WO2024131697A1

WO2024131697A1 - Gearbox gear shift buffering mechanism

Info

Publication number: WO2024131697A1
Application number: PCT/CN2023/139352
Authority: WO
Inventors: 徐东云; 吕昌; 吴秀翠; 士玉琦; 葛亚宁
Original assignee: 徐州徐工传动科技有限公司
Priority date: 2022-12-20
Filing date: 2023-12-18
Publication date: 2024-06-27
Also published as: CN116428356A

Abstract

A gearbox gear shift buffering mechanism, which comprises: an external valve assembly (2) having a main throttle hole and a clutch assembly (7) having a disc spring set, the external valve assembly (2) being connected to the clutch assembly (7) via an oil passage, and the clutch assembly (7) comprising a first clutch (8), a second clutch (9), and a third clutch (10); the external valve assembly (2) comprises two two-position four-way solenoid valve assemblies (3), one two-position five-way solenoid valve assembly (4), and a valve body (5); and the two two-position four-way solenoid valve assemblies (3) and the one two-position five-way solenoid valve assembly (4) are respectively connected via provided oil passages to a first clutch (8), a second clutch (9), and a third clutch (10) which are disposed in the clutch assembly. The invention utilizes the combined buffering of the external valve main throttle hole and the disc spring set, the main throttle hole reducing oil passage pressure, and the disc spring set firmly pushing a friction plate assembly, thereby taking into consideration the buffering effect of both a clutch hydraulic system and a mechanical structure, thus improving the buffering effect and the stability during the buffering process.

Description

Gearbox shift buffer mechanism

Technical Field

The present invention belongs to the technical field of engineering machinery, and relates to a gearbox shift buffer mechanism, and more specifically, to a gearbox shift buffer mechanism with an external valve assembly having a total throttle hole and a self-contained disc spring clutch.

Background technique

The gearbox shift buffer mechanism mainly includes two parts: the hydraulic system buffer structure and the clutch mechanical structure. A good shift buffer effect is achieved through parameter matching between the hydraulic system and the clutch mechanical structure, so that the clutch engages smoothly, the car starts smoothly, and the gear shifts smoothly, thereby adapting to changing driving conditions.

The currently popular gearbox shift buffer mechanism is mainly composed of a hydraulic system with a multi-stage throttling buffering function and a clutch mechanical structure without a buffering function. The hydraulic system that plays a buffering role includes multiple solenoid valves for controlling the oil circuit and each gear oil circuit with a multi-stage throttling function, which is generally implemented by a multi-stage throttling hole structure on the valve body or the box body. The clutch mechanical structure that plays the shift execution function mainly includes a clutch shaft, a piston assembly, a hub body, a fixed gear, a hub body gear, a friction plate assembly, etc., which is used to transmit power and achieve shifting by controlling the meshing of gears in different gears. The principle of its shift buffering effect is: when the clutch is engaged, the pressure oil circuits of each gear are opened, and the pressure oil enters the valve body oil circuit with multi-stage throttle holes, and is discharged in sequence through the throttle holes of each stage, and finally generates pressure oil of appropriate pressure and enters the clutch hub piston assembly cavity, pushing the piston assembly to move toward the friction plate assembly, pressing the friction plate assembly, so that the hub gear and the hub assembly engage, and transmit the output power; when separating, the pressure oil is cut off, the piston quickly returns to its position, the friction plate assembly disengages, the hub assembly and the hub gear are separated, and the power cannot be transmitted. The clutch shifting is achieved by controlling the engagement and disengagement of the clutch. In this process, because the multi-stage throttle holes can reduce the oil pressure, the oil filling and pressure increase time is extended, thereby reducing the impact force when the friction plate assembly is pressed and the clutch is engaged, and the shift buffering effect is achieved.

The current gearbox shift buffer mechanism has poor effect in actual application, unstable buffer quality, poor buffer effect, and mainly has the following disadvantages: 1. Multi-stage throttle holes are used for buffering, and the structural dimensions of each stage of throttle holes need to match the oil pressure and clutch mechanical structure calculations, which increases the complexity of design calculations; the external solenoid valve body oil circuit is relatively large and complex, which increases the processing difficulty and production cost of the solenoid valve assembly body; 2. The multi-stage throttle holes have small apertures and are easy to clog, which affects the buffering effect, and the number of throttle holes is large and the structures are different, which is not conducive to fault diagnosis and troubleshooting, and increases the difficulty of problem troubleshooting and maintenance; 3. There is no mechanical buffer device inside the clutch hub assembly, and the buffering effect only depends on the external throttle holes of the hydraulic system, and the buffering mode is single; the clutch mechanical system is still engaged through impact. If a throttle hole is blocked, the buffering effect will be greatly weakened, and the buffering effect is difficult to be effectively guaranteed.

Summary of the invention

Purpose of the invention: The purpose of the present invention is to provide a gearbox shift buffer mechanism; the gearbox shift buffer mechanism of the present invention The shift mechanism adopts a combined buffering mode of hydraulic system buffering and mechanical buffering, in which the hydraulic system buffering function is realized by an external valve assembly structure with a total throttle hole, and the mechanical buffering function is realized by a structure with a disc spring clutch. The shift buffering mechanism improves the buffering effect and shifting comfort; the main throttle hole is used instead of the multi-stage throttle hole, which reduces the complexity of the oil circuit and the difficulty of processing the solenoid valve assembly body; and improves the fault diagnosis speed.

Technical solution: A gearbox shift buffer mechanism according to the present invention;

The gear shift buffer mechanism includes an external valve assembly with a total throttle hole and a clutch assembly with a disc spring assembly, and the external valve assembly is connected to each clutch installed in the clutch assembly through an oil circuit;

The external valve assembly includes a valve body and three solenoid valve assemblies arranged on the valve body;

The three solenoid valve assemblies include two two-position four-way solenoid valve assemblies and one two-position five-way solenoid valve assembly, and the two-position five-way solenoid valve assembly is arranged between the two two-position four-way solenoid valve assemblies;

The clutch assembly includes a first clutch, a second clutch and a third clutch;

The two two-position four-way solenoid valve assemblies and the one two-position five-way solenoid valve assembly are respectively connected to the first clutch, the second clutch and the third clutch in the clutch assembly through the opened oil circuits.

Further, any of the clutches described includes a clutch shaft, a sealing ring, a first bearing, a second bearing, a third bearing, a hub gear, an outer retaining ring, an inner retaining ring, a gland, a spring seat, a return spring, a friction plate assembly, a disc spring assembly, a piston assembly, a fourth bearing, a hub and a fixed gear;

The hub body is welded and fixed to the clutch shaft, and is axially positioned by a stopper to form an inner cavity that wraps around other components of the clutch;

The fixed gear is press-fitted onto the clutch shaft by interference fit, with the left side of the fixed gear positioned by the hub body and the right side positioned by a retaining ring installed in the clutch shaft groove;

The piston assembly passes through the clutch shaft and is assembled on the bottom of the inner cavity of the hub body;

The disc spring assembly passes through the clutch shaft and is assembled on the inner side of the hub body and is closely attached to the left end surface of the piston assembly;

The return spring, spring seat and an inner retaining ring are sequentially passed through the clutch shaft and assembled on the inner side of the hub body;

The return spring is pressed against the left end face of the piston assembly, the spring seat is pressed against the return spring, and the inner retaining ring is embedded in the groove of the clutch shaft to limit the spring seat;

The friction plate assembly includes a plurality of active friction plates and driven friction plates.

The friction plate assembly passes through the clutch shaft in a manner of alternating arrangement of a plurality of active friction plates and driven friction plates, is assembled on the inner side of the hub body by means of internal and external spline meshing, and is closely attached to the left end surface of the disc spring assembly;

The pressure cover passes through the clutch shaft and is assembled inside the hub body and is located on the left side of the friction plate assembly;

The outer retaining ring is located on the left side of the gland and is embedded in the hub body to limit the axial movement of the piston assembly, the disc spring assembly, the friction plate assembly and the gland;

The other inner retaining ring is embedded in another groove of the clutch shaft and is located on the left side of the groove of the spring seat limit. side;

The second bearing passes through the clutch shaft, and its right side is tightly attached to the left side of the inner retaining ring;

The third bearing and the hub gear sequentially pass through the clutch shaft and are closely attached to the left side of the second bearing;

The third bearing is located between the hub gear and the clutch shaft;

The hub gear is connected to the friction plate assembly in an internal and external spline meshing manner;

The other third bearing passes through the right end surface of the clutch shaft and is close to the left end surface of the hub gear;

The first bearing and the fourth bearing are mounted on the shoulders at both ends of the clutch shaft, and the sealing ring is embedded in the grooves at both ends of the clutch shaft.

Furthermore, the disc spring assembly includes a disc spring and a disc spring seat, and its structure matches the hydraulic system oil pressure and clutch structural parameters.

Furthermore, the piston assembly includes a piston and a seal, which is in sliding cooperation with the hub body and the clutch shaft seal to form a pressure oil chamber.

Furthermore, a pressure oil channel and a lubricating oil channel are provided in the clutch shaft.

Furthermore, a total throttle hole, a valve body oil passage and a solenoid valve mounting hole are provided on the valve body;

Wherein, the valve body oil passage is connected to each clutch oil circuit;

The solenoid valve installation hole is used for installing the solenoid valve.

Furthermore, it also includes a combination valve, which is connected to the main throttle hole of the external valve assembly through an oil circuit.

Beneficial effects: Features of the present invention: 1. A combined buffer of a total throttle hole of an external valve body and a disc spring group is adopted. The total throttle hole reduces the oil pressure in the oil circuit, and the disc spring group pushes the friction plate assembly to be pressed smoothly, taking into account the buffering effect of the clutch hydraulic system and the mechanical structure, and improving the buffering effect and the smoothness of the buffering process; 2. The buffering process does not rely on the structural design of the multi-stage throttling buffer, which reduces the processing complexity and difficulty of the external solenoid valve body; the oil circuit structure of the total throttle hole is adopted instead of the multi-stage throttle hole structure, which reduces the possibility of blockage caused by a small aperture and reduces the occurrence rate of failures; the difficulty in troubleshooting caused by an excessive number of throttle holes is avoided, the accuracy of troubleshooting is improved, and the maintenance time is shortened; 3. The present invention adopts a disc spring assembly as a clutch mechanical buffer structure, which not only avoids the problem of poor buffering effect of a single disc spring structure, but also avoids the problem of an excessively large clutch space structure caused by an excessive number of disc springs.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a schematic structural diagram of a shift buffer mechanism in the present invention;

FIG2 is a schematic structural diagram of an external valve assembly in the present invention;

FIG3 is a side view of the external valve assembly of the present invention;

FIG4 is a schematic diagram of the assembly structure of the clutch in the present invention;

In the figure, 1. Shift buffer mechanism; 2. External valve assembly; 3. Two-position four-way solenoid valve assembly; 4. Two-position five-way Solenoid valve assembly; 5. Valve body; 6. Combination valve; 7. Clutch assembly; 8. First clutch; 9. Second clutch; 10. Third clutch; 11. Clutch shaft; 12. Sealing ring; 13. First bearing; 14. Second bearing; 15. Third bearing; 16. Hub gear; 17. Outer retaining ring; 18. Inner retaining ring; 19. Gland; 20. Spring seat; 21. Return spring; 22. Friction plate assembly; 23. Disc spring assembly; 24. Piston assembly; 25. Fourth bearing; 26. Hub; 27. Fixed gear; 30. Valve oil passage; 31. Main throttle hole; 32. Lubricating oil passage; 33. Pressure oil passage; 221. Active friction plate; 222. Driven friction plate.

Detailed ways

The present invention is further described below in conjunction with the accompanying drawings and specific embodiments.

As shown in the figure, a gearbox shift buffer mechanism of the present invention comprises a gear shift buffer mechanism 1, wherein the gear shift buffer mechanism 1 has an external valve assembly 2 of a total throttle hole and a clutch assembly 7 with a disc spring assembly;

The external valve assembly 2 includes a valve body 5 and a solenoid valve assembly;

The clutch assembly 7 includes a clutch shaft 11, a piston assembly 24, a hub body 26, a fixed gear 27, a hub body gear 16, a return spring 21, a friction plate assembly 22 and a disc spring assembly 23;

The valve body 5 of the external valve assembly 2 is provided with an oil circuit which is connected to the clutch oil circuit, and the engagement and disengagement of the clutch assembly 7 are controlled by controlling the on and off of the oil circuit;

The piston assembly 24, the hub body 26, the hub body gear 16, the return spring 21, the friction plate assembly 22, and the disc spring assembly 23 are all sleeved on the clutch shaft 11, and the hub body 26 is fixed to the clutch shaft 11;

The piston assembly 24, the friction plate assembly 22, and the disc spring assembly 23 can move axially with the clutch shaft 11;

The hub gear 16 is rotatable relative to the clutch shaft 11 .

Furthermore, the valve body 5 is processed with a total throttle hole 31, a gear oil circuit and a solenoid valve mounting hole.

The total throttle hole 31 reduces the oil pressure of the solenoid valve oil circuit to achieve the buffer function of the hydraulic system;

The gear oil circuit is connected to the clutch oil circuit to achieve hydraulic control of the clutch;

The solenoid valve installation hole is used for installing the solenoid valve.

Furthermore, the solenoid valve assembly includes a two-position four-way solenoid valve assembly 3 and two two-position five-way solenoid valve assemblies 4;

The two-position five-way solenoid valve assembly 4 is arranged between the two two-position four-way solenoid valve assemblies 3 and is used to control the opening and closing of the oil circuit to realize the shifting function of the clutch.

Furthermore, a pressure oil passage 33 and a lubricating oil passage 32 are machined in the clutch shaft 11 . The pressure oil passage 33 is used to transmit pressure oil, and the lubricating oil passage 32 is used for lubrication and heat dissipation.

Furthermore, the piston assembly 24 includes a piston and a seal, which is sealed and slidably matched with the hub body 26 and the clutch shaft 11 to form a pressure oil chamber; the pressure oil chamber is connected to the pressure oil channel 33.

Furthermore, the hub body 26 is used to wrap the clutch assembly on the shaft; the fixed gear 27 is used to communicate with the rest The hub gear 27 on the clutch is engaged and disengaged to achieve power transmission and interruption; the hub 26, the clutch shaft 11 and the fixed gear 27 are fixedly matched.

Furthermore, the return spring 21 is sleeved on the clutch shaft 11 and abuts against the piston assembly 24 to achieve the return of the piston assembly 24 when the pressure oil is cut off.

Furthermore, the friction plate assembly 22 includes an active friction plate 221 and a driven friction plate 222, which are used to fit together under the action of pressure oil to achieve power transmission.

Furthermore, the disc spring assembly 23 includes a disc spring and a disc spring seat, which is located between the piston assembly 24 and the friction plate assembly 22, and has a mechanical buffering effect. Its structure matches the hydraulic system oil pressure and clutch structural parameters.

The gearbox shift buffer mechanism provided by the present invention has the following characteristics: when the clutch is engaged, the pressure oil is released through the total throttle hole 31 of the oil circuit of the external valve assembly 2 through 33, and enters the pressure oil channel of the clutch through the gear oil circuit, pushing the piston assembly 24 to move, compressing the disc spring assembly 23, and pressing the friction plate assembly 22, so that the hub gear 27 is connected to the hub body 26 to transmit and output power.

In the above process, the disc spring assembly 23 located between the piston assembly 24 and the friction plate assembly 22 is compressed to generate elastic force, so that the engagement process can be carried out smoothly, reducing the impact of the clamping process of the friction plate assembly 22, and the disc spring assembly 23 plays a role of mechanical structure buffer; when the clutch is disengaged, the pressure oil in the pressure oil channel 33 is cut off, the reset spring 21 returns to its position, pushing the piston assembly 24 to move in the opposite direction toward the friction plate assembly 22, the friction plate assembly 22 is relaxed, and the hub gear 27 is separated from the hub body 26 assembly, cutting off the power transmission, so that the clutch is disengaged quickly.

This embodiment provides a shift buffer mechanism, which is suitable for a gearbox. Referring to FIG1 , the shift buffer mechanism 1 includes an external valve assembly 2 and a clutch assembly 7;

The external valve assembly 2 is connected to each clutch of the clutch assembly 7 through the oil circuit in FIG1 , so as to realize the electro-hydraulic shift control of each clutch;

The clutch assembly 7 may be provided with three clutches, namely a first clutch 8, a second clutch 9, and a third clutch 10. The structures of the clutches are similar, and the first clutch 8 is taken as an example for description.

Specifically, as shown in FIG. 2 , the external valve assembly 2 includes two two-position four-way solenoid valve assemblies 3, one two-position five-way solenoid valve assembly 4 and a valve body 5; screws fix the two-position four-way solenoid valve assembly 3 and the two-position five-way solenoid valve assembly 4 in the solenoid valve holes corresponding to the valve body 5 through lower gaskets; the two-position five-way solenoid valve assembly 4 is located between the two two-position four-way solenoid valve assemblies 3, and this position layout can meet the requirements of the simplicity of the hydraulic oil circuit layout of each gear position and reduce the difficulty of oil circuit processing;

The valve body 5 is drilled with a hydraulic oil circuit and a total throttle hole 33 as shown in FIG1 . The hydraulic oil circuit controls the engagement and disengagement of the clutch through the switch of the solenoid valve, thereby realizing the shifting function; the total throttle hole 31 is used for flow regulation and plays a role in buffering and reducing pressure.

Specifically, as shown in FIG. 3 , the second clutch 9 includes a clutch shaft 11 , a sealing ring 12 , a first bearing 13 , The second bearing 14, the third bearing 15, the hub gear 16, the outer retaining ring 17, the inner retaining ring 18, the gland 19, the spring seat 20, the return spring 21, the friction plate assembly 22, the disc spring assembly 23, the piston assembly 24, the fourth bearing 25, the hub 26, and the fixed gear 27;

The friction plate assembly 22 includes a plurality of active friction plates 221 and a plurality of driven friction plates 222;

The clutch shaft 11 is provided with a piston assembly 24, a disc spring assembly 23, a friction plate assembly 22, and a hub gear 301 in sequence, which play the role of transmitting power and torque;

A pressure oil passage 33 is provided in the clutch shaft 11 for introducing pressure oil to push the piston assembly 24 to move axially, so that the piston assembly 24, the disc spring assembly 23 and the friction plate assembly 22 abut against each other, and the hub gear 16 engages with the hub body 26 through the friction plate assembly 22 to complete the power transmission; when separating, the pressure oil in the pressure oil passage 33 is cut off, and under the action of the return spring 21 and the disc spring assembly 23, the piston assembly 24 quickly returns to its position, the active friction plate 221 and the driven friction plate 222 of the friction plate assembly 22 are disengaged, the hub gear 16 does not engage to transmit power, and the clutch is separated.

Compared with the prior art, the buffering mode is changed from the original graded throttle hydraulic system buffering to a combined buffering mode of the total throttle 33 hydraulic system pressure reduction buffering and the disc spring assembly 23 mechanical buffering, so that the friction plate assembly 22 can be pressed smoothly and quickly, which can improve the buffering effect when the clutch is engaged, reduce the impact force of the clutch engagement, and improve the stability of the gear shift. When the clutch is disengaged, the return spring 21 and the disc spring assembly 23 work together to make the piston assembly 24 return quickly, and the clutch is disengaged quickly and thoroughly to avoid gear interference.

The working process of the gearbox shift buffer mechanism of this embodiment is as follows:

Taking the operation of the second clutch 9 as an example, when engaging, the pressure oil is regulated by the combination valve 6, enters from the main oil port, passes through the total throttle hole 31, and the flow rate is reduced. The aperture of the total throttle hole 31 is calculated and matched according to the clutch working parameters and working pressure. Under the buffering effect of the total throttle hole 31, the pressure oil with appropriate pressure enters the left chamber of the first two-position four-way solenoid valve assembly 3, enters the left chamber of the two-position five-way solenoid valve assembly 4 and the left chamber of the second two-position four-way solenoid valve assembly 3 through the valve body oil circuit 30, and enters the pressure oil chamber formed by the sealing and sliding cooperation of the piston assembly 24 and the hub body 26 through the pressure oil circuit 32 on the clutch shaft 11, pushing the piston assembly 24 to move toward the friction plate assembly 22, compressing the reset spring 21 and the disc spring assembly 23, and the disc spring assembly 23 pushes the active friction plate 221 and the driven friction plate 222 of the friction plate assembly 22 to clamp, and the hub body gear 16 is connected to the clutch shaft 11, so that the clutch is smoothly engaged. When the clutch is disengaged, the pressure oil in the pressure oil channel 33 is cut off, the return spring 21 and the disc spring assembly 23 return to their original positions, pushing the piston assembly 24 to move in the opposite direction toward the friction plate assembly 22, the active friction plate 221 and the driven friction plate 222 of the friction plate assembly 22 are relaxed, the hub gear 16 is separated from the clutch shaft 11, the power transmission is cut off, and the clutch is quickly disengaged.

Furthermore, sealing rings 12 are embedded on both ends of the clutch shaft 11 to ensure the sealing and dustproof of the clutch;

Furthermore, the active friction plates 221 and the driven friction plates 222 in the friction plate assembly 22 are multiple and staggered; the outer retaining ring 17 and the pressure cover 19 are provided at the end of the travel of the friction plate assembly 22, which are installed in the hub body 26 to play a role of limiting, so that the active friction plate 221 and the driven friction plate 222 can be clamped under force to ensure the stability of power engagement. Qualitative.

Furthermore, in order to realize the power transmission of the hub gear 16, the clutch is provided with a first bearing 13, a second bearing 14, a third bearing 15, and a fourth bearing 25. The first bearing 13 and the fourth bearing 25 are specifically tapered roller bearings, which are arranged on both sides of the clutch shaft 11. The second bearing 14 is specifically a thrust bearing, which is limited by the first bearing 13 and the inner retaining ring 18. The third bearing 15 is specifically a needle bearing, which is located between the two second bearings 14. The reliability of power transmission is ensured by the mutual cooperation of the bearings.

The present embodiment also provides a gearbox comprising the above-mentioned gear shift buffer mechanism, which has smooth and fast gear shifting, good gear shifting comfort and high reliability.

The above are only preferred embodiments of the present invention. The protection scope of the present invention is not limited to the above embodiments. All technical solutions under the concept of the present invention belong to the protection scope of the present invention. It should be pointed out that for ordinary technicians in this technical field, some improvements and modifications without departing from the principle of the present invention should be regarded as the protection scope of the present invention.

Claims

A gearbox shift buffer mechanism, characterized in that:

The invention comprises a shift buffer mechanism (1), wherein the shift buffer mechanism (1) comprises an external valve assembly (2) having a total throttle hole and a clutch assembly (7) with a disc spring assembly, wherein the external valve assembly (2) is connected to each clutch installed in the clutch assembly (7) through an oil circuit;

The external valve assembly (2) comprises a valve body (5) and three solenoid valve assemblies arranged on the valve body (5);

The three solenoid valve assemblies include two two-position four-way solenoid valve assemblies (3) and one two-position five-way solenoid valve assembly (4), and the two-position five-way solenoid valve assembly (4) is arranged between the two two-position four-way solenoid valve assemblies (3);

The clutch assembly (7) comprises a first clutch (8), a second clutch (9) and a third clutch (10);

The two two-position four-way solenoid valve assemblies (3) and the one two-position five-way solenoid valve assembly (4) are respectively connected to a first clutch (8), a second clutch (9) and a third clutch (10) in the clutch assembly (7) through the provided oil circuits.
The gearbox shift buffer mechanism according to claim 1 is characterized in that:

Any of the clutches described above comprises a clutch shaft (11), a sealing ring (12), a first bearing (13), a second bearing (14), a third bearing (15), a hub gear (16), an outer retaining ring (17), an inner retaining ring (18), a gland (19), a spring seat (20), a return spring (21), a friction plate assembly (22), a disc spring assembly (23), a piston assembly (24), a fourth bearing (25), a hub (26) and a fixed gear (27);

The hub body (26) and the clutch shaft (11) are welded and fixed, and are axially positioned through a stopper to form an inner cavity that encloses other components of the clutch;

The fixed gear (27) is press-fitted onto the clutch shaft (11) by interference fit, with the left side of the fixed gear (27) positioned by the hub body (26) and the right side positioned by a retaining ring installed in the clutch shaft groove;

The piston assembly (24) passes through the clutch shaft (11) and is assembled on the bottom of the inner cavity of the hub body (26);

The disc spring assembly (23) passes through the clutch shaft (11) and is assembled on the inner side of the hub body (26) and is closely attached to the left end surface of the piston assembly (24);

The return spring (21), the spring seat (20) and an inner retaining ring (18) sequentially pass through the clutch shaft (11) and are assembled on the inner side of the hub body (26);

The return spring (21) is closely attached to the left end surface of the piston assembly (24), the spring seat (20) is closely attached to the return spring (21), and the inner retaining ring (18) is embedded in the groove of the clutch shaft (11) to limit the spring seat (20);

The friction plate assembly (22) comprises a plurality of active friction plates (221) and driven friction plates (222).

The friction plate assembly (22) passes through the clutch shaft (11) in the form of a plurality of active friction plates (221) and driven friction plates (222) arranged alternately, is assembled on the inner side of the hub body (26) by means of internal and external spline meshing, and is closely attached to the left end surface of the disc spring assembly (23);

The pressure cover (19) passes through the clutch shaft (11) and is assembled on the inner side of the hub body (26) and is located on the left side of the friction plate assembly (22);

The outer retaining ring (17) is located on the left side of the gland (19) and is embedded in the hub body (26) so as to limit the axial movement of the piston assembly (24), the disc spring assembly (23), the friction plate assembly (22) and the gland (19);

The other inner retaining ring (18) is embedded in another groove of the clutch shaft (11) and is located on the left side of the groove where the spring seat (20) is limited;

The second bearing (14) passes through the clutch shaft (11), and its right side is tightly attached to the left side of the inner retaining ring (18);

The third bearing (15) and the hub gear (16) pass through the clutch shaft (11) in sequence and then are closely attached to the left side of the second bearing (14);

The third bearing (15) is located between the hub gear (16) and the clutch shaft (11);

The hub gear (16) is connected to the friction plate assembly (22) in an internal and external spline meshing manner;

The other third bearing (15) passes through the right end surface of the clutch shaft (11) and is close to the left end surface of the hub gear (16);

The first bearing (13) and the fourth bearing (25) are mounted on the shaft shoulders at both ends of the clutch shaft (11), and the sealing ring (12) is embedded in the grooves at both ends of the clutch shaft (11).
The gearbox shift buffer mechanism according to claim 1 is characterized in that:

The disc spring assembly (23) comprises a disc spring and a disc spring seat, and its structure matches the oil pressure of the hydraulic system and the structural parameters of the clutch.
The gearbox shift buffer mechanism according to claim 1 is characterized in that:

The piston assembly (24) comprises a piston and a sealing member, which is in sealing and sliding cooperation with the hub body (26) and the clutch shaft (11) to form a pressure oil chamber.
The gearbox shift buffer mechanism according to claim 1 is characterized in that:

A pressure oil passage (33) and a lubricating oil passage (32) are provided in the clutch shaft (11).
The gearbox shift buffer mechanism according to claim 1 is characterized in that:

The valve body (5) is provided with a total throttle hole (31), a valve body oil passage (30) and a solenoid valve mounting hole;

Wherein, the valve body oil passage (30) is connected to each clutch oil circuit;

The solenoid valve installation hole is used for installing the solenoid valve.
The gearbox shift buffer mechanism according to claim 6 is characterized in that:

It also includes a combined valve (6), which is connected to the main throttle hole (31) of the external valve assembly (2) through an oil circuit.