JPH07293606A - Vehicle provided with retarder - Google Patents

Abstract

PURPOSE:To enable a vehicle to be miniaturized and made light weight by supplying operating fluid between an impeller and a fixed stator, and generating braking force through a process of making the operating fluid absorb the rotational motion energy of the impeller. CONSTITUTION:Since an impeller 14 of a retarder 12 is rotated by a third shaft 9 having the rotational speed higher than an output shaft 10, large braking force can be obtained in comparison with the case where the retarder 12 is provided on propeller shafts 5. Moreover, braking force larger than that generated by a retarder valve 16 is transmitted to the output shaft 10, the propeller shafts 5 and wheels 6 through the third shaft 9. Accordingly, since larger braking force can be sufficiently obtained even if the retarder 12 is miniaturized and made light weight, a vehicle can be miniaturized and made light weight by being equipped with this retarder 12.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle provided with a retarder for generating a braking force by absorbing a rotational kinetic energy of an impeller with a working fluid.

[0002]

2. Description of the Related Art In recent years, special vehicles such as crane trucks and large vehicles such as dump trucks have a sufficient braking force against the weight of the vehicle itself and the weight of a load when driving on a mountainous terrain having a steep downward slope. In addition to the usual brake and exhaust brake, a retarder is often provided in order to prevent wear of the brake lining and damage to the brake drum.

The retarder has a fixed status and a rotatable impeller, supplies working fluid between the status and the impeller, and supplies the working fluid with rotational kinetic energy of the impeller. By absorbing it, a braking force is generated.

Conventionally, a vehicle provided with the retarder described above, as shown in FIG. 6, has a transmission 53 for converting the driving force of the engine 51 transmitted through a torque converter 52 into a predetermined rotation speed or torque, and a transmission. The propeller shaft 55 that transmits the driving force output from the wheel 53 to the wheels 54 is provided. The impeller of the retarder 56 is fixed in the propeller shaft 55, and water is used as a working fluid between the stator and the impeller. By supplying the braking force, the braking force of the retarder 56 is applied to the propeller shaft 55.

[0005]

By the way, special vehicles and large vehicles are often used by traveling on narrow roads in the city and stopping at small vacant lots. It is desired that the drivability and workability of the can be improved. However, in the above-mentioned conventional configuration, the rotation speed of the impeller is set to
Since the braking force of the retarder 56 is directly transmitted to the wheels 54 via the propeller shaft 55, the braking force is sufficiently compatible with the heavy weight of special vehicles or large vehicles. First, it is necessary to increase the size of the retarder 56. Therefore, since it is necessary to upsize the vehicle so that the retarder 56 can be mounted, the drivability and workability in the city are deteriorated.

Further, the increase in the size of the retarder 56 also increases the weight of the retarder 56, and the increase in the weight by the retarder 56 also reduces the fuel consumption and the maximum load capacity of the vehicle. . Further, since water is used as the working fluid of the retarder 56, it is necessary to add a water pipe, and the weight of this pipe also reduces the fuel consumption and the maximum load capacity of the vehicle.

Therefore, the present invention seeks to provide a vehicle provided with a retarder which can be reduced in size and weight.

[0008]

In order to solve the above-mentioned problems, a vehicle provided with a retarder according to claim 1 rotates together with a propeller shaft for transmitting a driving force to wheels and an output shaft fixed to the propeller shaft. As such, a transmission including a third shaft having a gear with a number of teeth less than the number of teeth of the gear on the output shaft side, and an impeller fixed to the third shaft of the transmission, A retarder that supplies a working fluid between the impeller and a fixed stator, and causes the working fluid to absorb the rotational kinetic energy of the impeller to generate a braking force.

Further, in a vehicle provided with a retarder according to a second aspect of the invention, the transmission is connected to a torque converter for continuously changing the driving force of the engine using oil, and the oil used in the torque converter is connected. Is used as the working fluid.

[0010]

According to the structure of the first aspect, since the impeller of the retarder is rotated by the third shaft having a rotation speed higher than that of the output shaft, a larger braking force is provided as compared with the case where the retarder is provided on the propeller shaft. It is possible to obtain Further, a braking force larger than the braking force generated by the retarder valve is transmitted to the output shaft, the propeller shaft, and the wheels via the third shaft. Therefore, even if the retarder is reduced in size and weight, a large braking force can be sufficiently obtained, so that the vehicle can be reduced in size and weight by including the retarder, and as a result, the vehicle can be downsized. In addition to improving the drivability and workability, the fuel consumption and the maximum load capacity are improved.

According to the second aspect of the invention, the oil used for the torque converter is used as the working fluid of the retarder, so that the pipe used for supplying the oil to the torque converter is supplied to the retarder. It is possible to use it for piping. Therefore, as compared with the case where water is used as the working fluid of the retarder, the path length of the pipe required for the retarder can be shortened, and the vehicle weight can be further reduced as compared with the configuration of claim 1. It is possible.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to FIGS. As shown in FIG. 1, a vehicle including a retarder according to the present embodiment includes an engine 2 including an exhaust brake and a radiator 1 that cools the engine 2 and oil.
A torque converter 3 that continuously changes the driving force of the engine 2 using oil; and a transmission 4 that converts the driving force of the engine 2 output via the torque converter 3 into a predetermined rotation speed or torque. , And a propeller shaft 5 that transmits the driving force output from the transmission 4 to the wheels 6.

As shown in FIG. 2, the transmission 4 described above has a first shaft 7 with a forward 3rd speed and reverse 1st speed clutch fixed to an output shaft 11 of a torque converter 3, and a first shaft 7 via a gear. Second shaft 8 with forward 2nd speed and reverse clutch connected together and third shaft 9 with low speed and high speed clutch connected to the second shaft 8 via gears
And an output shaft 10 connected to the third shaft 9 via a gear, and by combining a gear and a clutch, switching between 6 forward speeds and 2 reverse speeds is performed.

The output shaft 10 has both ends penetrating the partition wall 4a of the transmission 4,
The above-described propeller shafts 5 are fixed to both ends of the output shaft 10, respectively. Further, a stop brake 15 is provided on one end side of the output shaft 10, and the stop brake 15 stops the vehicle by prohibiting the rotation of the output shaft 10 and the propeller shaft 5.

The third shaft 9 is for changing the rotation speed in two stages by switching between the low speed clutch and the high speed clutch, and is always rotated together with the output shaft 10. The gear connecting the third shaft 9 and the output shaft 10 has the number of teeth of the gear on the third shaft 9 side is the output shaft 1
The number of teeth of the gear on the 0 side is set to be smaller. The setting of the number of teeth of this gear causes the third shaft 9 to rotate faster than the output shaft 10 and is larger than the driving force applied to the third shaft 9. The driving force is applied to the output shaft 10.

One end of the above-mentioned third shaft 9 is provided through the partition wall 4a of the transmission 4, and a retarder 12 for applying a braking force to the third shaft 9 is provided at this one end. The retarder 12 has a stater 13 fixed to the partition wall 4 a and an impeller 14 fixed to one end of the third shaft 9 so as to be rotatable in the stater 13.
It is integrated with. A plurality of hemispherical recesses 13a and 14a are formed in the statuser 13 and the impeller 14, respectively, and the retarder 12 supplies a working fluid to these recesses 13a and 14a to supply the oil, thereby providing a braking force. It is supposed to occur.

The oil supplied to the torque converter 3 is used as the oil supplied to the retarder 12, and the presence or absence of the supply is controlled by the retarder valve 16. Retarder valve 1
6, the first to fourth input ports 16a to 1 are provided as shown in FIG.
It has 6d, the 1st-5th output ports 16e-16i, and the switch part 16j, and the 3rd input port 16c and the 4th input port 16d are connected inside. In addition, the switch portion 16j has the above-described first
-The 4th input port 16a-16d and the 1st-5th output port 16
The communication state with e to 16i is switched.

That is, when the retarder valve 16 is turned on by supplying oil to the switch portion 16j, the first input port 16a and the first output port 16e are brought into communication with each other, and the second input port is opened. The port 16b and the second output port 16f are in communication with each other, and the third and fourth input ports 16c, 16
d and the third output port 16h are made to communicate with each other. On the other hand, when the oil supply to the switch portion 16j is stopped and the retarder valve 16 is turned off, the first input port 16a and the second output port 16f are brought into communication with each other and the second input port 16b is connected. The third output port 16g is in communication with each other, and the third and fourth input ports 16c and 16d and the fourth output port 16i are in communication with each other.

The ninth pipe 3 is connected to the third input port 16c.
The second output port 16f is connected via 9, the oil cooler 45, and the oil eighth pipe 38. The oil cooler 45 is arranged close to the radiator 1 and cools the oil used for the torque converter 3 and the retarder 12. Further, the second input port 16b and the fourth output port 16h which are in communication with each other when the second output port 16f and the third input port 16c are in the ON state.
Are connected to the discharge side and the supply side of the oil path 12a of the retarder 12, respectively. As a result, when the retarder valve 16 is in the ON state, an oil circulation path is formed through the retarder 12, the retarder valve 16 and the oil cooler 45.
In No. 2, oil is circulated in the circulation path while being cooled by the oil cooler 45, so that braking force is generated.

A fourth port connected to the third input port 16c.
The first outlet 18a of the control valve 18 is connected to the input port 16d via the fifth pipe 35. The first outlet port 18a is also connected to the torque converter 3 via the fourth pipe 34, and the fourth input port 16d of the retarder valve 16 and the fifth pipe 35 are controlled when the retarder valve 16 is turned on. A part of the oil supplied from the valve 18 to the torque converter 3 is supplied to the circulation path.

The control valve 18 includes the first outlet port 18a, the second outlet port 18b and the supply port 18c.
have. Second outlet 1 of control valve 18
8b is connected to the proportional solenoid valve 24 via the tenth pipe 40. The proportional solenoid valve 24 is connected to the switch section 16j of the retarder valve 16 via the first pipe 31, and supplies oil to the switch section 16j while performing proportional control according to an input current amount indicating a vehicle speed or the like. Has become. This causes the retarder valve 16 to move to the retarder 12
By controlling the internal pressure of the oil supplied to the retarder 12 according to the vehicle speed, the retarder 12 is caused to generate an optimal braking force for the vehicle speed.

The second outlet port 18b of the control valve 18 is also connected to the thirteenth pipe 43, and
The end of the three pipes 43 is connected to the oil path 12a of the retarder 12.
And the third output port 16h of the retarder valve 16 have an opening diameter reduced to inject oil into the pipe. As a result, the second outlet 18b of the control valve 18
The oil sent from the cooling device cools the oil existing in the circulation path via the thirteenth pipe 43 when the proportional solenoid valve 24 is closed (when the retarder 12 is stopped).

On the other hand, the supply port 1 of the control valve 18
8c has an oil filter 19 through the third pipe 33.
And the relief valve 20 is connected in parallel. A charging pump 21 is connected to the oil filter 19 and the relief valve 20 via a second pipe 32, and the charging pump 21 is connected to an oil storage tank 23 via a first pipe 31 and a strainer 22. Are connected. Then, the charging pump 21
The oil stored in the oil storage tank 23 is forcibly delivered to the control valve 18 side.

The oil storage tank 23 is provided with an oil injector 17
The seventh pipe 37 is connected via
Is branched in two directions, one of which is the retarder valve 16
Is connected to the fifth output port 16i, and the other is connected to the first output port 16e of the retarder valve 16. First
The output port 16e is communicated with the first input port 16a when the retarder valve 16 is turned on.
Includes the sixth pipe 36, the torque converter 3, and the fourth
The first of the above-mentioned control valve 18 is connected via the pipe 34.
It is connected to the delivery port 18a. As a result, most of the oil in the oil storage tank 23 when the retarder valve 16 is ON is used for replenishing the circulation path of the retarder 12, while most of the oil is used for operating the torque converter 3 via the control valve 18. It has become so.

As shown in FIG. 5, a control means 25 is connected to the proportional solenoid valve 24 which controls the retarder valve 16 described above. The control means 25 includes a mode switch 26 for setting an operation mode of the retarder 12 and a retarder 12
Braking force setting switch 27 for setting the braking force of the vehicle, a vehicle speed detector 30 for detecting the vehicle speed, and an accelerator state detector 28 for detecting whether or not the accelerator pedal is released.
The exhaust brake switch 29 for detecting the operation of the exhaust brake and the retarder operation switch 44 for operating the retarder 12 in the manual mode are connected.

The mode switch 26 is used for the retarder 1
Manual input part for manually operating 2 and retarder 1
It has an OFF input section for prohibiting the operation of No. 2 and an automatic input section for automatically operating the retarder 12, and outputs a mode signal indicating which of these input sections has been set. . Also, the braking force setting switch 27
Is capable of setting the braking force of the retarder 12 in, for example, four stages, and outputs a braking force setting signal indicating the set braking force.

The vehicle speed detector 30 is provided in the vicinity of the output shaft 10 in the transmission 4 shown in FIG. 2, and detects the rotation of the output shaft 10 to output a vehicle speed signal corresponding to the vehicle speed. ing. Further, the accelerator state detector 28 is
The depression of the accelerator located in the driver's seat is released,
An OFF signal is output when the accelerator is in the OFF state. Also, the exhaust brake switch 2
9 outputs a brake signal when the exhaust brake operates.

Control means 25 to which the above signals are input
Determines the operation mode of the retarder 12 by judging the content of the mode signal from the mode switch 26, and prohibits the operation of the retarder 12 when it is judged that the retarder 12 is set to the OFF mode. To do
The output of the operating current to the proportional solenoid valve 24 is prohibited. Further, when it is determined that the manual mode is set, when the retarder operation switch 44 arranged near the steering wheel of the driver's seat is turned on, the operation current to the proportional solenoid valve 24 is changed to the braking force. An operating current having a current amount based on both signals of the setting switch 27 and the vehicle speed detector 30 is output.

When it is determined that the automatic mode is set, when the OFF signal is input from the accelerator state detector 28 and the brake signal is input from the exhaust brake switch 29, the proportional solenoid valve 24 is operated. The operating current is output based on both signals of the braking force setting switch 27 and the vehicle speed detector 30.

The operation of the vehicle having the retarder 12 having the above-mentioned structure will be described. As shown in FIG. 1, when the engine 2 is operated, the driving force of the engine 2 is transmitted to the first shaft 7 of the transmission 4 via the torque converter 3. The driving force transmitted to the first shaft 7 is transmitted to the third shaft 9 in a predetermined rotation direction and rotation speed by the gear and the clutch, and further, the rotation of the third shaft 9 is switched by switching the high speed clutch and the low speed clutch. It is transmitted to the propeller shaft 5 while the speed is changed. Then, the driving force transmitted to the propeller shaft 5 is transmitted to the wheels 6 to move the vehicle forward or backward.

Next, for example, when the vehicle travels on a downhill, the operation mode of the mode switch 26 is set as shown in FIG. For example, when set to the OFF mode, the control means 25 prohibits the output of the operating current to the proportional solenoid valve 24 so as to prohibit the operation of the retarder 12. This causes the vehicle to perform braking using the exhaust brake and the normal brake.

Further, for example, when the manual mode is set, the control means 25 determines whether or not the retarder actuation switch 44 is in the ON state, and when it is determined to be in the ON state, the braking force setting switch 27 outputs The vehicle speed signal from the vehicle speed detector 30 is read together with the reading of the braking force setting signal. Then, the coefficient corresponding to the stage indicated by the braking force setting signal is obtained, and the maximum braking force corresponding to the vehicle speed signal is obtained, and then the coefficient is integrated with the maximum braking force to obtain the output braking force. An operating current having a current amount corresponding to the braking force is output to the proportional solenoid valve 24. As a result, the vehicle performs braking using the exhaust brake, the normal brake, and the retarder 12, and the load on the exhaust brake and the normal brake is reduced.

Further, for example, when the automatic mode is set, the control means 25 outputs the O signal from the accelerator state detector 28.
When the FF signal is input and the brake signal is input from the exhaust brake switch 29, the current amount of the operating current is obtained in the same manner as described above, and the current amount is output to the proportional solenoid valve 24. As a result, when the automatic mode is set, the retarder 12 is actuated when the driver normally operates the accelerator or exhaust brake operation without operating the retarder actuation switch 44. It is now possible to reduce the burden of driving.

When the operating current is output from the control means 25 to the proportional solenoid valve 24, the proportional solenoid valve 24 maintains the open state for a time corresponding to the amount of the operating current.
When the proportional solenoid valve 24 is opened, the oil from the control valve 18 is released from the retarder valve 16 as shown in FIG.
And the retarder valve 16 is turned on.

The retarder valve 16 in the ON state is
The first input port 16a and the first output port 16e are in communication with each other, the second input port 16b and the second output port 16f are in communication with each other, and the third and fourth input ports 16c and 16d and the third output are connected. By switching the flow path so that the port 16h is in communication with each other, an oil circulation path connecting the retarder 12 and the oil cooler 45 is formed.

As a result, the oil in the oil storage tank 23 passes through the control valve 18 and the torque converter 3 and is collected in the oil storage tank 23, and is supplied to the circulation path through the fifth pipe 35. Will be. Then, the oil replenished to the circulation path gives the retarder 12 an internal pressure corresponding to the opening time of the proportional solenoid valve 24 (the ON time of the retarder valve 16).

At this time, since the oil supplied to the retarder 12 circulates in the circulation path while being cooled by the oil cooler 45, overheating during the operation of the retarder 12 is prevented. Further, since the retarder 12 uses the oil stored in the oil storage tank 23 and used for the torque converter 3, it is possible to share the pipe used for supplying the oil to the torque converter 3. ing. Therefore, the path length of the pipe can be shortened as compared with the case where water is used as the working fluid of the retarder 12, and as a result, the vehicle weight can be reduced.

On the other hand, when the proportional solenoid valve 24 is closed, the oil that has passed through the tenth pipe 40 will be injected through the thirteenth pipe 43 into the pipes forming the circulation path of the retarder 12. As a result, the oil supplied to the retarder 12 is cooled when the retarder valve 16 is OFF (when the retarder 12 is stopped), and overheating during the operation of the retarder 12 is further prevented.

When the proportional solenoid valve 24 is closed, the retarder valve 16 is turned off, and the retarder valve 16 has a first input port 16a and a second output port 1a.
6f are in communication with each other, the second input port 16b and the third output port 16g are in communication with each other, and the third and fourth input ports 1
By switching the 6c and 16d and the fourth output port 16i so as to communicate with each other, the circulation path for supplying the oil to the retarder 12 is released. And
The oil in the oil storage tank 23 is the control valve 1
8, the torque converter 3, and the retarder valve 16 to pass through the oil cooler 45, and the oil cooler 4
After being cooled by 5, the oil is collected in the oil storage tank 23 via the retarder valve 16 and the oil injector 17.

When the oil is supplied to the retarder 12 as described above, the braking force is generated by the internal pressure of the oil and the rotation speed of the impeller 14. At this time,
As shown in FIG.
Since 4 is connected to the third shaft 9, it is faster than the output shaft 10. Therefore, the braking force generated by the retarder 12 is larger than that when the retarder 12 is provided on the propeller shaft 5 that rotates at the same speed as the output shaft 10.
The rotation speed of is increased due to the larger rotation speed.

Further, the gear that connects the third shaft 9 and the output shaft 10 is the third shaft 9
The number of teeth of the gear on the side of the output shaft 10 is set smaller than the number of teeth of the gear on the side of the output shaft 10, and the third shaft 9 applies to the output shaft 10 a braking force larger than the braking force applied to the third shaft 9 by the gear. Will be granted. As a result, a braking force larger than the braking force generated by the retarder valve 16 is transmitted to the wheels 6 via the propeller shaft 5, so that the retarder 12
It is possible to reduce the size and weight of the propeller shaft 5 as compared with the conventional structure in which the braking force is directly applied to the propeller shaft 5.

As described above, the vehicle provided with the retarder 12 of the present embodiment, as shown in FIG. 1, includes the propeller shaft 5 for transmitting the driving force to the wheels 6 and the output shaft 10 fixed to the propeller shaft 5. The transmission 4 is provided with a third shaft 9 that is connected via a gear so as to rotate and that has a gear with a number of teeth smaller than the number of teeth of the gear on the output shaft 10 side, and an impeller 14 on the third shaft 9 of the transmission 4. A fixed stator 13 fixed to the impeller 14
The first feature is to have a retarder 12 that supplies a working fluid between the two and absorbs the rotational kinetic energy of the impeller 14 to generate a braking force.

As a result, since the impeller 14 of the retarder 12 is rotated by the third shaft 9 having a rotation speed higher than that of the output shaft 10, the braking force is larger than that when the retarder 12 is provided on the propeller shaft 5. It is possible to get Further, a braking force larger than the braking force generated by the retarder valve 16 is transmitted to the output shaft 10, the propeller shaft 5, and the wheels 6 via the third shaft 9. Therefore, even if the retarder 12 is reduced in size and weight, a large braking force can be sufficiently obtained, so that the vehicle can be reduced in size and weight by including the retarder 12, As a result, the drivability and workability in the city are improved, and the fuel consumption and the maximum load capacity are improved.

Further, the vehicle equipped with the retarder 12 of the present embodiment has the torque converter 3 for continuously changing the driving force of the engine 2 using oil, and is used for this torque converter 3. The second feature is that oil is used as the working fluid.

Thus, by using the oil used for the torque converter 3 as the working fluid of the retarder 12, the pipe used for supplying the oil to the torque converter 3 is used for the pipe for supplying the oil to the retarder 12. Therefore, it is possible to shorten the path length of the pipe as compared with the case where water is used as the working fluid of the retarder 12, and it is possible to further reduce the vehicle weight. Has become.

Further, in the vehicle provided with the retarder 12 of this embodiment, the oil cooler 45 for cooling the oil used for the torque converter 3 is used for cooling the oil used for the retarder 12. With the feature of, the vehicle weight can be further reduced.

Further, the vehicle equipped with the retarder 12 of the present embodiment has the fourth feature of injecting the oil used for the torque converter 3 into the circulation path for supplying the oil to the retarder 12, thereby making the retarder 12 more effective. It is possible to prevent the oil from overheating due to the operation of 12.

[0048]

As described above, the vehicle equipped with the retarder according to the first aspect of the present invention includes the propeller shaft that transmits the driving force to the wheels and the gear that rotates together with the output shaft fixed to the propeller shaft. And a transmission provided with a third shaft having a gear having a number of teeth less than the number of teeth of the gear on the output shaft side, and an impeller fixed to the third shaft of the transmission and fixed to the impeller. And a retarder that generates a braking force by supplying a working fluid between the stator and the working fluid to absorb the rotational kinetic energy of the impeller.

As a result, since the impeller of the retarder is rotated by the third shaft having a higher rotation speed than the output shaft, it is possible to obtain a large braking force as compared with the case where the retarder is provided on the propeller shaft. In addition, it is possible to transmit a braking force larger than the braking force generated by the retarder valve to the wheels via the third shaft. Therefore, even if the retarder is reduced in size and weight, a large braking force can be sufficiently obtained, so that the vehicle can be reduced in size and weight, resulting in drivability and workability in the city. And fuel efficiency and maximum load capacity are improved.

Further, in the vehicle equipped with the retarder according to the second aspect of the invention, as described above, the transmission is connected to the torque converter for continuously changing the driving force of the engine using oil, and the torque converter is connected. The oil used in the converter is used as the working fluid.

Thus, by using the oil used in the torque converter as the working fluid of the retarder, the pipe used for supplying the oil to the torque converter can be used as the pipe for supplying the oil to the retarder. Therefore, the path length of the pipe required for the retarder can be shortened, and the vehicle weight can be further reduced as compared with the configuration of claim 1.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of a vehicle including a retarder of the present invention.

FIG. 2 is a vertical sectional view of a transmission.

FIG. 3 is an explanatory diagram showing a piping path of oil supplied to the retarder.

FIG. 4 is a schematic perspective view showing a piping path of oil supplied to the retarder.

FIG. 5 is a block diagram of a control system that controls the retarder.

FIG. 6 is a schematic configuration diagram of a vehicle including a conventional retarder.

[Explanation of symbols]

 1 Radiator 2 Engine 3 Torque converter 4 Transmission 5 Propeller shaft 7 First shaft 8 Second shaft 9 Third shaft 10 Output shaft 12 Retarder 13 Stater 14 Impeller 15 Stop brake 16 Retarder valve 18 Control valve 23 Oil reservoir 24 Proportional solenoid valve 25 Control means 26 Mode Switch 27 Braking Force Setting Switch 28 Accelerator State Detector 29 Exhaust Brake Switch 30 Vehicle Speed Detector 44 Retarder Operation Switch 45 Oil Cooler

Claims (2)

[Claims] 1. A tooth which is connected through a gear so as to rotate together with a propeller shaft which transmits a driving force to a wheel and an output shaft which is fixed to the propeller shaft, and which has fewer teeth than the gear on the output shaft side. A transmission provided with a third shaft having a number of gears, and an impeller is fixedly mounted on the third shaft of the transmission, and a working fluid is supplied between the impeller and a fixed stator, and the working fluid is supplied to the impeller. A vehicle provided with a retarder, comprising: a retarder that generates a braking force by absorbing rotational kinetic energy. 2. The transmission is connected to a torque converter that continuously changes the driving force of the engine using oil, and the oil used in the torque converter is used as the working fluid. A vehicle provided with the retarder according to claim 1.