CN113531080A

CN113531080A - Enhanced hydraulic retarder for commercial vehicle

Info

Publication number: CN113531080A
Application number: CN202110929383.0A
Authority: CN
Inventors: 沈燕红
Original assignee: Shandong Taixin Automobile Technology Co ltd
Current assignee: Shandong Taixin Automobile Technology Co ltd
Priority date: 2021-08-13
Filing date: 2021-08-13
Publication date: 2021-10-22
Also published as: CN113775724B; CN113775724A

Abstract

The invention relates to a reinforced hydraulic retarder for a commercial vehicle, and belongs to the technical field of vehicle accessories. Hydrodynamic retarder includes casing, power transmission device, anti-system power generation mechanism, fuel feeding mechanism and heat exchange mechanism, power transmission device includes gear spline main shaft, middle turbine, fore bearing and rear bearing, middle turbine passes through the middle part that spline fit connects at the gear spline main shaft, middle turbine is two-sided turbine, anti-system power generation mechanism is including deciding turbine, back and deciding turbine fixing base after deciding turbine, constitute the turbine chamber between back and deciding turbine fixing base and the casing leading flank, gear spline main shaft transversely penetrates from the leading flank center department of casing, middle turbine is located before deciding between turbine and the back and decides the turbine. The reverse braking power of the hydraulic retarder designed by the invention is generated by the middle turbine, the front fixed turbine and the rear fixed turbine together, so that the retarding effect is better and the control is more accurate.

Description

Enhanced hydraulic retarder for commercial vehicle

Technical Field

The invention relates to the technical field of vehicle accessories, in particular to an enhanced hydraulic retarder for a commercial vehicle.

Background

The automobile retarder reduces the downhill running speed of a vehicle through the hydraulic device in use, and a large commercial truck uses exhaust brake for a long time when going down a long slope, so that the hub of a truck is promoted to generate heat and rise temperature, the braking effect of the truck is poor, the braking force is lost seriously, and the running safety is influenced. The hydrodynamic retarder can play a good auxiliary role in long-distance braking of the commercial truck. The existing hydrodynamic retarder on the market at present generally consists of a stator, a rotor, an oil pump, an oil storage tank and a heat exchanger. The stator is a retarder shell and is connected with the rear end of the speed changer or a frame, the rotor is connected with a transmission shaft of a vehicle through a hollow shaft, and blades are cast on the rotor and the stator. When the rotor is in operation, pressure is applied to the oil storage tank through the operation of the control valve, so that the working fluid is filled in the working cavity between the rotor and the stator. When the rotor rotates, a torque is applied to the stator by the working fluid, and the reaction torque of the stator becomes the braking torque of the rotor. The kinetic energy of the automobile is consumed by the friction of the working fluid and the impact on the stator and converted into heat energy, so that the temperature of the working fluid is increased. The working fluid is introduced into the heat exchanger to circulate, transfers heat to the cooling water, and is then discharged through the engine cooling system.

At present, the hydraulic retarder which is marketed and reported publicly in China has common defects that: 1. and the normal use of commercial vehicles with the loading capacity of more than 50 tons cannot be completely met. 2. The normal running of the freight commercial vehicle on the slope with the running speed of over 80Km/H and the downhill gradient of over 6 percent can not be met. 3. The oil consumption of the commercial vehicle with the hydraulic retarder is increased by nearly 2-5%. 4. The heat exchange is slow, and when the temperature is too high, the high-temperature protection withdrawing time is too long, so that the downhill slow speed is influenced.

Disclosure of Invention

In order to solve the problems in the prior art, the invention designs the enhanced hydraulic retarder for the commercial vehicle, which can meet the long-distance retarding braking auxiliary requirement of the heavy-load commercial vehicle and has better use effect.

The technical scheme adopted by the invention is as follows: the hydraulic retarder comprises a shell, a power transmission mechanism, a reverse braking power generation mechanism, an oil supply mechanism and a heat exchange mechanism, wherein the power transmission mechanism comprises a gear spline main shaft, a middle turbine, a front bearing and a rear bearing, a transmission gear is integrally formed at the front side end of the gear spline main shaft, the middle turbine is connected to the middle of the gear spline main shaft in a spline fit mode, the middle turbine is a double-faced turbine, and a plurality of turbine blades are uniformly distributed on annular surfaces of the front side and the rear side of the middle turbine in the circumferential direction;

the counter-braking power generation mechanism comprises a front fixed turbine, a rear fixed turbine and a rear fixed turbine fixing seat, the rear fixed turbine fixing seat is positioned on the rear side in the shell and forms a turbine cavity with the front side surface of the shell, the rear fixed turbine is fixed on the front side surface of the rear fixed turbine fixing seat, the front fixed turbine is fixed on the inner side of the front side surface of the shell, and center through holes are formed in the centers of the front fixed turbine and the rear fixed turbine;

the gear spline spindle transversely penetrates from the center of the front side face of the shell and penetrates through central through holes of the front fixed turbine and the rear fixed turbine, the gear spline spindle is connected with the front side face of the shell through a front bearing and is connected with the center of a rear fixed turbine fixing seat through a rear bearing, the middle turbine is positioned between the front fixed turbine and the rear fixed turbine, and turbine faces of the front fixed turbine and the rear fixed turbine are respectively opposite to turbine faces of the front side and the rear side of the middle turbine to form two turbine cavities;

the oil supply mechanism comprises a gear oil pump and an oil way control valve, the gear oil pump is connected to the rear side of the rear fixed turbine fixing seat, a valve body of the oil way control valve is connected between the rear fixed turbine fixing seat and a rear cover of the shell through a peripheral flange, a high-pressure oil cavity is formed between the front side of the valve body and the rear fixed turbine fixing seat, an oil flow hole is formed in the middle of the rear fixed turbine fixing seat and is communicated with the high-pressure oil cavity and the turbine cavity, a normal-pressure oil cavity is formed between the rear side of the valve body and the rear cover, an oil way with an oil inlet cavity, an oil outlet cavity and a normal-pressure oil cavity is arranged in the valve body and is communicated with the normal-pressure oil cavity and the high-pressure oil cavity, the opening and the closing of each oil way are controlled through the movement of the valve core, the front side end in the middle of the valve body is butted with the gear oil pump, and the gear oil pump provides power for the oil inlet and the outlet of the normal-pressure oil cavity;

the rear side end of the gear spline main shaft is integrally formed with a rotary shifting block, and the rotary shifting block is inserted into the gear oil pump to drive the gear oil pump to operate.

The rotor in the turbine cavity of the hydraulic retarder adopts a double-faced turbine and is provided with a front fixed turbine and a rear fixed turbine, during work, working fluid is flushed into two sides of the double-faced turbine, braking torque is generated by action on two sides of the double-faced turbine, the braking force output to the outside is increased, and the requirement of slowing down the long-distance braking of a heavy-duty vehicle is met. The oil inlet amount in the turbine cavity is controlled by a gear oil pump and an oil way control valve of the oil supply mechanism, and the control precision and the controllability are high.

Further, the turbine is decided to back includes the annular blade stationary plane of circle, the turbine outer fringe is connected to the outer fringe of blade stationary plane, and the turbine inner edge is connected to the inner fringe, the arc indent is personally submitted to the blade fixed, for smooth curved surface, is connected with a plurality of thick turbine blades on it, and a plurality of turbine blades are along blade stationary plane circumference evenly distributed, radially set up, and axial inclination angle and direction are the same, the front side end face of turbine blade is radial straight face to be axial slope, turbine blade's the front side end face inside, outside end connect turbine inner fringe and turbine outer fringe respectively. The whole structure of the rear fixed turbine is simple and thick, the blades are thick, the bending resistance and the shearing strength are high, and the requirement of large braking torque is met.

Furthermore, the highest protruding department circumference equipartition in dorsal part of blade stationary plane is connected with a plurality of impeller fixed columns, the center department of impeller fixed column is opened along the axial has the internal thread fixed orifices, and the impeller fixed column is connected with the turbine outer fringe through strengthening the seat, the back turbine is connected on the back turbine fixing base through its dorsal impeller fixed column bolt. The impeller fixing column is connected with the outer edge of the turbine in a reinforcing mode through the reinforcing seat, the structure is stable, and the rear fixed turbine can be stably installed on the rear fixed turbine fixing seat.

Further, the gear oil pump comprises an oil pump seat, an oil pump outer ring, an oil pump inner ring and a central positioning shaft, wherein the outer diameter of the oil pump inner ring is smaller than the inner diameter of the oil pump outer ring, the oil pump inner ring is located in the inner ring of the oil pump outer ring, the oil pump inner ring is an external tooth gear ring, the oil pump outer ring is an internal tooth gear ring, the tooth profiles of the oil pump outer ring and the oil pump inner ring are involute tooth profiles, the involute tooth profiles and the involute tooth profiles are meshed with each other and are arranged in a pump cavity of the oil pump seat, the pump cavity is formed by a rear side plate connected to the rear side of the oil pump seat, the oil pump inner ring and the oil pump outer ring are arranged in the pump cavity, and the center of the oil pump inner ring is concentrically matched with the rear side plate of the oil pump seat through the central positioning shaft, so that the oil pump inner ring rotates around the central axis all the time; the outer fringe of gear oil pump's oil pump seat is equipped with round thread tightening hole and decides turbine fixing base threaded connection after with, decides the front shroud that the turbine fixing base constitutes the gear oil pump after, the center department of oil pump inner circle opens there is waist shape hole, the rotatory shifting block of hydraulic retarber's gear spline main shaft rear end inserts the block in the waist shape hole of oil pump inner circle, and it is rotatory to drive the oil pump inner circle by the rotation of gear spline main shaft, and the mutual meshing of tooth on oil pump inner circle and the oil pump outer circle drives oil pump outer circle and oil pump inner circle synchronous revolution, and the two rotational speed is different, opening of symmetry has inlet port and oil outlet on the posterior lateral plate of gear oil pump's pump chamber, the trompil position of inlet port and oil outlet corresponds negative pressure cavity and booster chamber region in the pump chamber.

Furthermore, the oil way control valve also comprises a valve core, an air cylinder and a valve core reset spring, wherein the middle part of the valve body is a central through hole, the valve core is positioned in the central through hole and can slide along the axis of the valve core, the valve core is a piston of the air cylinder, and the air cylinder pushes the valve core to move; the valve core reset spring is a pressure spring and is fixed between the valve core and the cylinder, and the valve core reset spring is made of spring steel; the oil circuit control valve is characterized in that an oil circuit for feeding and discharging a high-pressure oil cavity and a normal-pressure oil cavity, an oil inlet path and an oil outlet path of the gear oil pump, a cooling circulating oil inlet path and a cooling circulating oil outlet path and an oil circuit control valve oil circuit are arranged inside a valve body of the oil circuit control valve, openings are respectively formed in the oil inlet path and the oil outlet path of the gear oil pump on the front side end face of the valve body of the oil circuit control valve, and the oil inlet hole and the oil outlet hole of the gear oil pump are respectively in butt joint with the openings of the oil inlet path and the oil outlet path of the gear oil pump on the front side end face of the valve body.

Further, the hydraulic retarber still includes the bellytank of independent setting, the bellytank includes the oil tank barrel, open at the top surface middle part of oil tank barrel has internal screw thread top interface, open the bottom of the front side board of oil tank barrel has internal screw thread lower part interface, top interface threaded connection has the cap of ventilating, lower part interface threaded connection has leads oil pipe, the inside of oil tank barrel is provided with the buffering mesh plate, buffering mesh plate horizontal slope sets up and separates oil tank barrel internal portion for upper and lower two parts, the bellytank is through leading oil pipe connection fuel feeding mechanism's ordinary pressure oil pocket. The operating oil reserve capacity of bellytank effective increase hydraulic retarber satisfies the application demand in two braking chambeies, and bellytank sets up independently moreover, compares with the integral type oil tank of traditional hydraulic retarber and maintains the convenience. The buffering mesh plate which is inclined is arranged in the tank body and is used for buffering the impact of the ventilation cap on the top of the oil tank body when oil quickly enters the oil tank body.

Furthermore, tight round nuts are respectively arranged at the joints of the main bearing and the auxiliary bearing of the gear spline main shaft and the gear spline main shaft, the tight nuts are used for adjusting the working clearances of the main bearing and the auxiliary bearing on the gear spline main shaft, the tight nuts of the main bearing and the auxiliary bearing are respectively provided with a stop washer and an elastic washer, the stop washer is made of metal and used for preventing the tight round nuts from loosening after being used for a long time, and the elastic washer is made of spring steel and used for eliminating the generated clearance of the main bearing and the auxiliary bearing in the using process and the contact stress inside the bearing.

Furthermore, the middle part surface circumference of gear spline main shaft is provided with connecting spline, middle turbine passes through the connecting spline department of spline fit connection at gear spline middle part, and middle turbine is provided with circlip respectively with gear spline main shaft's junction both sides and fixes, prevents middle turbine in-service axial displacement, circlip's material is the spring steel.

Further, heat exchange mechanism includes heat exchanger, high temperature oil pipe and low temperature oil pipe, high temperature oil pipe one end and the high temperature oil export of retarber communicate with each other with threaded connection, high temperature oil export and turbine cavity, and the other end communicates with each other with threaded connection with heat exchanger's high temperature oil import, low temperature oil pipe one end communicates with each other with threaded connection with the low temperature oil import of retarber, and the cooling cycle oil that low temperature oil import and valve body flows into the oil circuit, and the other end and heat exchanger's low temperature oil export are with threaded connection.

Compared with the prior art, the improved hydraulic retarder for the commercial vehicle, which is designed by the invention, has the advantages that:

1. the service life is long: the whole device only has slight abrasion to the gears, the gear pumps and the bearings when in work, other parts are not abraded, and the service life of main parts is as long as more than 10 years;

2. safe and reliable: the whole product of the invention has no vibration, no impact and no pollution in working or non-working state, and has no damage to external devices or environment;

3. the control precision is higher: the valve core is pushed by the air cylinder to accurately control the opening and closing of the oil way, so that the accurate control of the reverse braking force is realized, the generation process of the whole reverse braking force is controllable, and the working safety is high

4. The application range is wide: for devices doing downhill motion for a long time, such as trucks, passenger cars, military vehicles, tanks and the like, the product of the invention can be used for slowing downhill and safely driving;

5. the energy consumption is low, the gear oil pump is powered by a gear spline main shaft of the connected hydraulic retarder, the gear spline main shaft is in gear connection with a power shaft of a vehicle, a power mechanism is not required to be additionally arranged, the energy consumption is not generated, the energy consumption is low in a non-working state, and the product of the invention hardly generates energy consumption on an external device after being withdrawn from working;

6. large reaction torque: compared with other similar products, the reaction torque of the product of the invention on an external device can reach 8000N.m at most, the downhill speed of the downhill motion device can be effectively controlled, and the braking requirement of a heavy-duty vehicle can be met.

Drawings

FIG. 1 is a schematic view of a direct-view structure of an enhanced hydrodynamic retarder for a commercial vehicle

FIG. 2 is a schematic view of a section structure of an enhanced hydrodynamic retarder for a commercial vehicle

FIG. 3 is a schematic structural view of a power transmission mechanism

FIG. 4 is a front perspective view of a rear fixed turbine

FIG. 5 is a rear perspective view of the rear fixed turbine

FIG. 6 is a schematic view of a sectional structure of the oil supply mechanism

FIG. 7 is a schematic sectional view of a gear oil pump

FIG. 8 is a schematic view of a sectional structure of a gear oil pump

FIG. 9 is a schematic perspective view of a gear oil pump

FIG. 10 is a schematic view showing the construction of a secondary fuel tank

FIG. 11 is a schematic perspective view of an enhanced hydrodynamic retarder for a commercial vehicle

In the figure, 1 machine shell, 2 power transmission mechanism, 3 reverse braking power generation mechanism, 4 oil supply mechanism, 5 heat exchange mechanism, 6 auxiliary oil tank, 11 rear machine cover, 12 assembly sealing ring, 21 gear spline main shaft, 22 middle turbine, 23 main bearing, 24 auxiliary bearing, 25 transmission gear, 26 rotating shifting block, 221 elastic retainer ring, 231 clamping nut, 232 brake gasket, 233 elastic gasket, 31 front fixed turbine, 32 rear fixed turbine, 33 rear fixed turbine fixing seat, 34 turbine cavity, 321 blade fixing surface, 322 turbine outer edge, 323 turbine inner edge, 324 turbine blade, 325 impeller fixing column, 326 reinforcing seat, 41 gear oil pump, 42 oil circuit control valve, 43 normal pressure oil cavity, 44 high pressure oil cavity, 411 oil pump seat, 412 inner ring, 413 outer ring, 414 central positioning shaft, 420 valve body, 421 cylinder, 422 valve core, 423 valve core reset spring, 51 heat exchanger, 52 high temperature oil inlet pipe, 53 low-temperature oil outlet pipe, 61 oil tank cylinder, 62 ventilation cap and 63 oil guide pipe

Detailed Description

The invention is further described with reference to the following figures and specific embodiments. The technical solutions in the embodiments of the present invention are clearly and completely described, and the described embodiments are only some embodiments, but not all embodiments of the present invention. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments of the present invention without any creative effort belong to the protection scope of the present invention.

As shown in fig. 1, 2 and 11, the present invention discloses an embodiment of an enhanced hydraulic retarder for a commercial vehicle, in which the enhanced hydraulic retarder for a commercial vehicle in this embodiment includes a casing 1, a power transmission mechanism 2, a counter power generation mechanism 3, an oil supply mechanism 4, a heat exchange mechanism 5 and a secondary oil tank 6.

As shown in connection with fig. 3, the power transmission mechanism 2 includes a gear spline main shaft 21, an intermediate turbine 22, a front bearing 23, and a rear bearing 24. The front side end of the gear spline main shaft is integrally formed with a transmission gear 25, the middle surface is circumferentially provided with a connecting spline 26, and the rear side end is an integrally formed rotary shifting block 26. Middle turbine 22 passes through spline fit connection at the connecting spline 26 department at gear spline 21 middle part, and middle turbine 21 is provided with circlip 221 respectively with gear spline main shaft 26's junction both sides and fixes, prevents middle turbine 21 in the use axial displacement, and circlip 221's material is the spring steel.

The main bearing 23 and the auxiliary bearing 24 are respectively connected to the front side and the rear side of the gear spline main shaft 21, round nuts 231 are respectively arranged at the connection positions, and the tightening nuts 231 are used for adjusting the working clearances of the main bearing 23 and the auxiliary bearing 24 on the gear spline main shaft 21. The jam nut 231 of the main bearing 23 and the sub bearing 24 is provided with a stopper washer 232 and an elastic washer 233, respectively, and the stopper washer 232 is made of a metal material to prevent the jam nut 231 from loosening after a long time use. The elastic washer 233 is made of spring steel, and is used for eliminating a gap generated during the use of the main bearing 23 and the sub bearing 24, and a contact stress inside the bearing.

The reaction power generation mechanism 3 includes a front fixed turbine 31, a rear fixed turbine 32, and a rear fixed turbine mount 33. The rear fixed turbine fixing seat 33 is positioned at the rear side of the interior of the casing 1, and a turbine cavity 34 is formed between the rear fixed turbine fixing seat and the front side surface of the casing 1. The rear fixed turbine 32 is fixed on the front side surface of the rear fixed turbine fixing seat 33, the front fixed turbine 31 is fixed on the inner side of the front side surface of the casing 1, and the centers of the front fixed turbine 31, the rear fixed turbine 32 and the rear fixed turbine fixing seat 33 are respectively provided with a central through hole, and the central through holes of the front fixed turbine 31, the rear fixed turbine 32 and the rear fixed turbine fixing seat 33 are positioned on the same axis.

As shown in fig. 4 and 5, the rear fixed turbine 32 includes a circular blade fixing surface 321, an outer edge of the blade fixing surface 321 is connected to an outer edge 322 of the turbine, and an inner edge of the blade fixing surface is connected to an inner edge 323 of the turbine. The blade fixing surface 321 is arc-shaped and concave, and is a smooth curved surface, on which a plurality of thick turbine blades 324 are connected, and the plurality of turbine blades 324 are uniformly distributed along the circumferential direction of the blade fixing surface 321, and are radially arranged, and the axial inclination angle and the direction are the same. The front end surface of the turbine blade 324 is a straight surface in the radial direction and is inclined in the axial direction, and the inner and outer ends of the front end surface of the turbine blade 324 are connected to the turbine inner edge 323 and the turbine outer edge 322, respectively.

The highest protruding department circumference equipartition in dorsal side of blade stationary plane 321 is connected with a plurality of impeller fixed column 325, and the center department of impeller fixed column 325 is opened along the axial has the internal thread fixed orifices, and impeller fixed column 325 is connected with turbine outer fringe 321 through strengthening the seat 326, and back turbine 32 is bolted connection on back turbine fixing base 33 through its dorsal impeller fixed column 325. At the center of the turbine inner rim 323 is a central through hole of the aft turbine 32.

As shown in fig. 6 to 9, the oil supply mechanism 4 is located at the rear of the casing 1, and includes a gear oil pump 41 and an oil path control valve 42, the gear oil pump 41 is connected to the rear side of the rear fixed turbine fixing seat 33, a valve body 420 of the oil path control valve 42 is connected between the rear fixed turbine fixing seat 33 and the rear cover 11 of the casing 1 through a peripheral flange, a high-pressure oil chamber 44 is formed between the front side of the valve body 420 and the rear fixed turbine fixing seat 33, and a normal-pressure oil chamber 43 is formed between the rear side of the valve body 420 and the rear cover 11.

The gear oil pump 41 includes an oil pump seat 411, an oil pump outer ring 413, an oil pump inner ring 412, and a center positioning shaft 414. The outer diameter of the oil pump inner 412 is smaller than the inner diameter of the oil pump outer 413, and the oil pump inner 412 is located in the inner ring of the oil pump outer 413. The oil pump inner ring 412 is an external gear ring, the oil pump outer ring 413 is an internal gear ring, the tooth profiles of the oil pump outer ring 412 and the oil pump inner ring 413 are involute tooth profiles, the involute tooth profiles are meshed with each other and arranged in a pump cavity of the oil pump seat 411, and the pump cavity is formed by a rear side plate connected to the rear side of the oil pump seat 411. The center of the inner oil pump ring 412 is concentrically matched with the rear side plate of the oil pump seat 411 through a center positioning shaft 414, so that the inner oil pump ring 412 rotates around the central axis all the time. The outer edge of the oil pump seat 411 of the gear oil pump 41 is provided with a circle of external threads and is in threaded connection with the rear fixed turbine fixing seat 33, and the rear fixed turbine fixing seat 33 forms a front cover plate of the gear oil pump 41. The rear side plate of the pump cavity of the gear oil pump 41 is symmetrically provided with an oil inlet hole and an oil outlet hole, and the positions of the openings of the oil inlet hole and the oil outlet hole correspond to the areas of a negative pressure cavity and a pressurizing cavity in the pump cavity.

The oil control valve 42 further includes a cylinder 421, a spool 422, and a spool return spring 423. The middle part of the valve body 420 is a central through hole, the valve core 422 is positioned in the central through hole and can slide along the axis of the central through hole, and meanwhile, the valve core 422 is a piston of the cylinder 421, and the cylinder 421 pushes the valve core 422 to move. The spool return spring 423 is a compression spring fixed between the spool 422 and the cylinder 421, and is made of spring steel. The valve body 420 of the oil path control valve 42 is internally provided with oil paths for feeding and discharging high-pressure oil chambers and normal-pressure oil chambers, an oil inlet path and an oil outlet path of the gear oil pump 41, an oil inlet path and an oil outlet path for flowing cooling circulating oil, and an oil path control valve oil path, wherein the oil inlet path and the oil outlet path of the gear oil pump 41 are respectively provided with an opening on the front side end face of the valve body 420 of the oil path control valve 42, and the oil inlet hole and the oil outlet hole of the gear oil pump 41 are respectively butted with the openings of the oil inlet path and the oil outlet path of the gear oil pump 41 on the front side end face of the valve body 420.

The gear spline main shaft 21 of the power transmission mechanism 2 penetrates through the middle part of the front side surface of the machine shell 1 and sequentially penetrates through central through holes of a front fixed turbine 31, a rear fixed turbine 32 and a rear fixed turbine fixing seat 33. The front part of the gear spline main shaft 21 is connected with the front side surface of the machine shell 1 through a front bearing 23, and an assembly sealing ring 12 is arranged at the joint of the front bearing and the front side surface of the machine shell 1. The rear part of the gear spline main shaft 21 is connected with a rear fixed turbine fixing seat 33 through a rear bearing 24. A kidney-shaped hole is formed in the center of the oil pump inner ring 412, and the rotary shifting block 26 at the rear end of the gear spline main shaft 21 is inserted and clamped in the kidney-shaped hole of the oil pump inner ring 412. The middle turbine 22 is located in the middle of the turbine chamber 34, and the turbine surfaces of the front and rear sides of the middle turbine are respectively opposite to the turbine surfaces of the front fixed turbine 31 and the rear fixed turbine 32, so that two turbine chambers 34 are formed. The middle part of the rear fixed turbine fixing seat 33 is provided with a flow oil hole which is communicated with the high-pressure oil cavity 44 and the turbine cavity 34. The rotation of the gear spline main shaft 21 drives the oil pump inner ring 412 to rotate, the teeth on the oil pump inner ring 412 and the oil pump outer ring 413 are meshed with each other, the oil pump outer ring 413 and the oil pump inner ring 412 are driven to rotate synchronously, the rotation speeds of the oil pump inner ring 412 and the oil pump outer ring are different, and power is provided for the normal-pressure oil chamber 43 and the high-pressure oil chamber 44 to enter and exit oil through the oil path control valve 42.

The heat exchange mechanism 5 includes a heat exchanger 51, a high temperature oil inlet pipe 52 and a low temperature oil outlet pipe 53, and the heat exchanger 51 is connected to a cooling system of the vehicle through a circulation line. The two ends of the pipeline of the high-temperature oil inlet pipe 52 are respectively in threaded connection with a high-temperature oil inlet of the heat exchanger 51 and a high-temperature oil outlet of the turbine cavity 34, the two ends of the pipeline of the low-temperature oil outlet pipe 53 are respectively in threaded connection with a low-temperature oil outlet of the heat exchanger 51 and a low-temperature oil inlet of the retarder, and the low-temperature oil inlet is communicated with a cooling circulating oil inlet path of the valve body 420.

Referring to fig. 10, the auxiliary fuel tank 6 is independently installed and includes a fuel tank cylinder 61, a top port with internal threads is opened in the middle of the top surface of the fuel tank cylinder 61, and a lower port with internal threads is opened at the bottom of the front panel of the fuel tank cylinder 61. The top connector is in threaded connection with a vent cap 62, and the lower connector is in threaded connection with an oil guide pipe 63. The inside of the oil tank cylinder 61 is provided with a buffer mesh plate 64, and the buffer mesh plate 64 is transversely obliquely arranged inside the oil tank cylinder 61 to divide the oil tank cylinder 61 into an upper part and a lower part. The auxiliary oil tank 6 is connected with a normal-pressure oil cavity of the oil supply mechanism 4 through an oil guide pipe 63. The vent cap 62 is only vented and is not vented, and is used for maintaining the pressure stability when oil enters and exits from the inside of the oil tank cylinder 61.

The invention discloses an enhanced hydraulic retarder which transmits external power to a gear spline main shaft 21 of a power transmission mechanism 2 through a gear transmission mechanism outside a vehicle, so that the gear spline main shaft 21 drives an intermediate turbine 22 matched with the gear spline main shaft through a spline to rotate together. When a retarder starting working instruction is entered, firstly, the air cylinder 421 of the oil supply mechanism 4 of the retarder works to push the valve core 422 to displace, the oil circuit entering the high-pressure oil cavity is opened, the gear oil pump 41 starts to run under the drive of the gear spline main shaft 21, the oil in the normal-pressure oil cavity is pumped into the high-pressure oil cavity, and the cooled low-temperature oil also enters the high-pressure oil cavity together. The oil entering the high-pressure oil chamber rapidly enters the turbine chamber 34 from the middle parts of the rear fixed turbine 32 and the middle turbine 22 in sequence under the action of pressure difference, so that the inner space of the turbine chamber 34 is filled with the oil in a short time; the amount of oil entering the turbine chamber 34 is controlled by the amount of displacement of the valve element 422, and the amount of displacement of the valve element 422 is controlled by the amount of charging pressure in the cylinder 421 and the amount of spring force of the valve element return spring 423. As long as the pressure of the compressed gas introduced into the cylinder 421 is changed, the braking force applied to the outside generated by the braking force generating mechanism of the retarder can be changed. Because the turbine cavity 34 is filled with oil, the intermediate turbine 22 and the blades of the front fixed turbine 31 and the rear fixed turbine 32 on two sides of the intermediate turbine agitate the oil to move, a reverse resistance force is generated under the action of centrifugal force, the reverse resistance force acts on the intermediate turbine 22 to stop the rotation of the intermediate turbine 22, the resistance force is transmitted to the gear spline spindle 21 matched with the intermediate turbine 22 through the gear transmission of the gear spline spindle 21, acts on the external gear transmission mechanism to provide a reverse acting force for the external mechanism, when the acting force is equal to the rotating torsion of the external mechanism, the external mechanism performs constant speed movement, and when the acting force is larger than the rotating torsion of the external mechanism, the external mechanism performs deceleration movement until finally stopping.

The reverse torque force generated by the oil blending of the middle turbine 22 and the front and rear fixed turbines consumes part of the work done by the external transmission mechanism, and the consumed part of the work is converted into heat energy which is transmitted to the oil and then transmitted to the whole mechanism by the oil. In order to prevent the temperature of the oil and the entire mechanism from being continuously raised, the oil is introduced into the heat exchange mechanism 5, and the heat of the oil is exchanged with the cooling medium by the heat exchanger 51, so that the temperature of the oil and the entire mechanism is raised to a certain degree and then reaches equilibrium. The heat generated during operation is exchanged and dissipated through the heat exchange mechanism 5. High-temperature high-pressure oil in the turbine working cavity flows into a heat dissipation through cavity in the main body of the heat exchanger 51 through a high-temperature oil inlet and a high-temperature oil inlet pipe 52 under the action of pressure difference, and the heat dissipation through cavity is a small cavity formed by overlapping multiple layers of heat conduction sheets and multiple layers of heat conduction spacers, and one small cavity is communicated with each other to form a uniform cavity, wherein only high-temperature media (oil is used herein) flow in the cavity and the cavity is called as a heat dissipation through cavity; the other small cavities are communicated with each other to form another unified chamber, and only low-temperature medium (water is used herein) flows in the chamber, so that the chamber is called a heat absorption through cavity; the two cavities are separated by a spacer and are not communicated with each other. The inlet and outlet of the two-way cavity are respectively a high-temperature oil inlet, a low-temperature oil outlet, a high-temperature cooling medium outlet and a low-temperature cooling medium inlet. The high-temperature oil flowing in the heat dissipation through cavity is fully contacted with the surfaces of the heat conduction sheet and the heat conduction spacer, and the heat of the high-temperature oil is transferred to the heat conduction sheet and the heat conduction spacer in a conduction and radiation mode; meanwhile, after the low-temperature cooling medium (usually water) entering from the low-temperature cooling medium inlet enters the heat absorption through cavity in the main body of the heat exchanger 51, the heat on the surfaces of the heat conduction sheet and the heat conduction partition sheet which are fully contacted with the low-temperature cooling medium is transferred to the cooling medium in a conduction and radiation mode, and the cooling medium flows out of the main body of the heat exchanger and then flows into an external air-cooled radiator through an external guide pipe to dissipate the heat to the external atmosphere, so that the whole process of heat exchange is completed. The cooled oil flows back to the normal pressure oil cavity of the oil supply mechanism through the low temperature oil outlet pipe 53 and continuously participates in the generation of the reverse braking power.

When a retarder closing work instruction is entered, firstly, the air cylinder 421 exhausts air to reset, the valve core 422 resets through the pushing of the valve core reset spring 423, the oil path entering the high-pressure oil chamber is closed, the oil path entering the normal-pressure oil chamber is opened, after the normal-pressure oil chamber is filled with oil, redundant oil enters the oil tank cylinder 61 of the auxiliary oil tank 6, 80% -90% of the oil in the turbine chamber is discharged, the generated reverse torsion force borne by the middle turbine 22 disappears, the external gear transmission mechanism does not bear the reaction force any more, and the work of the external gear transmission mechanism does not lose any more.

The above description is only for the preferred embodiment of the present invention, and should not be taken as limiting the scope of the invention, which is defined by the appended claims and the description of the invention.

Claims

1. A commercial vehicle enhanced hydraulic retarder comprises a shell, a power transmission mechanism, a reverse braking power generation mechanism, an oil supply mechanism and a heat exchange mechanism, and is characterized in that the power transmission mechanism comprises a gear spline main shaft, a middle turbine, a front bearing and a rear bearing, a transmission gear is integrally formed at the front side end of the gear spline main shaft, the middle turbine is connected to the middle of the gear spline main shaft in a spline fit mode, the middle turbine is a double-faced turbine, and a plurality of turbine blades are uniformly distributed on annular surfaces of the front side and the rear side of the middle turbine in the circumferential direction;

2. The enhanced hydrodynamic retarder for commercial vehicle according to claim 1, wherein the rear fixed turbine includes a circular ring-shaped blade fixing surface, the outer edge of the blade fixing surface is connected to the outer edge of the turbine, the inner edge of the blade fixing surface is connected to the inner edge of the turbine, the blade fixing surface is curved and concave, and is a smooth curved surface, a plurality of thick turbine blades are connected to the blade fixing surface, the plurality of turbine blades are evenly distributed along the circumferential direction of the blade fixing surface, and are radially arranged, the axial inclination angle and the axial direction are the same, the front end surfaces of the turbine blades are radial straight surfaces and are axially inclined, and the inner and outer ends of the front end surfaces of the turbine blades are respectively connected to the inner edge of the turbine and the outer edge of the turbine.

3. The enhanced hydrodynamic retarder for commercial vehicles according to claim 2, wherein the highest protruded portion on the back side of the blade fixing surface is circumferentially and uniformly connected with a plurality of impeller fixing columns, the center of each impeller fixing column is axially provided with an internal thread fixing hole, each impeller fixing column is connected with the outer edge of the turbine through a reinforcing seat, and the rear fixed turbine is connected to the rear fixed turbine fixing seat through bolts of the impeller fixing columns on the back side of the rear fixed turbine.

4. The enhanced hydrodynamic retarder for the commercial vehicle according to claim 3, wherein the gear oil pump includes an oil pump seat, an oil pump outer ring, an oil pump inner ring and a central positioning shaft, the outer diameter of the oil pump inner ring is smaller than the inner diameter of the oil pump outer ring, the oil pump inner ring is located in the inner ring of the oil pump outer ring, the oil pump inner ring is an external gear ring, the oil pump outer ring is an internal gear ring, the tooth profiles of the oil pump outer ring and the oil pump inner ring are involute tooth profiles, the involute tooth profiles are meshed with each other and are arranged in a pump cavity of the oil pump seat, the pump cavity is formed by a rear side plate connected to the rear side of the oil pump seat, the oil pump inner ring and the oil pump outer ring are arranged in the pump cavity, and the center of the oil pump inner ring is concentrically matched with the rear side plate of the oil pump seat through the central positioning shaft, so that the oil pump inner ring always rotates around the central axis; the outer fringe of gear oil pump's oil pump seat is equipped with the round external screw thread and decides turbine fixing base threaded connection after with, decides the turbine fixing base after and constitutes gear oil pump's front shroud, the center department of oil pump inner circle opens there is waist shape hole, the rotatory shifting block of hydraulic retarber's gear spline main shaft rear end inserts the block in the waist shape hole of oil pump inner circle, and it is rotatory to drive the oil pump inner circle by the rotation of gear spline main shaft, and the mutual meshing of tooth on oil pump inner circle and the oil pump outer circle drives oil pump outer circle and oil pump inner circle synchronous revolution, and the two rotational speed is different, opening of symmetry has inlet port and oil outlet on the posterior lateral plate of gear oil pump's pump chamber, the trompil position of inlet port and oil outlet corresponds negative pressure cavity and pressure boost cavity region in the pump chamber.

5. The enhanced hydrodynamic retarder for commercial vehicle according to claim 4, wherein the oil control valve further comprises a spool, a cylinder and a spool return spring, the middle of the valve body is a central through hole, the spool is located in the central through hole and can slide along the axis of the spool, the spool is a piston of the cylinder, and the cylinder pushes the spool to move; the valve core reset spring is a pressure spring and is fixed between the valve core and the cylinder, and the valve core reset spring is made of spring steel; the oil circuit control valve is characterized in that an oil circuit for feeding and discharging a high-pressure oil cavity and a normal-pressure oil cavity, an oil inlet path and an oil outlet path of the gear oil pump, a cooling circulating oil inlet path and a cooling circulating oil outlet path and an oil circuit control valve oil circuit are arranged inside a valve body of the oil circuit control valve, openings are respectively formed in the oil inlet path and the oil outlet path of the gear oil pump on the front side end face of the valve body of the oil circuit control valve, and the oil inlet hole and the oil outlet hole of the gear oil pump are respectively in butt joint with the openings of the oil inlet path and the oil outlet path of the gear oil pump on the front side end face of the valve body.

6. The enhanced hydrodynamic retarder for commercial vehicle according to claim 5, wherein the hydrodynamic retarder further comprises an auxiliary oil tank which is independently arranged, the auxiliary oil tank comprises an oil tank barrel, an internal thread top interface is arranged in the middle of the top surface of the oil tank barrel, an internal thread lower interface is arranged at the bottom of the front side panel of the oil tank barrel, a ventilation cap is in threaded connection with the top interface, an oil guide pipe is in threaded connection with the lower interface, a buffering mesh plate is arranged inside the oil tank barrel, the buffering mesh plate is transversely inclined to divide the inside of the oil tank barrel into an upper part and a lower part, and the auxiliary oil tank is connected with a normal pressure oil cavity of the oil supply mechanism through the oil guide pipe.

7. The enhanced hydrodynamic retarder for commercial vehicle according to claim 6, wherein the joints between the main bearing and the auxiliary bearing of the main shaft with the gear spline and the main shaft with the gear spline are respectively provided with a tightening nut for adjusting the working play of the main bearing and the auxiliary bearing on the main shaft with the gear spline, the tightening nuts of the main bearing and the auxiliary bearing are respectively provided with a stop washer and an elastic washer, the stop washer is made of metal and is used for preventing the tightening nut from loosening after long-term use, and the elastic washer is made of spring steel and is used for eliminating the clearance generated by the main bearing and the auxiliary bearing during use and the contact stress inside the bearing.

8. The enhanced hydrodynamic retarder for the commercial vehicle according to claim 7, wherein a connecting spline is circumferentially arranged on the surface of the middle portion of the gear spline main shaft, the intermediate turbine is connected to the connecting spline at the middle portion of the gear spline through spline fitting, elastic check rings are respectively arranged on two sides of the connection portion of the intermediate turbine and the gear spline main shaft for fixing, axial movement of the intermediate turbine in the use process is prevented, and the elastic check rings are made of spring steel.

9. The enhanced hydrodynamic retarder for commercial vehicle according to claim 8, wherein the heat exchanging mechanism comprises a heat exchanger, a high temperature oil pipe and a low temperature oil pipe, the high temperature oil pipe is in threaded connection with a high temperature oil outlet of the retarder, the high temperature oil outlet is communicated with the turbine cavity, the other end is in threaded connection with a high temperature oil inlet of the heat exchanger, the low temperature oil pipe is in threaded connection with a low temperature oil inlet of the retarder, the low temperature oil inlet is communicated with a cooling circulation oil inlet path of the valve body, and the other end is in threaded connection with a low temperature oil outlet of the heat exchanger.