CN214661647U - AMT brake control gas circuit with pressure maintaining function - Google Patents
AMT brake control gas circuit with pressure maintaining function Download PDFInfo
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- CN214661647U CN214661647U CN202120284880.5U CN202120284880U CN214661647U CN 214661647 U CN214661647 U CN 214661647U CN 202120284880 U CN202120284880 U CN 202120284880U CN 214661647 U CN214661647 U CN 214661647U
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Abstract
The utility model relates to an AMT stopper control gas circuit with pressurize function. The utility model aims at solving current AMT stopper control gas circuit and having the control accuracy low because of not possessing the pressurize function, the poor technical problem of quality of shifting provides an AMT stopper control gas circuit with pressurize function. Through using two 2 a 2 circular telegram solenoid valves, perhaps a 2 circular telegram solenoid valves and the combination of a 2 a 3 circular telegram solenoid valves, replace 1 a 2 a 3 circular telegram solenoid valves before controlling the stopper gas circuit, can carry out the pressurize to the stopper cylinder, reduce the speed that the intermediate shaft rotational speed reduces in braking process, and then improve control accuracy, can fundamentally solve the control gas circuit because of not possessing the pressurize function, lead to control accuracy low, the poor problem of the quality of shifting.
Description
Technical Field
The utility model relates to a AMT stopper control gas circuit, concretely relates to AMT stopper control gas circuit with pressurize function.
Background
With the increasingly stringent emission regulations and the increasing demands of drivers on vehicle comfort and economy, the market share of AMT transmissions in the commercial vehicle market is increasing, and future AMT transmissions will have an increasing market share. Along with that, customers are increasingly more critical to the gear shifting quality of the AMT, namely, faster, accurate and comfortable gear shifting is realized, which puts higher requirements on the production of the AMT.
The AMT brake is used as a core component of the AMT transmission, and plays a role in improving the gear-up speed and buffering impact in the gear-up process of the transmission. In the process of gear-up, the gear-beating phenomenon exists when the gear is shifted up due to the difference of the rotating speed between the intermediate shaft and the main shaft, and in order to improve the gear-up speed and reduce the gear-shifting impact, a brake is usually used for braking the intermediate shaft in the AMT.
Most of the existing AMT transmissions use a 2-position 3-way electromagnetic valve to control an air passage of a brake, a pipeline is arranged similar to an intermediate shaft brake of a Chinese patent reversing valve control pump type automatic transmission with the publication number of CN101566204A, namely, the electromagnetic valve is electrified, a brake cylinder is inflated, air pushes a piston to move axially to extrude a friction plate and a brake disc, so that friction force is generated between the fixed brake disc and the friction plate rotating synchronously with the intermediate shaft, and the intermediate shaft is braked. When the electromagnetic valve is powered off, the air is exhausted, and the friction plate and the brake disc which rub with each other are separated. However, the 2-position 3-way solenoid valve has no pressure maintaining function, namely, the cylinder is inflated when the solenoid valve is electrified and deflated when the solenoid valve is not electrified, so the control method has low control precision and poor gear shifting quality.
Disclosure of Invention
The utility model aims at solving current AMT stopper control gas circuit and having the control accuracy low because of not possessing the pressurize function, the poor technical problem of quality of shifting provides an AMT stopper control gas circuit with pressurize function.
In order to solve the technical problem, the utility model provides a technical solution as follows:
the utility model provides an AMT brake control gas circuit with pressure maintaining function, which comprises a brake C, a main gas inlet pipeline A and a main gas exhaust pipeline B; it is characterized in that:
the device also comprises an air inlet electromagnetic valve V1 and an air outlet electromagnetic valve V2;
the air inlet electromagnetic valve V1 is a 2-position 2 normally closed electromagnetic valve;
the exhaust electromagnetic valve V2 is a 2-position 2 normally open type electromagnetic valve;
one end of the main air inlet pipeline A is connected with an air source of the whole vehicle, and the other end of the main air inlet pipeline A is connected with an air inlet end of an air inlet electromagnetic valve V1;
the exhaust end of the air inlet electromagnetic valve V1 is respectively connected with the air path of the brake C and the air inlet end of the air outlet electromagnetic valve V2;
one end of the main exhaust pipeline B is connected with the exhaust end of an exhaust solenoid valve V2, and the other end of the main exhaust pipeline B is communicated with the outside atmosphere.
Further, the brake C comprises a cylinder, a piston and a piston rod, wherein the cylinder area on one side of the piston rod is connected with the main air inlet pipeline A, and the other side of the piston rod is respectively connected with the exhaust end of the air inlet electromagnetic valve V1 and the air inlet end of the air outlet electromagnetic valve V2.
Further, the path of the intake solenoid valve V1 is determined by the braking rate of the brake C.
Further, the intake solenoid valve V1 is a proportional valve or an on-off valve with different diameters.
The utility model also provides an AMT brake control gas circuit with pressure maintaining function, which comprises a brake C, a main gas inlet pipeline A and a main gas outlet pipeline B; it is characterized in that:
the device also comprises an air inlet electromagnetic valve V1 and an air outlet electromagnetic valve;
the air inlet electromagnetic valve V1 is a 2-position 2 normally closed electromagnetic valve;
the exhaust electromagnetic valve is a 2-position 3 normally closed electromagnetic valve;
one end of the main air inlet pipeline A is connected with an air source of the whole vehicle, and the other end of the main air inlet pipeline A is connected with an air inlet end of an air inlet electromagnetic valve V1;
the exhaust end of the air inlet electromagnetic valve V1 is respectively connected with the air path of the brake C and the working end of the exhaust electromagnetic valve;
one end of the main exhaust pipeline B is connected with the exhaust end of the exhaust electromagnetic valve, and the other end of the main exhaust pipeline B is communicated with the outside atmosphere;
the inlet end of the exhaust solenoid valve is sealed at the exhaust solenoid valve base.
The utility model discloses compare the beneficial effect that prior art has:
1. the utility model provides an AMT stopper control gas circuit with pressurize function through using two 2 position 2 circular telegram solenoid valves, replaces 1 2 position 3 circular telegram solenoid valves before the previous to control the stopper gas circuit, can carry out the pressurize to the stopper cylinder, reduces the speed that the intermediate shaft rotates speed reduces in braking process, and then improves control accuracy, can fundamentally solve control gas circuit because of not possessing the pressurize function, leads to control accuracy low, the poor problem of quality of shifting.
2. The utility model provides an AMT stopper control gas circuit with pressurize function links to each other back with stopper cylinder and main air inlet pipeline A, and the spring in the stopper C is cancelled, and stopper C only includes cylinder and piston, and the reducible unable return problem of piston that leads to because the spring damages of this arrangement mode.
3. The utility model provides an AMT stopper control gas circuit with pressurize function, air inlet solenoid valve V1 can use the proportional valve or the ooff valve of different latus rectum to satisfy the demand of different derailleurs to braking speed.
4. The utility model provides an AMT stopper control gas circuit with pressurize function, use 2 positions 3 type solenoid valves that close usually to replace foretell exhaust solenoid valve V2, replace exhaust solenoid valve V2's inlet end with the work end of 2 positions 3 circular solenoid valves, replace exhaust solenoid valve V2's exhaust end with the exhaust end of 2 positions 3 circular solenoid valves, and it is sealed with the inlet end of this 2 positions 3 circular solenoid valves on 2 positions 3 circular solenoid valve bases, also can obtain the function of pressurize, and to the AMT derailleur, 2 positions 3 type solenoid valves that close usually are the most often use solenoid valve type, use through this substitution, can reduce the purchase kind of solenoid valve, improve the maintenance convenience.
Drawings
Fig. 1 is a schematic structural view of an AMT brake control gas circuit with pressure maintaining function of the present invention;
description of reference numerals:
a-a main air inlet pipeline, B-a main exhaust pipeline, C-a brake, V1-an air inlet electromagnetic valve and V2-an exhaust electromagnetic valve.
Detailed Description
The invention will be further described with reference to the accompanying drawings and specific embodiments.
The utility model provides an AMT brake control gas circuit with pressure maintaining function, as shown in figure 1, comprising a brake C, a main gas inlet pipeline A and a main gas outlet pipeline B; the device also comprises an air inlet electromagnetic valve V1 and an air outlet electromagnetic valve V2; the air inlet electromagnetic valve V1 is a 2-position 2 normally closed electromagnetic valve; the exhaust electromagnetic valve V2 is a 2-position 2 normally open type electromagnetic valve; one end of the main air inlet pipeline A is connected with an air source of the whole vehicle, and the other end of the main air inlet pipeline A is connected with an air inlet end of an air inlet electromagnetic valve V1 (namely the right end of the electromagnetic valve); the exhaust end (namely the left end of the electromagnetic valve) of the air inlet electromagnetic valve V1 is respectively connected with the air path of the brake C and the air inlet end (namely the right end of the electromagnetic valve) of the exhaust electromagnetic valve V2; one end of the main exhaust pipeline B is connected with the exhaust end of an exhaust electromagnetic valve V2 (namely the left end of the electromagnetic valve), and the other end of the main exhaust pipeline B is communicated with the outside atmosphere. The path of the intake solenoid valve V1 is determined by the braking rate of the brake C. The intake solenoid valve V1 is a proportional valve or a switching valve (high frequency valve or low frequency valve) with different diameters (preferably large diameters). The exhaust solenoid valve V2 is a solenoid valve of a different diameter (preferably a large diameter). Of course, it is also possible to eliminate the spring in the brake C, in which case the brake C only includes a cylinder, a piston and a piston rod, the cylinder area on one side of the piston rod is connected to the primary air intake pipe a, and the other side is connected to the exhaust end of the air intake solenoid valve V1 and the air intake end of the air exhaust solenoid valve V2, respectively.
The utility model discloses an use two 2 a 2 circular telegram solenoid valves, replace 1 a 2 a 3 circular telegram solenoid valves before the replacement to control the stopper gas circuit, then can fundamentally solve the control gas circuit and exist because of not possessing the pressurize function, lead to control accuracy low, shift the poor technical problem of quality.
The utility model also provides an AMT brake control gas circuit with pressure maintaining function, which comprises a brake C, a main gas inlet pipeline A and a main gas outlet pipeline B; the device also comprises an air inlet electromagnetic valve V1 and an air outlet electromagnetic valve; the air inlet electromagnetic valve V1 is a 2-position 2 normally closed electromagnetic valve; the exhaust electromagnetic valve is a 2-position 3 normally closed electromagnetic valve; one end of the main air inlet pipeline A is connected with an air source of the whole vehicle, and the other end of the main air inlet pipeline A is connected with an air inlet end of an air inlet electromagnetic valve V1; the exhaust end of the air inlet electromagnetic valve V1 is respectively connected with the air path of the brake C and the working end of the exhaust electromagnetic valve; one end of the main exhaust pipeline B is connected with the exhaust end of the exhaust electromagnetic valve, and the other end of the main exhaust pipeline B is communicated with the outside atmosphere; the air inlet end of the exhaust electromagnetic valve is sealed at the exhaust electromagnetic valve base, and the pressure maintaining function can be realized.
The working mode is as follows:
1) the whole vehicle air source is connected to the air inlet end of an air inlet electromagnetic valve V1 through a main air inlet pipeline A;
2) when the AMT controller energizes intake solenoid valve V1 and exhaust solenoid valve V2 simultaneously, intake solenoid valve V1 communicates the intake and exhaust ends of intake solenoid valve V1, and exhaust solenoid valve V2 disconnects the intake and exhaust ends of exhaust solenoid valve V2. At this time, the compressed air of the primary intake line a flows to the brake C via the intake solenoid valve V1, and pushes the piston of the brake C to brake the intermediate shaft of the transmission. The purpose of using a normally open 2-position 2-way solenoid valve for the exhaust solenoid valve V2 is to keep the exhaust solenoid valve V2 open, i.e., the intake and exhaust ports of the exhaust solenoid valve V2 are connected, in case of failure of the exhaust solenoid valve V2, to avoid continuous braking of the intermediate shaft due to the brake C not being released. When the rotating speed of the intermediate shaft is close to the required synchronous rotating speed, closing the air inlet electromagnetic valve V1, and maintaining the pressure of a brake cylinder to reduce the friction force between the friction plate and the brake disc, so that the reducing rate of the rotating speed of the intermediate shaft is reduced, the gear shifting window period is prolonged, and the gear shifting success rate is improved;
3) further, when the air inlet electromagnetic valve V1 adopts an electromagnetic valve with a large drift diameter, the air inlet efficiency can be improved during operation, namely, the piston can more quickly pass through a clearance stroke, and the friction plate and the brake disc can reach the maximum friction force as soon as possible, so that the rotating speed of the intermediate shaft is reduced;
4) further, when the air inlet electromagnetic valve V1 uses a proportional valve or a high-frequency electromagnetic valve, the air inlet speed can be adjusted in a wider range, that is, a large-diameter proportional valve or a high-frequency electromagnetic valve is used to improve the air inlet efficiency, when the intermediate shaft rotation speed approaches the synchronous rotation speed, the opening of the electromagnetic valve can be reduced for the proportional valve, and the electromagnetic valve can be in a high-frequency switching state for the high-frequency electromagnetic valve, so that the intermediate shaft rotation speed is reduced (that is, the absolute value of the intermediate shaft rotation acceleration is reduced), the speed is reduced, and thus the gear shifting window period is prolonged to improve the gear shifting success rate;
5) when the AMT controller de-energizes both intake solenoid valve V1 and exhaust solenoid valve V2, intake solenoid valve V1 disconnects the intake and exhaust ends of intake solenoid valve V1, and exhaust solenoid valve V2 communicates the intake and exhaust ends of exhaust solenoid valve V2. At this time, air in the brake C flows to the main exhaust pipeline B through the exhaust electromagnetic valve V2, the piston in the brake C resets, and the braking process of the intermediate shaft is ended;
6) further, when the exhaust solenoid valve V2 uses a solenoid valve with a large diameter, the exhaust efficiency can be improved at the end of the braking process, i.e. the piston is returned faster, so that the braking force of the brake C is reduced to zero;
7) further, the left side cylinder of the piston of the brake C is connected with the main air inlet pipeline A, a spring in the brake C can be eliminated, due to the existence of the piston rod, the force bearing area of the left side of the piston is smaller than that of the right side of the piston, when the air inlet electromagnetic valve V1 is opened, the piston moves leftwards due to pressure difference, when the brake C does not work, the piston is under left side air pressure, the piston is in the rightmost state, and the arrangement mode can reduce the problem that the piston cannot return due to damage of the spring.
8) Further, by using a 2-bit 3 normally closed type solenoid valve instead of the above-described exhaust solenoid valve V2, it is also possible to obtain a pressure holding function in which the operation port of the 2-bit 3-way solenoid valve is substituted for the intake port of the exhaust solenoid valve V2, the exhaust port of the 2-bit 3-way solenoid valve is substituted for the exhaust port of the exhaust solenoid valve V2, and the intake port of the 2-bit 3-way solenoid valve is sealed on the 2-bit 3-way solenoid valve base. For the AMT transmission, the 2-position 3 normally-closed electromagnetic valve is the most commonly used electromagnetic valve type, and through the alternative application, the purchasing types of the electromagnetic valve can be reduced, and the maintenance convenience is improved.
Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the present invention, and not for limiting the same, and it is obvious for a person skilled in the art to modify the specific technical solutions described in the foregoing embodiments or to equally replace some technical features of the embodiments, and these modifications or replacements do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions protected by the present invention.
Claims (5)
1. An AMT brake control gas circuit with a pressure maintaining function comprises a brake C, a main gas inlet pipeline A and a main gas exhaust pipeline B; the method is characterized in that:
the device also comprises an air inlet electromagnetic valve V1 and an air outlet electromagnetic valve V2;
the air inlet electromagnetic valve V1 is a 2-position 2 normally closed electromagnetic valve;
the exhaust electromagnetic valve V2 is a 2-position 2 normally open type electromagnetic valve;
one end of the main air inlet pipeline A is connected with an air source of the whole vehicle, and the other end of the main air inlet pipeline A is connected with an air inlet end of an air inlet electromagnetic valve V1;
the exhaust end of the air inlet electromagnetic valve V1 is respectively connected with the air path of the brake C and the air inlet end of the air outlet electromagnetic valve V2;
one end of the main exhaust pipeline B is connected with the exhaust end of an exhaust solenoid valve V2, and the other end of the main exhaust pipeline B is communicated with the outside atmosphere.
2. The AMT brake control gas circuit with pressure maintaining function of claim 1, wherein:
the brake C comprises a cylinder, a piston and a piston rod, wherein the cylinder area on one side of the piston rod is connected with the main air inlet pipeline A, and the other side of the piston rod is respectively connected with the exhaust end of an air inlet electromagnetic valve V1 and the air inlet end of an air outlet electromagnetic valve V2.
3. The AMT brake control gas circuit with pressure maintaining function according to claim 1 or 2, characterized in that:
the path of the intake solenoid valve V1 is determined by the braking rate of the brake C.
4. The AMT brake control gas circuit with pressure maintaining function of claim 3, characterized in that:
the air inlet electromagnetic valve V1 is a proportional valve or a switch valve with different diameters.
5. An AMT brake control gas circuit with a pressure maintaining function comprises a brake C, a main gas inlet pipeline A and a main gas exhaust pipeline B; the method is characterized in that:
the device also comprises an air inlet electromagnetic valve V1 and an air outlet electromagnetic valve;
the air inlet electromagnetic valve V1 is a 2-position 2 normally closed electromagnetic valve;
the exhaust electromagnetic valve is a 2-position 3 normally closed electromagnetic valve;
one end of the main air inlet pipeline A is connected with an air source of the whole vehicle, and the other end of the main air inlet pipeline A is connected with an air inlet end of an air inlet electromagnetic valve V1;
the exhaust end of the air inlet electromagnetic valve V1 is respectively connected with the air path of the brake C and the working end of the exhaust electromagnetic valve;
one end of the main exhaust pipeline B is connected with the exhaust end of the exhaust electromagnetic valve, and the other end of the main exhaust pipeline B is communicated with the outside atmosphere;
the inlet end of the exhaust solenoid valve is sealed at the exhaust solenoid valve base.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202120284880.5U CN214661647U (en) | 2021-02-01 | 2021-02-01 | AMT brake control gas circuit with pressure maintaining function |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120284880.5U CN214661647U (en) | 2021-02-01 | 2021-02-01 | AMT brake control gas circuit with pressure maintaining function |
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| CN214661647U true CN214661647U (en) | 2021-11-09 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114658836A (en) * | 2022-04-14 | 2022-06-24 | 一汽解放汽车有限公司 | Intermediate shaft brake control system and control method |
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2021
- 2021-02-01 CN CN202120284880.5U patent/CN214661647U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114658836A (en) * | 2022-04-14 | 2022-06-24 | 一汽解放汽车有限公司 | Intermediate shaft brake control system and control method |
| CN114658836B (en) * | 2022-04-14 | 2023-07-25 | 一汽解放汽车有限公司 | Intermediate shaft braking control system and control method |
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