JPH06144198A - Retarder control device - Google Patents

Abstract

PURPOSE:To keep the lubricative state of a bearing in a retarder during a travel satisfactory regardless of the running state of a vehicle or even when the stop state is continued in a retarder control device for controlling the fluid type retarder. CONSTITUTION:A retarder control device is provided with a fluid type retarder 1, a fluid feed/discharge switching mechanism 108 switching the feed/discharge of a fluid to the retarder 1, an operating lever 13, a retarder control means 103 controlling the feed/discharge of the fluid to the retarder 1 via the fluid feed/discharge switching mechanism 108 in response to the operation state of the operating lever 13, an engine start time detecting means 116, and a start time retarder control means 106 temporarily switching the fluid feed/discharge switching mechanism 108 to feed the fluid to the retarder 1 and temporarily setting the retarder 1 to the operational state to feed the fluid to an internal bearing when the engine start time is detected.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fluid retarder for controlling a hydraulic retarder which is interposed between an engine mounted on a vehicle and a driving wheel and serves as a load due to the supply of fluid to the inside to slow down the vehicle. Retarder control device.

[0002]

2. Description of the Related Art FIGS. 4 and 5 show the state of equipment of a general retarder. FIG. 4 is a schematic side view of a truck showing its arrangement state, and FIG. 5 is a schematic view showing its control system. As shown in these figures, the retarder 1 is attached to the rear portion of the transmission 3 with the engine 2.
It is interposed between the transmission 3 and the propeller shaft 4.

As a result, the engine 2 and the drive wheels 10 are connected to each other via the retarder 1, and when the retarder 1 is operated, it becomes a load and the vehicle can be decelerated. An operating lever 13 that is operated to operate the retarder 1 or to stop the operation of the retarder 1 is provided on the dashboard of the passenger compartment and is connected to the control unit 6.

Further, the control unit 6 has a function of retarder control means for controlling the operating state of the retarder 1 according to the operating state of the operating lever 13. By the way, the retarder 1 has, for example, a fluid type structure,
In such a fluid type retarder 1, compressed air from the brake air tank 21 passes through the solenoid valve 22,
Oil is supplied to the retarder 1 for circulation, and a force that restricts rotation of the propeller shaft 4 acts.

The limit of the rotational force is adjusted based on the operating states of the brake pedal 11 and the accelerator pedal 12 via the control unit 6 and the solenoid valve 22. That is, when the driver determines that the main brake is burdened due to traveling conditions such as a downhill road, or when it is determined that only the braking force of the retarder 1 is sufficient, the operation of the operation lever 13 causes the retarder 1 to perform a predetermined operation. To do. This operation may be automatically controlled by the control unit 6.

[0006]

By the way, in the vehicle T equipped with the conventional fluid retarder 1, in the mounting portion of the retarder 1 to the propeller shaft 4, the rotation side including the propeller shaft 4 has an internal bearing. Three
The bearings 35 and 36 are rotatably supported on the braking side through the bearings 5 and 36 (see FIG. 3), and the braking oil in the retarder 1 is used as the lubricating oil when lubricating the bearings 35 and 36.

That is, even when the retarder 1 is not operated, a small amount of braking oil is circulated in the retarder 1 to lubricate the bearings 35 and 36, and the retarder 1 against rotation of the propeller shaft 4. Is configured so that it does not become a resistance. This is because the rotor 24 (see FIG. 3) in the retarder 1 rotates along with the propeller shaft 4 to generate a negative pressure in the retarder 1, and this negative pressure sucks the braking oil to cause the bearing 35, 36 is supplied.

Lubrication is performed by such an operation, but the suction of the braking oil is performed when the rotational speed of the rotor 24 is equal to or higher than a predetermined value. Therefore, when there is a state where the rotation speed of the rotor 24 is higher than a predetermined value or when the retarder 1 is operated, the lubricating oil is supplied to the bearings 35 and 36 at that time,
After that, smooth operation is performed for a certain period.

On the other hand, when the retarder 1 is not operated and the vehicle T continues to run at a low speed or is stopped, the braking oil is not sucked into the retarder 1 and the bearing 35 , 36 may cause a shortage of the amount of lubricating oil. The present invention has been devised in view of such a problem, irrespective of the traveling state of the vehicle, and even when the stopped state is continued, the lubrication state of the bearing in the retarder during traveling is well maintained. An object of the present invention is to provide a retarder control device.

[0010]

Therefore, the retarder control device according to the first aspect is interposed between the engine mounted on the vehicle and the drive wheels, and becomes a load due to the supply of fluid to the inside. A fluid type retarder for decelerating a vehicle, a fluid supply / discharge switching mechanism for switching supply / discharge of fluid to / from the retarder, and an operation lever operated to operate the retarder or stop the operation of the retarder And a retarder control means for controlling the supply / discharge of fluid to / from the retarder via the fluid supply / discharge switching mechanism according to the operation state of the operation lever, and engine start time detection means for detecting engine start time, When the engine start detecting means detects that the engine is starting, the fluid supply / discharge switching mechanism is temporarily switched to supply the fluid to the retarder, so that the retard is temporarily changed. And the over da into operation, the starting time of the retarder control unit for supplying fluid to the inner bearing is characterized in that provided.

According to a second aspect of the present invention, there is provided a retarder control device according to the first aspect, wherein the retarder control means for starting the engine temporarily sets the retarder to an operating state when the engine is started. It is characterized in that it is set as the time within which the instrument lamp is temporarily turned on for the lamp burn-out test at the time of starting.

[0012]

In the retarder control device according to the above-mentioned claim 1, the retarder is operated and stopped by operating the operation lever, and when the retarder is operated, the retarder is interposed between the engine mounted on the vehicle and the drive wheels. Because it is equipped,
It becomes a load and slows down the vehicle. Then, the control of the operation and stop of the retarder is performed by switching the fluid supply / discharge to / from the retarder by the fluid supply / discharge switching mechanism of the retarder control means.

Further, in the retarder control means for starting,
When the engine starting time is detected by the engine starting time detecting means, the fluid is supplied to the retarder by temporarily switching the fluid supply / discharge switching mechanism, and the retarder is temporarily activated to the internal bearing. Is supplied. Further, in the retarder control device according to claim 2, during the time within the time for temporarily turning on the instrument lamp for the lamp burn-out test at the time of engine start by the start-up retarder control means in the retarder control device,
The retarder is temporarily activated and fluid is supplied to the internal bearings.

[0014]

DESCRIPTION OF THE PREFERRED EMBODIMENTS A retarder control device as an embodiment of the present invention will now be described with reference to the drawings. FIG. 1 is a block diagram schematically showing the structure of the main part thereof, and FIG. 2 shows the operation of the main part. A flow chart, FIG. 3 is a schematic diagram showing the structure centering on a schematic cross section of a fluid type retarder.

As shown in FIGS. 1 to 3, the retarder control device of the present embodiment is constructed, and in the same manner as the conventional example, between the engine 2 mounted on the vehicle and the propeller shaft 4 on the drive wheel 10 side. Retarder 1 inserted in the vehicle (see Figs. 4 and 5)
Are controlled by the control unit 100. In addition, the retarder 1 has an operation lever 13
The operation switch 113 attached to the switch is connected through the control unit 100, and when the retarder 1 is to be operated or the retarder 1 is to be stopped, the operation lever 13 is operated to turn on the operation switch 113. The control unit 100 is turned off to start or stop the control operation of the retarder 1 by the control unit 100.

Here, the retarder 1 is constructed as a fluid type, and the supply of the fluid to the inside serves as a load to decelerate the vehicle. A brake switch 111 attached to the brake pedal 11 and an accelerator switch 112 attached to the accelerator pedal 12 are connected to the control unit 100,
From each of them, the depression state of the brake pedal 11 and the depression state of the accelerator pedal 12 are input to the control unit 100.

By the way, the control unit 100
Includes a retarder control means 103, a start-up retarder control means 106, and a lamp burnout test device 107. The retarder control means 103 includes the brake switch 111, the accelerator switch 112, and the operation switch 1 described above.
13 on / off signals are input.

The retarder control means 103 is connected to a solenoid valve 22 as a fluid supply / discharge switching mechanism 108, and the supply / discharge of fluid to / from the retarder 1 is controlled by the solenoid valve 22 based on a control signal from the retarder control means 103. It is controlled by the operation of. An engine start signal is input to the starter retarder control means 106 from a starter switch 116 of the engine start key portion 38, and the starter switch 116 detects an engine start time. Is configured as.

Further, the retarder control means 106 at the time of starting
When the starter switch 116 as an engine start detecting means detects that the engine is starting, the solenoid valve 22 as the fluid supply / discharge switching mechanism 108 is temporarily switched by the operation according to the flowchart of FIG. By supplying fluid to the retarder 1,
The retarder 1 is temporarily activated to supply fluid to the internal bearings 35 and 36.

In the retarder control device, the retarder 1 is activated when the engine is started.
The time for temporarily setting the operating state by 06 is set as the time within the time for temporarily turning on the instrument lamp 109 for the lamp burn-out test by the lamp burn-out test means 107 when the engine is started. By the way, the fluid retarder 1 is configured as shown in FIG.

First, a rotor 24 is fixedly attached to the propeller shaft 4, and the rotor 24 is constituted by a ring-shaped portion 24A on the outer peripheral side and a tubular portion 24B on the axial center side. The tubular portion 24B is fitted on the propeller shaft 4 and covers the outer periphery of the rotor 24.
3 is supported by bearings 35 and 36.

The ring-shaped portion 24A has an outer shape obtained by axially splitting the donut, and has a large number of oil chambers partitioned by blades therein, and the braking oil enters these oil chambers. By so doing, the rotor 24 can be efficiently braked. Further, a stator 25 having an oil chamber that is partitioned by blades and faces the oil chamber of the rotor 24 is provided, and the braking oil flows through the oil chamber of the rotor 24 and the oil chamber of the stator 25. As a result, efficient braking is performed.

The stator 25 is fixed to the housing 23, and its left end surface in FIG. 3 is arranged at a predetermined distance from the right end surface of the rotor 24, and the gap between the rotor 24 and the stator 25 is an oil passage. It constitutes 29C. An oil passage 29B extending through the oil chamber in the horizontal direction is provided below the stator 25, and is connected to the oil tank 26 via the oil passage 29A extending in the vertical direction. This braking oil is introduced between the rotor 24 and the stator 25.

Further, an oil passage 29D which penetrates the oil chamber and extends in the horizontal direction is also provided at the upper end of the stator 25, and the oil passage 29F in the oil cooler 31 is provided via the oil passage 29E which extends in the vertical direction. Is connected to the oil cooler 31 and is configured to be able to introduce the braking oil, which has been heated by the braking, into the oil cooler 31. The oil passage 29F in the oil cooler 31 is connected to the upstream end of the oil passage 29G extending in the horizontal direction, and is connected to the oil passage 2F.
The downstream end of 9G is connected to the oil passage 29A, and the braking oil cooled by the oil cooler 31 is introduced between the rotor 24 and the stator 25 via the oil passage 29A and the oil passage 29B, and the braking oil is discharged. It is designed to recirculate.

Reference numeral 30 in FIG. 3 indicates a cooling water passage, and the cooling water passage 30 is connected to a radiator (not shown). By the way, at the upper part of the stator 25, the oil passage 2
A passage 33 extending horizontally in the oil chamber is provided below 9D, and when the retarder 1 is activated,
The air discharge between the rotor 24 and the stator 25 is controlled by the passage 33.
It is supposed to be done through.

A ball-type check valve 34 is provided at the downstream end of the passage 33. The ball-type check valve 34 is maintained in an open state when air is discharged, and when the braking oil flows in, the ball floats up to a closed state. The brake oil can be prevented from leaking through the passage 33. The passage 33 is the passage 3 extending in the vertical direction.
It is connected to the upper end of 4A, and the air in the passage 33 is configured to be discharged from the lower end opening 34B via the passage 34A.

On the other hand, the solenoid valve 22 serving as the fluid supply / discharge switching mechanism 108 has an output port at its intermediate portion as the passage 2
The brake air tank 21 connected to the input side is introduced into the oil tank 26 via compressed air, so that the oil tank 26 can be pressurized. Also, the solenoid valve 22
Through the passage 27 to the output port on the tip side thereof.
It is connected to the upper end of A so that air can be vented.

Further, the solenoid valve 22 is configured such that its solenoid is connected to the control unit 100 and is excited at a predetermined time by a control signal from the control unit 100 to switch the solenoid valve 22. By the way, bearing 3
The following structure is provided for lubrication of Nos. 5 and 36.

That is, in the upper part of the stator 25,
An oil passage 32A adjacent to the passage 33 and extending in the horizontal direction is provided, and an oil passage 32B extending in the vertical direction and having a lower end reaching the oil in the oil tank 26 is provided. The right end of the oil passage 32A in FIG. 3 is connected to the upper end of the oil passage 32B, and when a negative pressure is generated at the left end opening of the oil passage 32A in FIG.
It is configured so that the oil in 6 can be sucked.

The small-diameter oil passage 3 extending in the vertical direction
7 is provided so as to reach the bearing 36, and the oil passage 37 is provided.
Is connected to the oil passage 32A, so that the oil in the oil passage 37 is supplied to the bearing 36.
The oil sucked through the oil passage 32A is supplied to the bearing 35 through the gap between the rear surface of the rotor 24 and the housing 23.

With the above-described structure, in the retarder control device of the present embodiment, the operation of the operation lever 13 causes the retarder 1 to be operated and stopped, and when the retarder 1 is operated, the retarder 1 is mounted on the engine 2 of the vehicle. And the propeller shaft 4 on the drive wheel side, the load is applied and the vehicle is decelerated. Here, the operation state of the retarder 1 is controlled by the retarder control means 103, and the solenoid valve 22 serving as the fluid supply / discharge switching mechanism 108 switches the supply / discharge of the fluid to / from the retarder 1 to control the operation and stop of the retarder 1. Is performed.

When the engine start-up is detected by the starter switch 116 as the engine start-up detection means in the start-up retarder control means 106, the fluid supply to the retarder 1 is temporarily switched by the solenoid valve 22. Then, the retarder 1 is temporarily activated, and the fluid is supplied to the internal bearings 35 and 36.

That is, as shown in the flow chart of FIG. 2, it is first determined whether the engine is being started or not depending on whether the starter switch 116 is in the ON state (step S1). Then, when the engine is starting,
Step S2 is executed through the “YES” route, and the temporary operation of the retarder 1 is performed.

This is performed by switching the solenoid valve 22 in response to a control signal from the control unit 100, and the compressed air from the brake air tank 21 is supplied to the oil tank 26 through the passage 28 so that the oil in the oil tank 26 is reduced. The oil is pressurized. The pressurized oil is supplied as braking oil between the rotor 24 and the stator 25 through the oil passages 29A and 29B.

When the braking oil is filled between the rotor 24 and the stator 25, the rotor 24 is restrained by the stator 25 via the braking oil, and the propeller shaft 4 is braked via the rotor 24. Here, when filling the braking oil between the rotor 24 and the stator 25,
The previously existing air is discharged from the lower end opening 34B through the passage 33 and the passage 34A.

The filled braking oil is supplied to the bearing 35 through the back surface of the rotor 24 and is also supplied to the bearing 36 through the oil passage 37 to serve as lubricating oil for the bearings 35 and 36. Such a state
This is continued during the time during which the instrument lamp is temporarily turned on for the lamp burn-out test at engine startup.

That is, when the lamp burn-out test device 107 detects that lighting of the instrument lamp 109 has stopped, the solenoid valve 22 is switched and the operation state of the retarder 1 is terminated. Alternatively, the solenoid valve 22 may be switched and the operation state of the retarder 1 may be terminated by detecting the passage of a predetermined time with a timer.

After that, the operation of the engine is continued and the vehicle T shifts to the running state. However, since the lubricating oil is supplied to the bearings 35 and 36 in the retarder 1 as described above, the burning is performed. Smooth operation can be performed without inviting people. After the operation of the retarder 1 at the time of starting, it is determined in the control unit 100 whether or not there is an operation request for the retarder 1 by the operation lever 13 (step S3), and the determination is repeated at a predetermined operation timing until the operation request is made. Be done.

If it is determined in step S3 that the retarder 1 has been requested to operate, step S4 is executed through the "YES" route, and the activation of the retarder 1 by switching the solenoid valve 22 is the same as in step S2. The same is done. Then, when the ON operation of the accelerator switch 112 is input to the control unit 100 by depressing the accelerator pedal 12, the determination in step S5 becomes a YES state,
Step S7 is executed through the “YES” route, and the operation of the retarder 1 is released.

Also, when it is detected that the operation request of the retarder 1 is released by operating the operation lever 13, the "YES" route is taken in step S6, and the step S6 is executed.
7 is executed and the operation of the retarder 1 is released. Here, the operation release of the retarder 1 is performed as follows. First, by switching the solenoid valve 22, the passage 28
The supply of the compressed air to the oil tank 26 through the above is stopped, and the pressurization to the braking oil is stopped. As a result, the braking oil is removed from the retarder 1 and the braking of the rotor 24 is stopped. When the braking oil is removed from the retarder 1, the rotor 24 and the stator 25 pass through the passage 27, the check valve 34, and the passage 33.
Air is introduced between and.

By the way, even if the operation of the retarder 1 is stopped, the rotor 24 rotates with respect to the housing 23.
The bearings 35 and 36 need to be lubricated, and the lubrication is performed as follows. That is, at the position where the oil passage 32A is opened, a negative pressure is generated due to the relative rotation between the rotor 24 and the stator 25, the oil in the oil tank 26 is sucked through the oil passage 32B, and this oil is transferred to the rear surface of the rotor 24. Bearing 3 through gap and oil passage 37
5,36.

Since the lubricating oil is supplied when the rotor 24 rotates at a speed equal to or higher than a predetermined speed and a required negative pressure is generated, the lubricating oil is not supplied when the vehicle T is traveling at a speed lower than the predetermined speed. . However, as described above, the retarder 1 is activated when the engine is started, and the bearings 35, 36 are
Since oil is being supplied to the equipment, a sufficient lubrication state is secured.

[0043]

As described in detail above, according to the retarder control device of the first aspect, the retarder control device is interposed between the engine mounted on the vehicle and the drive wheels, and the load is generated by supplying the fluid to the inside. Then, the fluid type retarder for decelerating the vehicle, the fluid supply / discharge switching mechanism for switching the supply / discharge of the fluid to / from the retarder, and the operation to operate the retarder or to stop the operation of the retarder are operated. An engine start detecting means for detecting an engine start time, which includes an operation lever and a retarder control means for controlling supply / discharge of fluid to / from the retarder via the fluid supply / discharge switching mechanism according to an operation state of the operation lever. When the engine start detecting means detects that the engine is starting, the fluid supply / discharge switching mechanism is temporarily switched to supply the fluid to the retarder, thereby temporarily With a simple structure in which the retarder control means is provided at the time of starting for supplying the fluid to the internal bearings with the retarder in an operating state, the bearings can be reliably lubricated without making complicated changes to the retarder control device. There is an advantage.

According to the retarder control device of the second aspect, in the retarder control device of the first aspect,
It is said that the time during which the retarder is temporarily activated by the retarder control means during startup is set as the time within which the instrument lamp is temporarily turned on for the lamp burnout test during engine startup. With a simple structure, there is an advantage that the bearing can be reliably lubricated without requiring special operation of the driver and without affecting the traveling control.

In this way, stable and safe operation is ensured by easy control.

[Brief description of drawings]

FIG. 1 is a block diagram schematically showing a main configuration of a retarder control device as an embodiment of the present invention.

FIG. 2 is a flowchart showing an operation of a main part of a retarder control device as one embodiment of the present invention.

FIG. 3 is a schematic diagram showing the structure of a retarder control device as one embodiment of the present invention, centering on a schematic cross section of a fluid type retarder.

FIG. 4 is a schematic side view of a truck showing an arrangement state of a general retarder.

FIG. 5 is a schematic diagram showing a control system of a general retarder.

[Explanation of symbols]

 1 retarder 2 engine 3 transmission 4 propeller shaft 6 control unit 10 drive wheel 11 brake pedal 12 accelerator pedal 13 operating lever 21 brake air tank 22 solenoid valve 23 housing 24 rotor 24A ring-shaped portion 24B tubular portion 25 stator 26 oil tank 27, 28 Passage 29A-29G Oil passage 30 Cooling water passage 31 Oil cooler 32A, 32B Oil passage 33 Passage 34 Check valve 34A Passage 34B Lower end opening 35, 36 Bearing 37 Oil passage 38 Engine start key portion 100 Control unit 103 Retarder control means 106 Starter retarder Control means 107 Lamp burnout test device 108 Fluid supply / discharge switching mechanism 109 Instrument lamp 111 Brake switch 112 Access Switch 113 operation switch 116 starter switch T vehicle

Claims (2)

[Claims] 1. A fluid type retarder, which is interposed between an engine mounted on a vehicle and a drive wheel and serves as a load due to the supply of fluid to the inside to decelerate the vehicle, and a fluid supply to the retarder. A fluid supply / discharge switching mechanism for switching discharge, an operation lever operated to operate the retarder or to stop operation of the retarder, and a fluid supply / discharge switching mechanism depending on an operation state of the operation lever. And a retarder control means for controlling the supply and discharge of fluid to and from the retarder, and an engine start time detection means for detecting engine start time; and an engine start time detected by the engine start time detection means. By temporarily switching the fluid supply / discharge switching mechanism to supply fluid to the retarder, the retarder is temporarily activated to supply fluid to the internal bearings. Starting retarder control means, characterized in that is provided, retarder control device. 2. The time during which the retarder control means at startup makes the retarder in an operating state temporarily at engine startup is within a time during which the instrument lamp is temporarily turned on for a lamp burn-out test at engine startup. The retarder control device according to claim 1, wherein the retarder control device is set as follows.