JPH07315200A - Control of fluid type retarder device - Google Patents

Abstract

PURPOSE:To release actuation of a fluid type retarder device and avoid frequent repetition of actuation and non-actuation in the case of not requiring actuation of the fluid type retarder device, concretely, while a vehicle stops, travels at an extremely low speed, etc. CONSTITUTION:This is a fluid type retarder device constantly filled with a working fluid, having a rotor 16 and an irrotational stator 15, furnished with a fluid type retarder 11 to apply braking force on a rotary shaft 10 ratating with a wheel and to connect or cut off the rotor 16 and the rotary shaft 10 by a clutch device 13 driven by a drive device 17, and it releases actuation of the fluid type retarder 11 by way of cutting off the rotor 16 and the rotary shaft 10 in the case when a parking brake device 60 is actuated.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method of controlling a fluid type retarder device.

[0002]

2. Description of the Related Art It is known that large vehicles such as trucks and buses are equipped with a fluid type retarder device for generating a braking force by means of a fluid type retarder. The fluid retarder device generates a braking torque when descending a slope, decelerating from a high speed, and the like to prevent a fade due to an increase in temperature of the friction braking device, thereby improving the safety of the vehicle and the durability of the friction material. A fluid retarder device is a fluid retarder that includes a rotor that can be fixed to a rotating shaft that rotates together with wheels such as a propeller shaft, and a stator that is non-rotatably fixed to the vehicle body side. It is connected and fixed to the shaft side, the working liquid is agitated by the rotor, braking torque is generated by friction loss of the working liquid and collision loss with the stator, and the rotor and rotary shaft are disconnected, and the fluid type Release the retarder operation.

However, such a conventional fluid type retarder device has a structure which operates on condition that the retarder switch is ON and the accelerator pedal and the clutch pedal are not depressed.
Therefore, when the operation of the fluid retarder device is not required, specifically, the operation of the fluid retarder device occurs even while the vehicle is stopped or running at an extremely low speed. As a result, there is a technical problem in that the drive device of the clutch device that uses pressurized air as an energy source is driven by switching of the switching valve, resulting in waste of compressed air and power consumption.

[0004]

The present invention has been made in view of the above conventional technical problems, and the structure thereof is as follows. The configuration of the invention of claim 1 is provided with a fluid type retarder 11 which is filled with a working liquid at all times, has a rotor 16 and a non-rotating stator 15, and exerts a braking force on a rotating shaft 10 rotating with a wheel, A hydraulic retarder device for connecting or disconnecting the rotor 16 and the rotary shaft 10 by a clutch device 13 driven by a drive device 17, which is used when the parking brake device 60 is operating. A method of controlling a fluid retarder device, characterized in that the rotation shaft 10 is disconnected and the operation of the fluid retarder 11 is released. According to the second aspect of the present invention, the hydraulic retarder 11 is provided that is constantly filled with the working liquid, has the rotor 16 and the non-rotating stator 15, and applies the braking force to the rotating shaft 10 that rotates together with the wheels. A fluid type retarder device for connecting or disconnecting the rotor 16 and the rotating shaft 10 by a clutch device 13 driven by a driving device 17. The rotor 16 and the rotating shaft 10 are connected to each other when the rotational speed of the engine 81 is small. A method for controlling a fluid type retarder device is characterized in that the operation of the fluid type retarder 11 is released by disconnecting and.

[Action]

According to the invention of claim 1, the clutch device 1
When the parking brake device 60 is operated while the rotor 16 and the rotary shaft 10 are connected by 3 and the fluid type retarder 11 is operating, the operation of the fluid type retarder 11 is released. Therefore, for example, in a fluid type retarder device that operates under the condition that the accelerator pedal and the clutch pedal are not stepped on when the retarder switch is in the ON state, the operation of the fluid type retarder device is prevented even though this operation condition is satisfied. When it is not necessary, specifically, the operation of the fluid retarder device is released while the vehicle is stopped. As a result, the fluid type retarder 11 is useless.
Are prevented from operating.

According to the invention of claim 2, the clutch device 1
When the rotational speed of the engine 81 is reduced while the rotor 16 and the rotary shaft 10 are connected to each other by means of 3 and the fluid retarder 11 is operating, the operation of the fluid retarder 11 is released. Therefore, for example, in a fluid type retarder device that operates under the condition that the accelerator pedal and the clutch pedal are not stepped on when the retarder switch is in the ON state, the operation of the fluid type retarder device is prevented even though this operation condition is satisfied. When it is not necessary, specifically, the operation of the fluid retarder device is released while the vehicle is traveling at an extremely low speed. This prevents the fluid retarder 11 from operating unnecessarily.

[0007]

Embodiments of the present invention will be described below with reference to the drawings. 1 and 2 show an embodiment of the present invention.
As shown in FIG. 1, the fluid retarder device includes a fluid retarder 11, a clutch device 13, and a pneumatic cylinder device 17.
A fluid type retarder unit 1, a cooler / pump unit 2, a pressure control device 3, a clutch control device 6, a pressure air source 4 and a retarder switch 5 are included as main components. The fluid type retarder 11 is provided with a non-rotating case 11c that is fixed to a body side member such as a frame side member (not shown) or a transmission rear cover.
A rotary shaft 10 connected to a transmission output shaft, a propeller shaft and the like penetrates through the center of c in a freely and liquid-tight manner with an appropriate seal member and bearing interposed. Then, the rotating shaft 10 is connected to the wheels and rotates together with the wheels.

In this manner, the rotary shaft 10 is partitioned by the case 11c around the rotary shaft 10 and always operates as a liquid (oil or water).
Liquid-tightly define the filled and filled retarder chamber 12. In the retarder chamber 12, a stator 15 having radial blades centered on the rotary shaft 10 is provided, and the stator 15 has radial blades centered on the rotary shaft 10.
A rotor 16 that is fixed to a member on the rotating shaft 10 side so as not to be rotatable relative to the stator 15 is provided. The stator 15 is integrated with the case 11c and is fixed to the vehicle body-side member in a substantially non-rotatable manner. Also, the case 11c
Is provided with a working liquid inlet 11a and a working liquid outlet 11b.

Further, the rotating shaft 1 is provided on the inner peripheral portion of the rotor 16.
A wet multi-plate clutch device 13 capable of connecting or disconnecting the 0-side member and the rotor 16 is provided. The clutch device 13 is
A plurality of annular pressure plates 14 and a rotor 16 are fixed to the case 16, and the case 11c has a first bearing 13
A cylindrical support member 19 which is rotatably supported via a, supports an appropriate pressure plate 14 by spline connection, and supports slidably in the central axis direction, and a movable pressure plate 14 located at one end. And a second bearing 13b which is freely supported.

A pneumatic cylinder device 17, which is a drive device, is attached to the clutch device 13. The pneumatic cylinder device 17 includes a pressure chamber 17c defined by a diaphragm 17a, a diaphragm 17a, and a second bearing 13b.
And a connecting member 17b for connecting with. On the other hand, the plurality of clutch plates 18 are spline-coupled to the rotary shaft 10 so as to be movable in the axial direction, and are sandwiched between the pressure plates 14.

However, if the pressure air from the pressure air source 4 is supplied to the pressure chamber 17c of the pneumatic cylinder device 17 via the first switching valve 31 described later, the diaphragm 17a, the connecting member 17b and the second bearing 13b. The movable pressure plate 14 located at one end is pushed in via the clutch plate 1 that rotates integrally with the rotating shaft 10.
Since each pressure plate 14 is pressed against 8,
The clutch device 13 is connected. This makes case 1
Since the cylindrical support member 19 rotatably supported on the 1c via the first bearing 13a rotates, the rotor 16 integrated with the support member 19 rotates integrally with the rotary shaft 10. Then, the kinetic energy of the liquid filled between the rotor 16 and the stator 15 is converted into heat energy to generate a braking torque. The return drive of the pneumatic cylinder device 17 forcibly switches the first switching valve 31 to the drain position,
The diaphragm 17a and the connecting member 17b are returned by a spring (not shown).

The clutch control device 6 has a first switching valve 31 and a pressure reducing valve 35 which are electromagnetic valves.
The first switching valve 31 includes a pressure reducing valve 35 between the pressure air source 4 and the pressure chamber 17c of the pneumatic cylinder device 17.
And an open position in which the pressure air of the pressure air source 4 is decompressed through the decompression valve 35 to be supplied to the pressure chamber 17c, and a drain position in which the decompression valve 35 side is shut off and the pressure chamber 17c is drained. Have.

The pressure control device 3 also has a second switching valve 32 which is an electromagnetic valve. The second switching valve 32 includes a first pressure reducing valve 33 and a second pressure reducing valve 34 arranged in parallel on the upstream side, and is interposed between the pressure air source 4 and the air chamber 25d of the air-liquid conversion device 25 described later. However, it has a function as a switching valve that supplies the pressure air of the pressure air source 4 to the air chamber 25d via any of the pressure reducing valves 33 or 34. Therefore, the second switching valve 32
Is a low pressure position d that opens one connection port 32a of the first pressure reducing valve 33 and the other connection port 3 of the second pressure reducing valve 34.
Each has a high pressure position c that opens 2b. The second switching valve 32 and the air chamber 25d are connected by a pipe 36. The second switching valve 32 takes the low pressure position d in the normal state where the switching signal x from the control unit 100 does not exist, and receives the switching signal x and switches to the high pressure position c. Reference numeral 37 is a relief valve that regulates the maximum internal pressure of the pipe 36.

Since the first and second pressure reducing valves 33 and 34 are set to different preset pressures, the pressure air source 4 is controlled by the low pressure position d of the second switching valve 32 in the normal state.
The pressure air is reduced to a low set pressure by the first pressure reducing valve 33 and supplied to the air chamber 25d of the air-liquid conversion device 25. Further, by causing the second switching valve 32 to take the high pressure position c, the pressure air of the pressure air source 4 is reduced to a high pressure by the second pressure reducing valve 34, and the air-liquid conversion device 2
5 is introduced into the air chamber 25d. Thus, the second switching valve 32 and the two pressure reducing valves 33 and 34 are pressure reducing devices that can switch the pressure of the air supplied from the pressure air source 4 to the air chamber 25d of the air-liquid conversion device 25 to low pressure or high pressure. Functions as a means. In addition, each pressure reducing valve 33, 34
Can relieve the pressure on the secondary side, that is, on the air chamber 25d side of the air-liquid conversion device 25.

The first switching valve 31 and the second switching valve 31
The switching valves 32 are respectively connected to the retarder switch 5 via the control unit 100, and each valve 31 or 32 can be selected and switched by the main routine of the retarder control in the control unit 100. The retarder switch 5 is a fluid type retarder 1.
(1) position to turn OFF 1 (1), hydraulic retarder 11
Is turned on to have a (2) position where a relatively small braking torque is generated and a (3) position where a large braking torque is generated.

On the other hand, the working liquid inlet 11a provided in the case 11c is connected to the working liquid outlet 11b provided in the case 11c via the closed circuit 21. A pump 22 and a working liquid cooler 23 that sequentially circulate the working liquid from the working liquid inlet 11a side are connected to the closed circuit 21. The pump 22 is rotationally driven by an electric motor 22a, and sends the working liquid cooled by the working liquid cooler 23 to the working liquid inlet 11a via the closed circuit 21, and the working liquid cooler 23 is driven by the electric motor 23b. It is air-cooled by the fan 23a driven by. Both electric motors 22a and 23b are also connected to the control unit 100 and are controlled according to the temperature of the working liquid of the fluid retarder 11.

Further, an air liquid for exerting air pressure on a suitable portion of the closed circuit 21 (one end portion of the working liquid cooler 23 in the illustrated embodiment) to the working liquid of the closed circuit 21 and further of the hydraulic retarder 11. The conversion device 25 is connected via a pipe 28. The air-liquid conversion device 25 includes an air-liquid conversion device body 25.
A rubber film 25b, which is an airtight and easily deformable flexible film, partitions the interior of a into a working liquid chamber 25c and an air chamber 25d for storing the working liquid. This working liquid chamber 25c is constantly connected to the closed circuit 21 via the pipe 28,
In addition, the air chamber 25d is the same as the second switching valve 32 described above.
Pressure reducing valves 33, 34 arranged in parallel on the upstream side of the
Connected to the pressurized air source 4 via one of the
Since 5d is supplied with pressurized air of a predetermined pressure, the closed circuit 2
As a result, the pressure of the working liquid of the fluid retarder 11 can be adjusted to high or low. Then, the closed circuit 21, the pipe 2
8 and the working liquid chamber 25c maintain substantially the same pressure. The working liquid chamber 25c also functions as a working liquid reservoir.

A working liquid reservoir 27 is connected to the working liquid chamber 25c via a manual switching valve 26,
By switching the manual switching valve 26, the working liquid in the working liquid reservoir 27 can be supplied to the working liquid chamber 25c of the air-liquid conversion device 25.

Reference numeral 60 denotes a parking brake device,
The pulling operation of the parking lever 61 causes a braking force to be generated in a friction brake device 63 such as a drum brake or a disc brake attached to a wheel (not shown). The parking lever 61 is provided with parking detection means 64 including a switch, and when the parking lever 61 is pulled, a detection signal z is output, so that the pulling operation state can be detected. Reference numeral 80 denotes an engine rotation speed detection unit including a rotation speed sensor, which detects the rotation speed of an engine 81 (specifically, a crankshaft) for driving and driving the vehicle, and outputs a detection signal u. The parking detector 64 and the engine speed detector 80 are connected to the control unit 100.

Further, the control unit 100 includes a retarder operation releasing means 70 and an engine rotation state judging means 9
0, it also functions as the presence / absence determining unit 91 of the detection signal z.
The retarder operation stop means 70 includes, for example, the control unit 100 and the solenoid 31a of the first switching valve 31.
It is possible to configure a normally closed relay 86 provided on a wiring 85 for connecting with the control unit 100 and a normally closed relay 88 provided on a wiring 87 for connecting the solenoid 32c of the second switching valve 32. When the detection signal z by the detection means 64 is received, both relays 86, 88
Are opened together and the outputs of the switching signals y and x are cut off. This allows the first switching valve 31 to take the drain position and prohibit switching to the open position, and the second switching valve 32 to take the low pressure position d to prohibit switching to the high pressure position c. it can.

Next, the operation of the above embodiment will be described. The fluid retarder device operates mainly according to a main routine. That is, the retarder switch 5 is turned on.
When the position, that is, the position (2) or the position (3) is taken and the clutch pedal and accelerator pedal (not shown) are released, braking torque is generated by the hydraulic retarder device. In this state, the presence / absence judging means 91 of the detection signal z of the control unit 100 checks whether or not there is the detection signal z by the parking detecting means 64, and the parking lever 61 is not pulled and the parking detecting means 64 detects. When the signal z is not output (or when the engine speed detection means 80 detects a state where the engine 81 has a high speed), the main routine of the control unit 100 is selected to control the fluid retarder device. Is done.

When the retarder switch 5 is switched to, for example, the (2) position, the pressurized air from the pressurized air source 4 enters the pressure chamber 17c of the pneumatic cylinder device 17 in the first switching valve 3
1 is introduced and the clutch device 13 is connected. That is, if the first switching valve 31 is set to the open position and the pressure air from the pressure air source 4 is introduced into the pressure chamber 17c,
Since the connecting member 17b is pushed in via the diaphragm 17a, the pressure plate 14 supported by the second bearing 13b is pressed against the clutch plate 18 rotating integrally with the rotary shaft 10, and the clutch device 13 is connected. .

As a result, the first bearing 13 is attached to the case 11c.
Since the support member 19 rotatably supported via the like rotates, the rotor 16 integral with the support member 19 starts integral rotation with the rotary shaft 10. At that time, the second switching valve 32 is still in the low pressure position d, the pressure air of the pressure air source 4 is decompressed and adjusted by the first decompression valve 33 to a relatively low set pressure, and the air-liquid conversion device 25. Is supplied to the air chamber 25d, and a relatively small braking torque corresponding to a relatively low set pressure is generated in the fluid retarder 11. That is, the self-pumping action of the rotor 16 causes the working liquid that also serves as a cooling medium to flow from the working liquid inlet 11a to the working liquid outlet 11a.
In the circulating state flowing out from b, the working liquid, to which the kinetic energy is applied by the stirring of the rotor 16, collides with the stator 15 and is transferred to the working liquid as heat to obtain a braking action. At the same time, the working liquid also cools the clutch device 13.

Next, when the retarder switch 5 is switched to the (3) position, the second switching valve 32 receives the switching signal x and the high pressure position c while the clutch device 13 remains connected.
Is switched to. As a result, the pressure air from the pressure air source 4 is reduced in pressure to a high set pressure by the second pressure reducing valve 34 and supplied to the air chamber 25d of the air-liquid conversion device 25, and a large braking torque corresponding to the high set pressure is generated. It is generated in the fluid retarder 11. When the retarder switch 5 is switched to the (1) position to perform the OFF operation, the clutch device 13 is disengaged, the rotation of the rotor 16 is stopped, and the second switching valve 32 that takes the high pressure position c is returned to the low pressure position d.

The operation of the parking detection means 64 and the control unit 100 will be described with reference to the flowchart shown in FIG. When the detection signal z by the parking detection means 64 is output, the main routine for controlling the fluid retarder device is interrupted and the retarder deactivation program is executed. First, in step P1, the retarder operation stopping means 70 is operated. Specifically, the normally-closed relay 86 and the control unit 100 provided on the wiring 85 connecting the control unit 100 and the solenoid 31a of the first switching valve 31.
And a normally-closed relay 88 provided on a wiring 87 that connects the solenoid 32c of the second switching valve 32 to each other to open the switching signals y and x. This causes the first switching valve 31 to take the drain position and prohibits switching to the open position, and causes the second switching valve 32 to take the low pressure position d and prohibits switching to the high pressure position c. In addition,
If the first switching valve 31 is set to the drain position, the drive device 17 is restored, the clutch device 13 disconnects the rotor 16 and the rotary shaft 10, and the operation of the fluid retarder 11 is stopped. It is not necessary for the switching valve 32 to assume the low pressure position d.

Next, in step P2, the presence / absence determining means 91 of the detection signal z determines whether or not the detection signal z of the parking detection means 64 is present. If the detection signal z is present, the parking lever 61 is pulled. Since the operation has been performed, the output of the switching signals y and x is continued to be cut off by returning to the P1 step, and when the detection signal z does not exist, the pulling operation of the parking lever 61 has been released, so the process returns to the main routine. Performs normal control of the fluid retarder device. Thus, the operation of the fluid retarder device is released while the vehicle is stopped. This prevents the fluid retarder 11 from operating unnecessarily.

FIG. 3 shows a flowchart of another structure example in which similar interrupt control is selectively started based on the detection signal u of the engine speed detecting means 80.
That is, the detection signal u from the engine rotation state determination means 90 is input to the control unit 100 via an A / D converter (not shown) and compared with a reference value stored in advance by comparison means (not shown). As a result, the rotation speed of the engine 81 is low (for example, the rotation speed during idling +300 r
pm or less), the interrupt control for the main routine for controlling the fluid retarder device is started. First, in step P3, the retarder operation stopping means 70 is operated in the same manner as in the above-described embodiment to cut off the output of the switching signals y and x. This causes the first switching valve 31 to take the drain position and prohibits switching to the open position, and causes the second switching valve 32 to take the low pressure position d and prohibits switching to the high pressure position c.

Next, in step P4, it is similarly determined whether or not the rotation speed of the engine 81 is small. If the rotation speed of the engine 81 is small, the process returns to step P3 to shut off the output of the switching signals y and x. If the rotation speed of the engine 81 is high, the process returns to the main routine to perform the normal control of the fluid retarder device. Thus, the operation of the fluid retarder device is released while the vehicle is traveling at an extremely low speed. This prevents the fluid retarder 11 from operating unnecessarily. When the engine 81 has a low rotational speed, the traveling speed is low even when the vehicle is traveling by selecting a high speed stage such as the third speed or the fourth speed with the transmission, and the control for stopping the vehicle is performed. Since the power can be sufficiently secured only by the service brake, even if the operation of the fluid retarder 11 is stopped, there is no substantial adverse effect.

[0029]

As can be understood from the above description,
According to the control method of the fluid type retarder device according to the present invention,
When it is not necessary to operate the fluid retarder device, specifically, when the vehicle is stopped, running at extremely low speed, etc.
The operation of the fluid retarder device is released. As a result, the technical problem that the drive device is frequently driven by switching the switching valve or the like, resulting in waste of working fluid and power consumption of the drive device, is solved.

In addition, when the operation of the fluid retarder is released while the parking brake device is operating, the vehicle speed is detected and the operation of the fluid retarder device is released when the traveling speed is low. Compared with the above, it is prevented that the operation of the fluid retarder device is frequently released every time the speed is decreased due to the traffic jam, and the durability of the fluid retarder device is improved.

Further, if the operation of the fluid retarder is released when the engine speed is low, the speed is not low but the engine is running while the high speed stage such as the third speed or the fourth speed is selected by the transmission. Since the operation of the fluid retarder device is released when the rotational speed is low, knocking of the engine is prevented. Therefore, it is not necessary to depress the clutch pedal in order to prevent knocking to give the engine an idling state and to deactivate the hydraulic retarder device, which facilitates the operation.

[Brief description of drawings]

FIG. 1 is a schematic view showing a fluid type retarder device according to an embodiment of the present invention.

FIG. 2 is a diagram showing a flowchart of the same.

FIG. 3 is a diagram showing a flowchart according to another structural example.

[Explanation of symbols]

1: Fluid type retarder unit, 2: Cooler / pump unit, 3: Pressure control device, 4: Pressure air source, 5: Retarder switch, 6: Clutch control device, 10: Rotating shaft, 1
1: fluid type retarder, 11a: working liquid inlet, 11b:
Working liquid outlet, 11c: case, 12: retarder chamber, 1
3: clutch device, 13a: first bearing, 13b: second bearing, 14: pressure plate, 15: stator, 1
6: rotor, 17: pneumatic cylinder device (driving device),
17a: diaphragm, 17c: pressure chamber, 18: clutch plate, 19: support member, 21: closed circuit, 22: pump, 22a: electric motor, 23: hydraulic fluid cooler,
25: Air-liquid conversion device, 25a: Air-liquid conversion device main body, 25
b: rubber film, 25c: working liquid chamber, 25d: air chamber, 3
1: 1st changeover valve, 32: 2nd changeover valve (pressure reduction means), 33: 1st pressure reduction valve (pressure reduction means), 34: 2nd pressure reduction valve (pressure reduction means), 60: Parking brake device, 61: Parking lever , 64: parking detection means, 80: engine speed detection means, 81: engine, 86, 88: normally closed relay, 100: control unit, c: high pressure position, d: low pressure position.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Yoshihiko Suzuki 5-4-71 Higashi, Hanyu City, Saitama Prefecture Akebono Break Industry Co., Ltd.

Claims (2)

[Claims] 1. A fluid type retarder (11) which is filled with a constantly working liquid, has a rotor (16) and a non-rotating stator (15), and exerts a braking force on a rotating shaft (10) rotating with a wheel. ), Which is driven by a drive device (17) by a clutch device (13).
A fluid type retarder device for connecting or disconnecting 6) and the rotating shaft (10), wherein the rotor (16) and the rotating shaft (10) are disconnected while the parking brake device (60) is operating. Then, the operation of the fluid type retarder (11) is released to control the fluid type retarder device. 2. A fluid type retarder (11) which is filled with a working fluid at all times, has a rotor (16) and a non-rotating stator (15), and exerts a braking force on a rotating shaft (10) rotating with a wheel. ), Which is driven by a drive device (17) by a clutch device (13).
A fluid type retarder device for connecting or disconnecting 6) and the rotating shaft (10), wherein the rotor (16) and the rotating shaft (10) are disconnected when the rotation speed of the engine (81) is small,
A method for controlling a fluid retarder device, characterized in that the operation of the fluid retarder (11) is released.