JPH01208251A - Brake device - Google Patents

Abstract

PURPOSE:To suppress power loss by furnishing two oil supply systems on a brake mechanism in which a blower is connected with a crank shaft, allowing one of them to perform supply to a normally rotating part and a clutch operating part, and the other to perform supply to the clutch engagement part and the rotary part after clutch engagement. CONSTITUTION:A blower 1 to perform pumping work is connected to a crank shaft through a clutch 3 and a speed increasing device 2, and an engine brake force is added to existing mechanical brake and/or deceleration brake. No.1 hydraulic system 14 with a normally operated oil pump 16 is installed in the position nearer the engine crank shaft than the clutch 3, while No.2 hydraulic system 15 with another oil pump 17 in operation subsequent to clutch engagement is installed between the clutch 3 and blower 1. Clutch engagement and lubrication of the normally operating part are made by the No.1 hydraulic system 14, while retention of engagement and lubrication of the rotary part subsequent to engagement are performed by the No.2 hydraulic system 15, and thus power loss is suppressed.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a braking device comprising a blower that performs pumping work to brake an engine.

[Prior Art] In general, in vehicles such as large trucks and buses, in addition to mechanical brakes that use frictional force to obtain braking force and stop the vehicle, mechanical brakes that directly absorb engine power to generate braking force are used. A deceleration brake, such as an exhaust brake, is provided to assist in the action of the mechanical brake.

Here, the applicant is considering a new braking system.

As shown in Fig. 3, this system connects a blower C to the crankshaft d of an internal combustion engine a, which performs the pumping work of sucking in, compressing, and discharging atmospheric air, and the blower C is driven by the engine a. This is an attempt to add engine braking force in addition to conventional mechanical brakes and deceleration brakes.

A blower C that is driven from the engine a side to generate braking force is provided with a throttle valve e that controls the braking force by throttling its suction side, discharge side, or both. In addition, between the engine a and the blower C, there is a gear train that extracts part of the engine power from the crankshaft d, a hydraulic clutch f that is connected and disconnected to control the power transmission, and a hydraulic clutch f that is connected to the blower C to control the engine speed. A transmission system is provided which is connected to a speed increasing device g for increasing the rotation speed of the motor.

[Problems to be Solved by the Invention] By the way, since there are mechanical sliding parts in the above-mentioned transmission system, a lubricating oil system is required to lubricate and cool these parts. Furthermore, in order to control the operation of the hydraulic clutch f, a hydraulic system for supplying and discharging hydraulic pressure is also required.

In order to satisfy these requirements, a single oil pump with a considerable capacity is installed to supply oil to the lubricating oil system and the hydraulic system at once, and from this pump the mechanical sliding parts and hydraulic clutch f It is possible to supply oil to

However, regarding the necessity of lubrication, mechanical sliding parts on the side of engine a, such as the gear train, are constantly driven and therefore need to be constantly supplied with lubricating oil, whereas clutch f Rather, it is sufficient to sufficiently lubricate and cool the mechanical sliding parts of the blower clpjl, such as the speed increaser g, only when the clutch f is connected and the blower C is rotationally driven.

In response to this need for lubrication, installing and constantly driving an oil pump of considerable capacity to lubricate the mechanical sliding parts of the entire transmission system is especially important when the blower is not operating (when not braking). ) There is a problem in that a large power loss occurs due to the pump driving to discharge more oil than necessary.

Regarding the operation of the clutch, although a considerably large hydraulic pressure is required to maintain the clutch f in the connected state, a small hydraulic pressure is sufficient for the operation of connecting or disengaging the clutch f itself. Therefore, the latch f
It is pointed out that even in the operation of the clutch f, it is sufficient to take into consideration the hydraulic pressure for moving the clutch f and the hydraulic pressure for maintaining the connected state, and to ensure necessary and sufficient hydraulic pressure for each.

[Means for Solving the Problems] The present invention provides a transmission system having a clutch that transmits engine power to a blower that brakes the engine, with a first hydraulic pressure that operates the clutch while supplying lubricating oil to the engine side rather than the clutch. system, and a second hydraulic system that supplies connection hydraulic pressure to the clutch when the clutch is engaged and supplies lubricating oil to a side closer to the blower than the clutch.

[Function] Describing the function of the present invention, the first hydraulic system operates the clutch and lubricates and cools the engine side of the clutch in the transmission system that is constantly driven, and the second hydraulic system operates the clutch. Maintaining the connection state and lubrication and lubrication of the blower side rather than the clutch of the transmission system that is driven by the clutch connection.
It is designed to perform cooling.

[Example] A preferred embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

As shown in FIG. 1, a blower 1 that is driven by an internal combustion engine (not shown) and brakes the engine includes a speed increasing device 2 consisting of a gear train, a multi-disc hydraulic clutch 3, and an input gear train 4.
The engine is connected to the crankshaft side of the internal combustion engine via a transmission system 5 which is configured to be connected in series, and this transmission system 5 transmits engine power to the blower 1.

The transmission system 5 has mechanical sliding parts at various places, and in the illustrated example, the input shaft 6 of the clutch 3 is connected to the fixed system 7 or the output side of the clutch 3 as a mechanical sliding part on the engine side than the clutch 3. A bearing 9 rotatably supported on the gauging 8 is illustrated, and a blower shaft 10 is rotatably supported on the fixed system 7 or the output shaft 11 of the clutch 3 as a mechanical sliding part of the blower 1fFI than the clutch 3. A bearing 12 that supports the clutch 3 and a bearing 13 that rotatably supports the output side casing 8 of the clutch 3 on the fixed system 7 are illustrated. The transmission system 5 is also provided with a hydraulic clutch 3 which is operated by supplying and discharging hydraulic pressure and maintains a connected state by applying a predetermined hydraulic pressure. The transmission is transmitted to the engine to brake the engine, and is also disconnected to cut off power transmission.

By the way, in the transmission system 5 configured in this way, the bearing 9, which constitutes an R mechanical sliding part on the engine side, which is always driven to rotate on the engine side than the clutch 3 regardless of whether the clutch 3 is connected or disconnected, is always connected. A first hydraulic system 14 is provided for supplying lubricating oil. The first hydraulic system 14 also supplies hydraulic pressure necessary for driving the clutch 3 when the clutch 3 is operated. On the other hand, the transmission system 5 includes a bearing 12.13 which is located closer to the blower 1 than the clutch 3 and is a mechanical sliding part of the blower 11P1 which is rotationally driven when the clutch 3 is connected, for supplying lubricating oil when the clutch 3 is connected. 2 Hydraulic system 15
is provided. The second hydraulic system 15 also supplies hydraulic pressure to the clutch 3, which is driven in the connecting direction, to maintain the clutch 3 in the connected state. And an oil pump 16 provided in these hydraulic systems 14 and 15.
．． 17 are the input shaft 6 of the clutch 3 and the speed increaser, respectively. If
2 through gears 18 and 19. Also, the second hydraulic system 1
The oil pump 17 of No. 5 has a larger capacity than the oil pump 16 of the first hydraulic system 14, which is constantly driven, because it is necessary to supply the clutch 3 with hydraulic pressure that maintains the connected state of the clutch 3 while receiving a large torque. things are adopted.

These hydraulic systems 14, 15 will be described in further detail with reference to FIGS. 1 and 2.

The clutch 3 is connected not only to a drain system 20 but also to first and second hydraulic systems 14,15. First hydraulic system 14
is the first one that supplies lubricating oil to the machine sliding parts on the engine side, such as bearing 9.
It consists of a lubrication system 21 and a first hydraulic oil system 22 that is branched from the first lubrication system 21 and connected to the clutch 3. valve 2
A check valve 24 is provided closer to the clutch 3 than the clutch 3.

The first solenoid valve 23 is opened when a brake signal is input to supply hydraulic pressure from the oil pump 16 to the clutch 3, and closed when a brake release signal is input. . The first hydraulic system 14 constantly supplies lubricating oil to the bearing 9 and the like, and the first solenoid valve 23 is opened in response to a braking signal to operate the clutch 3 in the connecting direction.

On the other hand, the second hydraulic system 15 includes a second lubrication system 25 that supplies lubricating oil to the blower-side machine sliding parts such as bearings 12 and 13, and a second lubrication system 25 that is branched from this second lubrication system 25 and connected to the clutch 3. It consists of two hydraulic oil systems 26, and a check valve 24 is interposed in the second hydraulic oil system 26. In particular, in this second hydraulic system 15, when a clutch engagement signal corresponding to engagement of the clutch 3 is inputted with the hydraulic pressure of the first hydraulic system 14, the oil pump 17 is started, and a clutch disengagement signal is inputted. This causes the oil pump 17 to be stopped. Therefore, the second hydraulic system 15 supplies lubricating oil to the bearings 12, 13, etc. when the clutch is connected (during braking) when the blower 1 is driven, and also supplies high-pressure connection hydraulic pressure to the clutch 3. The clutch 3 is maintained in a connected state by supplementing the hydraulic pressure.

On the other hand, a second solenoid valve 27 is interposed in the drain system 20, and this second solenoid valve 27 is closed when a brake signal is input to maintain the hydraulic pressure in the clutch 3, and when a brake release signal is input. The clutch 3 is opened by releasing the hydraulic pressure inside the clutch 3 and disengaging the clutch 3.

Furthermore, these oil pumps 17 and solenoid valves 23 and 27
A control system 28 for operating and controlling these is connected to. This control system 28 includes a brake switch 29 that is operated ON-OFF to obtain a braking force from the blower 1, a clutch switch 30 provided on the clutch 3 to detect connection of the clutch 3, and these switches 29, 30.
A controller 31 that outputs a brake signal or a brake release signal to the solenoid valve 23, 27 in response to an 0N-OFF signal input from the controller 31, and outputs a clutch connection signal or a clutch disconnection signal to the oil pump 17 to control these operations. It consists of In particular, in this embodiment, the first and second hydraulic systems 14 and 15 are integrated into the transmission system 5, and when installing the equipment, the electrical wiring 3 between the controller 31 and the
2 to the oil pump 17 or the solenoid valves 23 and 27.

In addition, 33 is an oil pan.

Next, the operation of the embodiment will be described.

When the engine is in normal operation (not braking), the brake switch 29 is turned off, the first solenoid valve 23 is closed, and the second solenoid valve 27 is opened, so that no hydraulic pressure is applied to the clutch 3. are in a state of disconnection. At this time, the engine power is transmitted to the input shaft 6 of the clutch 3 of the transmission system 5, and it is necessary to lubricate and cool the bearing 9 of the clutch 3 on the engine side.

Here, the oil pump 16 of the first hydraulic system 14 is constantly driven by the power taken out from the input shaft 6 of the clutch 3, and constantly supplies lubricating oil to the bearings 9 etc. via the first lubrication system 21. There is. That is, at this time, the oil pump 16 of the first hydraulic system 14 is configured to supply the necessary amount of lubricating oil only to the necessary parts of the entire transmission system 5. On the other hand, at this time, since the clutch 3 is in a disengaged state, the oil pump 17 of the second hydraulic system 15 is stopped.

Next, turn on the brake switch 29 to brake the engine.
When operated, the ON signal is input as a braking signal to the solenoid valves 23 and 27 via the controller 31, and the first solenoid valve 2
3 is opened, the second solenoid valve 27 is closed, and the first
The engagement operation of the clutch 3 is started by the hydraulic pressure introduced from the oil pump 16 of the hydraulic system 14 and gradually increasing. At this time, the oil pressure supplied from the oil pump 16 is small enough to operate the clutch 3.

Thereafter, when the clutch 3 is connected by the hydraulic pressure from the first hydraulic system 14, a connection signal is output from the clutch switch 30, and this connection signal is input to the oil pump 17 of the second hydraulic system 15 via the controller 31. Pump 17 is activated. The activated oil pump 17 starts supplying lubricating oil to the bearings 12, 13, etc. on the blower 1 side of the transmission system 5 driven by the connection of the clutch 3, and also supplies connection hydraulic pressure to the clutch 3. . Here, the oil pump 17 of the second hydraulic system 15 has sufficient oil for the R mechanical sliding part on the blower 1 side, which rotates at a higher speed than the engine side and requires a large amount of lubricating oil, and the clutch 3, which must be connected and held with a large hydraulic pressure. Hydraulic pressure and oil volume are used to supply these with the necessary and sufficient oil.

The first hydraulic system 14 that constantly supplies oil supplies lubricating oil to the engine-side sliding parts that are constantly driven, and
A constantly driven oil pump 16 is used to ensure quick operation of the clutch 3, while a second hydraulic system 15 supplies oil when the clutch is engaged, so that it is driven only when the clutch is engaged and rotates at a higher speed than the engine side. Blower 11 with a large amount of oil
1111 and clutch 3.
A rational combination of these hydraulic systems 14 and 15 can supply oil at the required amount and oil pressure and only when necessary, reducing power loss. be able to.

To release the braking state of the blower 1, if the brake switch 29 is turned OFF, the first and second solenoid valves 23.
27 are closed or opened, respectively, and the clutch 3 is disengaged. When the clutch 3 is disengaged, the oil pump 17 of the second hydraulic system 15 is also stopped, and normal operation is restored.

Further, in this embodiment, the installation of the transmission system 5 can be easily performed by installing the electric wiring 32.

[Effects of the Invention] In summary, according to the present invention, the following excellent effects are achieved.

A transmission system having a clutch that transmits engine power to a blower that brakes the engine, a first hydraulic system that operates the clutch while supplying lubricating oil to the engine side than the clutch, and a first hydraulic system that supplies connection hydraulic pressure to the clutch when the clutch is connected. By providing a second hydraulic system that supplies lubricating oil to the blower side rather than the clutch, it is possible to supply the necessary amount of oil and hydraulic pressure to the transmission system when necessary, reducing power loss and ensuring proper oiling. can be supplied.

[Brief explanation of the drawing]

FIG. 1 is a system diagram of a transmission system showing a preferred embodiment of the present invention;
FIG. 2 is a hydraulic circuit diagram thereof, and FIG. 3 is a configuration diagram showing a conventionally considered braking system. In the figure, 1 is a blower, 3 is a clutch, 5 is a transmission system, 14 is a first hydraulic system, and 15 is a second hydraulic system. Patent Applicant: Isuzo Jidosha Co., Ltd. Representative Patent Attorney Yuki Kinuya J33 Figure 1 Figure 2

Claims (1)

[Claims] 1. A transmission system that includes a clutch that transmits engine power to a blower that brakes the engine, a first hydraulic system that operates the clutch while supplying lubricating oil to the engine side rather than the clutch, and a first hydraulic system that applies connection hydraulic pressure to the clutch when the clutch is connected. and a second hydraulic system that supplies lubricating oil to a side closer to the blower than the clutch.