JPH01240351A - Retarder - Google Patents

Abstract

PURPOSE:To make a compacted retarder by controlling operation of a clutch with an actuator operated by the discharged oil from a pump driven by engine, coupling a No.2 pump with a drive shaft by this clutch, and by decelerating this drive shaft. CONSTITUTION:A retarder 7 according to existing invention is supported rotatably in a case 33. A drive shaft 19 is coupled with the output shaft of a transmission at a flange 23 provided at one of the ends, and the inner rotor 102 of a small-sized No.1 pump (gear pump) 101 is spline coupled with this drive shaft 19. The discharge oil from this No.1 pump 101 is supplied to an actuator 43 installed inside the case 33, and movement of its piston 45 changes over a clutch 73 into connected condition, wherein the clutch 73 consists of an outer and an inner friction plate 67, 72 which are arranged alternately. Engagement of this clutch 73 couples No.2 pump (gear pump) 75 with the drive shaft 19 to give it a resistance so as to decelerate its rotation.

Description

DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Industrial Application Field) The present invention relates to a retarder that is used together with a brake to decelerate a drive shaft, for example, when braking a vehicle.

(Prior Art) Conventionally, there is a tarda system that uses a gear pump and a clutch. A clutch that is operated in conjunction with the brake is placed between the drive shaft and the gear pump, and when the brake is operated during braking, the clutch is activated to connect the gear pump with the drive shaft, and the drive shaft is decelerated by the gear pump's drive resistance. The gear pump is configured to be separated from the drive shaft by a clutch except during braking.

However, in this configuration, the power source for clutch operation input,
For example, an electromagnetic clutch requires an external power source, and a hydraulic clutch requires an external hydraulic power source. Therefore,
The retarder cannot be made into a single item (subassembly) and made compact.

Furthermore, if the power source is provided externally, the distance from the clutch increases accordingly, and a conductive wire or oil path must be routed between the two. Therefore, assembly work becomes troublesome and reliability decreases.

(Problems to be Solved by the Invention) Therefore, an object of the present invention is to provide a retarder that is easy to sub-assemble and compact, and therefore easy to assemble and has excellent reliability.

[Structure of the Invention] (Means for Solving the Problems) The retarder of the present invention includes a drive shaft that transmits rotational driving force from an engine, and a small-capacity first pump that is constantly rotationally driven by the drive shaft. , an actuator that is supplied with pressure by the first pump and can be operated selectively; a clutch that is actuated by the pressing force of the actuator; and the clutch is connected to the drive shaft and applies drive resistance to the drive shaft to decelerate the drive shaft. The invention is characterized by comprising a second pump.

(Function) If the actuator is operated in conjunction with the brake, for example, to activate the clutch and connect the drive shaft and the second pump, the second pump is rotationally driven by the drive shaft, and the drive shaft is The driving resistance of the second pump is applied and the speed is reduced. Furthermore, if the actuator is operated in conjunction with the actuator to separate the drive shaft and the second pump when the brake is released, the drive shaft is released from the braking resistance of the second pump except during braking.

Moreover, the pressure of the small-capacity first pump can be used to operate the actuator.

(Example) A first example of the present invention will be described with reference to FIGS. 1 and 2. As shown in FIG. 2, this example was used in a power transmission system in a front engine, rear drive (FR) two-wheel drive vehicle. In addition, in the following description, the left-right direction is the left-right direction in FIG. 1, and the left side corresponds to the front of the vehicle.

First, the power transmission of this vehicle will be explained with reference to FIG.

The rotation of the engine 1 is decelerated by the transmission 3 and transmitted to the differential device 10 via the output shaft 5, the rotor 7 of this embodiment, and the propeller shaft 9, and the differential device 10 receives the transmitted rotational driving force of the engine 1. Differential distribution is made between the left and right rear wheels 11.13. 15.
17 is the front wheel.

Next, the configuration will be explained with reference to FIG.

The drive shaft 19 has a flange portion 21 at its front end, and a hollow portion of a flange 23 engages with a spline at its rear end, and a washer 2
5 and is fixed with a lock nut 27. This drive shaft 19 is rotatably supported by a case 33 of the retarder 7 through a bearing 29.31. At the front and rear ends of the case 33, seals 35.
37 are arranged.

The case 33 consists of a cylindrical outer circumference and a protrusion, and is fixed to the chassis 39 at the protrusion with bolts 41.

The actuator 43 is composed of a piston 45 and a cylinder 47. The cylinder 47 is formed in a cylinder member 48, the piston 45 is slidably attached to the cylinder 47, and the cylinder member 48 is spline-connected to the drive shaft 19 at its hollow shaft portion and moved axially to the left by a stopper ring 49. O-rings 51 and 53 are disposed between the piston 45 and the cylinder 47. A circumferential groove 55 and one or more oil passages 59 in the radial and axial directions that communicate the circumferential groove 55 and the piston chamber 57 are provided on the outer periphery of the hollow shaft portion of the cylinder member 48. ing. Further, the case 33 is provided with an oil passage 61 that communicates with the circumferential groove 55. O-rings 63, 65 are arranged between the case 33 and the hollow shaft of the cylinder member 48 on both sides of the circumferential groove 55 and the oil passage 61.

A plurality of outer friction plates 67 are engaged with the inner periphery of a cylindrical portion formed in the cylinder member 48 on the left side of the piston 45 in the rotational direction, and movement to the left is restricted by a stopper 69. Further, a plurality of inner friction plates 72 are arranged alternately with friction plates 67 on the outer periphery of the inner hub 71, which is arranged coaxially with the drive shaft 19, and are engaged with each other in the rotation direction. In this way, the clutch 73 is configured.

A gear pump 7, which is a second pump, is located on the left side of the clutch 73.
5 is placed. A drive gear 77 of the gear pump 75 is integrally formed with a hollow shaft 79.
9 is rotatably mounted on the drive shaft 19 and rotatably supported on the case 33 by sliding bearings 81 and 83.

A hollow shaft 79 is used to reduce sliding resistance with the drive shaft 19.
In addition to the sliding portion 85, a large hollow portion 87 is provided on the inner circumferential surface of the holder. The inner hub 71 of the clutch 73 is spline connected to the outer periphery of a hollow shaft 79, and is positioned in the axial direction by a stopper ring 89. Drive gear 7
7 is a sleeve 93 attached to the shaft 91 at the protruding part of the case 33.
It meshes with a driven gear 95 rotatably supported via. The hydraulic pressure generated in the pump chamber of the gear pump 75 is guided to the accumulator 99 via the oil cooler 97 and returns to the pump chamber again.

A gear pump 101, which is a small-capacity first pump, is arranged on the left side of the gear pump 75. This gear pump 1
01 is smaller than the gear pump 75. The inner rotor 102 is spline connected to the drive shaft 19,
It is rotationally driven by a drive shaft 19 and constantly generates hydraulic pressure. This oil pressure is supplied to the control valve 10 through the oil passage 103.
5 from the oil passage 61 of the case 33 to the actuator 4
3 to the piston chamber 57, which serves as an operating input for the actuator 43, and a separately provided oil passage (not shown) to the clutch 73, the hollow shaft 79, and the drive shaft 19.
These lubrications are performed by being guided by the sliding portion 85 and the like.

The control valve 105 is operated in conjunction with the brake,
During braking, it is opened in response to a brake activation operation, supplying hydraulic pressure to the actuator 43 to operate it, and in braking release, it is closed in response to a brake release operation, stopping the supply of hydraulic pressure to the actuator 43.

Next, the functions will be explained.

When braking is performed, as described above, hydraulic pressure is supplied from the gear pump 101 via the control valve 105 to operate the actuator 43, which is pressed by the piston 45 and engages the clutch 73. Therefore,
Cylinder member 48 of actuator 43, clutch 73
The drive gear 77 is rotationally driven through the gear pump 75, and the gear pump 75 operates to generate oil pressure. The generated hydraulic pressure is cooled by an oil cooler 97 and returned to the gear pump 75 via an accumulator 99. The driving resistance of the gear pump 75 is the clutch 7.
3. It joins the drive shaft 19 via the cylinder member 48, decelerates the engine 1 side via the output shaft 5, and decelerates the rear wheels 11° and 13 side via the propeller shaft 9. Therefore, the burden on the brake during braking is reduced, and especially when the brake is operated for a long time, temperature rise in the brake sliding part is prevented and fade phenomenon does not occur.

When the brake is released, the clutch 73 is released and the gear pump 75 is separated from the drive shaft 19h1, as described above.

In this way, the drive resistance of the large gear pump 75 is applied to one drive shaft only during braking. Also, small gear pump 101
Since it is built-in as a pressure source, it is easy to make it compact and to form a subassembly, and the piping of the oil passage 103 is short and easy, thereby improving reliability. Also, the gear pump 101
Each part can be lubricated by supplying oil from the tank. Furthermore, the control valve 105 is built into the case 33, and
If the oil passage 103 is bored in the case 33, piping for the oil passage 103 becomes unnecessary, making it more compact, improving the degree of completion of the subassembly, and further improving reliability.

Next, a second embodiment will be explained with reference to FIG.

The retarder 107 of this embodiment, as shown in FIG.
Gear pump 10 which is the first pump in the first embodiment
1 is moved to the actuator 43 side. Therefore, common components are indicated by the same reference numerals as in the first embodiment, and explanations of the common parts in terms of structure, function, and effect will be omitted. Note that the left and right directions are the left and right directions in FIG.

The first pump, the small gear pump 109, is disposed on the right side of the actuator 43 as described above, and its inner rotor 111 is rotationally driven by the spline-connected drive shaft 19 to constantly generate hydraulic pressure. The generated hydraulic pressure is transferred to the control valve 105 via the oil passage 113.
from the oil passage 61 of the case 33 to the actuator 43 via
is supplied to

In this way, since the gear pump 109, which is the first pump, is arranged close to the actuator 43, the oil passage 113
There is no need to provide a detour around the gear pump 75, and the length can be made extremely short. Therefore, the oil passage 113 is
3, making it easier to make compact and sub-assembly.

Although the above description has been made based on an example of use in a vehicle, it goes without saying that the retarder of the present invention can also be used in equipment other than vehicles.

[Effects of the Invention] As described above, the retarder of the present invention can be easily made compact and sub-assembled, and has high reliability.

[Brief explanation of the drawing]

1 and 2 relate to the first embodiment, FIG. 1 is a sectional view, FIG. 2 is a schematic diagram showing power transmission of a vehicle using this embodiment, and FIG. 3 is a diagram of the second embodiment. FIG. 7.107... Retarder 19... Drive shaft 43...
・Actuator 73...Clutch 75...Gear pump (second pump) 101.109...Gear pump (first pump) 105...Control valve 103.113...Oil road agent Patent attorney 3 Yasuo Yasuo

Claims (1)

[Claims] A drive shaft that transmits rotational driving force from an engine, a small-capacity first pump that is constantly rotationally driven by this drive shaft, and an actuator that is supplied with pressure by this first pump and can be selectively operated; A retarder comprising: a clutch actuated by the pressing force of the actuator; and a second pump connected to the drive shaft by the clutch and applying driving resistance to the drive shaft to decelerate the drive shaft.