CN210087868U

CN210087868U - AMT jackshaft braking structure that shifts in step

Info

Publication number: CN210087868U
Application number: CN201821571537.3U
Authority: CN
Inventors: 李少林; 韩晓宇; 杨小辉
Original assignee: Shaanxi Fast Gear Co Ltd
Current assignee: Shaanxi Fast Gear Co Ltd
Priority date: 2018-09-26
Filing date: 2018-09-26
Publication date: 2020-02-18
Anticipated expiration: 2028-09-26

Abstract

An AMT intermediate shaft synchronous gear shifting braking structure comprises an intermediate shaft extending from a transmission shell to a front end cover of a clutch shell, a plurality of friction discs rotating along with a shaft are arranged on the periphery of the extending part of the intermediate shaft at intervals, a brake disc not rotating along with the shaft is arranged between the friction discs, a piston is arranged in the front end cover of the clutch shell in a sealing manner, a braking airflow inlet is formed in the front end cover of the clutch shell, the center of the piston is connected with the axis of the intermediate shaft through a compression spring, the piston overcomes the elastic force of the compression spring under the action of air pressure to push one end of the brake disc to be combined with the friction disc, the rotating speed of the intermediate shaft is reduced, and feeding back the acquired rotating speed signal to a transmission control unit through an intermediate shaft rotating speed sensor, and releasing the braking of the intermediate shaft and shifting gears after the intermediate shaft rotating speed reaches a target rotating speed range. The utility model discloses make full use of gearbox housing's inner space, had the quality light, receive external factor to influence characteristics such as little.

Description

AMT jackshaft braking structure that shifts in step

Technical Field

The utility model relates to a gearbox processing design field, concretely relates to AMT jackshaft braking structure that shifts in step.

Background

An Automatic Mechanical Transmission (AMT) is an operation that is realized by an electronic control unit on the basis of a conventional manual Transmission to realize the operations of clutch separation and combination, gear selection and shifting, etc.

The AMT needs to synchronize the rotating speeds of the two shafts in the main box and the intermediate shaft when shifting gears, and needs to brake the two shafts in the gear-up process so as to enable the rotating speed of the intermediate shaft to reach the target rotating speed in the shortest time, complete the rotating speed synchronization and shift gears. At present, two structures are commonly applied to an AMT gearbox Brake (Transmission Brake, TB for short), one is a structure that a Brake is used outside a gearbox shell, and the other is a structure that a middle shaft is braked by a middle shaft end in a clutch shell.

Ordinary AMT jackshaft brake structure is through installing independent derailleur stopper structure additional in gearbox housing outside, and this kind of structure is bulky, and installs in the gearbox bottom, and operational environment is abominable, causes the trouble because of external environment's change easily. In order to reduce the failure of the whole AMT caused by the failure of the TB structure caused by external factors as much as possible, an AMT intermediate shaft head braking structure arranged inside the clutch shell needs to be developed, the space in the clutch shell can be effectively utilized by additionally arranging a brake on the intermediate shaft head, the quality of the brake is reduced, and the working reliability of a product is improved.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to the problem among the above-mentioned prior art, provide a AMT jackshaft braking structure of shifting in step, through install brake disc and friction disk additional at the spindle nose of jackshaft, rely on the friction moment of torsion to reduce the jackshaft rotational speed and shift.

In order to realize the purpose, the utility model discloses a technical scheme be: the middle shaft brake device comprises a middle shaft extending from a transmission shell to a front end cover of a clutch shell, a plurality of friction discs rotating along with the shaft are arranged on the periphery of an extending part of the middle shaft at intervals, brake discs not rotating along with the shaft are arranged between the friction discs, a piston is arranged in the front end cover of the clutch shell in a sealing mode, a brake airflow inlet is formed in the front end cover of the clutch shell, the center of the piston is connected with the axis of the middle shaft through a compression spring, the piston overcomes the elastic force of the compression spring under the action of air pressure to push one end of the brake disc to be combined with the friction discs, the rotating speed of the middle shaft is reduced by means of the torque generated by friction of the piston and the friction disc, collected rotating speed signals are fed back to a transmission control unit through a.

The extension part of the intermediate shaft is connected with the friction disc through an involute spline which is matched with the extension part inside and outside.

Two lubricating oil holes are formed in the transmission shell and the clutch shell, the lubricating oil hole in the lower portion is used for enabling lubricating oil in the transmission case to enter the braking structure, and the lubricating oil is thrown to the upper portion when the friction disc rotates and is discharged through the lubricating oil hole in the upper portion.

A plurality of clamping grooves are formed in the outer periphery of the brake disc in an outward extending mode, a pressing cover is arranged on the outer side, opposite to the extrusion direction of the friction disc, of the brake disc, and a thrust ring is arranged on the outer side of the pressing cover; the clamping groove is provided with a pin, one end of the pin is fixed on the front end cover of the clutch shell, the other end of the pin penetrates through the gland and is fixed on the clutch shell, and the brake disc does not rotate along with the shaft under the common limiting action of the pin and the clutch shell.

The piston loop through knock pin and hood and meet with compression spring, seted up the spring mounting hole on the hood, the shoulder hole has been seted up to the tip of jackshaft, compression spring sets up between the inside hole of spring mounting hole and shoulder hole, the outside hole size and the hood of shoulder hole match, the hood can be outside the length range in hole back-and-forth movement.

The brake airflow inlet is connected with the air storage tank through the air filter and the electromagnetic valve of the gearbox brake, when the gearbox needs to be shifted up, the electromagnetic valve of the gearbox brake is opened by the automatic gearbox control unit, and then brake airflow enters the inside of the brake structure.

And a brake airflow channel is processed on the transmission shell, and brake airflow is introduced into the brake airflow inlet through the brake airflow channel and the copper air pipe. The piston and the inner wall surface of the front end cover of the clutch shell are sealed through a K-shaped sealing ring.

Compared with the prior art, the utility model discloses an one end that the extension jackshaft is close to clutch housing, the interval is provided with a plurality of along with axle pivoted friction disc in the periphery of jackshaft extension, be provided with between the friction disc not along with axle pivoted brake disc, the during operation is through outside air supply drive piston cylinder structure, the piston combines with the friction disc in the elasticity promotion brake disc of overcoming compression spring under atmospheric pressure effect, the moment of torsion that relies on the two friction to produce reduces the rotational speed of jackshaft, can shift after the jackshaft rotational speed reaches the target rotational speed scope. The utility model discloses make full use of gearbox housing's inner space, compared in former stopper structure have the quality light, receive external factor influence characteristics such as little, because of the outer former AMT gearbox stopper structure that has lacked of gearbox housing, arrange and promote when being favorable to the host computer factory to match the AMT like this, richen the technical reserve of AMT product.

Further, the utility model discloses under the clutch housing changes less condition relatively, because the jackshaft is close to the space of clutch housing one end limited, can not influence the normal separation combination of clutch after considering using this mechanism, consequently to the arrangement of structure than the harsher requirement. In addition, when the intermediate shaft is braked, a large amount of heat is generated due to mutual friction of the friction disc and the brake disc, and in a narrow space range, if the heat dissipation is not timely enough, the efficiency of the friction disc is reduced due to too high oil temperature, the requirement of reducing the rotating speed of the intermediate shaft cannot be met timely, and the gear shifting time is prolonged. Therefore, the utility model discloses it has two lubricating-oil holes to open on the gearbox housing, and the lubricating oil through the lubricating-oil hole of below makes the lubricating oil in the gearbox get into braking structure, and the friction disk gets rid of the top with lubricating oil in the pivoted, discharges through the lubricating-oil hole of top, has saved independent oil pump.

Drawings

FIG. 1 is a schematic view of the overall structure of the present invention;

FIG. 2 is a exploded view of the overall structure of the present invention;

FIG. 3 is a schematic diagram of a clutch housing according to the present invention;

FIG. 4 is a front view of the assembly structure of the present invention;

FIG. 5 is a block diagram of the working principle of the present invention;

in the drawings: 1-front end cover of clutch shell; 2-K type seal ring; 3-a piston; 4-knock pin; 5-top cap; 6-friction disk; 7-a clutch housing; 8-a pin; 9-a thrust ring; 10-a bearing; 11-an intermediate shaft; 12-a compression spring; 13-a gland; 14-a brake disc; 15-a transmission housing; 16-lubricating oil hole.

Detailed Description

The present invention will be described in further detail with reference to the accompanying drawings.

Referring to fig. 1-2, the utility model discloses AMT jackshaft braking structure includes by transmission housing 15 to the jackshaft 11 of clutch housing front end housing 1 extension, and the interval sets up a plurality of friction discs 6 along with axle pivoted in the periphery of jackshaft 11 extension, is connected through inside and outside matching's involute spline between jackshaft 11's extension and the friction disc 6. A brake disc 14 which does not rotate along with a shaft is arranged between the friction discs 6, a piston 3 is arranged in the front end cover 1 of the clutch housing in a sealing mode, a brake airflow inlet is formed in the front end cover 1 of the clutch housing, and the piston 3 and the inner wall face of the front end cover 1 of the clutch housing are sealed through a K-shaped sealing ring 2. Set up compression spring 12 between the center of piston 3 and the axle center of jackshaft 11, piston 3 loops through knock pin 4 and top cap 5 and connects compression spring 12, has seted up the spring mounting hole on the top cap 5, and the shoulder hole has been seted up to the tip of jackshaft 11, and compression spring 12 sets up between the inside hole of spring mounting hole and shoulder hole, and the outside hole size and the top cap 5 of shoulder hole match, and top cap 5 can be outside the length range in hole back-and-forth movement. The piston 3 pushes one end of the brake disc 14 to be combined with the friction disc 6 under the action of air pressure and overcomes the elastic force of the compression spring 12, and the rotation speed of the intermediate shaft 11 is reduced by means of the torque generated by friction between the two.

Referring to fig. 3, ① in the figure is an air supply access position, ② is a brake structure installation position, referring to fig. 5, a brake air flow inlet is connected with a TB solenoid valve through an air filter and is connected with an air storage tank, when the gearbox needs to be shifted up, a TCU opens the TB solenoid valve at a proper time so that brake air flows into the interior of the brake structure, a brake air flow channel is processed on the gearbox shell 15, the brake air flows into the brake air flow inlet through the brake air flow channel and a copper air pipe, and the brake is in the clutch shell and has relatively high temperature, and the plastic air pipe is easy to damage to cause faults, so the copper air pipe is connected with the air supply access position.

When gas flows into a cylinder (a small space formed by the front end cover 1 of the clutch shell, the K-shaped sealing ring 2 and the piston 3), the piston 3 is pushed to move towards the rear end, the piston 3 moves to contact with a brake disc 14 which does not rotate along with the shaft and then continues to move, the brake disc 14 is in contact with the surface of the friction disc 6, the brake disc 14 and the friction disc 6 can move forwards and backwards in a small range axially, but the brake disc 14 cannot rotate, and the friction disc 6 and the intermediate shaft 11 rotate synchronously. The friction torque generated by the friction between the brake disk 11 and the rotating friction disk 6 is pressed by the piston 3, and the negative torque generated by the friction decelerates the intermediate shaft 11. The method comprises the steps of detecting the rotating speed of an intermediate shaft through an intermediate shaft rotating speed sensor arranged on a gearbox shell, feeding the rotating speed back to a Transmission Control Unit (TCU), releasing braking of the intermediate shaft after the rotating speed of the intermediate shaft reaches a target rotating speed range, and then shifting gears. When the brake is released, the gas in the cylinder is discharged, the piston moves to the front end under the action of the compression spring 12, the friction force between the friction disc 6 and the brake disc 14 is released, and the brake stops working.

The three holes in fig. 3 and the three holes in the front end cover 1 of the clutch housing are used for assembling the pins 8, fig. 4 shows the assembling positions of the pins 8, and the main function of the pins 8 is to prevent the brake from being incompletely released because the friction disc 6 and the brake disc 14 are still pressed due to the looseness of a brake gland when the brake is released, so that the condition that the proper gear shifting opportunity is missed due to the low rotating speed of the intermediate shaft is avoided. As is clear from fig. 4, the edge of the brake disc 14, which is circular overall, protrudes into the recessed portion of the clutch housing, and the engagement of this portion with the pin prevents the brake disc from rotating along the axis, thereby ensuring that the friction disc 6 and the brake disc 14 will normally generate friction when the brake is applied, so that the brake disc 14 will not rotate with the friction disc 6 and will not generate friction torque. Due to the structural limitation of the clutch shell, the brake is designed without adding an oil pump, and adopts a mode of directly communicating with the gearbox shell for lubrication and temperature exchange. As shown in FIG. 4, the clutch housing and the transmission housing are both provided with two small holes, the lower small hole is used for lubricating oil in the transmission to enter the brake structure, and the upper small hole is higher than the oil level of the lubricating oil, so that the lubricating oil is discharged from the holes when the friction disc rotates, and the purposes of lubricating oil flowing and heat dissipation are achieved.

Claims

1. The utility model provides a AMT jackshaft synchronous gear shift braking structure which characterized in that: the clutch comprises an intermediate shaft (11) extending from a transmission shell (15) to a front end cover (1) of the clutch shell, a plurality of friction discs (6) rotating along with the shaft are arranged on the periphery of the extending part of the intermediate shaft (11) at intervals, brake discs (14) not rotating along with the shaft are arranged between the friction discs (6), a piston (3) is arranged in the front end cover (1) of the clutch shell in a sealing mode, a brake airflow inlet is formed in the front end cover (1) of the clutch shell, the center of the piston (3) is connected with the axis of the intermediate shaft (11) through a compression spring (12), one end of the brake disc (14) is pushed by the piston (3) under the action of air pressure to be combined with the friction discs (6) by overcoming the elasticity of the compression spring (12), the rotating speed of the intermediate shaft (11) is reduced by the torque generated by friction of the piston and the piston, and a collected, and after the rotating speed of the intermediate shaft reaches the target rotating speed range, the intermediate shaft is braked and shifts gears.

2. The AMT countershaft synchronous shift brake structure of claim 1, wherein: the extension part of the intermediate shaft (11) is connected with the friction disc (6) through an involute spline which is matched with the friction disc inside and outside.

3. The AMT countershaft synchronous shift brake structure of claim 1, wherein: two lubricating oil holes (16) are formed in the transmission shell (15) and the clutch shell (7), the lubricating oil hole (16) in the lower portion is used for enabling lubricating oil in the gearbox to enter a braking structure, and the lubricating oil is thrown to the upper portion when the friction disc (6) rotates and is discharged through the lubricating oil hole (16) in the upper portion.

4. The AMT countershaft synchronous shift brake structure of claim 1, wherein: a plurality of clamping grooves are formed in the outer periphery of the brake disc (14) in an outward extending mode, a gland (13) is arranged on the outer side, opposite to the extrusion direction of the friction disc (6), of the brake disc (14), and a thrust ring (9) is arranged on the outer side of the gland (13); the clutch is characterized in that a pin (8) is arranged on the clamping groove, one end of the pin (8) is fixed on a front end cover (1) of the clutch shell, the other end of the pin (8) penetrates through the gland (13) to be fixed on the clutch shell (7), and the brake disc (14) does not rotate along with the shaft under the common limiting action of the pin (8) and the clutch shell (7).

5. The AMT countershaft synchronous shift brake structure of claim 1, wherein: piston (3) loop through knock pin (4) and hood (5) and meet with compression spring (12), seted up the spring mounting hole on hood (5), the shoulder hole has been seted up to the tip of jackshaft (11), compression spring (12) set up between the inside hole of spring mounting hole and shoulder hole, the outside hole size and the hood (5) of shoulder hole match, hood (5) can be outside the length within range back-and-forth movement in hole.

6. The AMT countershaft synchronous shift brake structure of claim 1, wherein: the brake airflow inlet is connected with the air storage tank through the air filter and the electromagnetic valve of the gearbox brake, when the gearbox needs to be shifted up, the electromagnetic valve of the gearbox brake is opened by the automatic gearbox control unit, and then brake airflow enters the brake structure.

7. The AMT countershaft synchronous shift brake structure of claim 6, wherein: and a brake airflow channel is processed on the transmission shell (15), and brake airflow is introduced into the brake airflow inlet through the brake airflow channel and the copper air pipe.

8. The AMT countershaft synchronous shift brake structure of claim 1, wherein: the piston (3) and the inner wall surface of the front end cover (1) of the clutch housing are sealed through a K-shaped sealing ring (2).