WO2015072912A1 - Dispositif d'embrayage destiné à un ralentisseur - Google Patents

Dispositif d'embrayage destiné à un ralentisseur Download PDF

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Publication number
WO2015072912A1
WO2015072912A1 PCT/SE2014/051323 SE2014051323W WO2015072912A1 WO 2015072912 A1 WO2015072912 A1 WO 2015072912A1 SE 2014051323 W SE2014051323 W SE 2014051323W WO 2015072912 A1 WO2015072912 A1 WO 2015072912A1
Authority
WO
WIPO (PCT)
Prior art keywords
shaft
clutch
retarder
clutch device
previous
Prior art date
Application number
PCT/SE2014/051323
Other languages
English (en)
Inventor
Johnny Färm
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to CN201480062930.8A priority Critical patent/CN105848973B/zh
Priority to DE112014004796.1T priority patent/DE112014004796B4/de
Publication of WO2015072912A1 publication Critical patent/WO2015072912A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/08—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium
    • B60T1/087—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium in hydrodynamic, i.e. non-positive displacement, retarders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T10/00—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope
    • B60T10/02—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope with hydrodynamic brake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D11/00—Clutches in which the members have interengaging parts
    • F16D11/14—Clutches in which the members have interengaging parts with clutching members movable only axially
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
    • F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D57/00—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D57/00—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders
    • F16D57/04—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders with blades causing a directed flow, e.g. Föttinger type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D67/00—Combinations of couplings and brakes; Combinations of clutches and brakes
    • F16D67/02—Clutch-brake combinations
    • F16D67/04—Clutch-brake combinations fluid actuated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/196—Conjoint control of vehicle sub-units of different type or different function including control of braking systems acting within the driveline, e.g. retarders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D11/00—Clutches in which the members have interengaging parts
    • F16D2011/004—Clutches in which the members have interengaging parts using an internal or intermediate axially slidable sleeve, coupling both components together, whereby the intermediate sleeve is arranged internally at least with respect to one of the components

Definitions

  • the present invention pertains to a clutch device for a retarder according to the preamble of claim 1 , a vehicle comprising such a clutch device according to the preamble of claim 17, and a method for the connection of a retarder according to the preamble of claim 18.
  • a retarder is used to brake a driving source, such as a vehicle. Often the retarder consists of an auxiliary brake, which complements the wheel brakes of the vehicle. Thus, excessive wear of the wheel brakes is avoided.
  • the retarder is connected to the vehicle's gearbox or propeller shaft via a transmission. In order to reduce energy losses and thus reduce the vehicle's fuel consumption, the transmission and the retarder are disconnected from the gearbox or the propeller shaft when the retarder is disengaged and does not have to brake the vehicle.
  • the retarder shaft is at a standstill or near standstill when the retarder is not activated.
  • the retarder's rotor and stator form a torus, which must be filled with a fluid as soon as a braking effect from the retarder is desired.
  • a clutch device which is used for the connection and disconnection of the retarder with the gearbox or the propeller shaft, comprises a synchronisation device with synchronisation rings
  • the connection and disconnection of the transmission with the gearbox or the propel- ler shaft is more difficult, since the torus of the retarder contains a certain amount of water, resulting in a non-negligible torque called a residual torque.
  • a residual torque is required in order to keep the retarder rotating because of the amount of liquid remaining therein.
  • the synchroni- sation device must cope with keeping down the rotational speed difference even though the residual torque remains.
  • Document DE 1600243 A1 shows a retarder for a vehicle, in which a stator may be connected with a plate clutch on the one hand, and a form-locking clutch on the other hand.
  • a stator may be connected with a plate clutch on the one hand, and a form-locking clutch on the other hand.
  • the retarder When the retarder is not activated, both the rotor and the stator will rotate.
  • the stator In order to activate the retarder when braking, the stator must be braked to a standstill and to a locked position with the help of the plate clutch and the form-locking clutch.
  • Document WO2013083322 A1 pertains to a drive train for a motor vehicle, comprising two clutches for connection of a retarder.
  • the document DE10305239 A1 pertains to a driving device for a connectible retarder, which is equipped with a synchronisation and a dog clutch.
  • WO2004048167 A1 shows a retarder for a vehicle, where the stator has been braked to a standstill and to a locked position with the help of a plate clutch and the form-locking clutch.
  • the document US 3777860 A shows a retarder for vehicles with a rotor and a stator, wherein the rotor is installed to connect and disconnect the vehicle's driving shaft with a clutch device, which is controlled automatically depending on the activation of the vehicle brake.
  • Another objective of the invention is to provide a clutch device for a retarder, which exerts a substantially zero braking torque on the driving source when disengaged.
  • Such a clutch device is subjected to low wear and tear, which results in an increased service life and reliability of the clutch device.
  • the clutch device entails that the retarder in a disengaged state exerts a substantially zero braking torque on the driving source, which thus reduces the fuel consumption of a vehicle. Since the control ele- ment is compact and comprises a small number of components, the clutch device's complexity and weight will be less, which reduces the vehicle's fuel consumption and increases the reliability of the clutch device.
  • the two clutch elements interact and are integrated in each other and are engaged with a common power source, which entails that only one communication between the power source and the clutch devices is required.
  • Fig. 1 shows a schematic side view of a vehicle with a clutch device for a retarder according to the present invention
  • Fig. 2 shows a cross-sectional view of a first embodiment of a clutch device for a re- tarder, according to the present invention, in a disconnected state
  • Fig. 3 shows a cross-sectional view of the first embodiment of the clutch device for a retarder, according to the present invention, in a connected state
  • Fig. 4 shows a flow chart of a method for the connection of a retarder according to the present invention
  • Fig. 5 shows a graph of different pressure levels.
  • Fig. 1 shows a schematic side view of a vehicle 1 , which vehicle 1 is equipped with a retarder 2, which is connected and disconnected with a clutch device 4 according to the present invention.
  • the vehicle 1 is also equipped with a gearbox 6, which is con- nected to a combustion engine 8, which drives the driving wheels 10 of the vehicle 1 via the gearbox 6 and a propeller shaft 1 2.
  • the driving wheels 10 are equipped with wheel brakes 1 1 .
  • a control device 16 is arranged to control the retarder 2.
  • the retarder 2 comprises a rotatable first shaft 18, which is equipped with a first rotational speed sensor 9 to detect the speed of the first shaft 1 8.
  • the rotational speed sensor 9 is connected to the control device 16.
  • Fig. 2 shows a cross-sectional view of a clutch device 4 for a retarder 2, according to one embodiment of the present invention, in a disconnected state.
  • the first shaft 1 8 is connected with a rotor 20 of the retarder 2, and a second shaft 22 is arranged to engage with a driving source.
  • the driving source constitutes the vehicle 1 , wherein the connection of the retarder 2 with the vehicle 1 is carried out via the gearbox 6.
  • the gearbox 6 is displayed schematically.
  • the second shaft 22 is equipped with teeth 24 for engagement with a transmission 26 arranged at the gearbox 6, which transmission comprises a cogwheel 28 between the output shaft 30 and the second shaft 22 of the gearbox 6.
  • the transmission 26 may be arranged in the gearbox 6.
  • the cogwheel 28 entails that the output shaft 30 of the gearbox always drives the second shaft 22 when the propeller shaft 12 rotates.
  • a gearing in the ratio 3:1 occurs through the transmission 26, but other gearings are also possible, e.g. 1 :1 .
  • a second rotational speed sensor 31 is arranged at the second shaft 22, or on the cogwheel 28, in order to measure the speed of the second shaft 22 or the cogwheel 28.
  • the second rotational speed sensor 31 is suitably connected to the control device 16 (Fig. 1 ).
  • the first shaft 18 is preferably mounted with a bearing 36 in a gearbox housing 38, and in a retarder housing 40.
  • the rotor 20 On the first shaft 18 the rotor 20 is arranged, which in a connected state rotates with a speed which is proportionate to the speed of the output shaft 30 of the gearbox 6.
  • a stator 42 is connected to the retarder housing 40 and will therefore not rotate.
  • the rotor 20 and the stator 42 jointly form a toroidally shaped hollow space, called torus 44, which is filled with a fluid 46, such as water, through an opening 47, when the retarder 2 carries out a braking torque on the output shaft 30 of the gearbox 6, in order to brake the vehicle 1 to thus reduce the vehicle's 1 speed.
  • the braking effect arises since the rotor 20 and the stator 42 are equipped with blades or shovels 48, creating a flow of fluid in the torus 44 when the rotor 20 rotates.
  • the flow of fluid creates, in interaction with the shovels 48 of the rotor 20 and the stator 42, a reaction force which forms the braking effect.
  • the torus 44 is drained of fluid 46 that is partly replaced with steam, entailing that the shovels 48 of the rotor 20 and the stator 42 primarily will create a steam flow in the torus 44.
  • the steam flow causes an undesirable reaction force on the first shaft 18, which generates a braking torque on the output shaft 30 of the gearbox 6.
  • the braking torque from the retarder 2 entails that the fuel consumption of the vehicle 1 increases when the combustion engine 8 of the vehicle 1 exerts a torque.
  • Filling and draining of torus 44 with fluid 46 is done via a fluid circuit.
  • the torus 44 must be filled with fluid 46 as quickly as possible when a braking effect from the retarder 2 is desired.
  • the clutch device 4 entails that the first shaft 18, and thus the retarder 2, may be disconnected from the gearbox 6, entailing that the retarder 2 does not have a braking effect on the vehicle 1 when the retarder 2 is disengaged.
  • the retarder 2 When the retarder 2 is to be engaged, the retarder 2 must be connected mechanically with the output shaft 30 of the gearbox 6 in a quick and efficient manner.
  • a first and a second clutch element 54, 56 are arranged between the first and second shafts 18, 22.
  • the first clutch element 54 consists of a friction clutch of the plate type
  • the second clutch element 56 consists of a form-locked clutch of the dog clutch type.
  • the first clutch element 54 comprises an inner sleeve 57, shiftable on the first shaft, which though the first splines 59 is rotationally locked with the first shaft.
  • the inner sleeve 57 is arranged to connect and disconnect the first clutch element 54 during axial shifting.
  • the second clutch device 56 comprises an axially shiftable sleeve 58, equipped with teeth 60, adapted to engage with corresponding teeth 62 on a carrier 61 of the second shaft 22.
  • the second shaft 22 is arranged co-axially with the first shaft 18, and the second shaft 22 is preferably mounted with rolling bearings 63 on the first shaft 18.
  • the axially shiftable outer sleeve 58 is axially shiftable on the inner sleeve 57, and is rotationally locked with the inner sleeve 57 through second splines 67.
  • the first clutch element 54 is, according to the embodiment, a plate clutch, connecting the first and the second shafts 18, 22 through friction.
  • the plate clutch will, however, not be able to transmit the braking torque which arises when the retarder 2 is to brake the vehicle 1 .
  • the second clutch element 56 which consists of a form-locked clutch such as a dog clutch, is connected.
  • the second clutch element 56 is dimensioned to be able to transfer the large braking torque which is exerted by the retarder 2.
  • Fig. 3 shows a cross-sectional view of the clutch device 4 for a retarder 2, according to the present invention, in a connected state.
  • the outer sleeve 58 has been shifted on the inner sleeve in a direction towards the carrier 61 , so that the teeth 60, 62, which are formed on the outer sleeve 58 and on the carrier 61 , engage with each other with the result that the outer sleeve 58 and the carrier 61 connect the first and the second shaft 18, 22 in a form-locked manner.
  • the first shaft 18 is equipped with a first and a second central bore 64, 66.
  • the first bore 64 leads lubricant to bearing 63 and to the clutch device 4 for friction reducing, lubricating and cooling purposes.
  • the second bore 66 leads pressurised air from a power element 91 , which is preferably a pressurised air compressor, and further through a pressurised air channel 70, in order to control the clutch device 4.
  • the inner sleeve 57 is equipped with a first piston section 72 and the outer sleeve 58 is equipped with a second piston section 74.
  • the first and the second piston sections 72, 74 are circular and designed to be shifted axially in a first and second cylinder section 76, 78, respectively, which are circular and arranged on the first shaft 18.
  • the cylinder sections 76, 78 may be rotationally locked in relation to the shaft with a form locking 90.
  • the pressurised air is led, via the pressurised air channel 70, to the respective first and second cylinder sections 76, 78, in order to shift the first and second piston sections 72, 74.
  • the connection of the first cylinder section 76 with the pressurised air channel 70 has a smaller surface than the connection of the second cylinder section 78 with the pressurised air channel 70. Accordingly, the connection of the first cylinder section 76 with the pressurised air channel 70 will function like a throttle 79, entailing that the air flow and the pressure equalisation between the cylinder section 76 and the pressurised air channel 70 is delayed.
  • a first return spring 80 is arranged between the first shaft 1 8 and the inner sleeve 57.
  • the first return spring 80 strives to return the inner sleeve 57 to a position where the inner sleeve 57 does not engage the first clutch element 54.
  • a second return spring 82 is arranged between the first shaft 18 and the outer sleeve 58.
  • the second return spring 82 strives to return the outer sleeve 58 to a position where the outer sleeve 58 does not engage the second clutch element 56.
  • the first clutch element 54 is arranged with a first set of plates 84 arranged on the first shaft 18, and with a second set of plates 86 arranged on the carrier 61 .
  • the clutch device 4 When the retarder 2 is to be engaged in order to brake the vehicle 1 , the clutch device 4 is thus engaged, so that the first shaft 1 8 is connected with the second shaft 22 via the first clutch element 54. Since initially, the second shaft 22 rotates and the first shaft 18 stands still, the first clutch element 54 will make the first shaft 1 8 rotate. Pressurised air is applied to the clutch element 54 from a valve 88, or a switch connected to the first power element 91 . The valve 88 or the switch connected to the power element 91 in the form of a pressurised air compressor is controlled by the control device 16 (Fig. 1 ). Since the first clutch element 54 is a plate clutch, it will not be able to transmit the braking torque which arises when the retarder 2 is to brake the vehicle 1 .
  • the plate clutch is too small, and if it were to be dimensioned to transfer the entire braking torque it would be very large and bulky.
  • the second clutch element 56 is connected when the first and the second shafts 18, 22 have reached substantially the same rotational speed.
  • the second clutch element 56 is dimensioned to be able to transfer the large braking torque which is exerted by the retarder 2 when the torus is filled with fluid.
  • the first return spring 80 By arranging the first return spring 80, the piston section 72 and its area on which the air pressure acts, and the return spring 82, the piston section 74 and its area on which the air pressure acts, the first return spring's 80 spring force will be overcome by an air pressure from the valve 88 or the switch connected with the power element 64 in the form of a pressurised air compressor, lower than the spring force of the second return spring 82. In other words, a higher air pressure is required to overcome the spring force of the second return spring 82 than what is required to overcome the spring force of the first return spring 80.
  • pressurised air is supplied through the pressurised air channel 70 at a first pressure level p1 , which impacts both the first and the second piston section 72, 74 with a first force.
  • the first pressure level p1 is adapted in such a manner, that the spring force of the first return spring 80 is overcome, but the spring force of the second return spring 82 is not overcome.
  • the first piston section 72 and the inner sleeve 57 will be shifted in an axial direction towards the first clutch element 54 and compress the first second plates 84, 86 so that the first clutch element 54 is engaged.
  • the external sleeve 58 is not displaced axially by the air pressure.
  • the first shaft 1 8 When the first clutch element 54 is engaged, the first shaft 1 8 will be dragged along by the rotation of the second shaft 22.
  • the air pressure is increased through the valve 88 to a second pressure level p2 at a second point in time t2, so that the external sleeve 58 overcomes the spring force of the second return spring 82 through a second force.
  • the outer sleeve 58 will be shifted axially in a direction towards the carrier 61 , via the pressurised air acting on the second piston section 74.
  • the teeth 60 of the outer sleeve 58 will engage with the corresponding teeth 62 of the carrier 61 .
  • the torus 44 of the retarder 2 is filled with fluid 46, which entails that the retarder 2 will exert a braking action on the vehicle 1 , as described above.
  • the retarder 2 is described as being arranged in a vehicle 1 in order to brake the vehicle 1 , but it is also possible to use the retarder 2 according to the present invention for other applications.
  • the vehicle 1 , the combustion engine 8, the gearbox 6 or the propeller shaft 12 may constitute a driving source, which is connected directly or indirectly to the retarder 2.
  • Other driving sources may, however, be connected to the retarder 2.
  • the teeth 60, 62 of the outer sleeve 58 and the carrier 61 should end up in a position where the teeth 62 of the carrier 61 prevent the outer sleeve 58 from being shifted axially, and thus prevent the teeth 60 of the outer sleeve 58 from engaging with the teeth 62 of the carrier 61 , they will engage with each other when the torus 44 is filled with fluid, since the large braking torque from the retarder 2 will overcome the friction force in the first clutch element 54 and twist the first and second plates 84, 86 relative to each other.
  • a throttle 79 may be inserted between the air pressure channel 70 and the first cylinder section 76. The increase of the air pressure is then delayed in the first cylinder section 76 in relation to the second cylinder section 78.
  • the insertion of the throttle 79 entails, in the event the teeth 60 and 62 face each other and the rotational speeds of the shafts 22 and 18 are synchronous, that the second shaft 22 may more easily be twisted relative to the first shaft 18 when the retarder's braking torque increases, and accordingly the teeth 60 of the outer sleeve 58 may engage more easily and faster with the teeth 62 of the carrier 61 .
  • the insertion of the throttle 79 entails, in the event the rota- tional speeds of the shafts 22 and 18 are not synchronous or nearly synchronous, that the rotational speed of the shaft 1 8 is not able to increase too much before the second clutch element 56 has engaged with the teeth 62 of the carrier 61 . This is advantageous in cases where a controlled rotational speed difference must be reached in order for the second clutch element 56 to engage with the teeth 62 of the carrier 61 .
  • the torus 44 When the retarder 2 is disconnected, the torus 44 is emptied of fluid, and subse- quently the air pressure is reduced to the first pressure level p1 , so that the spring force of the second return spring 82 is no longer overcome by the air pressure.
  • the second return spring 82 will move the teeth 60 of the outer sleeve 58 out of their engagement with the teeth 62 of the carrier 61 .
  • the valve 88 is closed, so that the air pressure is reduced to atmospheric pressure, whereupon the spring force of the first return spring 80 is no longer overcome by the air pressure.
  • the first return spring 80 will move the inner sleeve 57 at a distance from the plates 84, 86 of the first clutch element 54, so that the first clutch element 54 is disconnected and the first shaft 18 is no longer driven by the second shaft 22.
  • the first shaft 18 will no longer rotate or will rotate very slowly, which results in the impact of the first shaft 18 on the second shaft 22 becoming minimal.
  • FIG. 4 shows that in a first step a), a first force achieved by a first air pressure is applied to the first clutch element 54, so that the second shaft 22 brings the first shaft 18 to rotate with substantially the same speed as the second shaft 22.
  • a second step b) a second force achieved by a second air pressure, which is larger than the first air pressure, is applied to the second clutch element 56, so that the first and second shafts 18, 22 are connected with each other.
  • the retarder 2 is activated through the supply of fluid 46 to the torus 44 of the retarder 20.
  • the graph in Fig. 5 shows how the first force in step a) is generated with pressurised air at the first pressurised air level p1 at the point in time t1 , and that the second force in step b) is generated with pressurised air at the second pressurised air level p2 at the point in time t2, the pressurised air level p2 being greater than the pressurised air level p1 .
  • the components and features specified above may, within the framework of the invention, be combined between different embodiments specified.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Tires In General (AREA)

Abstract

L'invention concerne un dispositif d'embrayage (4) destiné à un ralentisseur (2), qui comprend un premier arbre (18) qui est raccordé à un rotor (20) du ralentisseur (2), un deuxième arbre (22) conçu pour entrer en prise avec une source d'entraînement (1) et un premier élément d'embrayage (54) disposé entre les premier et deuxième arbres (18, 22). Un deuxième élément d'embrayage (56) est disposé entre le deuxième arbre (22) et le premier élément d'embrayage (54). L'invention concerne aussi un véhicule comprenant ce dispositif d'embrayage et un procédé pour raccorder un ralentisseur.
PCT/SE2014/051323 2013-11-18 2014-11-07 Dispositif d'embrayage destiné à un ralentisseur WO2015072912A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201480062930.8A CN105848973B (zh) 2013-11-18 2014-11-07 用于减速器的离合器装置
DE112014004796.1T DE112014004796B4 (de) 2013-11-18 2014-11-07 Kupplungsvorrichtung für einen Retarder

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1351360A SE538906C2 (sv) 2013-11-18 2013-11-18 Kopplingsanordning för retarder, fordon som innefattar en sådan kopplingsanordning och förfarande för inkoppling av en retarder
SE1351360-1 2013-11-18

Publications (1)

Publication Number Publication Date
WO2015072912A1 true WO2015072912A1 (fr) 2015-05-21

Family

ID=53057735

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE2014/051323 WO2015072912A1 (fr) 2013-11-18 2014-11-07 Dispositif d'embrayage destiné à un ralentisseur

Country Status (4)

Country Link
CN (1) CN105848973B (fr)
DE (1) DE112014004796B4 (fr)
SE (1) SE538906C2 (fr)
WO (1) WO2015072912A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL2018447A (nl) * 2016-03-17 2017-09-26 Gkn Stromag Ag Fluïdum aangedreven schakelbare koppeling of -rem
DE102016218078A1 (de) 2016-09-21 2018-01-18 Voith Patent Gmbh Hydrodynamische Maschine mit Schaltvorrichtung
US20190154089A1 (en) * 2017-11-22 2019-05-23 Borgwarner Inc. Disk clutch
WO2020060462A1 (fr) * 2018-09-18 2020-03-26 Scania Cv Ab Arrangement ralentisseur et dispositifs associés
CN113738793A (zh) * 2021-09-09 2021-12-03 北京裕峻汽车技术研究院有限公司 一种制动系统及液力缓速器的控制方法

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US20190154089A1 (en) * 2017-11-22 2019-05-23 Borgwarner Inc. Disk clutch
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WO2020060462A1 (fr) * 2018-09-18 2020-03-26 Scania Cv Ab Arrangement ralentisseur et dispositifs associés
CN113738793A (zh) * 2021-09-09 2021-12-03 北京裕峻汽车技术研究院有限公司 一种制动系统及液力缓速器的控制方法
CN113738793B (zh) * 2021-09-09 2022-02-22 北京裕峻汽车技术研究院有限公司 一种制动系统及液力缓速器的控制方法

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DE112014004796B4 (de) 2024-02-22
CN105848973B (zh) 2018-09-25

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