic electrical schematic configuration of a pneumatic control system for an integrated AMT transmission of the present invention.
FIG. 2 is a schematic electrical schematic diagram of a clutch control circuit in a pneumatic control system for an integrated AMT transmission according to the present invention.
FIG. 3 is a schematic electrical schematic diagram of a shift control air circuit in a pneumatic control system for an integrated AMT transmission according to the present invention.
Detailed Description
As shown in fig. 1, this embodiment discloses a pneumatic control system for an integrated AMT transmission, which includes a clutch control air path 100 and a shift control air path 200, wherein the upstream of the clutch control air path 100 and the upstream of the shift control air path are both connected with an air source of the whole vehicle, the shift control air path is provided with a first electromagnetic valve 8 and a second electromagnetic valve 9, the air inlet channel of the first electromagnetic valve 8 and the air inlet channel of the second electromagnetic valve 9 are both connected with the air source of the whole vehicle, the air outlet channel of the first electromagnetic valve 8 and the air outlet channel of the second electromagnetic valve 9 are connected in parallel with the air inlet channels of downstream multi-path branch electromagnetic valves, and the air outlet channels of each branch electromagnetic valve are respectively connected with a piston cavity and a brake of a piston cylinder configured by corresponding branches.
As shown in fig. 1 and 2, the clutch control gas path is provided with a first check valve 1, an eleventh solenoid valve 2, a twelfth solenoid valve 3, a thirteenth solenoid valve 4, a fourteenth solenoid valve 5, and a seal plug 6. The upstream of the first check valve 1 is connected with a whole vehicle air source, the downstream of the first check valve 1 is respectively connected with an air inlet channel of the eleventh electromagnetic valve 2 and an air inlet channel of the twelfth electromagnetic valve 3, an air outlet channel of the eleventh electromagnetic valve 2 and an air outlet channel of the twelfth electromagnetic valve 3 are communicated in parallel and are respectively connected with an air inlet channel 7 of a clutch actuator, an air inlet channel of the thirteenth electromagnetic valve 4 and a forced exhaust air channel 101 in a branched manner. The thirteenth electromagnetic valve 4 is connected with the atmosphere. The forced exhaust gas path 101 is provided with a sealing plug 6, and the sealing plug isolates the forced exhaust gas path 101 from the atmosphere.
When the clutch needs to be separated, the eleventh electromagnetic valve 2 and the twelfth electromagnetic valve 3 are electrified, compressed air enters the clutch actuator and builds pressure gradually to further push the clutch to be separated, in the process, if the air source has a transient large pressure drop so that the air source pressure is smaller than the pressure in the piston cavity of the clutch actuator 18, the compressed air in the piston cavity of the clutch actuator 18 cannot flow back to the air source due to the existence of the first one-way valve 1, and the problem that the clutch enters the engaged state from the separated state due to the fact that the air source pressure of the whole automobile is reduced in the separation process is solved. The eleventh electromagnetic valve 2 and the twelfth electromagnetic valve 3 are both high-speed switch valves, so that the air input of the piston cylinder 18 can be controlled by the duty ratio of the electromagnetic valve control signal in the clutch separation process, and further the displacement and speed control of the clutch can be realized.
When the clutch needs to be engaged, the thirteenth electromagnetic valve 4 and the fourteenth electromagnetic valve 5 are electrified, and compressed air is discharged into the atmosphere clutch from the air outlet channel of the thirteenth electromagnetic valve 4 and the air outlet channel of the fourteenth electromagnetic valve 5 to gradually restore the engaged state. Because the thirteenth electromagnetic valve 4 and the fourteenth electromagnetic valve 5 are high-speed switch valves, the displacement and speed control of the clutch can be realized by controlling the displacement of the piston cavity of the clutch actuator according to the duty ratio of the electromagnetic valve control signal in the engaging process of the clutch.
In consideration of the failure mode of the control system, when the clutch is in a separation state and the whole vehicle electric control system fails, the forced clutch can be engaged only by unscrewing the sealing plug 6 on the forced exhaust gas path 101.
As shown in fig. 1 and3, the shift control air path 200 is provided with a first electromagnetic valve 8, a second electromagnetic valve 9, a pressure sensor 7, a third electromagnetic valve 10, a fourth electromagnetic valve 11, a fifth electromagnetic valve 12, a sixth electromagnetic valve 13, a seventh electromagnetic valve 14, an eighth electromagnetic valve 15, a ninth electromagnetic valve 16 and a tenth electromagnetic valve 17. The air inlet channel of the first electromagnetic valve 8 and the air inlet channel of the second electromagnetic valve 9 are connected with an air source of the whole vehicle, and the air outlet channel of the first electromagnetic valve 8 and the air outlet channel of the second electromagnetic valve 9 are connected in parallel and are respectively connected with the air inlet channel of the third electromagnetic valve 10, the air inlet channel of the fourth electromagnetic valve 11, the air inlet channel of the fifth electromagnetic valve 12, the air inlet channel of the sixth electromagnetic valve 13, the air inlet channel of the seventh electromagnetic valve 14, the air inlet channel of the eighth electromagnetic valve 15, the air inlet channel of the ninth electromagnetic valve 16 and the pressure sensor 7 in a branching way.
When the whole case needs to be shifted, the first electromagnetic valve 8 and the second electromagnetic valve 9 are electrified first, so that the air pressure at the air inlet channel of the third electromagnetic valve 10, the air inlet channel of the fourth electromagnetic valve 11, the air inlet channel of the fifth electromagnetic valve 12, the air inlet channel of the sixth electromagnetic valve 13, the air inlet channel of the seventh electromagnetic valve 14, the air inlet channel of the eighth electromagnetic valve 15 and the air inlet channel of the ninth electromagnetic valve 16 reaches the whole vehicle air source pressure, and the pressure sensor 7 is used for monitoring whether the pressure value is normal or not.
After the pressure establishment is finished, according to different target gear positions, the control system drives different gear shifting cylinders to realize gear position switching by electrifying the third electromagnetic valve 10, the fourth electromagnetic valve 11, the fifth electromagnetic valve 12, the sixth electromagnetic valve 13, the seventh electromagnetic valve 14 and the eighth electromagnetic valve 15. The third electromagnetic valve 10 is connected with the first piston cavity 201 of the first gear shifting piston cavity 19 through a control port channel thereof, an exhaust port channel of the third electromagnetic valve 10 is connected with the atmosphere, the fourth electromagnetic valve 11 is connected with the first piston cavity 202 of the first gear shifting piston cavity 19 through a control port channel thereof, and an exhaust port channel of the fourth electromagnetic valve 11 is connected with the atmosphere; the fifth electromagnetic valve 12 is connected with the third piston cavity 203 of the second gear shifting piston cavity 20 through a control port channel thereof, and an exhaust port channel of the fifth electromagnetic valve 12 is connected with the atmosphere; the sixth solenoid valve 13 is connected via its control port passage to the fourth piston chamber 203 of the second shift piston chamber 20, and the sixth solenoid valve exhaust port passage is connected to atmosphere. The seventh electromagnetic valve 14 is connected with the fifth piston cavity 205 of the third gear shifting piston cavity 21 through a control port channel thereof, and an exhaust port channel of the seventh electromagnetic valve 14 is connected with the atmosphere; the eighth solenoid valve 15 is connected to the sixth piston chamber 206 of the third shift piston chamber 21 through a control port passage thereof, and an exhaust port passage of the eighth solenoid valve 15 is connected to the atmosphere.
When the brake is needed to be operated to adjust the rotation speed difference between the shafts in the gear shifting process, the ninth electromagnetic valve 16 and the tenth electromagnetic valve 17 are needed to be operated, the air inlet channel of the ninth electromagnetic valve 16 is connected with the air outlet channel of the second electromagnetic valve 9 and the air outlet channel of the first electromagnetic valve 8, the air outlet channel of the ninth electromagnetic valve 16 is branched and is respectively connected with the piston cylinder 22 and the air inlet channel of the tenth electromagnetic valve 17, and the air outlet channel of the tenth electromagnetic valve 17 is connected with the atmosphere. Because the brake 22 only needs to be used in the gear shifting process, the tenth electromagnetic valve 17 is a normally open electromagnetic valve, when the brake 22 does not work, the ninth electromagnetic valve 16 and the tenth electromagnetic valve 17 are not electrified, when the piston cylinder 22 needs to work, the ninth electromagnetic valve 16 and the tenth electromagnetic valve 17 need to be electrified simultaneously, at the moment, compressed air enters the brake 22, the compressed air flow is determined by the duty ratio of a control signal of the ninth electromagnetic valve 16 so as to control the displacement and the movement speed of the piston cylinder 22, and a hardware control guarantee basis is provided for improving the gear shifting quality.
The invention integrates the clutch control air circuit and the gear shift control air circuit, and meets the requirements of an integrated AMT on the whole pneumatic control system.
The foregoing and construction describes the basic principles, principal features and advantages of the present invention product, as will be appreciated by those skilled in the art. The foregoing examples and description are provided to illustrate the principles of the invention and to provide various changes and modifications without departing from the spirit and scope of the invention as defined by the appended claims. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (8)
1. A pneumatic control system for an integrated AMT transmission, characterized by: the automatic gear shifting device comprises a gear shifting control air circuit and a clutch control air circuit, wherein the upstream of the clutch control air circuit and the upstream of the gear shifting control air circuit are connected with a whole vehicle air source, a first electromagnetic valve and a second electromagnetic valve are arranged on the gear shifting control air circuit, a first electromagnetic valve air inlet channel and a second electromagnetic valve air inlet channel are connected with the whole vehicle air source, a first electromagnetic valve 8 air outlet channel and a second electromagnetic valve air outlet channel are connected in parallel and communicated with a downstream multipath branch electromagnetic valve air inlet channel, and each branch electromagnetic valve air outlet channel is respectively connected with a piston cavity and a brake of a piston cylinder configured by corresponding branches.
2. The pneumatic control system for an integrated AMT transmission as recited in claim 1, further comprising: the clutch control air path is provided with a first one-way valve, an eleventh electromagnetic valve, a twelfth electromagnetic valve, a thirteenth electromagnetic valve, a fourteenth electromagnetic valve and a sealing plug, the upstream of the first one-way valve is connected with a whole air source, the downstream of the first one-way valve is respectively connected with an eleventh electromagnetic valve and an twelfth electromagnetic valve air inlet channel, an eleventh electromagnetic valve air outlet channel and a twelfth electromagnetic valve air outlet channel are communicated in parallel and are respectively connected with a clutch actuator air inlet channel, a thirteenth electromagnetic valve air inlet channel, a fourteenth electromagnetic valve air inlet channel and a forced air exhaust channel in a branching mode, and the thirteenth electromagnetic valve air outlet channel and the fourteenth electromagnetic valve air outlet channel are connected with the atmosphere; the forced exhaust gas path is provided with a sealing plug, and the sealing plug isolates the forced exhaust gas path from the atmosphere.
The pneumatic control system for an integrated AMT transmission as recited in claim 1, further comprising: the gear shifting control air path is provided with a first electromagnetic valve, a second electromagnetic valve, a pressure sensor, a third electromagnetic valve, a fourth electromagnetic valve, a fifth electromagnetic valve, a sixth electromagnetic valve, a seventh electromagnetic valve, an eighth electromagnetic valve, a ninth electromagnetic valve and a tenth electromagnetic valve, wherein the first electromagnetic valve air inlet channel and the second electromagnetic valve air inlet channel are connected with a whole vehicle air source, and the gear shifting speed is controlled by controlling the air outlet flow of the first electromagnetic valve and the second electromagnetic valve; the ninth electromagnetic valve air outlet channel is branched and connected with the brake piston cylinder and the tenth electromagnetic valve air inlet respectively, and the tenth electromagnetic valve air outlet is connected with the atmosphere.
3. A pneumatic control system for an integrated AMT transmission as claimed in claim 3, wherein: the first electromagnetic valve and the second electromagnetic valve are two-position two-way normally closed high-speed direct-acting switch electromagnetic valves.
4. A pneumatic control system for an integrated AMT transmission as claimed in claim 3, wherein: the third electromagnetic valve, the fourth electromagnetic valve, the fifth electromagnetic valve, the sixth electromagnetic valve, the seventh electromagnetic valve and the eighth electromagnetic valve are all two-position three-way direct-acting switch valves.
5. The pneumatic control system for an integrated AMT transmission as recited in claim 3 or 5, further comprising: the third electromagnetic valve is connected with the first piston cavity of the first gear shifting piston cavity through a control port channel of the third electromagnetic valve, an exhaust port channel of the third electromagnetic valve is connected with the atmosphere, the fourth electromagnetic valve 11 is connected with the first piston cavity of the first gear shifting piston cavity through a control port channel of the fourth electromagnetic valve, and an exhaust port channel of the fourth electromagnetic valve 11 is connected with the atmosphere; the fifth electromagnetic valve is connected with a third piston cavity of the second gear shifting piston cavity through a control port channel of the fifth electromagnetic valve, and an exhaust port channel of the fifth electromagnetic valve is connected with the atmosphere; the sixth electromagnetic valve is connected with a fourth piston cavity of the second gear shifting piston cavity through a control port channel of the sixth electromagnetic valve, and an exhaust port channel of the sixth electromagnetic valve is connected with the atmosphere.
The pneumatic control system for an integrated AMT transmission as recited in claim 3 or 5, further comprising: the seventh electromagnetic valve is connected with the main box gear shifting piston cavity through a control port channel thereof, and an exhaust port channel of the seventh electromagnetic valve is connected with the atmosphere; the eighth electromagnetic valve is connected with the main box gear shifting piston cavity through a control port channel of the eighth electromagnetic valve, and an exhaust port channel of the eighth electromagnetic valve is connected with the atmosphere.
6. A pneumatic control system for an integrated AMT transmission as claimed in claim 3, wherein: the ninth electromagnetic valve adopts a two-position two-way normally closed high-speed direct-acting switch electromagnetic valve.
7. A pneumatic control system for an integrated AMT transmission as claimed in claim 3, wherein: the tenth electromagnetic valve adopts a two-position two-way normally open high-speed direct-acting switch electromagnetic valve.
8. The pneumatic control system for an integrated AMT transmission as recited in claim 2, further comprising: the eleventh electromagnetic valve, the twelfth electromagnetic valve, the thirteenth electromagnetic valve and the fourteenth electromagnetic valve are two-position two-way normally-closed high-speed direct-acting switch electromagnetic valves.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311731746.5A CN117989320A (en) | 2023-12-15 | 2023-12-15 | Pneumatic control system for integrated AMT transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311731746.5A CN117989320A (en) | 2023-12-15 | 2023-12-15 | Pneumatic control system for integrated AMT transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117989320A true CN117989320A (en) | 2024-05-07 |
Family
ID=90893260
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311731746.5A Pending CN117989320A (en) | 2023-12-15 | 2023-12-15 | Pneumatic control system for integrated AMT transmission |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117989320A (en) |
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2023
- 2023-12-15 CN CN202311731746.5A patent/CN117989320A/en active Pending
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