CN105848973A - Clutch device for a retarder - Google Patents
Clutch device for a retarder Download PDFInfo
- Publication number
- CN105848973A CN105848973A CN201480062930.8A CN201480062930A CN105848973A CN 105848973 A CN105848973 A CN 105848973A CN 201480062930 A CN201480062930 A CN 201480062930A CN 105848973 A CN105848973 A CN 105848973A
- Authority
- CN
- China
- Prior art keywords
- axle
- clutch
- decelerator
- clutch apparatus
- clutch element
- 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.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
- B60T1/08—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium
- B60T1/087—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium in hydrodynamic, i.e. non-positive displacement, retarders
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T10/00—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope
- B60T10/02—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope with hydrodynamic brake
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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
- F16D11/00—Clutches in which the members have interengaging parts
- F16D11/14—Clutches in which the members have interengaging parts with clutching members movable only axially
-
- 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
- F16D25/00—Fluid-actuated clutches
- F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
- F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
- F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
- F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
- F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
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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
- F16D57/00—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders
-
- 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
- F16D57/00—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders
- F16D57/04—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders with blades causing a directed flow, e.g. Föttinger type
-
- 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
- F16D67/00—Combinations of couplings and brakes; Combinations of clutches and brakes
- F16D67/02—Clutch-brake combinations
- F16D67/04—Clutch-brake combinations fluid actuated
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
- B60W10/196—Conjoint control of vehicle sub-units of different type or different function including control of braking systems acting within the driveline, e.g. retarders
-
- 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
- F16D11/00—Clutches in which the members have interengaging parts
- F16D2011/004—Clutches in which the members have interengaging parts using an internal or intermediate axially slidable sleeve, coupling both components together, whereby the intermediate sleeve is arranged internally at least with respect to one of the components
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Transportation (AREA)
- Transmission Of Braking Force In Braking Systems (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Tires In General (AREA)
Abstract
The invention pertains to a clutch device (4) for a retarder (2), comprising a first shaft (18) which is connected to a rotor (20) of the retarder (2), a second shaft (22) which is arranged to engage with a driving source (1 ), and a first clutch element (54) arranged between the first and second shafts (18, 22). A second clutch element (56) is arranged between the second shaft (22) and the first clutch element (54). The invention also pertains to a vehicle, comprising such a clutch device and a method for the connection of a retarder.
Description
Technical field
The present invention relates to a kind of clutch device for decelerator of preamble according to claim 1
Put, a kind of vehicle including described clutch apparatus of preamble according to claim 17, and
A kind of method for connection reducer of preamble according to claim 18.
Background technology
Decelerator is used for braking driving source, such as vehicle.Decelerator is generally made up of auxiliary brake,
Described auxiliary brake compensates the wheel brake of vehicle.Thus, the excessive wear of wheel brake is kept away
Exempt from.Decelerator is connected to gear-box or the power transmission shaft of vehicle via variator.In order to reduce energy loss
And thus reduce the fuel consumption of vehicle, variator and decelerator and disengage at decelerator and need not make
Disconnect with gear-box or power transmission shaft during motor-car.Reducer shaft keeps quiet when decelerator does not starts
Stop or the most static.
The rotor of decelerator and stator form annular surface, and described annular surface obtains from subtracting in expectation
Speed device braking effect time must be as early as possible with fluid filled.If being used for making decelerator and gear-box or biography
The clutch apparatus that moving axis is connected and disconnected from connecting includes the synchronizer with synchronous ring, then variator
With gear-box or power transmission shaft be connected and disconnected from be connected the most difficult, because the annular surface of decelerator
Comprising the water of specified quantitative, cause referred to as residual moment can not ignore moment.In other words, remnants are needed
Moment is to keep decelerator to rotate owing to remaining in certain quantity of fluid therein.Including by adding
Fast rotating speed and during slipping into the whole linker synchronizing and locking subsequently, synchronizer must cope with
Force down speed discrepancy, although residual moment can be left.If speed discrepancy becomes excessive, then synchronizer can
Can be impaired.In order to solve this problem, synchronizer can be sized to tackle described residual moment,
Its result is to use another type of synchronization.
Document DE 1600243A1 illustrates a kind of decelerator for vehicle, and wherein stator can a side
Face is connected with lamella clutch, and is on the other hand connected with form-lock formula clutch.Work as decelerator
Time not actuated, rotor and stator will rotate.In order to start decelerator when braking, stator must
Locking bit must be arrived to static and braking by means of lamella clutch and form-lock formula clutch brake
Put.
Document WO 2013083322A1 relates to a kind of for motor vehicle drive train, including for connecting
Two clutches of decelerator.
Document DE 10305239A1 relate to a kind of for can the driving means of interconnection system decelerator, it is joined
Have synchronous mode clutch and jaw clutch.
Document WO 2004048167A1 illustrates a kind of decelerator for vehicle, wherein stator by
In lamella clutch and form-lock formula clutch brake to static and latched position.
Document US3777860A illustrates a kind of decelerator for vehicle, and it has rotor and stator,
Its rotor is mounted to utilize clutch apparatus to be connected and disconnected from being connected with the drive shaft of vehicle, described from
Clutch device depends on that the startup of vehicle brake automatically controls.
Summary of the invention
Although prior art exists solution, but need nonetheless remain for developing one further for subtracting
The clutch apparatus of speed device, it will not hinder driving source significantly when disengaging, also have low weight also
And engage when decelerator applies braking effect on driving source.
It is a further object to provide a kind of clutch apparatus for decelerator, it is disengaging
Time on driving source, apply substantially zero braking moment.
It is a further object to provide a kind of clutch apparatus for decelerator, it reduces car
Fuel consumption.
It is a further object to provide a kind of clutch apparatus for decelerator, described clutch
Device device includes the compact control element with a small amount of interaction parts.
Another object of the present invention thus be to provide a kind of clutch apparatus, for it has decelerator
The life and reliability of increase.
These purposes utilize the decelerator in beginning stated type to realize, and described decelerator is by patent right
Profit requires that in 1, the feature of regulation limits.
Described clutch apparatus by low abrasion, this cause clutch apparatus increase service life and
Reliability.Clutch apparatus means that decelerator applies substantially zero in disengaged condition on driving source
Braking moment, this thus reduce the fuel consumption of vehicle.It is compact owing to controlling element and includes
A small amount of parts, therefore complexity and the weight of clutch apparatus will be less, and this reduces the fuel of vehicle
Consume and increase the reliability of clutch apparatus.Two clutch elements interact and each other in
Integrally and engage with common power source, it means that only need between power source and clutch apparatus
Want a means of communication.
The purpose above specified also utilize be mentioned above type vehicle realize, described vehicle by
In Patent right requirement 17, the feature of regulation limits.Decelerator applies substantially zero moment on vehicle,
Thus to reduce fuel consumption.Decelerator is connected and disconnected from via the in check of clutch apparatus
Connect service life and the reliability increase also meaning that described decelerator.
Purpose above also utilizes and realizes for the method being connected to start the decelerator of stated type,
Described method is limited by the feature of regulation in Patent right requirement 18.
Other advantages of present invention detailed description of the invention below illustrates.
Accompanying drawing explanation
It is hereafter the description referring to the drawings of the embodiment as the preferred embodiment of the present invention, wherein:
Fig. 1 illustrate the schematic side elevation of vehicle, described vehicle have according to the present invention for slowing down
The clutch apparatus of device,
Fig. 2 illustrates cuing open of the first embodiment of the clutch apparatus for decelerator according to the present invention
View, described clutch apparatus is in the state of disconnecting,
Fig. 3 illustrates cuing open of the first embodiment of the clutch apparatus for decelerator according to the present invention
View, described clutch apparatus is in connection status,
Fig. 4 illustrates the flow chart of the method for connection reducer according to the present invention, and
Fig. 5 illustrates the chart of different pressures rank.
Detailed description of the invention
Fig. 1 illustrates the schematic side elevation of vehicle 1, described vehicle 1 equipped with decelerator 2, described in subtract
Speed device is connected with the clutch apparatus 4 according to the present invention and disconnects.Vehicle 1 is further equipped with tooth
Roller box 6, described gear-box is connected to combustion engine 8, and described combustion engine is via gear-box 6 He
Power transmission shaft 12 drives the driving wheel 10 of vehicle 1.Driving wheel 10 is equipped with wheel brake 11.Control dress
Put 16 to be arranged to control decelerator 2.Decelerator 2 includes rotatable first axle 18, described first axle
Equipped with the first speed probe 9 to detect the speed of the first axle 18.Speed probe 9 is connected to control
Device 16 processed.
Fig. 2 illustrates the clutch apparatus 4 for decelerator 2 according to an embodiment of the invention
Sectional view, described clutch apparatus is in the state of disconnecting.First axle 18 turns with decelerator 2
Son 20 connects, and the second axle 22 is arranged to engage with driving source.According to the enforcement shown in Fig. 2
Mode, drives source to constitute vehicle 1, and wherein decelerator 2 performs via gear-box 6 with the connection of vehicle 1.
In fig. 2, gear-box 6 schematically shows.Second axle 22 is equipped with being used for and being arranged on gear-box
The teeth portion 24 that variator 26 at 6 engages, described variator includes output shaft 30 and gear-box 6
Cogwheel 28 between second axle 22.Variator 26 can be arranged in gear-box 6.At gear-box
Output shaft 30 on be additionally provided with power transmission shaft 12.Cogwheel 28 is it is meant that the output shaft 30 of gear-box
The second axle 22 is always driven when power transmission shaft 12 rotates.Preferably, 3:1 is realized by variator 26
Gear ratio, but other gear ratios are also possible, such as 1:1.Second speed probe 31 sets
Put at the second axle 22, or be arranged on cogwheel 28, in order to measure the second axle 22 or cogwheel 28
Speed.Second speed probe 31 is in a suitable manner connected to control device 16 (Fig. 1).
First axle 18 is preferably by bearing 36 and is arranged in gearbox-case 38, and is arranged on and subtracts
In speed device shell 40.First axle 18 is provided with rotor 20, described rotor in connection status with
The speed being directly proportional to the speed of the output shaft 30 of gear-box 6 rotates.Stator 42 is connected to decelerator
Shell 40 and therefore will not rotating.
The hollow space that rotor 20 and stator 42 Combining with terrain circularize, referred to as annular surface 44, institute
State hollow space when decelerator 2 performs braking moment on the output shaft 30 of gear-box 6 with fluid 46
(such as water) is filled by opening 47, in order to abrupt deceleration vehicle 1 thus reduce the speed of vehicle 1.System
Dynamic effect occurs, because rotor 20 and stator pairs setting system have blade or shovel portion 48, rotates at rotor 20
Time produce fluid flowing in annular surface 44.The flowing of fluid and rotor 20 and the shovel of stator 42
Portion 48 interacts and produces counteracting force, and described counteracting force forms braking effect.Rotor 20
Rotating speed is the highest, and the Fluid Volume in annular surface 44 is the biggest, then counteracting force is the biggest, thus moment becomes
The biggest.Need not be in the case of abrupt deceleration vehicle 1 at decelerator 2, fluid 46 is discharged by annular surface 44,
Described fluid is replaced by vapor portion, it is meant that the shovel portion 48 of rotor 20 and stator 42 will be main
Flow of vapor is produced in annular surface 44.Flow of vapor cause on the first axle 18 less desirable instead
Active force, described counteracting force produces braking moment on the output shaft 30 of gear-box 6.From deceleration
The braking moment of device 2 means that the fuel consumption of vehicle 1 applies power at the combustion engine 8 of vehicle 1
Increase during square.Friction from the bearing of the first axle 18 sends counteracting force, it means that the combustion of increase
Material consumes.For this reason, the first axle 18 can be when decelerator 2 is not used in abrupt deceleration vehicle 1 from gear
The output shaft 30 of case 6 disconnects.The fuel consumption of vehicle 1 is such that it is able to reduce.Make annular surface
44 fill and discharge fluid 46 completes via fluid circuit.
Annular surface 44 must be as early as possible with fluid 46 when expectation obtains the braking effect from decelerator 2
Fill.The most slowly fill and mean to lack the braking effect from decelerator 2, cause excessively using
The wheel brake of vehicle 1, described take turns brake and will be exposed to unnecessary abrasion.
Clutch apparatus 4 according to the present invention means the first axle 18 and thus decelerator 2 can be from
Gear-box 6 disconnects, it is meant that decelerator 2 does not has on vehicle 1 when decelerator 2 disengages
Braking effect.When decelerator 2 is to be joined, decelerator 2 must be with rapid and efficient mode and tooth
Roller box 6 output shaft 30 is mechanically connected.In order to realize this point, the first and second clutch elements 54,
56 are arranged on first and second axle 18, between 22.First clutch element 54 is by the friction of plate type
Clutch forms, and second clutch element 56 is by the form-lock formula clutch of jaw clutch type
Device forms.
First clutch element 54 include can on the first axle the inner sleeve 57 of movement, described inside
Sleeve pipe is non-rotatably locked with the first axle by the first spline 59.Inner sleeve 57 is arranged in axle
It is connected and disconnected from first clutch element 54 connecting during movement.
Second clutch device 56 includes the sleeve pipe 58 that can move axially, and described sleeve pipe is equipped with being suitable to
The teeth portion 60 of teeth portion 62 engagement corresponding with on the support 61 of the second axle 22.Second axle 22 and
One axle 18 is coaxially arranged, and the second axle 22 is preferably by rolling bearing 63 and is arranged on the first axle
On 18.The outer sleeve 58 that can move axially can move axially on inner sleeve 57, and
Non-rotatably locked with inner sleeve 57 by the second spline 67.
When decelerator 2 is to be joined so that during abrupt deceleration vehicle 1, clutch apparatus 4 thus engage so that
First axle 18 is connected with the second axle 22 via first clutch element 54.Owing to the second axle 22 is from one
Starting just rotation and the first axle 18 and keep static, therefore first clutch element 54 will make first
Axle 18 rotates.According to embodiment, first clutch element 54 is lamella clutch, and it is by rubbing
Wipe and connect the first and second axles 18,22.But, lamella clutch can not be delivered in decelerator 2 and treat
The braking moment occurred during abrupt deceleration vehicle 1.For this reason, will by form-lock formula clutch (such as
Jaw clutch) the second clutch element 56 that forms connects.Second clutch element 56 size sets
Determine into and can transmit the big braking moment applied by decelerator 2.
Fig. 3 illustrates the sectional view of the clutch apparatus 4 for decelerator 2 according to the present invention, described
Clutch apparatus is in connection status.Outer sleeve 58 along towards the direction of support 61 in internal sleeve
On pipe mobile so that the teeth portion 60,62 being formed on outer sleeve 58 and support 61 be engaged with each other,
Result is outer sleeve 58 and support 61 connects the first and second axles 18,22 in a form-locking manner.
As shown in figs 2 and 3, the first axle 18 is equipped with the first and second centre bores 64,66.
Lubricant is directed to bearing 63 and is directed to clutch apparatus 4 by the first hole 64, is used for reducing friction,
Lubrication and cooling purpose.Second hole 66 guides the forced air from dynamical element 91, and enters one
Step guides described forced air by pressurized air passage 70, in order to control clutch apparatus 4, described
Dynamical element is preferably forced air compressor.Inner sleeve 57 is equipped with first piston part 72
And outer sleeve 58 is equipped with the second piston portion 74.First and second piston portions 72,74 are
Circular and be designed to, respectively in the first and second cylindrical portions 76, axially move in 78, described
First and second cylindrical portions are circular and are arranged on the first axle 18.Cylindrical portions 76,78
Form-lock part 90 can be utilized non-rotatably to lock relative to axle.Forced air is via forced air
Passage 70 is directed to corresponding first and second cylindrical portions 76,78, in order to mobile first and second live
Plug portion 72,74.First cylindrical portions 76 has than the second circle with the connection of pressurized air passage 70
Cylinder part 78 surface less with the connection of pressurized air passage 70.Therefore, the first cylindrical portions 76
Connection with pressurized air passage 70 will function similarly to the effect of valve 79, it is meant that cylindrical portion
Divide the air flowing between 76 and pressurized air passage 70 and pressure isostatic lag.
First back-moving spring 80 is arranged between the first axle 18 and inner sleeve 57.First back-moving spring
80 make every effort to make inner sleeve 57 return to make inner sleeve 57 not engage with first clutch element 54
Position.Second back-moving spring 82 is arranged between the first axle 18 and outer sleeve 58.Second reset bullet
Spring 82 makes every effort to make outer sleeve 58 return to make outer sleeve 58 not connect with second clutch element 56
The position closed.
First clutch element 54 is arranged to make first group of plate 84 be arranged on the first axle 18, and makes
Second group of plate 86 is arranged on support 61.When inner sleeve 57 is along towards plate 84, the axis of orientation of 86
When moving to ground, being compressed by these plates, so that first and second group plate 84, the friction between 86 causes
At first and second axle 18, the moment of reaction occurs between 22.The moment of reaction means the first axle 18
Will be pulled by the second axle 22, so that the second axle 22 drives the first axle 18.
When decelerator 2 is to be joined so that during abrupt deceleration vehicle 1, clutch apparatus 4 thus engage so that
First axle 18 is connected with the second axle 22 via first clutch element 54.Due to originally, the second axle 22
Rotating and the first axle 18 keeps static, therefore first clutch element 54 will make the first axle 18 revolve
Turn.Forced air is applied to clutch element from the valve 88 or switch being connected to the first dynamical element 91
54.The valve 88 or the switch that are connected to the dynamical element 91 in forced air compressor form are filled by control
Put 16 controls (Fig. 1).Owing to first clutch element 54 is lamella clutch, therefore it can not
The braking moment occurred when being delivered in decelerator 2 vehicle 1 to be braked.Its reason is, chip clutch
Device is the least, and if described lamella clutch being sized to transmit whole braking moment, then institute
State lamella clutch will be necessarily large and bulky very much.For this reason, second clutch element 56 is the first He
Second axle 18,22 connects when having arrived substantially the same rotating speed.Second clutch element 56 size
It is set to and can be delivered in annular surface with the big braking moment applied by decelerator 2 during fluid filled.
By arranging the described work that the first back-moving spring 80, piston portion 72 and air pressure act on
The region of plug portion, and arrange what back-moving spring 82, piston portion 74 and air pressure acted on
The region of described piston portion, the spring force of the 80 of the first back-moving spring will be by from empty with in pressurization
Valve 88 or the air pressure of switch that the dynamical element 64 of gas compressor form connects overcome, described sky
Atmospheric pressure is less than the spring force of the second back-moving spring 82.In other words, ratio is needed to overcome the first back-moving spring
The higher air pressure of air pressure needed for the spring force of 80 is to overcome the bullet of the second back-moving spring 82
Spring force.
When clutch apparatus 4 connects at first time point t1, forced air is with the first pressure rank
P1 is supplied by pressurized air passage 70, and described forced air impacts the first and second pistons with the first power
Part 72, both 74.First pressure rank p1 is suitable to make the spring force of the first back-moving spring 80 be able to
Overcome, but the spring force of the second back-moving spring 82 is not overcome.Thus, first piston part 72
Will move and compress along the axial direction towards first clutch element 54 with inner sleeve 57
One second plate 84,86, so that first clutch element 54 engages.At the same time, outer cover
Pipe 58 is not by air pressure axially displacement.When first clutch element 54 engages, the first axle 18
Will be pulled by the rotation of the second axle 22.By utilizing the first and second speed probes 9,31 to measure
The rotation of the first and second axles 18,22, it may be determined that when the first axle 18 arrives and the second axle 22 phase
Same or substantially the same rotating speed.When the first axle 18 has arrived or substantially phase identical with the second axle 22
With rotating speed time, air pressure increases to the second pressure rank by valve 88 at the second time point t2
P2, so that outer sleeve 58 overcomes the spring force of the second back-moving spring 82 by the second power.Thus,
Outer sleeve 58 will be via the forced air acted on the second piston portion 74 along towards support 61
Direction is axially moved.When outer sleeve 58 arrives support 61, the teeth portion 60 of outer sleeve 58
Will the teeth portion 62 corresponding with support 61 engage.
When second clutch element 56 connects, the annular surface 44 of decelerator 2 is filled with fluid 46,
This means that decelerator 2 will apply braking maneuver, as described hereinbefore on vehicle 1.
According to above, decelerator 2 is described as being arranged in vehicle 1, in order to abrupt deceleration vehicle 1, it is also possible to
Use the decelerator 2 according to the present invention for other application scenarios.According to above, vehicle 1, combustion are sent out
Motivation 8, gear-box 6 or power transmission shaft 12 may be constructed driving source, and described driving source is directly or indirectly
Be connected to decelerator 2.But, other driving sources can also be connected to decelerator 2.
If the teeth portion of outer sleeve 58 and support 61 60,62 eventually arrives at the teeth portion making support 61
62 prevent outer sleeve 58 from moving axially and thus prevent teeth portion 60 and the support of outer sleeve 58
61 teeth portion 62 engagement position, the most described teeth portion will when annular surface 44 is with fluid filled with
It is engaged with each other, because the big braking moment from decelerator 2 will overcome in first clutch element 54
Frictional force and make the first and second plates 84,86 relative to each other reverse.When the second axle 22 is relative
When the first axle 18 reverses, support 61 will reverse relative to outer sleeve 58, and result is support 61
Teeth portion 62 no longer prevent outer sleeve 58 from moving axially so that outer sleeve 58 teeth portion 60 will
Can engage with the teeth portion 62 of support 61.In order in locking moment not at first clutch element 54
Locking second clutch element 56 in the case of middle increase is too many, valve 79 may be inserted into air pressure and leads to
Between road 70 and the first cylindrical portions 76.The increase of air pressure is next in the first cylindrical portions 76
In postpone relative to the second cylindrical portions 78.If the insertion of valve 79 is it is meant that teeth portion 60 and 62
Facing with each other and the synchronization of axle 22 and 18, then the second axle 22 can be in the brake force of decelerator
Square more easily reverses relative to the first axle 18 when increasing, and the teeth portion 60 of therefore outer sleeve 58
Can be easier to the teeth portion 62 of support 61 and more quickly engage.The insertion of valve 79 it is meant that
If the rotating speed of axle 22 and 18 is asynchronous or near-synchronous, then the rotating speed of axle 18 is in second clutch unit
Part 56 can not increase before engaging with the teeth portion 62 of support 61 too much.This must arrive controlled turning
Speed difference is to be favourable in the case of making second clutch element 56 engage with the teeth portion 62 of support 61.
When decelerator 2 disconnects, annular surface 44 empties fluid, and air pressure fall subsequently
It is low to the first pressure rank p1, so that the spring force of the second back-moving spring 82 is no longer by air pressure gram
Clothes.Thus, the second back-moving spring 82 will make the teeth portion 60 of outer sleeve 58 remove itself and support 61
The engagement of teeth portion 62.Valve 88 cuts out subsequently, so that decrease in air pressure is to atmospheric pressure, then
The spring force of the first back-moving spring 80 is no longer overcome by air pressure.Thus, the first back-moving spring 80
Inner sleeve 57 will be made to move at plate 84,86 1 segment distance of first clutch element 54,
So that first clutch element 54 disconnects and makes the first axle 18 no longer to be driven by the second axle 22.
Thus, the first axle 18 will not rotate any more or will very slowly rotate, and this causes the first axle 18 to exist
Impact on second axle 22 becomes bottom line.Replace reducing in two steps air pressure,
Air pressure can be reduced to atmospheric pressure continuously from the second pressure rank p2.
A kind of method for connection reducer 2 will be explained by means of Figure 4 and 5.Stream in Fig. 4
Journey illustrates in first step a), the first air pressure the first power realized is applied to the first clutch
Device element 54, so that the second axle 22 promotes the first axle 18 with the speed substantially the same with the second axle 22
Rotate.In second step b), by second realized more than the second air pressure of the first air pressure
Power is applied to second clutch element 56 so that the first and second axles 18,22 be connected to each other.?
In three step c), decelerator 2 is by being supplied to fluid 46 in the annular surface 44 of decelerator 20
And start.
Figure in Fig. 5 represent the first power in step a) how at time point t1 to be in first
The forced air of forced air rank p1 produces, and how the second power in step b) is at time point
T2 sentences the forced air generation being in the second forced air rank p2, and forced air rank p2 is more than
Forced air rank p1.
The parts hereinbefore specified can be in the Bu Tong reality of defined in the framework of the present invention with feature
Execute and combine between mode.
Claims (19)
1. for the clutch apparatus of decelerator (2), including:
First axle (18), it is connected with the rotor (20) of decelerator (2)；
Second axle (22), it is arranged to engage with driving source (1)；And
First clutch element (54), it is arranged between first and second axle (18,22)；
It is characterized in that, second clutch element (56) is arranged between the second axle (22) and first clutch element (54).
Clutch apparatus the most according to claim 1, it is characterised in that first clutch element (54) and second clutch element (56) is integral with one another and is started by common power source (91).
Clutch apparatus the most according to claim 1 and 2, it is characterised in that first clutch element (54) is friction clutch.
Clutch apparatus the most according to claim 3, it is characterised in that friction clutch is lamella clutch.
5. according at the clutch apparatus according to any one of front claim, it is characterised in that second clutch element (56) is form-lock formula clutch.
Clutch apparatus the most according to claim 5, it is characterised in that form-lock formula clutch is jaw clutch.
7. according at the clutch apparatus according to any one of front claim, it is characterized in that, first clutch element (54) includes the inner sleeve (57) that can move axially on the first axle (18), and described inner sleeve is non-rotatably locked with the first axle (18) by the first spline (59).
8. according at the clutch apparatus according to any one of front claim, it is characterized in that, second clutch element (56) includes the sleeve pipe (58) that can move axially, the teeth portion (60) that described sleeve pipe engages equipped with the corresponding teeth portion (62) be suitable to be arranged on support (61), described support is arranged on the second axle (22).
Clutch apparatus the most according to claim 8, it is characterized in that, outer sleeve (58) can move axially on inner sleeve (57), described outwardly and inwardly sleeve pipe (58,57) is passed through the second spline (67) and is the most non-rotatably locked.
10. according at the clutch apparatus according to any one of front claim, it is characterised in that the second axle (22) is equipped with the teeth portion (24) for engaging with the cogwheel (28) being arranged in driving source (1).
11. according at the clutch apparatus according to any one of front claim, it is characterized in that, inner sleeve (57) is equipped with first piston part (72), and outer sleeve (58) is equipped with the second piston portion (74), described piston portion (72,74) it is arranged to interact with corresponding first and second cylindrical portions (76,78).
12. clutch apparatus according to claim 11, it is characterized in that, valve (79) be arranged on the first cylindrical portions (76) and with the first and second cylindrical portions (76,78) between the pressurized air passage (70) connected, in order to realize the predetermined pressure between the first cylindrical portions (76) with pressurized air passage (70) Jun Heng.
13. according at the clutch apparatus according to any one of front claim, it is characterized in that, first back-moving spring (80) is arranged between the first axle (18) and inner sleeve (57), and second back-moving spring (82) be arranged between the first axle (18) and outer sleeve (58), wherein the spring force of the second back-moving spring (82) is arranged to need the piston portion (72) of Billy's back-moving spring to overcome from the bigger air pressure of the air pressure needed for the spring force of back-moving spring (80) to overcome the spring force of back-moving spring (82) together with piston portion (74).
14. according at the clutch apparatus according to any one of front claim, it is characterised in that the second axle (22) is coaxially arranged with the first axle (18).
15. according at the clutch apparatus according to any one of front claim, it is characterised in that the second axle (22) is arranged on the first axle (18) via rolling bearing (63).
16. according at the clutch apparatus according to any one of front claim, it is characterised in that driving source is the combustion engine in vehicle (1).
17. vehicles (1), it is characterised in that include according to the clutch apparatus (4) according to any one of claim 1-16.
18. methods being used for connection reducer (2),
It is characterized in that, comprise the following steps:
A) the first power utilizing the first air pressure to realize is applied to the first clutch element (54) being arranged between the first axle (18) and the second axle (22), described first axle is connected with the rotor (20) of decelerator (2), described second axle is arranged to engage with driving source (1), so that the second axle (22) makes the first axle (18) rotate with the rotating speed substantially the same with the second axle (22)
B) the second power realized more than the second air pressure of the first air pressure will be utilized to be applied to the second clutch element (56) being arranged between the second axle (22) and first clutch element (54), so that the first and second axles (18,22) be connected to each other, and
C) decelerator (2) is made to engage by adding fluid (46) to the annular surface of decelerator (2) (44).
19. methods according to claim 18, it is characterized in that, the first power in step a) utilizes the forced air being in the first forced air rank (p1) to produce, and the second power in step b) utilizes the forced air being in the second forced air rank (p2) to produce, forced air rank (p2) is more than forced air rank (p1).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE1351360A SE538906C2 (en) | 2013-11-18 | 2013-11-18 | Retarder coupling device, vehicles including such coupling device and method for coupling a retarder |
| SE1351360-1 | 2013-11-18 | ||
| PCT/SE2014/051323 WO2015072912A1 (en) | 2013-11-18 | 2014-11-07 | Clutch device for a retarder |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN105848973A true CN105848973A (en) | 2016-08-10 |
| CN105848973B CN105848973B (en) | 2018-09-25 |
Family
ID=53057735
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201480062930.8A Active CN105848973B (en) | 2013-11-18 | 2014-11-07 | Clutch apparatus for retarder |
Country Status (4)
| Country | Link |
|---|---|
| CN (1) | CN105848973B (en) |
| DE (1) | DE112014004796B4 (en) |
| SE (1) | SE538906C2 (en) |
| WO (1) | WO2015072912A1 (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102016204454B3 (en) * | 2016-03-17 | 2017-05-24 | Gkn Stromag Aktiengesellschaft | Fluid operated clutch or brake |
| DE102016218078A1 (en) | 2016-09-21 | 2018-01-18 | Voith Patent Gmbh | Hydrodynamic machine with switching device |
| DE102018004193A1 (en) * | 2017-11-22 | 2019-05-23 | Borgwarner Inc. | multi-plate clutch |
| SE542899C2 (en) * | 2018-09-18 | 2020-08-18 | Scania Cv Ab | Retarder Arrangement and Related Devices |
| DE102018122937A1 (en) * | 2018-09-19 | 2020-03-19 | Voith Patent Gmbh | Hydrodynamic retarder with synchronization |
| CN113738793B (en) * | 2021-09-09 | 2022-02-22 | 北京裕峻汽车技术研究院有限公司 | Braking system and control method of hydraulic retarder |
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| DE1600243A1 (en) * | 1967-04-29 | 1970-04-02 | Renk Ag Zahnraeder | Hydrodynamic brake |
| JPH1120633A (en) * | 1997-07-03 | 1999-01-26 | Tochigi Fuji Ind Co Ltd | Retarder |
| DE102004017123A1 (en) * | 2004-04-07 | 2005-10-27 | Zf Friedrichshafen Ag | Switching unit for automatic gear, has actuator acting simultaneously on frictionally engaged unit and form-fitting unit to close switching unit, such that actuator increases torque in proportion to actuating pressure of pressure medium |
| DE102009001146A1 (en) * | 2009-02-25 | 2010-08-26 | Zf Friedrichshafen Ag | Drive train for motor vehicle, has combustion engine with drive shaft, and step-by-step variable-speed transmission with input shaft that is connected with drive shaft of combustion engine over friction clutch |
| CN102537119A (en) * | 2010-12-17 | 2012-07-04 | 通用汽车环球科技运作有限责任公司 | Torque transmitting assembly with dog clutch and plate clutch features |
| WO2013083322A1 (en) * | 2011-12-09 | 2013-06-13 | Voith Patent Gmbh | Motor vehicle drive train comprising a hydrodynamic retarder |
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| DE1600243U (en) | 1948-10-01 | 1950-02-02 | Josef Schulte | VESSEL WITH ELECTRIC HEATING. |
| DE1600148C3 (en) * | 1966-10-20 | 1973-10-04 | Alfred Teves Gmbh, 6000 Frankfurt | Hydrodynamic brake |
| DE2025306A1 (en) | 1970-05-23 | 1971-12-16 | Daimler Benz Ag, 7000 Stuttgart | Hydrodynamic brakes for vehicles, in particular for motor vehicles |
| WO2004048167A1 (en) | 2002-11-25 | 2004-06-10 | Voith Turbo Gmbh & Co. Kg | Starter unit and transmission unit |
| DE10305239A1 (en) * | 2003-02-08 | 2004-08-19 | Zf Friedrichshafen Ag | Drive arrangement with switchable retarder |
| DE102006031622B3 (en) * | 2006-07-06 | 2007-12-20 | Voith Turbo Gmbh & Co. Kg | Starting unit for transmission assembly of commercial vehicle, has secondary wheel indirectly connected with input of transmission, and coupling unit for selective coupling of either primary wheel or secondary wheel to input of transmission |
| DE102009001147A1 (en) * | 2009-02-25 | 2010-08-26 | Zf Friedrichshafen Ag | Drivetrain for heavy-duty commercial vehicle, has electrical machine coaxially arranged at output side of multi-step shift transmission with torque proof connection of rotor on auxiliary drive shaft of auxiliary drive |
| DE202011001886U1 (en) * | 2011-01-25 | 2012-01-27 | Josef Martin Erlach | Heavy duty clutch |
| DE102011119990B4 (en) * | 2011-12-02 | 2015-10-29 | Voith Patent Gmbh | Hydrodynamic component |
-
2013
- 2013-11-18 SE SE1351360A patent/SE538906C2/en unknown
-
2014
- 2014-11-07 DE DE112014004796.1T patent/DE112014004796B4/en active Active
- 2014-11-07 WO PCT/SE2014/051323 patent/WO2015072912A1/en active Application Filing
- 2014-11-07 CN CN201480062930.8A patent/CN105848973B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1600243A1 (en) * | 1967-04-29 | 1970-04-02 | Renk Ag Zahnraeder | Hydrodynamic brake |
| JPH1120633A (en) * | 1997-07-03 | 1999-01-26 | Tochigi Fuji Ind Co Ltd | Retarder |
| DE102004017123A1 (en) * | 2004-04-07 | 2005-10-27 | Zf Friedrichshafen Ag | Switching unit for automatic gear, has actuator acting simultaneously on frictionally engaged unit and form-fitting unit to close switching unit, such that actuator increases torque in proportion to actuating pressure of pressure medium |
| DE102009001146A1 (en) * | 2009-02-25 | 2010-08-26 | Zf Friedrichshafen Ag | Drive train for motor vehicle, has combustion engine with drive shaft, and step-by-step variable-speed transmission with input shaft that is connected with drive shaft of combustion engine over friction clutch |
| CN102537119A (en) * | 2010-12-17 | 2012-07-04 | 通用汽车环球科技运作有限责任公司 | Torque transmitting assembly with dog clutch and plate clutch features |
| WO2013083322A1 (en) * | 2011-12-09 | 2013-06-13 | Voith Patent Gmbh | Motor vehicle drive train comprising a hydrodynamic retarder |
Also Published As
| Publication number | Publication date |
|---|---|
| DE112014004796B4 (en) | 2024-02-22 |
| WO2015072912A1 (en) | 2015-05-21 |
| DE112014004796T5 (en) | 2016-07-14 |
| CN105848973B (en) | 2018-09-25 |
| SE538906C2 (en) | 2017-02-07 |
| SE1351360A1 (en) | 2015-05-19 |
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