CN114396440A - Independent assembly type front retarder system and control method - Google Patents
Independent assembly type front retarder system and control method Download PDFInfo
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- CN114396440A CN114396440A CN202111595451.0A CN202111595451A CN114396440A CN 114396440 A CN114396440 A CN 114396440A CN 202111595451 A CN202111595451 A CN 202111595451A CN 114396440 A CN114396440 A CN 114396440A
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- 238000000034 method Methods 0.000 title claims abstract description 10
- 230000017525 heat dissipation Effects 0.000 claims abstract description 37
- 230000001105 regulatory effect Effects 0.000 claims abstract description 17
- 230000005540 biological transmission Effects 0.000 claims abstract description 13
- 239000003638 chemical reducing agent Substances 0.000 claims description 2
- 239000003921 oil Substances 0.000 description 80
- 239000010720 hydraulic oil Substances 0.000 description 18
- 238000001816 cooling Methods 0.000 description 6
- 230000008901 benefit Effects 0.000 description 5
- 230000000694 effects Effects 0.000 description 5
- 239000012530 fluid Substances 0.000 description 5
- 230000009471 action Effects 0.000 description 4
- 239000012535 impurity Substances 0.000 description 4
- 239000007788 liquid Substances 0.000 description 4
- 230000008859 change Effects 0.000 description 2
- 239000010724 circulating oil Substances 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000005856 abnormality Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000033228 biological regulation Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 238000003756 stirring Methods 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D57/00—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders
- F16D57/02—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders with blades or like members braked by the fluid
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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
- B60T10/02—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope with hydrodynamic brake
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B13/00—Details of servomotor systems ; Valves for servomotor systems
- F15B13/02—Fluid distribution or supply devices characterised by their adaptation to the control of servomotors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B21/00—Common features of fluid actuator systems; Fluid-pressure actuator systems or details thereof, not covered by any other group of this subclass
- F15B21/04—Special measures taken in connection with the properties of the fluid
- F15B21/041—Removal or measurement of solid or liquid contamination, e.g. filtering
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B21/00—Common features of fluid actuator systems; Fluid-pressure actuator systems or details thereof, not covered by any other group of this subclass
- F15B21/04—Special measures taken in connection with the properties of the fluid
- F15B21/042—Controlling the temperature of the fluid
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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
- B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
- B60T2201/03—Brake assistants
Abstract
The invention discloses an independent assembly type front retarder system and a control method, wherein the independent assembly type front retarder system comprises an air source, a proportional control air valve, a retarder control valve, a retarder cavity, a heat dissipation module and a power module which are sequentially connected, one end of the retarder control valve is connected with the proportional control air valve, the other end of the retarder control valve is connected with the retarder cavity and the heat dissipation module, and a loop is formed between the retarder control valve and the retarder cavity; a loop is formed among the retarder control valve, the retarder cavity and the heat dissipation module. The air source is taken from high-pressure air, and the proportional control air valve controls output pressure through the duty ratio of an electric signal; the position of the valve core is adjusted through the output pressure; the braking of the regulating system. The complexity of the whole vehicle transmission system can be reduced by additionally arranging the independent assembly type front retarder by a user who does not need high starting capability, and more economical choices are provided for the user.
Description
Technical Field
The invention relates to the field of auxiliary braking systems, in particular to an independent assembly type front retarder system and a control method.
Background
The hydraulic retarder is an auxiliary braking system, and for vehicles which need to use braking frequently in mountainous areas, hills and urban areas and frequently run, the auxiliary braking system can greatly improve the running performance of the automobile, can obviously improve the driving comfort and prolong the service life of the automobile transmission and braking system. The advantage of hydrodynamic retarder compared to eddy current retarder lies in: compared with an eddy current retarder, the hydraulic retarder has the advantages that the working temperature is lower, the electromagnetic interference on the whole vehicle is small, the running is safer compared with the whole vehicle, and the braking torque is stronger.
The hydrodynamic retarder can be divided into a rear retarder (disposed at the rear end of the transmission) and a front retarder (disposed at the front end of the transmission) according to the arrangement position of the hydrodynamic retarder in the whole vehicle. The two arrangements have advantages and disadvantages respectively, and the maximum advantage of the front retarder is that the front retarder can still output stronger torque at low engine speed.
At present, most of hydraulic retarders used in the domestic market are rear-mounted, and the retarder arranged at the front end of the transmission is usually integrated with a hydraulic torque converter, and the whole retarder is arranged in a whole vehicle transmission system as a front-mounted module. When the front module is used as a whole, the function provided by the hydraulic torque converter has limited efficacy for non-heavy-load commercial vehicles or non-engineering vehicles.
Disclosure of Invention
Aiming at the problems in the prior art, the invention provides the independent assembly type front retarder system and the control method, so that a user can reduce the complexity of a finished automobile transmission system without higher starting capability, and more economical choices are provided for the user.
The invention is realized by the following technical scheme: an independent assembly type front retarder system comprises an air source, a proportional control air valve, a retarder control valve, a retarder cavity, a heat dissipation module and a power module; the air source, the proportional control air valve, the retarder control valve, the retarder cavity, the heat dissipation module and the power module are sequentially connected, one end of the retarder control valve is connected with the proportional control air valve, the other end of the retarder control valve is connected with the retarder cavity and the heat dissipation module, and a loop is formed between the retarder control valve and the retarder cavity; a loop is formed among the retarder control valve, the retarder cavity and the heat dissipation module.
Furthermore, the power module comprises a pressure regulating valve, a fine filter, an oil pump, a coarse filter and an oil pool; the pressure regulating valve, the fine filter, the oil pump, the coarse filter and the oil pool are sequentially connected, the oil pump is connected with an output shaft of the engine, and the pressure regulating valve is connected with an oil duct of the speed reducer cavity.
Furthermore, a plurality of gears are arranged in the proportional control air valve.
Further, the retarder control valve is provided with three spool positions.
Furthermore, the retarder control valve is provided with an oil duct connected with the retarder cavity.
Furthermore, the valve core of the retarder control valve consists of two parts, and the valve core in direct contact with the proportional control air valve is a pilot valve core; the other valve core is a main control valve core.
Furthermore, an oil duct is arranged on the main control valve core and is connected with an output port of the retarder control valve 3.
A control method based on an independent assembly type front retarder system is characterized in that an air source is taken from high-pressure air, and a proportional control air valve controls output pressure through duty ratio of an electric signal; the position of a valve core of the retarder control valve is adjusted through the output pressure of the proportional control air valve; the retarder system is assembled between the transmission and the engine by the drive of the power module and the adjustment of the air source, the proportional control air valve and the retarder control valve.
Further, the spool is movable between a position of maximum opening and a fully closed position.
Furthermore, the output torque of the hydraulic retarder can be adjusted by adjusting the amount of oil entering the retarder cavity.
Compared with the prior art, the invention has the following beneficial technical effects:
the invention forms a control module by an air source, a proportional control air valve and a retarder control valve, and controls the opening and closing of the retarder and the magnitude of output torque by adjusting the output air pressure; the power module provides high-pressure oil for the retarder and serves as a basic power source for the retarder to generate braking torque; under the drive of the power module and the adjustment of the air source, the proportional control air valve and the retarder control valve, a circulating oil path is formed in the retarder control valve, the retarder cavity and the heat dissipation module, and the braking torque required by a user is generated through the action and the reaction of the stator and the rotor on high-pressure oil in the retarder cavity. The heat dissipation module transfers the heat of the hydraulic oil to a heat dissipation system of the whole vehicle.
Furthermore, the pressure of the oil output by the oil pump is stabilized and adjusted through a pressure regulating valve, so that the pressure entering the retarder cavity meets the use requirement, and the consistency of the output torque of the retarder is ensured; after the high-pressure oil output by the oil filter pump is further filtered by the fine filter, impurities can be effectively prevented from entering a retarder hydraulic system; the hydraulic oil in the oil pool is primarily filtered by the strainer, so that impurities are prevented from entering and damaging the oil pump; the oil sump contains enough hydraulic oil that the retarder needs to produce torque.
Furthermore, the position of the valve core is adjusted through the output air pressure set by the gear in the proportional control air valve. According to the unknown difference of the valve core, the state of the retarder can be divided into three states of no output torque, maximum output torque work and two-part oil liquid division.
Further, the oil duct is a safety oil duct when the retarder works; when the pressure is abnormally increased due to the fault in the retarder cavity, the valve core moves to forcibly close the retarder under the action of the pressure of the working cavity.
Further, the pilot valve core is used for separating high-pressure gas and hydraulic oil; the main control valve core is used for adjusting the trend of oil.
Furthermore, the oil duct on the main control valve core provides a safe oil duct for the retarder when not working, and when the retarder is not requested to work, if the main control valve core is abnormal, oil in the control oil duct pushes the main control valve core to forcibly close the retarder.
Further, the larger the duty ratio, the larger the output air pressure; the air pressure value of each gear can be set according to the use requirement of a user by a plurality of gears of the proportional control valve. When the output air pressure of the proportional control valve reaches the maximum, the hydraulic retarder outputs the braking torque at the maximum power; when the proportional control valve is lower than the maximum air pressure, the hydraulic retarder outputs the braking torque required by a user according to the set pressure; when the output air pressure of the proportional control valve is lower than the minimum pressure required by opening the hydraulic retarder, the retarder stops working and does not output torque. When the valve core can be in three states, the retarder does not have output torque, works with the maximum output torque and can be divided into two parts by input oil.
Furthermore, the change of the position of the valve core can adjust the amount of the oil liquid entering the cavity of the retarder, and further adjust the output torque of the retarder.
Further, after high-pressure oil entered into the retarder cavity, the retarder rotor stirred high-pressure oil to act on the retarder stator, and oil reacts on the retarder rotor along with the guide of retarder stator blade and circulation round cavity to produce braking torque on the rotor, the rotor transmits braking torque for whole car through the transmission shaft, thereby playing the effect of reducing the speed of a motor vehicle.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the embodiments or technical descriptions will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a diagram of a front mounted retarder system according to an embodiment of the present invention;
in the figure: the system comprises an air source 1, a proportional control air valve 2, a retarder control valve 3, a retarder cavity 4, a pressure regulating valve 5, a fine filter 6, an oil pump 7, a coarse filter 8, an oil pool 9 and a heat exchanger 10.
Detailed Description
In the following, only certain exemplary embodiments are briefly described. As those skilled in the art will recognize, the described embodiments may be modified in various different ways, all without departing from the spirit or scope of the present invention. Accordingly, the drawings and description are to be regarded as illustrative in nature, and not as restrictive.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; the connection can be mechanical connection, electrical connection or communication; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly above and obliquely above the second feature, or simply meaning that the first feature is at a lesser level than the second feature.
Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
The oil pump 7 is connected with the whole vehicle engine, under the condition of engine operation, hydraulic oil in the oil pool 9 is primarily filtered by the coarse filter 8, sucked by the oil pump 7 and pressurized, and further filtered by the fine filter 6 to reach the pressure regulating valve 5. Through the adjustment of the pressure regulating valve 5 to the oil pressure, the high-pressure oil forms stable fixed pressure and is sent to the retarder mechanical part consisting of the heat exchanger 10, the retarder cavity 4 and the oil passage thereof.
At this time, the retarder can be divided into the following states:
when the retarder does not work, the proportional control air valve 2 is closed, the retarder control valve 3 is positioned at the right position, high-pressure oil output by the pressure regulating valve 5 cannot reach the retarder cavity 4, and the high-pressure oil is cooled by the heat exchanger 10 and then returns to the oil pool 9 through the retarder control valve 3, so that oil circulation when the retarder does not work is formed. The heat exchanger is only used as a heat dissipation device provided by the embodiment, and the hydraulic retarder converts the kinetic energy of the whole vehicle into the heat energy of the hydraulic oil; therefore, the temperature of the hydraulic oil in the operation of the retarder can be continuously increased, and a heat dissipation module is needed to transfer the heat of the hydraulic oil to a heat dissipation system of the whole vehicle. The heat dissipation capacity of the heat exchanger needs to meet the braking power requirement of the retarder, so that the hydraulic oil can keep a low temperature for as long as possible, and the heat dissipation capacity of the heat exchanger needs to be matched with the heat dissipation power of the whole vehicle. The specific heat dissipation mode of the heat exchanger can be determined according to the heat dissipation mode of the whole vehicle, and can be air-cooled heat dissipation, water-cooled heat dissipation and the like. However, considering that the heat generated by the hydrodynamic retarder is large, a water-cooling heat dissipation mode with higher heat dissipation power is preferably used, so that the hydrodynamic retarder achieves the best use effect.
When the retarder works and is opened after receiving an electric signal, high-pressure air in the air source pushes the retarder control valve 3 through the proportional control air valve 2, and the position of the valve core is changed into a middle position. The retarder cavity 4 is a key part of torque generated by the retarder, and the retarder cavity is internally composed of a retarder stator and a retarder rotor. At this time, after the high-pressure oil output by the pressure regulating valve 5 is cooled by the heat exchanger 10, a part of the high-pressure oil reaches the retarder cavity 4, and a part of the high-pressure oil still returns to the oil sump 9.
The fluid that gets into retarber cavity 4 produces the braking moment of torsion through the interact of stator, rotor in the cavity inside, gets into heat exchanger 10 cooling, and the back is accomplished in the cooling, returns retarber cavity 4 through retarber control valve 3 again and produces the moment of torsion, forms the fluid circulation of retarber during operation. The output pressure of the proportional control air valve 2 can be adjusted, the proportion of the oil liquid amount entering the retarder cavity 4 of the retarder control valve 3 is adjusted, the output torque of the retarder is adjusted, and the output torque of the retarder is adjusted in a stepless mode.
When the retarder operates at the maximum output torque, the proportional control air valve 2 receives an electric signal to reach the maximum opening, high-pressure air in the air source 1 passes through the proportional control air valve 2 to push the retarder control valve 3, and the position of the valve core is changed into a left position.
At this moment, the high-pressure oil output by the pressure regulating valve 5 is cooled by the heat exchanger 10, and then the high-pressure oil completely reaches the retarder cavity 4, the oil generates braking torque in the cavity through the interaction of the stator and the rotor, enters the heat exchanger 10 again for cooling, and returns to the retarder cavity 4 again through the retarder control valve 3 after cooling is completed to generate torque, so that oil circulation during working of the retarder is formed.
In one embodiment of the invention, the hydraulic retarder which is independently assembled is assembled between the transmission and the engine, and the hydraulic retarder structurally comprises an air source 1, a proportional control air valve 2, a retarder control valve 3, a retarder cavity 4, a pressure regulating valve 5, a fine filter 6, an oil pump 7, a coarse filter 8, an oil pool 9 and a heat exchanger 10. The pressure regulating valve 5, the fine filter 6, the oil pump 7, the coarse filter 8 and the oil pool 9 form a power module which provides high-pressure oil for the retarder as a basic power source for the retarder to generate braking torque; the air source 1, the proportional control air valve 2 and the retarder control valve 3 form a control module, and the opening and closing of the retarder and the magnitude of output torque are controlled by adjusting output air pressure; the retarder control valve 3, the retarder cavity 4 and the heat exchanger 10 form a retarder mechanical module. Under the regulation of the driving and control module of the power module, a circulating oil path is formed in the mechanical module, and the retarder cavity generates braking torque required by a user through the action and the reaction of the stator and the rotor on high-pressure oil.
The air source 1 is taken from the whole vehicle high-pressure air, and the output pressure of the air source cannot be lower than the maximum pressure which can be output by the proportional control air valve 2; the proportional control air valve 2 controls the output pressure through the duty ratio of the PWM electric signal, and the larger the duty ratio is, the larger the output air pressure is. The proportional control valve can be provided with a plurality of gears, and the air pressure value of each gear can be set according to the use requirement of a user. When the output air pressure of the proportional control valve reaches the maximum, the hydraulic retarder outputs the braking torque at the maximum power; when the proportional control valve is lower than the maximum air pressure, the hydraulic retarder outputs the braking torque required by a user according to the set pressure; when the output air pressure of the proportional control valve is lower than the minimum pressure required by opening the hydraulic retarder, the retarder stops working and does not output torque. The retarder control valve 3 is provided with three valve core positions, and the positions of the valve cores are adjusted mainly through the air pressure output by the proportional control air valve 2. When the valve core is in the right position, the retarder does not output torque; when the retarder is in the left position, the retarder works with the maximum output torque; the middle position of the valve can divide the input oil into two parts, one part enters the retarder cavity 4, and the other part returns to the oil pool 9. The intermediate position is not a fixed position, the valve core can move between a position with the maximum opening degree and a position with the full closing degree, and the change of the position of the valve core can adjust the oil volume entering the cavity 4 of the retarder so as to adjust the output torque of the retarder. The oil duct connected with the retarder cavity 4 on the right side of the valve is a safe oil duct when the retarder works, when the pressure is abnormally increased due to the fault in the retarder cavity 4, the valve core moves to the right position under the action of the pressure of the working cavity, and the retarder is forcibly closed; the valve core of the valve consists of two parts, and the valve core in direct contact with the proportional control air valve is a pilot valve core and is used for separating high-pressure air and hydraulic oil; the rear valve core is called as a main control valve core and is used for adjusting the trend of oil.
In the system, a small oil duct is arranged on a main control valve core and connected with an output port in the middle of a retarder control valve, namely a virtual line on the valve in the figure controls the oil duct, and the system has the functions of providing a safe oil duct when the retarder does not work: when the retarder is not requested to work, if the main control valve core is placed at the middle position or the left position due to abnormality, the oil in the control oil duct pushes the main control valve core to return to the right position, and the retarder is forcibly closed; retarder cavity 4 is the key part that the retarber produced the moment of torsion, and inside comprises retarder stator and rotor, and after high-pressure fluid got into the retarder cavity, the retarder rotor stirs high-pressure fluid and uses on the retarder stator, and fluid is along with the guide reaction in retarder stator blade and circulation circle chamber is on the retarder rotor to produce braking torque on the rotor, the rotor passes through the transmission shaft with braking torque and transmits for whole car, thereby plays the effect that reduces the speed of a motor vehicle. The output torque of the hydraulic retarder can be adjusted by adjusting the amount (filling rate) of the oil liquid entering the retarder cavity. The pressure regulating valve 5 stabilizes and regulates the pressure of oil output by the oil pump, ensures that the pressure entering the retarder cavity 4 meets the use requirement, and ensures the consistency of output torque of the retarder; the fine filter 6 further filters the high-pressure oil output by the oil filter pump 7 to prevent impurities from entering a retarder hydraulic system; the oil pump 7 is connected with an output shaft of the engine, and outputs the normal-pressure oil in the oil pool after being subjected to supercharging so as to generate torque inside the retarder cavity 4, and the power source is the power source of hydraulic oil circulation of the whole front retarder. The coarse filter 8 primarily filters the hydraulic oil in the oil tank 9 to prevent impurities from entering and damaging the oil pump 8; the oil sump 9 contains enough hydraulic oil required by the retarder to generate torque; the hydrodynamic retarder converts kinetic energy of the whole vehicle into heat energy of hydraulic oil, so that the temperature of the hydraulic oil in the working process of the retarder can be continuously increased, and a heat dissipation module is needed to transfer the heat of the hydraulic oil to a heat dissipation system of the whole vehicle. The heat dissipation capability of the heat exchanger 10 is to meet the braking power requirement of the retarder, so that the hydraulic oil can be kept at a low temperature for as long as possible, and the heat dissipation capability of the hydraulic oil is matched with the heat dissipation power of the whole vehicle. The specific heat dissipation mode of the heat exchanger can be determined according to the heat dissipation mode of the whole vehicle, and can be air-cooled heat dissipation, water-cooled heat dissipation and the like. However, in consideration of the large amount of heat generated by the hydraulic retarder, a water-cooling heat dissipation mode with higher heat dissipation power is generally recommended to achieve the best use effect of the hydraulic retarder. The system enables a user not to need high starting capability, the complexity of the whole vehicle transmission system can be reduced by the independent assembly type front hydraulic retarder, and more economical choices are provided for the user.
While there have been shown and described what are at present considered the fundamental principles and essential features of the invention and its advantages, it will be apparent to those skilled in the art that the invention is not limited to the details of the foregoing exemplary embodiments, but is capable of other specific forms without departing from the spirit or essential characteristics thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.
Furthermore, it should be understood that although the present description refers to embodiments, not every embodiment may contain only a single embodiment, and such description is for clarity only, and those skilled in the art should integrate the description, and the embodiments may be combined as appropriate to form other embodiments understood by those skilled in the art. 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 (10)
1. An independent assembly type front retarder system is characterized by comprising an air source (1), a proportional control air valve (2), a retarder control valve (3), a retarder cavity (4), a heat dissipation module and a power module; the air source (1), the proportional control air valve (2), the retarder control valve (3), the retarder cavity (4), the heat dissipation module and the power module are sequentially connected, one end of the retarder control valve (3) is connected with the proportional control air valve (2), the other end of the retarder control valve (3) is connected with the retarder cavity (4) and the heat dissipation module, and a loop is formed between the retarder control valve (3) and the retarder cavity (4); a loop is formed among the retarder control valve (3), the retarder cavity (4) and the heat dissipation module.
2. An independently mounted front retarder system according to claim 1, characterized in that the power module comprises a pressure regulating valve (5), a fine filter (6), an oil pump (7), a coarse filter (8), an oil sump (9); the pressure regulating valve (5), the fine filter (6), the oil pump (7), the coarse filter (8) and the oil pool (9) are sequentially connected, the oil pump (7) is connected with an output shaft of the engine, and the pressure regulating valve (5) is connected with an oil passage of the speed reducer cavity (4).
3. An individually assembled front retarder system according to claim 1, characterized in that a plurality of gears are arranged in the proportional control gas valve (2).
4. A self-contained front mounted retarder system according to claim 1, characterized in that the retarder control valve (3) is provided with three spool positions.
5. A self-contained pre-assembled retarder system according to claim 1, characterised in that the retarder control valve (3) is provided with an oil channel connected to the retarder cavity (4).
6. The independent assembly type front retarder system according to claim 1, characterized in that the valve core of the retarder control valve (3) is composed of two parts, and the valve core directly contacted with the proportional control air valve (2) is a pilot valve core; the other valve core is a main control valve core.
7. The independent assembly type front retarder system according to claim 6, wherein an oil passage is formed on the main control valve core and is connected with an output port of the retarder control valve 3.
8. A control method based on an independent assembled front retarder system of any one of claims 1-7, characterized in that an air source (1) is taken from high-pressure air, and a proportional control air valve (2) controls output pressure through duty ratio of an electric signal; the position of a valve core of the retarder control valve (3) is adjusted through the output pressure of the proportional control air valve (2); the retarder system is assembled between the transmission and the engine by the drive of the power module and the adjustment of the air source (1), the proportional control air valve (2) and the retarder control valve (3).
9. The method of claim 8, wherein the spool is movable between a maximum open position and a fully closed position.
10. A control method for a front mounted independent retarder according to claim 8, characterized in that the adjustment of the output torque of the hydrodynamic retarder is achieved by adjusting the amount of oil entering the retarder cavity (4).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111595451.0A CN114396440A (en) | 2021-12-23 | 2021-12-23 | Independent assembly type front retarder system and control method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
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Cited By (1)
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| CN115858997A (en) * | 2023-03-01 | 2023-03-28 | 北京千种幻影科技有限公司 | Method and device for processing parameters of vehicle retarder |
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