CN109253188B

CN109253188B - Integrated hydraulic retarder

Info

Publication number: CN109253188B
Application number: CN201811296442.XA
Authority: CN
Inventors: 刘义; 王伟健; 陈俊宇
Original assignee: Shaanxi Fast Gear Co Ltd
Current assignee: Shaanxi Fast Gear Co Ltd
Priority date: 2018-11-01
Filing date: 2018-11-01
Publication date: 2020-12-11
Anticipated expiration: 2038-11-01
Also published as: CN109253188A

Abstract

The invention discloses an integrated hydrodynamic retarder.A oil pool is positioned below a working cavity, a heat exchanger is positioned at one axial side of a stator and a rotor, and the working cavity is connected with a variable vane pump for pumping oil from the oil pool into the working cavity; the upper part and the lower part of the working cavity are respectively provided with a working cavity oil inlet and a working cavity oil outlet; the upper part and the lower part of the heat exchanger are respectively provided with a heat exchanger oil outlet and a heat exchanger oil inlet; when the retarder works, the working cavity, the variable vane pump, the heat exchanger and the oil pool form a main circulation oil circuit; the main control valve is used for controlling the connection and disconnection of the main circulation oil way; the opening and closing of the main control valve are controlled by controlling the pressurization and the pressure relief of the oil way; the switch valve is used for controlling the control of the pressurization and the pressure relief of the oil way; when the retarder works, the switch valve and the main control valve are opened; when the retarder stops working, the switch valve and the main control valve are closed, and the control oil way is disconnected with the main circulation oil way. The air source control of the whole vehicle is not relied on, the response speed is high, the control is more stable, and the precision is higher.

Description

Integrated hydraulic retarder

Technical Field

The invention belongs to the field of hydraulic retarders, and relates to an integrated hydraulic retarder.

Background

In the highway section with high danger such as the expressway and the mountain area, the downhill brake failure becomes the outstanding problem threatening the safety of the large-scale passenger car and the heavy truck, and the fact that the traffic accident is serious and the blood dribbling is a single screen causes people to be surprised and arouse enough attention of people on the driving safety again. The hydrodynamic retarder is used as one of the auxiliary braking devices of the whole vehicle, and has the advantages of low oil consumption, light weight, high braking efficiency and no heat fading, and is generally applied to developed countries such as Europe. In China, the hydrodynamic retarder is still in the development and popularization stage, theoretical research is only limited to some colleges and universities and scientific research units in the early stage, research and development of physical objects is slow, and only a few enterprises are developing research and popularization work of the hydrodynamic retarder at present.

In 2002, 6 months, the department of transportation promulgates an industry standard JT/T325-2002 'division and grade assessment of types of commercial passenger cars', and the standard specifies that a retarder is required to be arranged in medium-sized passenger cars and in high-sized passenger cars, the high-sized passenger cars and the high-sized passenger cars. CJ/T162-2002 'urban passenger car grading technical requirement and configuration' published by the Ministry of construction in 10 months in 2002 also stipulates that the urban passenger cars in super-second grade, super-first grade, high grade and suburban areas must be provided with a retarder.

In 6 months 2012, published GB7258-2012 'motor vehicle operation safety condition' stipulates that passenger cars with the car length of more than 9m, trucks and special operation vehicles with the total mass of more than or equal to 12000kg, all dangerous goods transport vehicles are required to be equipped with a retarder or other auxiliary braking devices.

Meanwhile, the safety awareness of the whole car factory and the end user is continuously strengthened, the hydraulic retarder is continuously and deeply recognized, and a new market and opportunity are met for the development of the hydraulic retarder in China. The traditional hydrodynamic retarder adopts a control mode of 'electricity → gas → liquid', but has the following defects that 1, the control gas depends on the whole vehicle gas source, and if the gas pressure of the whole vehicle gas source is unstable or impurities exist in the gas, the use of the retarder is greatly influenced; 2. the response speed is slow; 3. the oil injection phenomenon of the retarder is easily caused.

Disclosure of Invention

The invention aims to overcome the defects of the prior art and provide an integrated hydraulic retarder which is not controlled by an air source of a whole vehicle, has high response speed, more stable control and higher precision and improves the overall performance of the retarder.

In order to achieve the purpose, the invention adopts the following technical scheme to realize the purpose:

an integrated hydraulic retarder comprises an oil pool, a heat exchanger, a switch valve, a main control valve and a working cavity formed by a rotor assembly and a stator assembly;

the oil pool is positioned below the working cavity, the heat exchanger is positioned on one axial side of the stator and the rotor, and the working cavity is connected with a variable vane pump for pumping oil from the oil pool into the working cavity; the upper part and the lower part of the working cavity are respectively provided with a working cavity oil inlet and a working cavity oil outlet; the upper part and the lower part of the heat exchanger are respectively provided with a heat exchanger oil outlet and a heat exchanger oil inlet;

when the retarder works, the oil inlet of the working cavity is respectively communicated with the oil outlet of the variable vane pump and the oil outlet of the heat exchanger, the oil outlet of the working cavity is communicated with the oil inlet of the heat exchanger, and the variable vane pump is communicated with the oil pool to form a main circulation oil path;

the main control valve is arranged on a shell of the retarder and used for controlling the connection and disconnection of the main circulating oil path; the opening and closing of the main control valve are controlled by controlling the pressurization and the pressure relief of the oil way; the switch valve is arranged on the rear cover of the retarder and used for controlling the pressurization and the pressure relief of the oil way;

when the retarder works, the switch valve and the main control valve are opened;

when the retarder stops working, the switch valve and the main control valve are closed, and the control oil way is disconnected with the main circulation oil way.

Preferably, the shell is connected with a rear cover of the transmission, the transmission is communicated with an oil pool in the retarder, and a large gear on an output shaft of an auxiliary box of the transmission is normally meshed with a gear shaft; the gear shaft is connected with the rotor assembly through a spline and is connected with the variable vane pump through a flexible coupling.

Preferably, a proportional valve is arranged on a rear cover of the retarder, and the size of the eccentricity of the variable vane pump can be adjusted according to the opening degree of the proportional valve.

Further, a switch electromagnetic valve for controlling the switch of the switch valve and a proportional electromagnetic valve for controlling the opening of the proportional valve are arranged on the shell of the retarder.

Still further, the retarder is connected with an integrated controller for controlling the switch of the switch electromagnetic valve and the voltage of the proportional electromagnetic valve.

Preferably, the switching valve is connected to a variable displacement vane pump, and the variable displacement vane pump supplies pressure to the control oil passage.

Preferably, a casing of the retarder is provided with a hollow loss reducing valve, a baffle is arranged in the retarder, and the baffle is connected with the hollow loss reducing valve;

when the retarder idles, the idle loss reducing valve is opened, and the baffle is positioned in a partial area between the stator and the rotor; when the retarder works, the empty loss reducing valve is closed, and the baffle is positioned outside the stator and the rotor.

Further, a spring and a pressure bearing surface facing the radial direction of the stator and the rotor are sequentially arranged between the hollow loss reducing valve and the baffle plate, and when the hollow loss reducing valve is opened, the spring is in an unstressed state; when the lost motion reduction valve is closed, the spring is in a compressed state.

Preferably, the oil outlet of the working cavity is connected with an oil drain plug, and the bottom of the heat exchanger is provided with the heat exchanger oil drain plug connected with an internal oil way of the heat exchanger.

Preferably, the pipeline from the oil tank to the variable displacement vane pump is sequentially connected with an oil inlet one-way valve and an oil filter.

Compared with the prior art, the invention has the following beneficial effects:

the invention is different from the traditional mode of 'electricity → gas → liquid', the control mode is 'electricity → liquid' direct control, the switch valve is opened to control the oil circuit to pressurize, the main control valve is opened, thereby the main circulation oil circuit of the retarder is connected, the working oil is pressurized by the variable vane pump and pumped into the working cavity to generate torque, so as to provide braking force for the whole vehicle, the opening degree of the proportional valve can adjust the eccentric distance of the variable vane pump to influence the oil quantity of the variable vane pump, thereby adjusting the braking torque of the retarder.

Furthermore, the transmission and the retarder are combined to form a unified whole, the transmission and the retarder share a part of the shell, the internal oil pool and the oil channel are communicated, and the transmission and the retarder share the working medium lubricating oil. The integrated design is beneficial to the layout of the large-diameter stator and the large-diameter rotor. The working diameter of the retarder stator and rotor directly influences the output torque of the retarder, and under the condition that the overall size is basically unchanged, the retarder provides larger braking force for braking the whole vehicle, so that the requirement that the whole vehicle needs larger braking power at a low transmission shaft rotating speed can be met, and the overall performance of the retarder is improved. And its overall structure is compact, and horizontal installation size is little, can match more motorcycle types.

Furthermore, when the retarder idles, the idle loss reducing valve is opened, the pressure bearing surface is not stressed, the baffle plate extends into the space between the stator and the rotor under the pushing of the spring, the relative area of the stator and the rotor is reduced, the loss caused by the high-speed stirring of air by the rotor is reduced, and the power loss caused by the idling of the retarder can be effectively reduced; when the retarder normally works, the stator and the rotor are filled with working liquid, the pressure of oil acts on the bearing surface, the bearing surface compresses the spring under the action of the oil, the baffle is driven to leave the dead area between the stator and the rotor, and therefore the normal work of the retarder is not affected.

Drawings

FIG. 1 is a cross-sectional view of the present invention;

FIG. 2 is a view A-A of a cross-sectional view of the present invention;

FIG. 3 is a view B-B of a cross-sectional view of the present invention;

fig. 4 is a front view of the present invention.

Wherein: 1-a shell; 2-rear cover; 3-a heat exchanger; 4-a controller; 5-a rotor assembly; 6-a stator assembly; 7-gear shaft; 8-a flexible coupling; 9-variable vane pump; 10-a separator; 11-a main control valve; 12-an oil inlet check valve; 13-an oil filter; 14-a switch valve; 15-a proportional valve; 16-switching the electromagnetic valve; 17-proportional solenoid valve; 18-an empty loss reducing valve; 19-oil drainage and blocking; 20-oil drainage and blockage of the heat exchanger; 21-a working cavity oil inlet; 22-working chamber oil outlet; 23-a heat exchanger oil inlet; and 24-oil outlet of heat exchanger.

Detailed Description

The invention is described in further detail below with reference to the accompanying drawings:

as shown in fig. 1-4, a casing 1 of the integrated hydrodynamic retarder is connected with a transmission rear cover, an internal oil pool is communicated, and a working medium is shared; the gear shaft 7 is constantly engaged with a large gear on an output shaft of the auxiliary box of the transmission to transmit braking torque. Inside the retarder, a gear shaft 7 is connected with a variable vane pump 9 through a flexible coupling 8. The variable vane pump 9 is a core oil supply component of the retarder, and is driven by the gear shaft 7 to rotate at a high speed so as to pump oil from the oil sump into a working cavity of the retarder. The working cavity is a place where torque is generated when the retarder stator assembly 6 and the rotor assembly 5 work, the stator assembly 6 is connected and fixed on the shell 1 through a pin, and the rotor assembly 5 is connected with the gear shaft 7 through a spline and rotates at a high speed together with the gear shaft 7. When oil enters the working cavity from a working cavity oil inlet 21 on the rotor assembly 5, the rotor assembly 5 rotating at a high speed stirs the oil entering between the stator and the rotor, and the oil is beaten on the stator assembly 6, because the stator assembly 6 is fixed and the direction of the blades of the stator assembly is opposite to that of the rotor assembly 5, the stator assembly 6 can block the movement of the oil, an acting force in the opposite direction is supplied to the oil, the acting force is transmitted to the rotor assembly 5 to block the rotation of the rotor assembly 5, so that the braking force blocking the rotation of the gear shaft 7 is generated, the braking force is transmitted to the output shaft through the meshing of the gear shaft 7 and the gear of the output shaft, and finally, the braking force is formed for the whole vehicle. In the process, the kinetic energy of the whole vehicle can be converted into the heat energy of the working oil, the temperature of the oil is continuously increased, the generated heat needs to be dissipated through a heat dissipation system of the whole vehicle in order to avoid overhigh temperature of the oil, and the heat exchanger 3 is a place where the heat generated by the retarder and the cooling liquid of the whole vehicle are subjected to heat exchange. The high-temperature and high-pressure working oil in the working chamber is thrown out from the working chamber oil outlet 22 and enters the heat exchanger 3. The inside structure that is one deck coolant liquid one deck working oil of heat exchanger arranges, and the working oil of high temperature fully contacts with the coolant liquid, accomplishes thermal exchange, and the working oil temperature that comes out from heat exchanger 3 reduces, then gets into the work intracavity again and work, so circulation, the retarber will provide lasting stable braking force. The heat of the cooling liquid heated by the retarder is dissipated through a heat dissipation system of the whole vehicle. As described above, the oil circulation path from the oil sump → the variable displacement pump → the working chamber → the heat exchanger 3 → the working chamber is called a main circulation path, and the control path controls the opening and closing of the main circulation path, and the retarder is a basic operation principle of the retarder in which the left and right portions are connected by the partition plate 10 and the respective paths are divided by the partition plate 10.

When the retarder stops working, working oil between the stator and the rotor is discharged, the pressure in the working cavity is reduced, the idle loss reducing valve 18 moves inwards under the action of the spring, and the baffle is blocked between the stator and the rotor, so that the relative area between the stator and the rotor is the minimum, the stirring effect of the rotor and the stator on an oil-gas mixed medium in the idle process is reduced, and the power loss of the retarder in the idle process is reduced. When the retarder works, the stator and the rotor are filled with working liquid, the pressure in the working cavity is increased, the pressure of the oil acts on the pressure bearing surface of the air loss reducing valve 18, the air loss reducing valve 18 is pushed outwards, the spring is compressed, the baffle plate leaves the area between the stator and the rotor, the relative area of the stator and the rotor of the retarder is the largest at the moment, the generated torque is also the largest, and the air loss reducing valve 18 does not influence the torque output of the retarder in the normal working process.

The integrated hydraulic retarder adopts an integrated controller, namely, one controller 4 is independently debugged and assembled on each retarder, the functions of controlling the opening and closing of the retarder, controlling the gear position, interlocking with an engine and braking and the like can be finished by controlling the on-off electromagnetic valve 16 and the proportional electromagnetic valve 17 on the retarder, and a control system of the integrated hydraulic retarder adopts a modular design, is flexible in configuration and high in control precision. Compared with the existing retarder controller, the retarder controller is a brand new configuration mode.

The switch valve 14 is controlled by a switch electromagnetic valve 16, is assembled on the retarder rear cover 2 and is positioned at a control section of a retarder control oil path to control the on-off of the retarder control oil path, so that the control of a main circulating oil path is realized; the proportional valve 15 is controlled by a proportional electromagnetic valve 17, is assembled on the retarder rear cover 2 and is positioned in an adjusting section of a retarder control oil path, the flow of a retarder main oil path is adjusted by adjusting the oil pressure of the control oil path, the control of different opening pressures of the proportional valve 15 is realized by controlling the voltage of the proportional electromagnetic valve 17, the opening pressure of the proportional valve 15 is large under large voltage, and the opening pressure of the proportional valve 15 is small under small voltage. The proportional valve 15 establishes pressure balance with the variable vane pump 9 under different opening pressures, and the amount of oil pumped into the retarder by the variable vane pump 9 is changed along with the different opening pressures, so that the amount of the oil pumped by the variable vane pump 9 can be influenced through the proportional electromagnetic valve 17, and the braking torque of the retarder is adjusted; the main control valve 11 is controlled by a control oil path, namely controlled by a switch electromagnetic valve 16, is assembled on the shell 1 of the retarder and is positioned at the control section of the main oil path of the retarder, and the main control valve 11 slides in the shell 1 to control the oil path of oil entering or discharging a working cavity, thereby controlling the oil inlet amount entering between the stator and the rotor of the retarder.

When the retarder starts to work, the implementation mode is that the switch valve 14 is opened through the control handle control switch electromagnetic valve 16, after the switch valve 14 is opened, the control oil path is pressurized through the variable vane pump 9, the main control valve 11 is opened, the main circulation oil path of the retarder is communicated, the working oil is pressurized through the oil inlet one-way valve 12 and the oil filter 13 through the variable vane pump 9, the working oil is pumped into the working chamber to generate torque, and braking force is provided for the whole retarder. During braking, the opening pressure of the proportional solenoid valve 17 can be controlled to control the proportional valve 15 according to the requirement of the torque, and the control process is a dynamic closed loop control process.

When the retarder works, the specific embodiment is that the switch valve 14 is closed by controlling the switch electromagnetic valve 16 through the control handle, the pressure of the oil circuit is controlled, the main circulation oil circuit is closed, no working oil enters the working cavity, and the entered working oil is thrown out of the oil pool.

The retarder and the speed changer share the working oil, when the working time reaches the oil change period, the oil drain plug 19 is screwed off, and the oil liquid in the heat exchanger is drained through the oil drain plug 20 of the heat exchanger, so that the oil in the retarder can be completely drained. The oil drain plug 19 is arranged on the shell 1 of the retarder and connected with an oil outlet 22 of the working cavity, so that oil in the shell 1 and the rear cover 2 of the retarder can be completely drained, the heat exchanger oil drain plug 20 is arranged at the bottom of the rear end of the heat exchanger 3 and connected with an oil path in the heat exchanger 3, and the oil in the heat exchanger can be completely drained.

The invention improves the overall performance of the retarder, and the existing hydraulic retarder can only meet part of vehicle types, and can not play a good role in matching high-horsepower engines adopted by more and more commercial vehicles with the vehicle types of a rear axle with a small speed ratio and the vehicle types with smaller transverse installation space. In order to better match the vehicle types and comply with the technical development trend of commercial vehicles, the integrated hydraulic retarder provided by the invention combines the transmission and the retarder to form a unified whole, the transmission and the retarder share a part of shell, the internal oil pool and the oil channel are communicated, and the working medium lubricating oil is shared, so that the whole transverse installation size is small, and the integrated hydraulic retarder can be matched with more vehicle types.

The above-mentioned contents are only for illustrating the technical idea of the present invention, and the protection scope of the present invention is not limited thereby, and any modification made on the basis of the technical idea of the present invention falls within the protection scope of the claims of the present invention.

Claims

1. An integrated hydrodynamic retarder is characterized by comprising an oil pool, a heat exchanger (3), a switch valve (14), a main control valve (11), a working cavity formed by a rotor assembly (5) and a stator assembly (6);

the oil pool is positioned below the working cavity, the heat exchanger (3) is positioned on one axial side of the stator and the rotor, and the working cavity is connected with a variable vane pump (9) for pumping oil from the oil pool into the working cavity; the upper part and the lower part of the working cavity are respectively provided with a working cavity oil inlet (21) and a working cavity oil outlet (22); the upper part and the lower part of the heat exchanger (3) are respectively provided with a heat exchanger oil outlet (24) and a heat exchanger oil inlet (23);

the switch valve (14) is connected with the variable vane pump (9), and the variable vane pump (9) provides pressure for the control oil way;

a pipeline from the oil pool to the variable vane pump (9) is sequentially connected with an oil inlet one-way valve (12) and an oil filter (13);

when the retarder works, a working cavity oil inlet (21) is respectively communicated with a variable vane pump (9) and a heat exchanger oil outlet (24), a working cavity oil outlet (22) is communicated with a heat exchanger oil inlet (23), and the variable vane pump (9) is communicated with an oil pool to form a main circulation oil way;

the main control valve (11) is arranged on a shell (1) of the retarder and used for controlling the connection and disconnection of a main circulating oil path; the opening and closing of the main control valve (11) are controlled by controlling the pressurization and the pressure relief of an oil way; the switch valve (14) is arranged on the rear cover (2) of the retarder and is used for controlling the pressurization and the pressure relief of the oil way;

when the retarder works, the switch valve (14) and the main control valve (11) are opened;

when the retarder stops working, the switch valve (14) and the main control valve (11) are closed, and the control oil way is disconnected with the main circulating oil way.

2. An integrated hydrodynamic retarder according to claim 1, characterized in that the housing (1) is connected to a transmission rear cover, the transmission is connected to an oil sump inside the retarder, and a gearwheel on an output shaft of the auxiliary transmission casing is normally engaged with a gearwheel shaft (7); the gear shaft (7) is connected with the rotor assembly (5) through a spline and is connected with the variable vane pump (9) through a flexible coupling (8).

3. An integrated hydrodynamic retarder according to claim 1, characterized in that a proportional valve (15) is arranged on the rear cover (2) of the retarder, and the size of the opening of the proportional valve (15) can adjust the size of the eccentricity of the variable vane pump (9).

4. An integrated hydrodynamic retarder according to claim 3, characterized in that a switch solenoid valve (16) for controlling the switch of the switch valve (14) and a proportional solenoid valve (17) for controlling the opening of the proportional valve (15) are arranged on the housing (1) of the retarder.

5. An integrated hydrodynamic retarder according to claim 4, characterized in that an integrated controller for controlling the switching of the switching solenoid valve (16) and the voltage of the proportional solenoid valve (17) is connected to the retarder.

6. An integrated hydrodynamic retarder according to claim 1, characterized in that the housing (1) of the retarder is provided with a loss reduction valve (18), and that a baffle is arranged inside the retarder, which baffle is connected to the loss reduction valve (18);

when the retarder idles, the idle reduction valve (18) is opened, and the baffle is positioned in a partial area between the stator and the rotor; when the retarder is in operation, the idle reduction valve (18) is closed and the damper is located outside the stator and rotor.

7. An integrated hydrodynamic retarder according to claim 6, characterized in that a spring and a pressure-bearing surface facing the radial direction of the stator and the rotor are sequentially arranged between the idle reduction valve (18) and the baffle, and when the idle reduction valve (18) is opened, the spring is in an unstressed state; when the loss reduction valve (18) is closed, the spring is in a compressed state.

8. An integrated hydrodynamic retarder according to claim 1, characterized in that an oil drain plug (19) is connected to the working chamber oil outlet (22), and a heat exchanger oil drain plug (20) connected to its internal oil passage is provided at the bottom of the heat exchanger (3).