CN109131284B - Air pressure type retarder, retarding method thereof and control module - Google Patents
Air pressure type retarder, retarding method thereof and control module Download PDFInfo
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- CN109131284B CN109131284B CN201810844316.7A CN201810844316A CN109131284B CN 109131284 B CN109131284 B CN 109131284B CN 201810844316 A CN201810844316 A CN 201810844316A CN 109131284 B CN109131284 B CN 109131284B
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- 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
Abstract
The invention discloses a pneumatic retarder as well as a retarding method and a control module thereof, wherein the pneumatic retarder comprises a cylinder body, a piston is arranged in the cylinder body, an exhaust port and an air inlet are arranged on the cylinder body, the exhaust port and the air inlet are positioned on the cylinder body on the same side of the piston, the exhaust port is communicated with an exhaust valve, and the air inlet is communicated with an air inlet valve; the power input end of the piston is connected to the power output end of the vehicle; the exhaust valve is used for exhausting the compressed air in the cylinder body of the cylinder after the air in the cylinder body of the cylinder is compressed to a set value under the action of the piston; and the air inlet valve is used for communicating with the atmosphere after the air in the cylinder body is expanded to a set negative pressure value under the action of the piston so as to supplement the air into the cylinder body. According to the invention, through the expansion process of each working circulation air chamber and the flow of air, the working temperature of the system is effectively reduced, the problem of high working temperature of the system is solved, the machining process of mechanical parts is reduced, and the cost is effectively reduced.
Description
Technical Field
The invention belongs to the technical field of automobiles, and particularly relates to a pneumatic retarder, a retarding method and a control module thereof.
Background
When a vehicle goes downhill, a service brake is often required to be continuously or frequently used, the load of the brake is large, if the brake load is borne by the service brake, the thermal attenuation of a brake system is caused, the braking force is greatly reduced or even disappears, and the service safety is influenced. Meanwhile, the brake drum and the brake pad are seriously abraded, the brake drum is cracked even due to heating, the brake pad is burnt, the service life of the service brake is shortened, the operation cost is increased, and the service safety is threatened in serious cases.
The retarder is an auxiliary braking device for the automobile, and the system can be equipped to share the braking load of the automobile, prolong the service life of the braking system and improve the driving safety. Currently, there are two main types of retarder: eddy current retarders and hydrodynamic retarders. The processing technology of the rotor and the stator of the hydraulic retarder is complex, and an independent oil supply system and an independent heat exchanger are required to be arranged; the eddy current retarder mainly comprises a stator and a rotor, and both have the problems of heavy weight and high cost. The speed reducer has the problems of complex structure and high installation cost. Meanwhile, due to structural limitation, the retarder must idle along with the transmission shaft, and a certain proportion of energy loss is caused. In addition, the retarder converts braking mechanical energy into heat energy, the work heat load of the system is high, and a heat dissipation device needs to be arranged.
In the prior art, the chinese utility model patent with application number 201420186286.2 discloses an energy storage type air pressure retarder, which comprises an air cylinder, a support, a crank, a gear train, a filter and an energy accumulator, wherein the filter and the energy accumulator are respectively connected with an air inlet and an air outlet of the air cylinder and are both provided with a check valve; the support is fixed on the automobile, and the bottom end of the cylinder is hinged on the support; one end of the crank is hinged with the lifting lug on the air cylinder, the other end of the crank is welded on a left gear in a gear train, and the gear train connects the crank with the automobile driving wheel. Among the above-mentioned technical scheme, when needs are braked, stir the shift fork and make two left and right sides gear engagement, alright transmit the crank with the kinetic energy of car to drive the gas in the piston compression cylinder, save it in the energy storage ware, also make the car speed reduction simultaneously. However, because the volume of the energy accumulator is limited, when the gas is compressed to a certain degree, the energy accumulator needs to be replaced, the operation is very tedious, the direct utilization of the gas in the cylinder cannot be realized, and the mechanical energy is converted into heat energy, so that the working heat load of the system is high, a high-cost high-temperature resistant material needs to be adopted, the high temperature can even lead to the defect of sensor failure, and the retarder cannot continuously work for a long time.
Disclosure of Invention
The invention aims to provide a pneumatic retarder which is simple in structure, low in cost and capable of eliminating noise, and further provides a retarding method and a control module of the pneumatic retarder.
In order to achieve the purpose, the invention designs a pneumatic retarder which comprises a cylinder body, wherein a piston is arranged in the cylinder body, an exhaust port and an air inlet are arranged on the cylinder body, the exhaust port and the air inlet are positioned on the cylinder body on the same side of the piston, the exhaust port is communicated with an exhaust valve, and the air inlet is communicated with an air inlet valve; the power input end of the piston is connected to the power output end of the vehicle;
the exhaust valve is used for communicating and exhausting compressed air in the cylinder body with the atmosphere after the air in the cylinder body is compressed to a set value under the action of the piston;
and the air inlet valve is communicated with the atmosphere after the air in the cylinder body is expanded to a set negative pressure value under the action of the piston, so that the air is supplemented into the cylinder body, and the kinetic energy output by the vehicle is converted into compression and expansion work of the air.
In a preferred embodiment, the exhaust valve is connected to the muffler via a first one-way valve, and the intake valve is connected to the atmosphere via a second one-way valve.
In a preferred embodiment, the power input end of the piston is connected with the power output end of the vehicle through a power input shaft, the power input end of the power input shaft is connected with the power output end of a clutch, the power input end of the clutch is in transmission connection with a transmission wheel assembly, and the input end of the transmission wheel assembly is in transmission connection with the wheels.
Preferably, the transmission wheel assembly is connected with the transmission shaft, the power input end of the transmission shaft is connected with the power output end of the engine through a transmission, and the power output end of the transmission shaft is in transmission connection with the wheels through a drive axle.
Preferably, the exhaust end of the engine is connected to a muffler through an exhaust pipe.
Preferably, the piston is hinged to the power input shaft via a connecting rod assembly.
In a preferred embodiment, the connecting rod assembly includes a first connecting rod and a second connecting rod, one end of the first connecting rod is hinged to the piston, the other end of the first connecting rod is hinged to one end of the second connecting rod, and the other end of the second connecting rod is fixedly connected to the power input shaft.
In a preferred embodiment, the power input shaft is further provided with a rotation angle sensor for monitoring a rotation angle signal of the power input shaft, and the rotation angle signal of the rotation angle sensor is used for judging the position of the piston in the cylinder body.
Preferably, when the gas in the cylinder block is compressed to the set value, the piston is located at the highest position in the cylinder block.
Preferably, when the gas in the cylinder block is expanded to the set negative pressure value, the piston is located at the lowest position in the cylinder block.
The invention also provides a retarding method of the air pressure type retarder, which comprises the following steps: the power input shaft of the pneumatic retarder rotates under the driving action of the power output end of a vehicle, the rotation of the power input shaft drives the piston to reciprocate, and under the action of the piston, after the gas in the cylinder body of the cylinder is compressed to a set value, the exhaust valve is opened to communicate and exhaust the compressed air in the cylinder body of the cylinder with the atmosphere; after the gas in the cylinder body is expanded to a set negative pressure value, the air inlet valve is opened to communicate with the atmosphere, and the gas is supplemented into the cylinder body, so that the kinetic energy output by the vehicle is converted into the compression and expansion of the gas to do work, and the braking force is provided for the vehicle.
As a preferred embodiment, the reciprocating motion of the piston comprises an upward motion compressed gas process: the exhaust valve and the intake valve are kept in a closed state, the rotation angle of the power input shaft is rotated from 0 degree to 90 degrees under the driving action of the power output end of the vehicle, the piston moves upwards, gas in the cylinder body of the compression cylinder provides resistance work for the power input shaft to provide braking force for the whole vehicle, after the gas in the cylinder body of the compression cylinder is compressed to a set value, when the rotation angle of the power input shaft approaches 90 degrees, the exhaust valve is opened to communicate and exhaust compressed air in the cylinder body with the atmosphere, and the exhaust valve is closed after the compressed air is exhausted.
Preferably, the reciprocating movement of the piston comprises a downward moving gas expansion process: the rotation angle of the power input shaft is continuously rotated from 90 degrees to 270 degrees under the driving action of the power output end of the vehicle, the piston moves downwards after passing through the highest position, the volume in the cylinder body is increased to form vacuum to prevent the piston from moving downwards, resistance work is provided for the power input shaft to provide braking force for the whole vehicle, when the rotation angle of the power input shaft approaches 270 degrees, the volume in the cylinder body approaches the maximum, the air inlet valve is opened, air in the atmosphere enters the cylinder body, and the air inlet valve is closed after the air in the cylinder body is filled.
Preferably, the compressed air discharged from the cylinder block is discharged into a muffler through a pipe.
The invention also provides a control module of the pneumatic retarder, which comprises a retarder controller, a speed sensor controller and a speed sensor controller, wherein the retarder controller is used for receiving the rotation angle signal monitored by the rotation angle sensor and controlling the opening and closing of an exhaust valve and an intake valve of the pneumatic retarder; the rotation angle sensor is used for monitoring a rotation angle signal of the power input shaft;
the rotating angle signal input end of the retarder controller is connected with the rotating angle signal output end of the rotating angle sensor, and the control signal output end of the retarder controller is connected with the control signal input ends of the exhaust valve and the air inlet valve respectively.
Compared with the prior art, the invention has the following advantages:
the main energy consumption components of the invention are a cylinder and a piston, the controller determines whether the system is involved in work by controlling the on-off of the clutch, and the aim of maximizing the auxiliary braking power is achieved by controlling the on-off time and duration of air intake and exhaust.
Secondly, the clutch is designed, when the system does not need to provide braking force, all mechanisms in the retarder stop running, idle power loss is eliminated, and certain idle power loss caused by coupling of energy consumption components of the retarder and the speed of the vehicle in the running process of the vehicle is avoided.
Thirdly, through the expansion process of each working circulation air chamber, the working temperature of the system is effectively reduced, the problem of high working temperature of the system is solved, the defects that the working temperature of the system is high due to the fact that mechanical energy is converted into heat energy by a traditional retarder, high-cost high-temperature-resistant materials are needed, and even sensor faults can be caused due to high temperature are overcome, the phenomenon that the retarder is overheated and cannot continuously work for a long time is avoided.
Drawings
FIG. 1 is a schematic structural diagram of a pneumatic retarder according to the present invention;
FIG. 2 is a schematic diagram illustrating a connection structure of a control system of the pneumatic retarder according to the present invention;
FIG. 3 is a schematic diagram showing the relationship between the piston displacement and the rotation angle of the power input shaft;
FIG. 4 is a schematic view of the structure of FIG. 3 when the power input shaft is rotated at 0 or 360 degrees;
FIG. 5 is a schematic view of the structure of FIG. 3 at a 90 rotation angle of the power input shaft;
FIG. 6 is a schematic view of the structure of FIG. 3 at a power input shaft rotation angle of 180;
FIG. 7 is a schematic view of the structure of FIG. 3 at a power input shaft rotation angle of 270;
in the figure: 1-pneumatic retarder, 1.1-cylinder body, 1.11-air cavity, 1.2-piston, 1.3-exhaust port, 1.4-air inlet, 1.5-exhaust valve, 1.6-air inlet valve, 1.7-first one-way valve, 1.8-second one-way valve, 1.9-power input shaft, 1.10-connecting rod component, 1.11-first connecting rod, 1.12-second connecting rod and 1.13-corner sensor, 2-vehicle controller, 3-retarder controller, 4-retarder switch, 5-brake pedal, 6-accelerator pedal, 7-anti-lock system, 8-clutch, 9-driving wheel assembly, 10-driving shaft, 11-silencer, 12-speed changer, 13-engine, 14-wheel and 15-drive axle.
Detailed Description
The invention is described in further detail below with reference to the figures and the specific embodiments.
The air pressure type retarder 1 shown in fig. 1 includes a cylinder body 1.1, a piston 1.2 sliding-fitted in the cylinder body 1.1, an exhaust port 1.3 and an air inlet 1.4 provided on the cylinder body 1.1, the exhaust port 1.3 and the air inlet 1.4 being located on the cylinder body 1.1 on the same side of the piston 1.2, the exhaust port 1.3 being communicated with an exhaust valve 1.5, the air inlet 1.4 being communicated with an intake valve 1.6; the power input end of the piston 1.2 is connected to the power output end of the vehicle; the exhaust valve 1.5 is used for communicating and exhausting compressed air in the cylinder body 1.1 of the air cylinder with the atmosphere after the air in the cylinder body 1.1 of the air cylinder is compressed to a set value under the action of the piston 1.2; and the air inlet valve 1.6 is used for communicating with the atmosphere after the air in the cylinder body 1.1 is expanded to a set negative pressure value under the action of the piston 1.2, and supplementing the air into the cylinder body.
The power input end of the piston 1.2 is hinged to the power input shaft 1.9 through the connecting rod assembly 1.10, the connecting rod assembly 1.10 comprises a first connecting rod 1.11 and a second connecting rod 1.12, one end of the first connecting rod 1.11 is hinged to the piston 1.2 through a pin shaft, the first connecting rod and the piston can rotate relatively, the other end of the first connecting rod 1.11 is hinged to one end of the second connecting rod 1.12 through a pin shaft, the first connecting rod and the second connecting rod can rotate relatively, the power input shaft 1.9 is parallel to the central axis of the pin shaft, the other end of the second connecting rod 1.12 is fixedly connected with the power input shaft 1.9, and the second connecting rod 1.12 rotates along with the power input shaft 1.. The power input shaft 1.9 is also provided with a rotation angle sensor 1.13, and the rotation angle sensor 1.13 is used for monitoring a rotation angle signal of the power input shaft 1.9. According to the monitoring signal of the rotation angle sensor 1.13 of the power input shaft, the piston 1.2 is judged to be located at the highest position or the lowest position, when the gas in the cylinder body 1.1 is compressed to a set value, the piston 1.2 is located at the highest position, and when the gas in the cylinder body 1.1 is expanded to a set negative pressure value, the piston 1.2 is located at the lowest position.
The power input end of the power input shaft 1.9 is connected with the power output end of a clutch 8 of a vehicle, the power input end of the clutch 8 is in transmission connection with a transmission shaft 10 of the vehicle through a transmission wheel assembly 9, the power input end of the transmission shaft 10 is connected with the power output end of an engine 13 through a transmission 12, and the power output end of the transmission shaft 10 is in transmission connection with wheels 14 through a drive axle 15. The exhaust end of the engine 13 is connected to the muffler 11 through an exhaust pipe. The power input end of the power input shaft 1.9 and the power output end of the clutch 8 of the vehicle keep a certain transmission ratio.
The exhaust valve 1.5 is connected to the muffler 11 via a first one-way valve 1.7, the cylinder block 1.1 being isolated from the muffler 11 of the engine when the exhaust valve 1.5 is closed, and air can enter the muffler 11 from the cylinder block 1.1 and finally to the atmosphere when the exhaust valve 1.5 is open. The inlet valve 1.6 is connected to the atmosphere via a second non return valve 1.8. When the inlet valve 1.6 is closed, the cylinder block 1.1 is closed from the atmosphere, and when the inlet valve 1.6 is open, air can enter the cylinder block 1.1 from the atmosphere.
The control module of the pneumatic retarder comprises a pneumatic retarder 1; the rotation angle sensor 1.13 is used for monitoring a rotation angle signal of the power input shaft 1.9; the retarder controller 3 is used for receiving a rotation angle signal monitored by the rotation angle sensor 1.13 and controlling the opening and closing of the exhaust valve 1.5 and the intake valve 1.6; the rotating angle signal input end of the retarder controller 3 is connected with the rotating angle signal output end of the rotating angle sensor 1.13, and the control signal output end of the retarder controller 3 is respectively connected with the control signal input ends of the exhaust valve 1.5 and the intake valve 1.6.
The control system of the pneumatic retarder shown in fig. 2 comprises a pneumatic retarder 1, a vehicle controller 2 and a retarder controller 3, wherein a signal input end of the vehicle controller 2 is connected with a switch signal output end of the retarder switch 4, a brake pedal 5, an accelerator pedal 6 and an anti-lock system 7, a control signal output end of the vehicle controller 2 is connected with a control signal input end of the retarder controller 3, and a control signal output end of the retarder controller 3 is connected with an exhaust valve 1.5 and an intake valve 1.6 of the pneumatic retarder 1 and a control signal input end of a clutch 8. The corner signal input of the retarder controller 3 is connected with the signal output of the corner sensor 1.13.
The control method of the control system of the air pressure type retarder comprises the following steps:
(1) if the output of the switch signal end of the retarder switch 4 is OFF, the output of the switch signal end of the brake pedal 5 is OFF, the output of the switch signal end of the accelerator pedal 6 is ON, and the output of the switch signal end of the anti-lock braking system 7 is OFF, the current working condition is judged to be normal running, and the air pressure type retarder 1 is not started;
(2) if the output of the switch signal end of the retarder switch 4 is ON, the output of the switch signal end of the brake pedal 5 is OFF, the output of the switch signal end of the accelerator pedal 6 is ON, and the output of the switch signal end of the anti-lock braking system 7 is OFF, the current working condition is judged to be normal running, and the air pressure type retarder 1 is not started;
(3) if the output of the switch signal end of the retarder switch 4 is OFF, the output of the switch signal end of the brake pedal 5 is OFF, the output of the switch signal end of the accelerator pedal 6 is OFF, and the output of the switch signal end of the anti-lock braking system 7 is OFF, the current working condition is determined to be sliding, and the air pressure type retarder 1 is not started;
(4) if the output of the switch signal end of the retarder switch 4 is OFF, the output of the switch signal end of the brake pedal 5 is ON, the output of the switch signal end of the accelerator pedal 6 is OFF, the output of the switch signal end of the anti-lock braking system 7 is OFF, the current working condition is judged to be mild braking, and the air pressure type retarder 1 is started to provide braking force for the vehicle;
(5) if the output of the switch signal end of the retarder switch 4 is ON, the output of the switch signal end of the brake pedal 5 is ON or OFF, the output of the switch signal end of the accelerator pedal 6 is OFF, and the output of the switch signal end of the anti-lock braking system 7 is OFF, the current working condition is judged to be mild braking, and the air pressure type retarder 1 is started to provide braking force for the vehicle;
(6) if the output of the switch signal end of the retarder switch 4 is ON or OFF, the signal of the brake pedal 5 is ON, the output of the switch signal end of the accelerator pedal 6 is OFF, the output of the switch signal end of the anti-lock braking system 7 is ON, the current working condition is judged to be emergency braking, and the air pressure type retarder 1 is not started in order to not interfere the work of the anti-lock braking system 7;
(7) if the output of the switch signal end of the retarder switch 4 is ON or OFF, the output of the switch signal end of the brake pedal 5 is ON, the output of the switch signal end of the accelerator pedal 6 is ON, the output of the switch signal end of the anti-lock system 7 is OFF, a brake priority strategy is adopted, the current working condition is judged to be mild braking, and the air pressure type retarder 1 is started to provide braking force for the vehicle;
(8) if the output of the switch signal end of the retarder switch 4 is ON or OFF, the output of the switch signal end of the brake pedal 5 is ON, the output of the switch signal end of the accelerator pedal 6 is ON, and the output of the switch signal end of the anti-lock braking system 7 is ON, a braking priority strategy is adopted, the current working condition is judged to be emergency braking, and the pneumatic retarder 1 is not started in order to not interfere the work of the anti-lock braking system 7.
In accordance with the above control method, the control strategy is summarized in table 1 below:
TABLE 1
When the retarder controller 3 judges that the pneumatic retarder 1 needs to start working, the retarder controller 3 controls the clutch 8 to be combined, when the pneumatic retarder 1 starts working, the transmission shaft 10 drives the power input shaft 1.9 of the pneumatic retarder 1 to rotate through the transmission wheel assembly 9 and the clutch 8, and the rotation of the power input shaft 1.9 drives the piston 1.2 to reciprocate through the second connecting rod 1.12 and the first connecting rod 1.11.
As shown in fig. 3-7, the piston 1.2 moves upward compressing the volume of the air chamber and downward moving air expands. The exhaust valve 1.5 and the intake valve 1.6 of the cylinder body 1.1 are normally closed, and the air chamber is generally closed, so when the piston 1.2 moves upwards (the rotation angle of the power input shaft gradually changes from 0 degrees to 90 degrees), the compressed air provides resistance work for the power input shaft 1.9 and provides braking force for the whole vehicle, when the volume of the air chamber approaches the minimum process, the exhaust valve 1.5 is timely opened (the rotation angle of the power input shaft is near 90 degrees), most of the compressed air is exhausted into a muffler 11 of the engine through a pipeline and a first one-way valve 1.7 to reduce exhaust noise, and then the exhaust valve 1.5 is closed. Under the driving action of a power output end of the vehicle, the power input shaft 1.9 rotates continuously along with the rotation of the transmission shaft 10, the piston 1.2 moves downwards after passing through the highest position (the rotation angle of the power input shaft gradually changes from 90 degrees to 270 degrees), the volume of the air chamber is increased to form vacuum to prevent the piston 1.2 from moving downwards, resistance work is provided for the power input shaft 1.9, braking force is provided for the whole vehicle, in the process that the volume of the air chamber approaches the maximum value, the air inlet valve 1.6 is opened (the rotation angle of the power input shaft is near 270 degrees), air in the atmosphere enters the air chamber, the air inlet valve 1.6 is closed after the air in the air chamber is filled with air, under the driving action of the power output end of the vehicle, the power input shaft 1.9 rotates continuously along with the rotation of the transmission shaft 10.
The above is a working cycle of the pneumatic retarder 1, and a continuous auxiliary braking force is provided for the vehicle through continuous circulation. The retarder controller 3 calculates the opening and closing timing and the opening and closing duration of the exhaust valve 1.5 and the intake valve 1.6 according to the rotation angle sensor signal of the power input shaft, and ensures that the pneumatic retarder 1 provides the maximum auxiliary braking power.
When the retarder controller 3 judges that the pneumatic retarder 1 needs to stop working, the retarder controller 3 sends a signal to request the clutch 8 to be separated, the clutch 8 is stopped being controlled to be kept in a separated state, and the exhaust valve 1.5 and the intake valve 1.6 are stopped being controlled to be kept in a normally closed state.
The above description is only for the specific embodiments of the present invention, and it should be noted that the remaining non-detailed descriptions are related to the prior art, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the protection scope of the present invention.
Claims (12)
1. A vapour-pressure type retarber which characterized in that: the air pressure type retarder (1) comprises an air cylinder body (1.1), a piston (1.2) is arranged in the air cylinder body (1.1), an air outlet (1.3) and an air inlet (1.4) are arranged on the air cylinder body (1.1), the air outlet (1.3) and the air inlet (1.4) are located on the air cylinder body (1.1) on the same side of the piston (1.2), the air outlet (1.3) is communicated with an exhaust valve (1.5), and the air inlet (1.4) is communicated with an air inlet valve (1.6); the power input end of the piston (1.2) is connected to the power output end of the vehicle;
the exhaust valve (1.5) is used for communicating and exhausting compressed air in the cylinder body (1.1) with the atmosphere after the air in the cylinder body (1.1) is compressed to a set value under the action of the piston (1.2);
the air inlet valve (1.6) is used for communicating with the atmosphere after the air in the cylinder body (1.1) is expanded to a set negative pressure value under the action of the piston (1.2) and supplementing the air into the cylinder body (1.1), so that kinetic energy output by a vehicle is converted into compression and expansion work of the air;
the exhaust valve (1.5) is connected with the muffler (11) through a first one-way valve (1.7), and the intake valve (1.6) is connected with the atmosphere through a second one-way valve (1.8);
the power input end of the piston (1.2) is connected with the power output end of a vehicle through a power input shaft (1.9), the power input end of the power input shaft (1.9) is connected with the power output end of a clutch (8), the power input end of the clutch (8) is in transmission connection with a transmission wheel assembly (9), and the input end of the transmission wheel assembly (9) is in transmission connection with a wheel (14);
the transmission wheel assembly (9) is connected with the transmission shaft (10), the power input end of the transmission shaft (10) is connected with the power output end of the engine (13) through the transmission (12), and the power output end of the transmission shaft (10) is in transmission connection with the wheels (14) through the drive axle (15).
2. The pneumatic retarder of claim 1, wherein: the exhaust end of the engine (13) is connected with the muffler (11) through an exhaust pipe.
3. The pneumatic retarder of claim 2, wherein: the piston (1.2) is hinged with the power input shaft (1.9) through a connecting rod assembly (1.10).
4. The pneumatic retarder of claim 3, wherein: the connecting rod component (1.10) comprises a first connecting rod (1.11) and a second connecting rod (1.12), one end of the first connecting rod (1.11) is hinged to the piston (1.2), the other end of the first connecting rod (1.11) is hinged to one end of the second connecting rod (1.12), and the other end of the second connecting rod (1.12) is fixedly connected with the power input shaft (1.9).
5. The pneumatic retarder of claim 4, wherein: and the power input shaft (1.9) is also provided with a rotation angle sensor (1.13) for monitoring a rotation angle signal of the power input shaft, and the rotation angle signal of the rotation angle sensor (1.13) is used for judging the position of the piston (1.2) in the cylinder body (1.1).
6. The pneumatic retarder of claim 1, wherein: when the gas in the cylinder body (1.1) is compressed to a set value, the piston (1.2) is positioned at the highest position in the cylinder body (1.1).
7. The pneumatic retarder of claim 1, wherein: when the gas in the cylinder body (1.1) is expanded to a set negative pressure value, the piston (1.2) is located at the lowest position in the cylinder body (1.1).
8. The method for retarding by using the pneumatic retarder as claimed in claim 1, which is characterized by comprising the following steps: the power input shaft (1.9) of the pneumatic retarder (1) rotates under the driving action of the power output end of a vehicle, the power input shaft (1.9) rotates to drive the piston (1.2) to do reciprocating motion, and under the action of the piston (1.2), after gas in the cylinder body (1.1) is compressed to a set value, the exhaust valve (1.5) is opened to discharge compressed air in the cylinder body (1.1) and atmosphere in a communicated manner; after the gas in the cylinder body (1.1) is expanded to a set negative pressure value, the air inlet valve (1.6) is opened to communicate with the atmosphere, and the gas is supplemented into the cylinder body (1.1), so that the kinetic energy output by the vehicle is converted into the compression and expansion work of the gas, and the braking force is provided for the vehicle.
9. Method according to claim 8, characterized in that the reciprocating movement of the piston (1.2) comprises an upward movement compressed gas process: the exhaust valve (1.5) and the intake valve (1.6) are kept in a closed state, the rotation angle of the power input shaft (1.9) rotates from 0 degree to 90 degrees under the driving action of the power output end of the vehicle, the piston (1.2) moves upwards, gas in the compressed cylinder body (1.1) provides resistance work for the power input shaft (1.9) to provide braking force for the whole vehicle, after the gas in the cylinder body (1.1) is compressed to a set value, when the rotation angle of the power input shaft (1.9) approaches 90 degrees, the exhaust valve (1.5) is opened to communicate compressed air in the cylinder body (1.1) with atmosphere and exhaust, and the exhaust valve (1.5) is closed after the compressed air is exhausted.
10. The method according to claim 9, wherein the reciprocating movement of the piston (1.2) further comprises a downward moving gas expansion process: the rotating angle of the power input shaft (1.9) continuously rotates from 90 degrees to 270 degrees under the driving action of the power output end of the vehicle, the piston (1.2) moves downwards after passing through the highest position, the volume in the cylinder body (1.1) is increased to form vacuum to prevent the piston (1.2) from moving downwards, resistance power is provided for the power input shaft (1.9) to provide braking force for the whole vehicle, when the rotating angle of the power input shaft (1.9) approaches 270 degrees, the volume in the cylinder body (1.1) approaches the maximum, the air inlet valve (1.6) is opened, air in the atmosphere enters the cylinder body (1.1), and the air inlet valve (1.6) is closed after the cylinder body (1.1) is filled with air.
11. Method according to claim 10, characterized in that the compressed air discharged in the cylinder block (1.1) is discharged into a muffler (11) through a pipe.
12. The utility model provides a control module of vapour-pressure type retarber which characterized in that: the device comprises a retarder controller (3) for receiving a rotation angle signal monitored by a rotation angle sensor (1.13) and controlling the opening and closing of an exhaust valve (1.5) and an intake valve (1.6) of the pneumatic retarder (1); the rotation angle sensor (1.13) is used for monitoring a rotation angle signal of the power input shaft (1.9);
the pneumatic retarder (1) comprises a cylinder body (1.1), a piston (1.2) is arranged in the cylinder body (1.1), an exhaust port (1.3) and an air inlet (1.4) are arranged on the cylinder body (1.1), the exhaust port (1.3) and the air inlet (1.4) are located on the cylinder body (1.1) on the same side of the piston (1.2), the exhaust port (1.3) is communicated with an exhaust valve (1.5), and the air inlet (1.4) is communicated with an air inlet valve (1.6); the power input end of the piston (1.2) is connected to the power output end of the vehicle;
the exhaust valve (1.5) is used for communicating and exhausting compressed air in the cylinder body (1.1) with the atmosphere after the air in the cylinder body (1.1) is compressed to a set value under the action of the piston (1.2);
the air inlet valve (1.6) is used for communicating with the atmosphere after the air in the cylinder body (1.1) is expanded to a set negative pressure value under the action of the piston (1.2) and supplementing the air into the cylinder body (1.1), so that kinetic energy output by a vehicle is converted into compression and expansion work of the air;
the rotating angle signal input end of the retarder controller (3) is connected with the rotating angle signal output end of the rotating angle sensor (1.13), and the control signal output end of the retarder controller (3) is connected with the control signal input ends of the exhaust valve (1.5) and the air inlet valve (1.6) respectively.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN201810844316.7A CN109131284B (en) | 2018-07-27 | 2018-07-27 | Air pressure type retarder, retarding method thereof and control module |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201810844316.7A CN109131284B (en) | 2018-07-27 | 2018-07-27 | Air pressure type retarder, retarding method thereof and control module |
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| Publication Number | Publication Date |
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| CN109131284A CN109131284A (en) | 2019-01-04 |
| CN109131284B true CN109131284B (en) | 2020-04-07 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2022228914A1 (en) * | 2021-04-28 | 2022-11-03 | Man Truck & Bus Se | Vehicle with a retarder brake device, and corresponding braking method |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| PL2755880T3 (en) * | 2011-09-16 | 2019-11-29 | Trackside Services Inc | Gas actuated retarder system for railway car |
| CN203832471U (en) * | 2014-04-17 | 2014-09-17 | 山东科技大学 | Energy storage type air pressure retarder |
| CN105697607B (en) * | 2016-03-01 | 2018-02-06 | 宁波华盛联合制动科技有限公司 | The Oiltank structure of Retarder |
| CN107044494A (en) * | 2016-12-14 | 2017-08-15 | 宁波华盛联合制动科技有限公司 | A kind of inlet structure of Retarder air-breather |
| CN206446583U (en) * | 2017-01-18 | 2017-08-29 | 泰乐玛汽车制动系统（上海）有限公司 | A kind of retarder control device |
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2018
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2022228914A1 (en) * | 2021-04-28 | 2022-11-03 | Man Truck & Bus Se | Vehicle with a retarder brake device, and corresponding braking method |
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| CN109131284A (en) | 2019-01-04 |
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