CN108468729B

CN108468729B - Hydraulic retarder and auxiliary speed reduction system for small and medium-sized vehicles

Info

Publication number: CN108468729B
Application number: CN201810298495.9A
Authority: CN
Inventors: 韩赛
Original assignee: 郑益丽
Current assignee: Zheng Yili
Priority date: 2018-04-03
Filing date: 2018-04-03
Publication date: 2020-02-18
Anticipated expiration: 2038-04-03
Also published as: CN108468729A

Abstract

The invention discloses a hydraulic retarder for small and medium-sized vehicles, which comprises a stator and a rotor, wherein a stator cavity is arranged in the stator, at least two working oil grooves are arranged on the inner side wall of the stator cavity, the outer side wall of the rotor and the working oil grooves enclose a working oil cavity, the working oil cavity is sequentially divided into a low-pressure area and a high-pressure area along the rotation direction of the rotor, oil is arranged in the working oil cavity, the surface layer of the oil close to the rotor is adsorbed on the outer side wall of the rotor, the rotor drives the oil in the working oil cavity to flow along the circumferential direction of the rotor so that the oil pressure in the high-pressure area is larger than that in the low-pressure area, an oil supply channel communicated with the low-pressure area of each working. The invention provides a hydraulic retarder for small and medium-sized vehicles, which is small in size, is suitable for small and medium-sized vehicles, has large damping force, and can be used under the condition of a steep slope.

Description

Hydraulic retarder and auxiliary speed reduction system for small and medium-sized vehicles

Technical Field

The invention relates to the technical field of automobile brake systems, in particular to a hydraulic retarder and an auxiliary speed reducing system for small and medium-sized vehicles.

Background

The auxiliary deceleration system is one of the products of the development of a vehicle safety system, and the main application environment is that the vehicle provides certain damping force during the downhill slope, so that the acceleration of the vehicle under the unpowered condition is reduced. The brake pad has the beneficial effects that the brake system of the vehicle is reduced or not used in the long-distance downhill process, so that the situation that the performance of the brake pad is reduced or the brake effect is lost due to the continuous friction of the brake pad is reduced, the service life of the brake system is prolonged, and the safety guarantee is provided for the long-distance downhill of the vehicle. For example, a hydrodynamic retarder developed by feitt patent limited is a retarder which is formed by stirring oil in an oil tank by an impeller, so that a damping force generated during the stirring of the oil is reacted on the impeller to slow down a downhill of a vehicle.

However, it is easy to see that the impeller, the working chamber where the impeller is located, the oil storage tank and the like need to be installed separately, so that the equipment has a large volume and can only be applied to large vehicles, and for small and medium-sized vehicles, the hydraulic retarder in the prior art can obviously not be installed in a limited installation space, so that an auxiliary speed reducing system suitable for small and medium-sized vehicles is urgently needed in the industry.

Disclosure of Invention

The present invention is directed to solving, at least to some extent, one of the technical problems in the related art: the hydraulic retarder for the medium and small-sized vehicles is small in size, is suitable for the medium and small-sized vehicles, and is large in damping force, so that the hydraulic retarder can be used under the condition of a steep slope.

The present invention is directed to solving, at least to some extent, one of the technical problems in the related art: an auxiliary speed reducing system for small and medium-sized vehicles is provided, which is suitable for small and medium-sized vehicles due to small volume, and can be used under the condition of a steep slope due to large damping force.

Therefore, one purpose of the invention is to provide a hydraulic retarder for small and medium-sized vehicles, which comprises a stator and a rotor, wherein a stator cavity is arranged in the stator, the rotor is rotationally matched in the stator cavity, at least two working oil grooves are arranged on the inner side wall of the stator cavity, the outer side wall of the rotor and the working oil grooves enclose to form a working oil cavity, the working oil cavity is sequentially divided into a low-pressure area and a high-pressure area along the rotation direction of the rotor, oil is arranged in the working oil cavity, the surface layer of the oil close to the rotor is adsorbed on the outer side wall of the rotor, the rotor drives the oil in the working oil cavity to flow along the circumferential direction of the rotor so that the oil pressure in the high-pressure area is larger than that in the low-pressure area, the oil pressure in the high-pressure area is in direct proportion to the rotation speed of the rotor, an oil return groove is formed in the position, close to the high-pressure area, of the inner side wall of the stator, and oil in the high-pressure area overflows into the oil return groove through a gap between the inner side wall of the stator and the outer side wall of the rotor. The rotor can make the oil pressure in the high pressure district of working oil chamber at high-speed rotation in-process continuously rise to make fluid form radial extrusion force to the rotor, this radial extrusion force can make the surface of rotor and the frictional force increase between the high-pressure fluid, make the damping force that receives on the rotor from this, load increase promptly, finally the reaction is on the transmission shaft, realizes the slow down effect to the vehicle.

According to one example of the invention, the number of the working oil chambers is four, and the four working oil chambers are uniformly distributed along the circumferential direction.

Therefore, the invention also aims to provide an auxiliary speed reducing system for small and medium-sized vehicles, which comprises a gearbox, an oil supply system and a hydraulic retarder, wherein a stator is fixed on a vehicle frame, a rotor is connected with a transmission shaft of an automobile through the gearbox, an oil return groove of the hydraulic retarder is communicated with the input end of the oil supply system, and an oil supply channel of the hydraulic retarder is communicated with the output end of the oil supply system. The rotating speed of the rotor is improved through the gearbox, so that the damping force of the rotor is improved, the damping force on the rotor is adjusted through the change of the transmission ratio under the condition that the angular speed of the transmission shaft is constant, the gravity of the vehicle is overcome through the damping force, and the vehicle is enabled to be at a constant speed in the downhill process.

According to an example of the invention, the oil supply system comprises an oil pump, an output end of the oil pump is communicated with an oil supply channel on the hydrodynamic retarder, an input end of the oil pump is communicated with the oil return groove through an oil tank, and the oil pump, the oil tank and the working oil cavity are sequentially connected through a plurality of oil pipes to form a circulating oil path for circulating oil supply.

According to an example of the present invention, the oil tank is a sub-oil tank integrated with an oil tank of an automobile, an input end of the oil pump is communicated with an output end of the sub-oil tank, an input end of the sub-oil tank is communicated with an output end of the oil tank, and an input end of the oil tank is communicated with the oil return groove.

According to an example of the invention, the oil supply system comprises a heat dissipation device, and the heat dissipation device is arranged on the circulating oil path at a position outside the working oil cavity and used for reducing the temperature of oil in the circulating oil path. The friction of oil liquid and the outer surface of the rotor at the high-pressure area of the working oil cavity can generate a large amount of heat, and the hydraulic retarder can be normally and continuously used even if the temperature of the oil liquid is reduced through the heat dissipation device.

According to an example of the invention, the heat dissipation device comprises a heat exchange tube, a hydraulic pump and a radiator, the heat exchange tube is sleeved outside an oil tube of the circulating oil path, two ends of the heat exchange tube are respectively communicated with an output end and an input end of the hydraulic pump through cooling tubes, cooling liquid is contained in the cooling tubes, and the radiator is arranged at any position of the cooling tubes and used for reducing the temperature of the cooling liquid in the cooling tubes.

According to an example of the present invention, the heat exchange tube includes an inner tube and an outer tube, the inner tube is sleeved outside the oil tube, the outer tube is sleeved outside the inner tube, two ends of the inner tube and the outer tube are respectively communicated with two ends of the hydraulic pump through respective cooling tubes, and a flow direction of the cooling liquid in the outer tube is opposite to a flow direction of the cooling liquid in the inner tube. The design of interior outer tube not only makes the cooling effect good, can reduce the influence of external environment temperature to the cooling effect of oil pipe moreover, makes the separation that forms heat transfer between inner tube and the external environment through the outer tube promptly.

According to an example of the invention, the radiator comprises a shell with an inner cavity, wherein the shell is provided with a first interface, a second interface, a third interface and a fourth interface, output ends of an outer pipe and an inner pipe are communicated with the first interface through a first branch pipe, the first interface is communicated with the second interface on the shell through a heat exchange coil in the shell, the second interface is respectively communicated with an input end of a hydraulic pump and the third interface on the shell through a second branch pipe, the output end of the hydraulic pump is communicated with an input end of the inner pipe through the third branch pipe, the third interface and the fourth interface are communicated through the inner cavity of the shell, the fourth interface is communicated with the input end of the outer pipe through the fourth branch pipe, and an electromagnetic switch valve and an electronic expansion valve for controlling the connection and disconnection between the second interface and the third interface are arranged on the second branch pipe at positions close to the third interface. The structural design can not only improve the heat dissipation effect of the radiator, but also ensure that the single radiator can meet the requirements of the inner pipe and the outer pipe.

According to one example of the invention, the gearbox comprises a main gearbox and a continuously variable transmission, wherein the input end of the main gearbox is connected with or disconnected from a transmission shaft through a clutch, the output end of the main gearbox is connected with a rotor of a hydraulic retarder through the continuously variable transmission, and an electronic control module on the continuously variable transmission is electrically connected with an automobile central control system. The main gear box can convert different input rotating speeds of the transmission shaft into constant output rotating speeds under the conditions of different gradients and vehicle speeds of the vehicle, so that the stability of the auxiliary brake system is improved, and the control of the control system is more accurate. Secondly, the rotating speed of the rotor can be adjusted through the stepless speed changer, so that the rotor provides different damping forces, finally, the vehicle can go down a slope at a constant speed under the conditions of different slopes and different rotating speeds, and the speed of the vehicle can be adjusted in a stepless mode.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

The technical scheme has the following advantages or beneficial effects: 1) make the fluid in the working oil intracavity react on the rotor through the high-speed rotation of rotor, form the staple bolt to the rotor, the damping force that this design principle not only provided is big, and equipment is small moreover, and light in weight is applicable to middle-size and small-size vehicle installation, 2) through the design of double transmission for the vehicle not only can realize under the slope of difference that unpowered at the uniform velocity is gone, can adjust the speed of vehicle downhill moreover.

Drawings

Fig. 1 is a schematic structural view of an auxiliary deceleration system for a small or medium-sized vehicle according to the present invention.

Fig. 2 is a schematic structural diagram of a hydrodynamic retarder part in the auxiliary deceleration system of the invention.

Fig. 3 is a partially enlarged view of the region "a" in fig. 2.

Fig. 4 is a schematic connection diagram of the circulation oil path of the auxiliary deceleration system of the invention.

Fig. 5 is a schematic structural diagram of the heat dissipation device of the present invention.

The hydraulic control system comprises a stator 1, a stator 2, a rotor 3, a working oil cavity 3.1, a low-pressure area 3.2, a high-pressure area 3.3, a cambered surface 4, an oil supply channel 5, an oil return groove 6, a gearbox 6.1, a main gearbox 6.2, a continuously variable transmission 7, a transmission shaft 8, an oil pump 9, an oil pipe 10, an oil tank 11, an oil tank 12, a heat dissipation device 13, a heat exchange pipe 13.1, an inner pipe 13.2, an outer pipe 14, a hydraulic pump 15, a radiator 15.1, a shell 15.2, a heat exchange coil 15.3, an electromagnetic switch valve 15.4, an electronic expansion valve 15a, a first interface 15b, a second interface 15c, a third interface 15d, a fourth interface 16, a cooling pipe 16.1, a first branch pipe 16.2, a second branch pipe 16.3, a third branch pipe 16.4 and a fourth branch pipe.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

A hydrodynamic retarder according to an embodiment of the invention is described in detail below with reference to the drawings.

The invention provides a hydraulic retarder which comprises a stator 1 and a rotor 2 shown in figures 2 and 3, wherein a stator cavity is arranged in the stator 1, the rotor 2 is rotationally matched in the stator cavity, at least two working oil grooves are arranged on the inner side wall of the stator cavity, a working oil cavity 3 is enclosed by the outer side wall of the rotor 2 and the working oil grooves, the working oil cavity 3 is sequentially divided into a low-pressure area 3.1 and a high-pressure area 3.2 along the rotation direction of the rotor 2, oil is arranged in the working oil cavity 3, the surface layer of the oil close to the rotor 2 is adsorbed on the outer side wall of the rotor 2, the rotor 2 drives the oil in the working oil cavity 3 to flow along the circumferential direction of the rotor 2 so that the oil pressure in the high-pressure area 3.2 is larger than that in the low-pressure area 3.1, the oil pressure in the high-pressure area 3.2 is in direct proportion to the rotation speed of the rotor 2, an oil supply, the oil return groove is used for supplementing oil to the low-pressure area 3.1, an oil return groove 5 is formed in the position, close to the high-pressure area 3.2, on the inner side wall of the stator 1, and the oil in the high-pressure area 3.2 overflows into the oil return groove 5 through a gap between the inner side wall of the stator 1 and the outer side wall of the rotor 2.

As an example of the working-oil chamber 3:

the number of the working oil chambers 3 is four, and the four working oil chambers 3 are uniformly distributed along the circumferential direction.

As another example of the working-oil chamber 3:

the thickness of the working oil cavity 3 between the low-pressure area 3.1 and the high-pressure area 3.2 along the radial direction of the stator cavity is equal. I.e. the groove depth is equal at the location where the operating oil groove is located between the low pressure zone 3.1 and the high pressure zone 3.2.

As still another example of the working-oil chamber 3:

as shown in fig. 3, the bottom surface of the working oil groove located at the high pressure region 3.2 and the part of the inner side wall of the stator cavity located between the working oil groove and the oil return groove 5 are in transition connection through an arc surface 3.3. I.e. the radial thickness of the working oil chamber 3 in the high-pressure region 3.2 decreases linearly in the direction of rotation of the rotor 2. The radial thickness refers to the distance from any point of the bottom of the working oil groove to the vertical plane on the outer side wall of the rotor along the radial direction of the stator cavity. The mean value of the radial thickness of the working oil cavity 3 is 0.01 mm-0.5 mm.

An auxiliary deceleration system according to an embodiment of the present invention is described in detail below with reference to the accompanying drawings.

The first embodiment is as follows:

the invention provides an auxiliary speed reducing system which comprises a gearbox 6, an oil supply system and a hydraulic retarder as shown in figure 1, wherein a stator 1 is fixed on a frame, a rotor 2 is connected with a transmission shaft 7 of an automobile through the gearbox 6, an oil return groove 5 of the hydraulic retarder is communicated with the input end of the oil supply system, and an oil supply channel 4 of the hydraulic retarder is communicated with the output end of the oil supply system. The stator 1 and the rotor 2 are accommodated in a housing, and the housing is fixedly mounted on a frame or a chassis of an automobile.

The gearbox 6 comprises a plurality of transmission gear sets, an input gear is called a starting driving wheel, an output gear is called a tail driven wheel, an input shaft and an output shaft of the gearbox 6 are respectively and fixedly connected with a transmission shaft 7 and a rotor 2 of the automobile, and differential transmission is formed between the transmission shaft 7 and the rotor 2 of the automobile through the gearbox 6.

Specifically, a starting driving wheel of the gearbox 6 is connected with a transmission shaft 7 of the automobile, a tail driven wheel of the gearbox 6 is connected with the rotor 2, and the transmission ratio of the gearbox 6 is smaller than 1 and larger than 0.1. Preferably, said transmission ratio is 0.2, i.e. the angular speed of the rotor 2 is increased by the gearbox 6 to be greater than the angular speed of the vehicle's propeller shaft 7.

As an example of the transmission 6:

the transmission shaft 7 can also be an output shaft of an automobile engine, and the rotating speed of the output shaft of the engine is obviously greater than that of a front wheel transmission shaft or a rear wheel transmission shaft of the automobile under the condition of not being decelerated by a gearbox of the automobile, so that the transmission ratio of the gearbox 6 can be larger and even greater than 1.

The gearbox 6 is arranged to maintain the rotating speed of the rotor 2 to be more than 1000 rpm, so that the oil in the high-pressure area 3.2 of the working oil chamber 3 forms added radial acting force through the high rotating speed of the rotor 2, the surface tension and the adhesive force of the oil are enhanced under the larger radial acting force, finally the rotor 2 is hooped along the radial direction of the rotor 2, the damping force of the rotor 2 is improved, the effect of reducing the rotating speed of the rotor 2 is achieved, and finally the speed reduction of the vehicle transmission shaft 7 is realized.

Example two:

as shown in fig. 4, the oil supply system includes an oil pump 8, an output end of the oil pump 8 is communicated with an oil supply passage 4 on the hydrodynamic retarder, an input end of the oil pump 8 is communicated with an oil return groove 5 through an oil tank, and the oil pump 8, the oil tank and the working oil chamber 3 are sequentially connected through a plurality of oil pipes 9 to form a circulation oil path for circulating oil supply. Improve into oil pressure through oil pump 8, avoid in the low-pressure region because the setting of fuel feeding channel 4 and lead to the pressure release of great degree, influence the pressurize of high-pressure region 3.2 fluid.

The output end of the oil pump 8 is communicated with the oil supply channel 4 on the hydraulic retarder through an oil pipe 9, the input end of the oil pump 8 is communicated with the oil outlet of the oil tank through an oil pipe 9, and the oil inlet of the oil tank is communicated with the oil return groove 5 on the hydraulic retarder through an oil pipe, so that oil is pumped to the working oil cavity 3 again through the oil supply channel 4 of the oil pump 8, the oil tank and the working oil cavity 3 in sequence from the oil return groove 5 of the working oil cavity 3 to form circulation.

As an example of the fuel tank in the second embodiment:

the oil tank be the sub-oil tank 11 of integration on the machine oil case 10 of car, the input of oil pump 8 and the output intercommunication of sub-oil tank 11, the input of sub-oil tank 11 and the output intercommunication of machine oil case 10, the input and the oil gallery 5 intercommunication of machine oil case 10.

The term "integrated" as used herein includes, but is not limited to, the sub-tank 11 being integrally formed with the fuel tank 10 of the vehicle. The sub-oil tank 11 can be further independently processed and then installed in the oil tank 10, or the sub-oil tank 11 is independently processed and then installed outside the oil tank 10, or the sub-oil tank 11 is independently processed and then installed on the frame and communicated with the oil tank 10 through an oil pipe.

As an example of the oil supply system in the second embodiment:

as shown in fig. 4, the oil supply system includes a heat sink 12, and the heat sink 12 is installed on the circulating oil path at a position outside the working oil chamber 3, and is used for reducing the temperature of the oil in the circulating oil path. Namely, the heat sink 12 is provided with an inlet and an outlet, and the heat sink 12 is connected in series with the oil path through the inlet and the outlet.

Further examples are:

as shown in fig. 5, the heat dissipation device 12 includes a heat exchange tube 13, a hydraulic pump 14, and a radiator 15, the heat exchange tube 13 is sleeved outside the oil tube 9 of the circulation oil path, two ends of the heat exchange tube 13 are respectively communicated with an output end and an input end of the hydraulic pump 14 through a cooling tube 16, a cooling liquid is contained in the cooling tube 16, and the radiator 15 is installed on the cooling tube 16 and is used for reducing the temperature of the cooling liquid in the cooling tube 16. The cooling liquid can be any one or more media capable of completing heat transfer, such as water, water-based cooling liquid, oily cooling liquid, gas-liquid mixed cooling liquid and the like.

The working principle of the heat dissipation device 12 is that the heat exchange tube 13 is sleeved outside the oil tube 9, heat exchange is carried out through the tube wall of the oil tube 9, the cooling liquid absorbing heat is conveyed into the radiator 15 under the pumping of the hydraulic pump 14 to be cooled, the cooling liquid after being cooled is circulated into the heat exchange tube 13 to carry out heat exchange, and the like, the heat exchange is carried out in a circulating manner. The radiator 15 may be a conventional radiator available on the market, such as a cast iron radiator, a steel radiator, an aluminum alloy radiator, and the like.

Further examples of the above heat exchange tube:

the heat exchange tube 13 comprises an inner tube 13.1 and an outer tube 13.2, the inner tube 13.1 is sleeved outside the oil tube 9, the outer tube 13.2 is sleeved outside the inner tube 13.1, two ends of the inner tube 13.1 and two ends of the outer tube 13.2 are respectively communicated with two ends of the hydraulic pump 14 through respective cooling tubes 16, and the flowing direction of the cooling liquid in the outer tube 13.2 is opposite to that of the cooling liquid in the inner tube 13.1.

The input ends of the inner pipe 13.1 and the outer pipe 13.2 are communicated with the output end of the hydraulic pump 14 after being converged by the three-way cooling pipe 16, the output ends of the inner pipe 13.1 and the outer pipe 13.2 are communicated with the input end of the radiator 15 after being converged by the three-way cooling pipe 16, and the output end of the radiator 15 is communicated with the input end of the hydraulic pump 14.

Further examples of the above heat sink:

as shown in fig. 5 and 6, the radiator 15 includes a housing 15.1 with an inner cavity, a first port 15a, a second port 15b, a third port 15c, and a fourth port 15d on the housing 15.1, the output ends of the outer tube 13.2 and the inner tube 13.1 are communicated with the first port 15a through a first branch tube 16.1, the first port 15a is communicated with the second port 15b on the housing 15.1 through a heat exchange coil 15.2 in the housing 15.1, the second port 15b is communicated with the input end of the hydraulic pump 14 and the third port 15c on the housing 15.1 through a second branch tube 16.2, the output end of the hydraulic pump 14 is communicated with the input end of the inner tube 13.1 through a third branch tube 16.3, the third port 15c and the fourth port 15d are communicated with the inner cavity of the housing 15.1 through the outer tube 15.1, the fourth port 15d is communicated with the input end of the hydraulic pump 13.2 through a fourth branch tube 16.4, and a position on the second branch tube 16.2 near the third port 15c is provided for controlling the opening and closing of the third port 15c A shut-off valve 15.3 and an electronic expansion valve 15.4.

As shown in fig. 5 and 6, the circulation passage of the cooling liquid includes two,

the first circulation channel comprises a hydraulic pump 14, an inner tube 13.1, a first branch tube 16.1, a first connector 15a, a heat exchange coil 15.2, a second connector 15b, a second branch tube 16.2 and the hydraulic pump 14.

The second circulation channel is composed of a first branch pipe 16.1, a first connector 15a, a heat exchange coil 15.2, a second connector 15b, a second branch pipe 16.2, an electronic expansion valve 15.4, a third connector 15c, an inner cavity of the shell 15.1, a fourth connector 15d, a fourth branch pipe 16.4, an outer pipe 13.2 and a first branch pipe 16.1. The second circulation channel can be opened and closed through an electromagnetic switch valve 15.3 on the second branch pipe 16.2.

The second circulation channel is closed, and the cooling liquid only flows through the first circulation channel, so that the cooling of the oil pipe 9 is realized through the inner pipe 13.1.

When the second circulation channel is opened, the cooling liquid synchronously flows between the first circulation channel and the second circulation channel, the inner pipe 13.1 exchanges heat with the oil pipe 9, and the outer pipe 13.2 exchanges heat with the inner pipe 13.1. Meanwhile, the inner pipe 13.1 is prevented from being broken to cause leakage of cooling liquid, and the safety of the inner pipe is improved. Simultaneously, the outer pipe 13.2 also plays a role in heat insulation, and the heat exchange between the external environment and the inner pipe 13.1 is avoided, so that the heat exchange effect of the oil pipe 9 is not influenced.

The above-mentioned electromagnetic expansion valve 15.4 not only has a throttling effect but also causes a pressure drop in the cooling liquid, resulting in a cooling effect, so that the temperature of the cooling liquid in the fourth branch 16.4 is lower than the temperature of the cooling liquid in the second branch 16.2 and the third branch 16.3. Therefore, the temperature of the cooling liquid in the outer pipe 13.2 can be lower than that of the cooling liquid in the inner pipe 13.1, so that the inner pipe 13.1 can perform primary cooling on the oil pipe 9, the outer pipe 13.2 can perform secondary cooling on the inner pipe 13.1, and the effect of the gradient cooling is better than that of single-stage heat exchange.

If the opening of the electromagnetic expansion valve 15.4 is adjusted so that the temperature of the cooling liquid in the outer tube 13.2 is equal to or higher than the temperature in the inner tube 13.1, the outer tube 13.2 can also be used as a thermal insulation layer, i.e. to prevent the air in the external environment from directly exchanging heat with the inner tube 13.1.

It is worth mentioning that, because of the heat dissipation of the engine in the automobile, the local environment temperature of the heat exchange tube 13 is often higher, especially in summer, so the heat exchange between the external environment and the inner tube 13.1 can be greatly reduced by arranging the outer tube 13.2. The outer tube 13.2 may be made of a material having a good thermal insulation effect, such as engineering plastic.

Example three:

the transmission 6 comprises a main transmission box 6.1 and a stepless transmission 6.2, wherein the input end of the main transmission box 6.1 is connected with or disconnected from a transmission shaft 7 through a clutch, the output end of the main transmission box 6.1 is connected with a rotor 2 of a hydraulic retarder through the stepless transmission 6.2, and an electronic control module used for being electrically connected with an automobile central control system is arranged on the stepless transmission 6.2.

As an example of the third embodiment, the main gear box 6.1 is used for converting different rotating speeds of the transmission shaft 7 of the automobile into constant rotating speeds, and the continuously variable transmission 6.2 adjusts the constant rotating speed transmitted by the main gear box 6.1 so as to adjust the load force on the rotor, and finally, the damping force applied to the rotor 2 by the working oil cavity 3 can be adjusted to meet different gradient requirements.

The process that the main gearbox 6.1 converts different rotating speeds of the automobile transmission shaft 7 into constant rotating speeds can be realized through an angular velocity sensor and a controller, namely the angular velocity sensor sends the transient rotating speed of the transmission shaft 7 to the controller, and the controller automatically adjusts the transmission ratio of the main gearbox 6.1 through an electronic control module on the main gearbox 6.1, so that the constant output rotating speed of the main gearbox 6.1 is realized. The electronic control module only receives one variable parameter, so as to control the actuator to make adjustment of another variable parameter, which is a conventional technology in the control field, so that the electronic control module is not explained in detail, and a person skilled in the art can easily obtain the technical effect to be achieved by the electronic control module based on the technical scheme disclosed by the technical scheme.

The above-mentioned outputs and inputs are meant to be expressed in that they are intended to perform the transmission of forces and movements when the belonging member is a transmission member, and in that they are intended to deliver a liquid or a gas inside the container member when the belonging member is a container member.

It should be noted that, in the description of the present invention, it is to be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate the orientation or positional relationship indicated based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing and simplifying the description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Various alterations and modifications will no doubt become apparent to those skilled in the art after having read the above description. Therefore, the appended claims should be construed to cover all such variations and modifications as fall within the true spirit and scope of the invention. Any and all equivalent ranges and contents within the scope of the claims should be considered to be within the intent and scope of the present invention.

Claims

1. An auxiliary deceleration system for small and medium-sized vehicles is characterized in that: it includes gearbox (6), oil feeding system and hydraulic retarber, the hydraulic retarber includes stator (1) and rotor (2), is equipped with the stator chamber in stator (1), and rotor (2) normal running fit is in the stator chamber, be equipped with two at least working oil grooves on the inside wall in stator chamber, the lateral wall and the working oil groove of rotor (2) enclose synthetic working oil chamber (3), working oil chamber (3) divide into low-pressure area (3.1) and high-pressure area (3.2) in proper order along the direction of rotation of rotor (2), be equipped with fluid in working oil chamber (3), the top layer that fluid is close to rotor (2) adsorbs on the lateral wall of rotor (2), rotor (2) drive the circumference flow of fluid in working oil chamber (3) along rotor (2) so that the fluid pressure power in high-pressure area (3.2) is greater than the fluid pressure power in low-pressure area (3.1), the fluid pressure power in high-pressure area (3.2) is directly proportional with the rotational speed of rotor (2), the oil supply system is characterized in that an oil supply channel (4) communicated with a low-pressure area (3.1) of each working oil cavity (3) is arranged on the stator (1) and used for supplying oil to the low-pressure area (3.1), oil return grooves (5) are formed in positions, close to high-pressure areas (3.2), on the inner side wall of the stator (1), the oil in the high-pressure areas (3.2) overflows into the oil return grooves (5) through gaps between the inner side wall of the stator (1) and the outer side wall of the rotor (2), the working oil cavities (3) are four, the four working oil cavities (3) are uniformly distributed in the circumferential direction, the stator (1) is fixed on a frame, the rotor (2) is connected with a transmission shaft (7) of an automobile through a gearbox (6), the oil return grooves (5) of the hydraulic retarder are communicated with the input end of the oil supply system, the hydraulic oil supply channel (4) is communicated with the output end of the oil supply system, the output of oil pump (8) and fuel feeding channel (4) intercommunication on the hydraulic retarber, the input of oil pump (8) passes through oil tank and oil gallery (5) intercommunication, connect according to the preface through a plurality of oil pipe (9) between oil pump (8), oil tank, working oil chamber (3) and form the circulation oil circuit that is used for the confession fluid circulation to flow, the oil tank be sub-tank (11) on oil tank (10) of integrated in the car, the input of oil pump (8) and the output intercommunication of sub-tank (11), the input of sub-tank (11) and the output intercommunication of oil tank (10), the input and oil gallery (5) intercommunication of oil tank (10), oil feeding system include heat abstractor (12), heat abstractor (12) install and lie in the outer position of working oil chamber (3) on the circulation oil circuit for reduce the fluid temperature in the circulation oil circuit, the heat dissipation device (12) comprises a heat exchange tube (13), a hydraulic pump (14) and a radiator (15), the heat exchange tube (13) is sleeved outside an oil tube (9) of a circulating oil circuit, two ends of the heat exchange tube (13) are respectively communicated with the output end and the input end of the hydraulic pump (14) through cooling tubes (16), cooling liquid is contained in the cooling tubes (16), the radiator (15) is installed on the cooling tubes (16) and used for reducing the temperature of the cooling liquid in the cooling tubes (16), the heat exchange tube (13) comprises an inner tube (13.1) and an outer tube (13.2), the inner tube (13.1) is sleeved outside the oil tube (9), the outer tube (13.2) is sleeved outside the inner tube (13.1), two ends of the inner tube (13.1) and the outer tube (13.2) are respectively communicated with two ends of the hydraulic pump (14) through the respective cooling tubes (16), and the flow direction of the cooling liquid in the outer tube (13.2) is opposite to the flow direction of the cooling liquid in the inner tube (13.1), the radiator (15) comprises a shell (15.1) with an inner cavity, a first interface (15a), a second interface (15b), a third interface (15c) and a fourth interface (15d) are arranged on the shell (15.1), the output ends of an outer pipe (13.2) and an inner pipe (13.1) are communicated with the first interface (15a) through a first branch pipe (16.1), the first interface (15a) is communicated with the second interface (15b) on the shell (15.1) through a heat exchange coil (15.2) in the shell (15.1), the second interface (15b) is communicated with the input end of a hydraulic pump (14) and the third interface (15c) on the shell (15.1) through a second branch pipe (16.2), the output end of the hydraulic pump (14) is communicated with the input end of the inner pipe (13.1) through a third branch pipe (16.3), and the third interface (15c) and the fourth interface (15d) are communicated with the inner cavity of the shell (15.1), the fourth port (15d) is communicated with the input end of the outer pipe (13.2) through a fourth branch pipe (16.4), and an electromagnetic switch valve (15.3) and an electronic expansion valve (15.4) for controlling the on-off between the second port (15b) and the third port (15c) are arranged on the second branch pipe (16.2) and close to the third port (15 c).

2. An auxiliary deceleration system for small and medium-sized vehicles according to claim 1, characterized in that: the speed changing box (6) comprises a main speed changing box (6.1) and a continuously variable transmission (6.2), the input end of the main speed changing box (6.1) is connected or disconnected with a transmission shaft (7) through a clutch, the output end of the main speed changing box (6.1) is connected with a rotor (2) of a hydraulic retarder through the continuously variable transmission (6.2), and an electronic control module used for being electrically connected with an automobile central control system is arranged on the continuously variable transmission (6.2).