CN109163031B - AMT jackshaft braking structure - Google Patents
AMT jackshaft braking structure Download PDFInfo
- Publication number
- CN109163031B CN109163031B CN201811125622.1A CN201811125622A CN109163031B CN 109163031 B CN109163031 B CN 109163031B CN 201811125622 A CN201811125622 A CN 201811125622A CN 109163031 B CN109163031 B CN 109163031B
- Authority
- CN
- China
- Prior art keywords
- brake
- intermediate shaft
- jackshaft
- friction
- disc
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Links
- 230000005540 biological transmission Effects 0.000 claims abstract description 25
- 230000006835 compression Effects 0.000 claims abstract description 17
- 238000007906 compression Methods 0.000 claims abstract description 17
- 238000007789 sealing Methods 0.000 claims description 8
- 238000005461 lubrication Methods 0.000 claims description 7
- 210000004907 gland Anatomy 0.000 claims description 5
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 claims description 3
- 229910052802 copper Inorganic materials 0.000 claims description 3
- 239000010949 copper Substances 0.000 claims description 3
- 238000001125 extrusion Methods 0.000 claims description 2
- 230000000670 limiting effect Effects 0.000 claims description 2
- 239000010687 lubricating oil Substances 0.000 description 15
- 238000010586 diagram Methods 0.000 description 3
- 239000003921 oil Substances 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000010276 construction Methods 0.000 description 2
- 230000017525 heat dissipation Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 230000009347 mechanical transmission Effects 0.000 description 1
- 230000002035 prolonged 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
- F16D55/02—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members
- F16D55/22—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/78—Features relating to cooling
- F16D65/84—Features relating to cooling for disc brakes
- F16D65/853—Features relating to cooling for disc brakes with closed cooling system
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2121/00—Type of actuator operation force
- F16D2121/18—Electric or magnetic
- F16D2121/20—Electric or magnetic using electromagnets
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Braking Arrangements (AREA)
Abstract
The utility model provides an AMT jackshaft braking structure, include the jackshaft that extends to clutch housing front end housing by the derailleur casing, the interval is provided with a plurality of along with axle pivoted friction disc on the periphery of jackshaft extension, be provided with between the friction disc and not along with axle pivoted brake disc, the inside seal of clutch housing front end housing sets up the piston and has offered the brake gas inflow mouth on the clutch housing front end housing, the center of piston is connected with the axle center of jackshaft through compression spring, the piston overcomes compression spring's elasticity under the atmospheric pressure and promotes the one end of brake disc and combines with the friction disc, the moment of torsion that relies on the two friction to produce reduces the rotational speed of jackshaft, feedback the derailleur control unit with the rotational speed signal that gathers through jackshaft rotational speed sensor, after the jackshaft rotational speed reaches the target rotational speed scope, jackshaft braking is released and is shifted. The invention fully utilizes the internal space of the transmission shell and has the characteristics of light weight, small influence by external factors and the like.
Description
Technical Field
The invention relates to the field of gearbox machining design, in particular to an AMT intermediate shaft braking structure.
Background
The mechanical automatic gearbox (Automatic Mechanical Transmission, abbreviated as AMT) is based on the traditional manual gearbox, and the operations of clutch separation and combination, gear selection and gear shifting and the like are realized through an electric control unit.
The AMT needs to synchronize the rotating speeds of the two shafts in the main box and the intermediate shaft during gear shifting, and in the gear shifting up process, the two shafts need to be braked so as to enable the rotating speed of the intermediate shaft to reach the target rotating speed in the shortest time, and the rotating speed synchronization and gear shifting are completed. The current construction of the AMT transmission brake (Transmission Brake, TB) is generally two, one is to use a brake structure outside the transmission housing and the other is to brake the intermediate shaft at the end of the intermediate shaft in the clutch housing.
The common AMT intermediate shaft brake structure is formed by additionally arranging an independent transmission brake structure outside a gearbox shell, the structure is large in size and is arranged at the bottom of the gearbox, the working environment is severe, and faults are easily caused by the change of the external environment. In order to reduce the occurrence of faults of the whole AMT caused by the faults of the TB structure due to external factors as far as possible, an AMT intermediate shaft head braking structure arranged in a clutch housing needs to be developed, and the space in the clutch housing can be effectively utilized by additionally installing a brake on the intermediate shaft head, so that the quality of the brake is reduced, and meanwhile, the working reliability of a product is improved.
Disclosure of Invention
The invention aims to solve the problems in the prior art, and provides an AMT intermediate shaft braking structure which is characterized in that a braking disc and a friction disc are additionally arranged on a shaft head of an intermediate shaft, and the rotation speed of the intermediate shaft is reduced by means of torque generated by friction of the braking disc and the friction disc, so that gear shifting is realized.
In order to achieve the above purpose, the technical scheme adopted by the invention is as follows: the transmission comprises an intermediate shaft extending from a transmission shell to a front end cover of the clutch shell, a plurality of friction disks rotating along with the shaft are arranged on the periphery of the extending part of the intermediate shaft at intervals, a brake disk which does not rotate along with the shaft is arranged between the friction disks, a piston is arranged in the front end cover of the clutch shell in a sealing mode, a brake air inflow opening 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, one end of the brake disk is pushed by the piston to be combined with the friction disks under the action of air pressure by overcoming the elasticity of the compression spring, the rotation speed of the intermediate shaft is reduced by means of torque generated by friction of the compression spring, collected rotation speed signals are fed back to a transmission control unit through an intermediate shaft rotation speed sensor, and after the rotation speed of the intermediate shaft reaches a target rotation speed range, the intermediate shaft is braked and is shifted.
The extension part of the intermediate shaft is connected with the friction disc through involute splines matched with each other inside and outside.
Two lubricating oil holes are formed in the transmission shell and the clutch shell, lubricating oil holes in the lower portion are used for enabling lubricating oil in the transmission to enter a braking structure, and the friction disc throws the lubricating oil to the upper portion when rotating and is discharged through the lubricating oil holes in the upper portion.
The periphery of the brake disc is outwards extended to process a plurality of clamping grooves, a gland is arranged at the outer side of the brake disc relative to the extrusion direction of the friction disc, and a thrust ring is arranged at the outer side of the gland; the clamping groove is provided with a pin, one end of the pin is fixed on the front end cover of the clutch housing, the other end of the pin penetrates through the gland and is fixed on the clutch housing, and the brake disc does not rotate along with the shaft under the joint limiting action of the pin and the clutch housing.
The piston in proper order through knock pin and top cap and compression spring meet, set up the spring mounting hole on the top cap, the shoulder hole has been seted up to the tip of jackshaft, compression spring sets up between the inside hole in spring mounting hole and shoulder hole, the outside hole size and the top cap matching of shoulder hole, the top cap can be at the length within range of outside hole back and forth movement.
The brake air flow inlet is connected with the air storage tank through the air filter and the electromagnetic valve of the gearbox brake, and when the gearbox needs to be upshifted, the automatic gearbox control unit opens the electromagnetic valve of the gearbox brake, so that brake air flow enters the brake structure.
A brake airflow channel is formed in the transmission shell, and brake airflow is introduced into a brake airflow inlet through the brake airflow channel and the copper air pipe. The piston is sealed with the inner wall surface of the front end cover of the clutch housing through a K-shaped sealing ring.
Compared with the prior art, the invention has the following beneficial effects: through the one end that extension jackshaft is close to the clutch housing, the interval is provided with a plurality of along with axle pivoted friction disc on jackshaft extension's the periphery, is provided with between the friction disc and does not rotate along with the axle brake disc, and during operation is through outside air supply drive piston cylinder structure, and the piston overcomes compression spring's elasticity under the atmospheric pressure and promotes the one end of brake disc and combines with the friction disc, relies on the moment of torsion that the two friction produced to reduce the rotational speed of jackshaft, can shift after the jackshaft rotational speed reaches target rotational speed scope. Compared with the original brake structure, the invention has the characteristics of light weight, small influence by external factors and the like, and the original AMT gearbox brake structure is reduced outside the gearbox shell, so that the invention is beneficial to the arrangement and popularization of the main machine factory when matching with the AMT, and enriches the technical reserve of the AMT products.
Further, in the case of relatively small clutch housing changes, the arrangement of the structure is more demanding because the space of the intermediate shaft near one end of the clutch housing is limited, and the fact that the normal separation and combination of the clutch cannot be affected after the mechanism is used is considered. In addition, when the intermediate shaft is braked, a large amount of heat is generated by mutual friction between the friction disc and the brake disc, and if heat dissipation is not timely enough in a narrow space range, the oil temperature is possibly too high to reduce the efficiency of the friction disc, so that the requirement of reducing the rotation speed of the intermediate shaft cannot be timely met, and the gear shifting time is prolonged. Therefore, the transmission shell is provided with two lubricating oil holes, lubricating oil in the transmission enters the braking structure through the lubricating oil holes at the lower part, and the friction disc throws the lubricating oil to the upper part when rotating, and is discharged through the lubricating oil holes at the upper part, so that an independent oil pump is omitted.
Drawings
FIG. 1 is a schematic diagram of the overall construction assembly of the present invention;
FIG. 2 is a split exploded view of the overall structure of the present invention;
FIG. 3 is a schematic diagram of a retrofit of the clutch housing of the present invention;
FIG. 4 is a schematic front view of the assembled structure of the present invention;
FIG. 5 is a functional block diagram of the present invention;
in the accompanying drawings: 1-a clutch housing front end cap; 2-K type sealing ring; 3-piston; 4-ejector pins; 5-top cap; 6-friction disc; 7-a clutch housing; 8-pins; 9-thrust ring; 10-bearing; 11-an intermediate shaft; 12-compressing a spring; 13-capping; 14-a brake disc; 15-a transmission housing; 16-lubricating oil holes.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings.
Referring to fig. 1-2, the AMT intermediate shaft brake structure of the present invention comprises an intermediate shaft 11 extending from a transmission housing 15 to a front end cover 1 of a clutch housing, a plurality of friction disks 6 rotating with the shaft are arranged at intervals on the outer circumference of the extending portion of the intermediate shaft 11, and the extending portion of the intermediate shaft 11 is connected with the friction disks 6 through involute splines matched with each other internally and externally. A brake disc 14 which does not rotate along with the shaft is arranged between the friction discs 6, a piston 3 is arranged in the clutch housing front end cover 1 in a sealing way, a brake gas inflow opening is formed in the clutch housing front end cover 1, and the piston 3 is sealed with the inner wall surface of the clutch housing front end cover 1 through a K-shaped sealing ring 2. A compression spring 12 is arranged between the center of the piston 3 and the axis of the intermediate shaft 11, the piston 3 is connected with the compression spring 12 through the top pin 4 and the top cap 5 in sequence, a spring mounting hole is formed in the top cap 5, a stepped hole is formed in the end portion of the intermediate shaft 11, the compression spring 12 is arranged between the spring mounting hole and the inner hole of the stepped hole, the outer hole size of the stepped hole is matched with the top cap 5, and the top cap 5 can move back and forth within the length range of the outer hole. The piston 3 pushes one end of the brake disc 14 against the elastic force of the compression spring 12 to be combined with the friction disc 6 under the action of air pressure, and the rotation speed of the intermediate shaft 11 is reduced by virtue of the torque generated by friction of the two.
Referring to fig. 3, the position (1) in the figure is an air source access position, the position (2) in the figure is a brake structure installation position, referring to fig. 5, a brake air flow inlet is connected with a TB electromagnetic valve through an air filter to form an air storage tank, and when the gearbox needs to be upshifted, the TCU opens the TB electromagnetic valve at a proper time, so that brake air flow enters the brake structure. The transmission case 15 is provided with a brake air flow passage through which brake air flows into the brake air inlet. Because the brake is arranged in the clutch housing, the temperature is relatively high, and the plastic air pipe is easy to damage and cause faults, so that the copper air pipe is connected with the air source access position.
When gas flows into the cylinder (small space formed by the front end cover 1 of the clutch housing, 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 the brake disc 14 which does not rotate along with the shaft, and then continues to move, so that the brake disc 14 contacts with the surface of the friction disc 6, the brake disc 14 and the friction disc 6 can move in a small range along the shaft, but the brake disc 14 cannot rotate, and the friction disc 6 and the intermediate shaft 11 synchronously rotate. The brake disc 11 and the rotating friction disc 6 are pressed by the piston 3 to generate friction torque, and the intermediate shaft 11 is decelerated by the negative torque generated by the friction. The speed of the intermediate shaft is detected by an intermediate shaft speed sensor arranged on the gearbox shell, the speed is fed back to a Transmission Control Unit (TCU), and after the speed of the intermediate shaft reaches a target speed range, the brake of the intermediate shaft is released, and then gear shifting is performed. When the braking is released, the gas in the cylinder is discharged, the piston moves toward the front end by the compression spring 12, the friction force between the friction disk 6 and the brake disk 14 is released, and the brake stops operating.
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 pin 8, and fig. 4 shows the assembling position of the pin 8, and the pin 8 has the main function of preventing the brake from being released incompletely due to the fact that the friction disc 6 and the brake disc 14 are still pressed due to the fact that a brake gland is loosened when the brake is released, so that the situation that proper gear shifting time is missed due to the fact that the rotating speed of the intermediate shaft is too low is avoided. As is clear from fig. 4, the brake disc 14 is provided with a convex edge which is embedded in a concave part on the clutch housing in the overall circular shape, and the brake disc can be prevented from rotating along the axis by the cooperation of the convex edge and the pin, so that the friction between the friction disc 6 and the brake disc 14 can be normally generated when the brake is in operation, and the friction torque cannot be generated when the brake disc 14 rotates along with the friction disc 6. Because of the structural limitation of the clutch housing, the design of the brake does not add an oil pump, and adopts a mode of directly communicating with the gearbox housing for lubrication and temperature exchange. As shown in fig. 4, the clutch housing and the transmission housing are provided with two small holes, the lower Fang Xiaokong is used for entering the brake structure by the lubricating oil in the transmission, and the upper Fang Xiaokong is higher than the lubricating oil level, so that the lubricating oil is discharged from the holes when the friction disc rotates, thereby achieving the purposes of lubricating oil flow and heat dissipation.
Claims (4)
1. An AMT jackshaft braking structure, its characterized in that: the transmission comprises an intermediate shaft (11) extending from a transmission shell (15) to a front end cover (1) of the clutch shell, wherein a plurality of friction disks (6) rotating along with the shaft are arranged on the periphery of the extending part of the intermediate shaft (11) at intervals, a brake disk (14) not rotating along with the shaft is arranged between the friction disks (6), a piston (3) is arranged in the front end cover (1) of the clutch shell in a sealing manner, a brake gas inflow opening 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 disk (14) is pushed to be combined with the friction disks (6) under the action of air pressure by overcoming the elasticity of the compression spring (12), the torque generated by friction of the two friction disks reduces the rotation speed of the intermediate shaft (11), a collected rotation speed signal is fed back to a transmission control unit through an intermediate shaft rotation speed sensor, and after the rotation speed of the intermediate shaft reaches a target rotation speed range, the intermediate shaft is braked and shifts;
two lubrication oil holes (16) are formed in the transmission shell (15) and the clutch shell (7), the lubrication oil hole (16) below is used for enabling lubrication oil in the transmission to enter a braking structure, and the friction disc (6) throws the lubrication oil above when rotating and discharges the lubrication oil through the lubrication oil hole (16) above;
the outer periphery of the brake disc (14) is provided with a plurality of clamping grooves in an outward extending mode, a pressing cover (13) is arranged on the outer side of the brake disc (14) relative to the extrusion direction of the friction disc (6), and a thrust ring (9) is arranged on the outer side of the pressing cover (13); the clamping groove is provided with a pin (8), one end of the pin (8) is fixed on the front end cover (1) of the clutch housing, the other end of the pin passes through the gland (13) to be fixed on the clutch housing (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 housing (7);
the automatic gearbox control unit opens the electromagnetic valve of the gearbox brake to enable brake air flow to enter the brake structure when the gearbox needs to be upshifted;
a brake airflow channel is formed in the transmission shell (15), and brake airflow is introduced into a brake airflow inlet through the brake airflow channel and the copper air pipe.
2. The AMT intermediate shaft brake structure as claimed in claim 1, wherein: the extension part of the intermediate shaft (11) is connected with the friction disc (6) through involute splines matched with each other inside and outside.
3. The AMT intermediate shaft brake structure as claimed in claim 1, wherein: the piston (3) sequentially passes through the ejector pin (4) and the top cap (5) to be connected with the compression spring (12), a spring mounting hole is formed in the top cap (5), a stepped hole is formed in the end portion of the intermediate shaft (11), the compression spring (12) is arranged between the spring mounting hole and the inner hole of the stepped hole, the outer hole size of the stepped hole is matched with the top cap (5), and the top cap (5) can move back and forth within the length range of the outer hole.
4. The AMT intermediate shaft brake structure as claimed in claim 1, wherein: the piston (3) is sealed with the inner wall surface of the front end cover (1) of the clutch housing through a K-shaped sealing ring (2).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811125622.1A CN109163031B (en) | 2018-09-26 | 2018-09-26 | AMT jackshaft braking structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811125622.1A CN109163031B (en) | 2018-09-26 | 2018-09-26 | AMT jackshaft braking structure |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109163031A CN109163031A (en) | 2019-01-08 |
| CN109163031B true CN109163031B (en) | 2024-01-02 |
Family
ID=64892636
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811125622.1A Active CN109163031B (en) | 2018-09-26 | 2018-09-26 | AMT jackshaft braking structure |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN109163031B (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110439942A (en) * | 2019-07-11 | 2019-11-12 | 东风商用车有限公司 | A kind of resetting structure of intermediate shaft brake |
| CN110513408A (en) * | 2019-08-28 | 2019-11-29 | 广州市新域动力技术有限公司 | Automotive transmission dry-type braking device |
| CN110701260A (en) * | 2019-09-29 | 2020-01-17 | 宝鸡法士特齿轮有限责任公司 | AMT transmission assembly |
| CN111336194A (en) * | 2020-03-09 | 2020-06-26 | 安徽理工大学 | Controllable electromagnetic normally closed disc brake |
| CN112096857B (en) * | 2020-09-18 | 2021-10-15 | 陕西法士特齿轮有限责任公司 | High-integration-level electric control mechanical automatic transmission |
| CN112096858B (en) * | 2020-09-18 | 2022-03-29 | 陕西法士特齿轮有限责任公司 | Integrated automatically controlled mechanical type automatic gearbox |
| CN113847422B (en) * | 2021-09-18 | 2022-10-11 | 陕西法士特齿轮有限责任公司 | Torque control method and system of AMT intermediate shaft brake |
| CN117685315B (en) * | 2024-02-02 | 2024-05-10 | 浙江万里扬股份有限公司杭州分公司 | Power takeoff structure of AMT transmission supporting driving power take-off |
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| DE10020504A1 (en) * | 2000-04-26 | 2001-11-15 | Siemens Ag | Braking device for rotary drive shaft |
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| CN210087868U (en) * | 2018-09-26 | 2020-02-18 | 陕西法士特齿轮有限责任公司 | AMT jackshaft braking structure that shifts in step |
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| CN109163031A (en) | 2019-01-08 |
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