Electromagnetic clutch type hydraulic retarder

Abstract

The invention discloses an electromagnetic clutch type hydraulic retarder, and particularly relates to the technical field of hydraulic retarders, the electromagnetic clutch type hydraulic retarder comprises a retarder body and a control module, the control module is connected with an electromagnetic clutch, an electromagnetic air proportional valve, a water temperature sensor, an oil temperature sensor and a pressure sensor through wire harnesses, the water temperature sensor is installed on a cooling water outlet pipeline of the heat exchanger, the pressure sensor and the electromagnetic air proportional valve are installed above the oil supplementing tank, the electromagnetic clutch is located between the driving gear and the transmission shaft, the driving gear and the transmission shaft are coaxially connected with the electromagnetic clutch, the transmission shaft is fixedly connected with the rotor, and the stator is fixed to the shell. Combination or separation of the driving gear and the rotor is achieved through the electromagnetic clutch, a floating ball valve, a forced lubrication structure and a stator and rotor disengagement structure are omitted, and the electromagnetic clutch has the advantages of being low in no-load power loss, fast in response, free of the oil injection phenomenon, simple in structure, low in failure rate, low in cost and weight and the like.

Description

Technical Field

[0001] The present invention relates to the technical field of hydraulic retarders, and more particularly to an electromagnetic clutch type hydraulic retarder. Background Art

[0002] A hydraulic retarder is an auxiliary braking device that converts the vehicle's kinetic energy into heat through the agitation of the oil by the stator and rotor within the working chamber. This heat is then dissipated through the vehicle's cooling system, thereby slowing the vehicle. The hydraulic retarder is installed at the rear end of a heavy-duty commercial vehicle's transmission and is connected to a gear in the transmission's auxiliary box or to the vehicle's output shaft. When the vehicle is moving, the retarder's drive gear rotates, causing the retarder's shaft and rotor to rotate as well.

[0003] In the past, when the common hydraulic retarder was not in operation, there was no oil in the stator and rotor working chamber, and the working chamber was connected to the atmosphere through a float valve. When the vehicle was in motion, the rotating components inside the retarder would rotate with it, so it was necessary to add a lubrication device to lubricate and cool the rotating shafts, bearings and oil seals inside the retarder. Since the rotor in the retarder working chamber would rotate with the vehicle, in order to reduce the no-load power loss of the retarder, a stator and rotor separation technology was added. When the retarder was not in operation, the rotor and stator were separated, which could reduce The reverse torque caused by the air medium is generated to reduce the power loss of the retarder in the non-working state; when the retarder is in the working state, the oil in the oil tank will be pressed into the working chamber formed by the stator and rotor through compressed air. When the oil in the working chamber is sufficient and the rotor is close to the stator to reach the optimal working distance, the retarder will generate corresponding braking torque. At this time, the air in the working chamber will be replaced by oil, and the air will be discharged through the float valve. When the oil is sufficient, the float in the float valve will be lifted to the oil seal position by the oil pressure, that is, the air will be discharged but the oil will not be discharged from the retarder.

[0004] However, the existing hydraulic retarder still has the following defects:

[0005] ① High no-load power loss: As the vehicle drives the rotor in the retarder to rotate, there is air in the stator and rotor working chambers and the lubrication device maintains the minimum amount of oil in the working chamber. At this time, both air and oil can be regarded as the working medium of the retarder. Although the spacing increases in the non-working state, a small torque will still be generated. Especially at high speeds of the retarder, this part of the power loss will become non-negligible, affecting the economy of the vehicle.

[0006] ② Slow response time: The operation of the retarder is controlled by a given compressed air. The compressed air pressurizes the oil in the oil tank into the stator and rotor working chambers. The air in the stator and rotor working chambers will be discharged, and the working oil will replace the original air volume. The retarder can only reach the corresponding braking torque when there is enough oil for the retarder to work. Therefore, the process of filling and exhausting oil takes a certain amount of time.

[0007] ③Float valve oil spraying phenomenon: The air intake and exhaust of the working chamber formed by the stator and rotor of the retarder are realized through the float valve. If the float of the float valve is stuck or the oil seal cannot form a seal on the float, then all the oil inside the retarder will be sprayed out from the float valve position, resulting in no working medium in the retarder and the retarder cannot work normally; another situation is that the air in the stator and rotor working chamber will be discharged when the retarder is working. When the float and the oil seal just form a seal at the moment the oil is filled, a small amount of oil may be sprayed out; when the retarder is closed, the oil temperature is very high, the float valve opens, air enters the stator and rotor working chamber, and the oil returns to the oil tank. At this time, the high-temperature oil in an atomized state will be discharged into the air through the float valve, causing oil loss and environmental pollution.

[0008] ④ Complex structure and high failure rate: A stator-rotor disengagement structure is required between the rotor and the stator. When the retarder is working, the stator and rotor are tightened to the optimal working distance. When the retarder is not working, the rotor will move away from the stator. This structure is a form of motion. If the rotor gets stuck and fails to get close to the stator, the retarder cannot generate the required braking torque. If the rotor cannot be separated from the stator, a large no-load power loss will be generated when the retarder is not working, resulting in reduced vehicle economy. The float valve is the main channel for separating air and oil in the working chamber. If the float valve cannot form a seal, all the oil will be sprayed out through this place when the retarder is working. If the float valve is always in a sealed state, a large amount of air will be mixed into the working medium when the retarder is working, resulting in low braking torque; therefore, it will lead to a high failure rate.

[0009] ⑤High cost and weight: The oil in the working chamber of the stator and rotor of the retarder is the oil in the oil tank pressed into the working chamber by compressed air. Therefore, the amount of oil in the oil tank should be more than the amount of oil required in the working chamber to ensure that the oil circuit is full of oil, so the amount of oil added will increase; the complex structure will lead to an increase in the number of parts and the need to increase the housing to install these parts; therefore, the amount of oil, the number of parts and the volume will lead to a higher weight of the assembly.

[0010] Therefore, an electromagnetic clutch hydraulic retarder is proposed. Summary of the Invention

[0011] In order to overcome the above-mentioned defects of the prior art, the present invention provides an electromagnetic clutch hydraulic retarder to solve the problems raised in the above-mentioned background technology.

[0012] To achieve the above-mentioned objectives, the present invention provides the following technical solutions: an electromagnetic clutch hydraulic retarder, comprising a retarder body and a control module, the retarder body comprising a drive gear, an electromagnetic clutch and a transmission shaft, the electromagnetic clutch being installed between the drive gear and the transmission shaft, and the force transmission between the drive gear and the transmission shaft being connected or disconnected through the electromagnetic clutch; the electromagnetic clutch being electrically connected to the control module; the retarder body further comprising a rotor and a stator arranged in a working chamber, and the transmission shaft being connected to the rotor.

[0013] Preferably, the retarder body also includes an electromagnetic air proportional valve, a water temperature sensor, an oil temperature sensor and a pressure sensor; the oil temperature sensor is installed on the bypass return oil pipeline, the water temperature sensor is installed on the cooling water outlet pipeline of the heat exchanger, and the pressure sensor and the electromagnetic air proportional valve are installed above the oil supply tank; the electromagnetic air proportional valve, water temperature sensor, oil temperature sensor and pressure sensor are electrically connected to the control module respectively.

[0014] Preferably, the control module is fixed on the hydraulic retarder housing so that the retarder body and the control module are an integrated structure, the drive gear and the transmission shaft are coaxially connected to the electromagnetic clutch, the working chamber is connected to the bypass oil return pipeline, the bypass oil return pipeline is connected to the heat exchanger, and the working chamber is also provided with an oil outlet and an oil inlet. The oil outlet of the working chamber and the oil inlet of the heat exchanger are connected through an oil outlet pipeline, a throttle valve is provided on the oil outlet pipeline and is connected to the bypass oil return pipeline, the oil outlet of the heat exchanger and the oil inlet of the working chamber are connected through an oil inlet pipeline, the oil inlet pipeline is connected to the oil supply tank, the air port B of the electromagnetic air proportional valve is connected to the oil supply tank, the air port A of the electromagnetic air proportional valve is connected to the air source, and the air port C of the electromagnetic air proportional valve is connected to a muffler.

[0015] Preferably, the rotor, stator, transmission shaft, electromagnetic clutch and driving gear are installed on the same axis, the surfaces of the rotor and stator with blades are installed facing each other, and the blades of the rotor and stator have an angle with the axial vertical plane.

[0016] Preferably, the heat exchanger further includes a water medium pipeline and an oil medium pipeline, the oil outlet of the heat exchanger is the outlet of the oil medium pipeline, and the oil inlet of the heat exchanger is the inlet of the oil medium pipeline; the inlet of the water medium pipeline is connected to the cooling water inlet pipeline, and the outlet of the water medium pipeline is connected to the cooling water outlet pipeline, and the water medium in the water medium pipeline and the oil medium in the oil medium pipeline flow in the opposite direction.

[0017] Preferably, it also includes a hollow bolt, a thrust bearing, and a needle bearing. The thrust bearing is arranged between the hollow bolt and the driving gear. A thrust bearing mounting groove is provided in the center of the driving gear. One side of the thrust bearing is pressed into the mounting groove and meshes with the end face of the driving gear. The hollow bolt passes through the thrust bearing and is locked on the transmission shaft to fix the driving gear. The center of the hollow bolt is a hollow structure and is connected to the lubricating oil hole of the transmission shaft. The needle bearing is installed between the transmission shaft and the driving gear radially. The needle bearing is pressed into the needle bearing mounting hole set in the driving gear. The needle bearing is fixed with a hole retaining ring to prevent axial movement, and the transmission shaft passes through the inner hole of the needle bearing.

[0018] Technical effects and advantages of the present invention:

[0019] The present invention adds an electromagnetic clutch between the driving gear and the retarder rotor input shaft to achieve the rotation of the driving gear at the front end of the retarder when the vehicle is running, but the retarder input shaft will not rotate accordingly. When the retarder needs to work, the driving gear and the retarder input shaft are combined by the electromagnetic clutch to rotate the rotor, and the float valve device of the traditional retarder, the forced lubrication structure and the stator-rotor disengagement structure are eliminated, so that a fixed optimal working gap is guaranteed between the stator and the rotor, and the oil storage tank is changed into an oil filling tank, which reduces the space of the oil tank, reduces the need to inject oil, and also reduces the overall weight, thereby achieving the advantages of low no-load power loss, fast response time, no float valve oil spraying phenomenon, simple structure, low failure rate, low cost and low weight. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the overall structural components of the present invention.

[0021] Figure 2 This is a schematic diagram of the electromagnetic clutch control separation state of the present invention.

[0022] Figure 3 It is a schematic diagram of the electromagnetic clutch control engagement state of the present invention.

[0023] The accompanying drawings are marked as follows: 1. driving gear; 2. electromagnetic clutch; 3. rotor; 4. stator; 5. oil inlet line; 6. control module; 7. muffler; 8. electromagnetic air proportional valve; 9. oil filling hole; 10. pressure sensor; 11. oil filling tank; 12. cooling water inlet line; 13. water temperature sensor; 14. cooling water outlet line; 15. transmission shaft; 16. oil temperature sensor; 17. bypass oil return line; 18. oil outlet line; 19. throttle valve; 20. hollow bolt; 21. thrust bearing; 22. needle bearing; 23. retaining ring for hole; 24. heat exchanger; 25. oil inlet; 26. oil outlet. DETAILED DESCRIPTION

[0024] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0025] As attached Figure 1-3 The electromagnetic clutch hydraulic retarder shown includes a retarder body and a control module 6. The retarder body includes a drive gear 1, an electromagnetic clutch 2, and a transmission shaft 15. The electromagnetic clutch 2 is installed between the drive gear 1 and the transmission shaft 15. The electromagnetic clutch 2 is electrically connected to the control module 6. The retarder body also includes a rotor 3 and a stator 4 disposed in a working chamber (not shown). There is a fixed gap between the rotor 3 and the stator 4, and the transmission shaft 15 is connected to the rotor 3. In this embodiment, the control module 6 can be fixed to the hydraulic retarder body, so that the control module 6 and the hydraulic retarder form an integrated structure.

[0026] The retarder body also includes an electromagnetic air proportional valve 8, a water temperature sensor 13, an oil temperature sensor 16 and a pressure sensor 10; the oil temperature sensor 16 is installed on the bypass return oil pipeline 17, the water temperature sensor 13 is installed on the cooling water outlet pipeline 14 of the heat exchanger 24, and the pressure sensor 10 and the electromagnetic air proportional valve 8 are installed above the oil replenishment tank 11; the electromagnetic air proportional valve 8, the water temperature sensor 13, the oil temperature sensor 16 and the pressure sensor 10 are respectively electrically connected to the control module 6.

[0027] The drive gear 1 and transmission shaft 15 are coaxially connected to the electromagnetic clutch 2. The working chamber is connected to the bypass oil return line 17. The working chamber is also provided with an oil outlet 26 and an oil inlet 25. The oil outlet 26 of the working chamber is connected to the oil inlet of the heat exchanger 24 via an oil outlet line 18. The oil outlet line 18 is provided with a throttle valve 19 and is connected to the bypass oil return line 17. The oil outlet of the heat exchanger 24 is connected to the oil inlet 25 of the working chamber via an oil inlet line 18. The oil inlet line 18 is connected to the oil replenishment tank 11. The oil replenishment tank 11 is connected to the working chamber via the oil inlet line 5 and the oil outlet line 18. The air port B of the electromagnetic air proportional valve 8 is connected to the oil replenishment tank 11. The air port A of the electromagnetic air proportional valve 8 is connected to the air source. The air port C of the electromagnetic air proportional valve 8 is connected to the muffler 7.

[0028] More specifically, the rotor 3, the stator 4, the transmission shaft 15, the electromagnetic clutch 2 and the drive gear 1 are installed on the same axis, the surfaces with blades on the rotor 3 and the stator 4 are installed facing each other, there is an angle between the blades of the rotor 3 and the stator 4 and the axial vertical plane, and the blades of the rotor 3 and the stator 4 are distributed in the working chamber.

[0029] The interior of the heat exchanger 24 further includes a water medium pipeline and an oil medium pipeline. The oil outlet of the heat exchanger 24 is the outlet of the oil medium pipeline, and the oil inlet of the heat exchanger 24 is the inlet of the oil medium pipeline; the inlet of the water medium pipeline is connected to the cooling water inlet pipeline 12, and the outlet of the water medium pipeline is connected to the cooling water outlet pipeline 14. The water medium in the water medium pipeline and the oil medium in the oil medium pipeline flow in the opposite direction.

[0030] Please refer to Figure 2 and Figure 3 The electromagnetic clutch hydraulic retarder of the present invention also includes a hollow bolt 20, a thrust bearing 21, and a needle bearing 22. The thrust bearing 21 is arranged between the hollow bolt 20 and the driving gear 1. A thrust bearing 21 mounting groove is provided at the center of the driving gear 1. One side of the thrust bearing 21 is pressed into the mounting groove and meshes with the end face of the driving gear 1. The hollow bolt 20 passes through the thrust bearing 21 and is locked on the transmission shaft 15 for fixing the driving gear 1. The center of the hollow bolt 20 is a hollow structure and is connected to the lubricating hole of the transmission shaft 15. The needle bearing 22 is installed between the transmission shaft 15 and the driving gear 1 in the radial direction. The needle bearing 22 is pressed into the needle bearing 22 mounting hole set in the driving gear 1. A hole retaining ring 23 is used to fix the needle shaft 22 to prevent axial movement. The transmission shaft 15 passes through the inner hole of the needle bearing 22.

[0031] During specific implementation, the control module 6 sends a gear signal to the electromagnetic clutch 2 according to the driver's opening and closing of the hydraulic retarder, analyzes and processes the signals fed back by the water temperature sensor 13, oil temperature sensor 16, and pressure sensor 10 of the retarder's current working status, and sends them to the electromagnetic air proportional valve 8, which can ensure the optimal working state of the retarder and ensure abnormal working protection.

[0032] Specifically, such as Figure 2 As shown, when the hydraulic retarder is not in operation, the working chamber is filled with oil, the drive gear 1 idles with the vehicle transmission system, and the electromagnetic clutch 2 is in a disengaged state and cannot drive the transmission shaft 15 and the rotor 3 to rotate. This prevents the stator 4 and the rotor 3 from stirring the working oil in the working chamber to form resistance and cause power loss when the hydraulic retarder is not in operation. At this time, a fixed gap is maintained between the rotor 3 and the stator 4.

[0033] Under normal conditions, electromagnetic air proportional valve 8 is de-energized, disconnecting ports A and B. This disconnects the air supply from oil supply tank 11, creating a lack of air pressure within oil supply tank 11 and preventing oil from entering oil inlet line 5 or the working chamber. At this point, oil completely fills the working chamber and all oil lines, but since rotor 3 is not operating, oil does not circulate. A water temperature sensor 13 monitors the temperature of the heat exchanger cooling water outlet line 14, an oil temperature sensor 16 monitors the oil temperature in the bypass return line 17, and a pressure sensor 10 monitors the air pressure within oil supply tank 11. This data is fed back to control module 6 in real time.

[0034] like Figure 3 As shown, when the hydraulic retarder is in working state, the driver issues a command through the control module 6, sending a signal to the electromagnetic clutch 2 to make it engage with the transmission shaft 15. The driving gear 1 drives the transmission shaft 15 to rotate through the electromagnetic clutch 2, and the transmission shaft 15 drives the rotor 3 to rotate. Since the working chamber and the oil pipeline are full of oil, when the rotor 3 rotates, it is immediately subjected to the resistance of the working oil and produces a braking effect. Compared with the traditional hydraulic retarder that needs to inject air into the oil tank through the electromagnetic air proportional valve and then press the oil into the working chamber through the air, the response is more immediate.

[0035] In this technical solution, when the hydraulic retarder is working, the control module 6 sends a command to the electromagnetic air proportional valve 8, the electromagnetic air proportional valve 8 is energized, and the air source supplies air to the oil replenishing tank 11 through the air port A, so that a fixed air pressure is maintained in the oil replenishing tank 11, thereby forming a stable oil amount in the oil pipeline, and the air pressure in the oil replenishing tank 11 can be increased or decreased according to the braking requirements to increase or decrease the oil amount in the oil pipeline to change the braking efficiency of the hydraulic retarder.

[0036] After working in the working chamber, the high-temperature oil flows from the oil outlet 26 through the oil outlet pipe 18 into the heat exchanger 24. The oil medium and the water medium flow in the opposite direction, and the oil temperature is reduced through heat exchange; the cooled oil returns to the oil filling tank 11 through the oil inlet pipe 5, forming a closed loop. The oil temperature sensor 16 monitors the return oil temperature, and the pressure sensor 10 monitors the air pressure in the oil filling tank 11 to ensure a continuous and stable supply of oil. The water temperature sensor 13 monitors the cooling water temperature and feeds back to the vehicle cooling system to adjust the fan speed.

[0037] When braking ends, the control module 6 controls the electromagnetic clutch 2 to separate the force transmission between the drive gear 1 and the transmission shaft 15, and the rotor 3 stops rotating.

[0038] like Figure 2 and Figure 3 As shown, the hollow bolt 20 is used to fix the drive gear 1 and tighten it on the transmission shaft 15 to prevent the drive gear 1 from falling off. When the hydraulic retarder is not working, the drive gear 1 and the gear in the gearbox are engaged, and the drive gear 1 of the hydraulic retarder will rotate along with the vehicle. At this time, the electromagnetic clutch will disconnect the drive gear 1 and the transmission shaft 15 from the force transmission. The hollow bolt 20 has a hollow structure inside, and the lubricating oil enters the middle position between the bearing and the oil seal to lubricate and cool the oil seal and the bearing.

[0039] The needle roller bearing 22 is installed radially between the transmission shaft 15 and the drive gear 1. The needle roller bearing 22 and the thrust bearing 21 work together to ensure the stable operation of the drive gear 1. The axial force applied by the hollow bolt 20 is transmitted through the thrust bearing 21, preventing the drive gear 1 from axially falling off. The thrust bearing 21 and the needle roller bearing 22 solve the friction problem when the drive gear 1, the hollow bolt 20, and the transmission shaft 15 rotate relative to each other, allowing the drive gear 1 to rotate freely. When the electromagnetic clutch 2 is engaged, the drive gear 1 and the transmission shaft 15 are tightly connected inside the electromagnetic clutch 2 through splines or gears. At this time, the drive gear 1 rotates with the gear of the transmission, and the power is transmitted to the transmission shaft 15 through the electromagnetic clutch 2, thereby driving the rotor 3 to rotate. In addition, the through hole in the hollow bolt 20 is connected to the lubricating oil hole of the transmission shaft 15 to form a lubricating oil circuit.

[0040] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An electromagnetic clutch hydraulic retarder, comprising a retarder body and a control module (6), characterized in that: The retarder body comprises a driving gear (1), an electromagnetic clutch (2) and a transmission shaft (15); the electromagnetic clutch (2) is installed between the driving gear (1) and the transmission shaft (15); the electromagnetic clutch (2) connects or disconnects the force transmission between the driving gear (1) and the transmission shaft (15); the electromagnetic clutch (2) is electrically connected to the control module (6); the retarder body further comprises a rotor (3) and a stator (4) arranged in a working chamber; the transmission shaft (15) is connected to the rotor (3).

2. The electromagnetic clutch hydraulic retarder according to claim 1, characterized in that: The retarder body further includes an electromagnetic air proportional valve (8), a water temperature sensor (13), an oil temperature sensor (16) and a pressure sensor (10); the oil temperature sensor (16) is installed on the bypass return oil pipeline (17), the water temperature sensor (13) is installed on the cooling water outlet pipeline (14) of the heat exchanger (24), and the pressure sensor (10) and the electromagnetic air proportional valve (8) are installed above the oil replenishment tank (11); the electromagnetic air proportional valve (8), the water temperature sensor (13), the oil temperature sensor (16) and the pressure sensor (10) are electrically connected to the control module (6) respectively.

3. The electromagnetic clutch hydraulic retarder according to claim 2, characterized in that: The control module is fixed on the hydraulic retarder housing so that the retarder body and the control module are an integrated structure. The driving gear (1) and the transmission shaft (15) are coaxially connected to the electromagnetic clutch (2). The working chamber is connected to the bypass oil return pipeline (17), and the bypass oil return pipeline (17) is connected to the heat exchanger (24). The working chamber is also provided with an oil outlet (26) and an oil inlet (25). The oil outlet (26) of the working chamber and the oil inlet of the heat exchanger (24) are connected via the oil outlet pipeline (17). 8), a throttle valve (19) is provided on the oil outlet pipeline (18) and is connected to the bypass oil return pipeline (17), the oil outlet of the heat exchanger (24) is connected to the oil inlet (25) of the working chamber through an oil inlet pipeline (5), the oil inlet pipeline (5) is connected to the oil replenishing tank (11), the air port B of the electromagnetic air proportional valve (8) is connected to the oil replenishing tank (11), the air port A of the electromagnetic air proportional valve (8) is connected to the air source, and the air port C of the electromagnetic air proportional valve (8) is connected to a muffler (7).

4. The electromagnetic clutch hydraulic retarder according to claim 3, characterized in that: The rotor (3), the stator (4), the transmission shaft (15), the electromagnetic clutch (2) and the drive gear (1) are mounted on the same axis. The electromagnetic clutch is mounted in a housing mounting groove. One side of the electromagnetic clutch is fixedly connected to the drive gear, and the other side is fixedly connected to the transmission shaft. The surfaces of the rotor (3) and the stator (4) having blades are mounted facing each other. The blades of the rotor (3) and the stator (4) have an angle with the axial vertical plane. The rotor (3) is fixedly connected to the transmission shaft (15) and maintains a fixed gap with the stator (4).

5. The electromagnetic clutch hydraulic retarder according to claim 3, characterized in that: The heat exchanger (24) further includes a water medium pipeline and an oil medium pipeline. The oil outlet of the heat exchanger (24) is the outlet of the oil medium pipeline, and the oil inlet of the heat exchanger (24) is the inlet of the oil medium pipeline. The inlet of the water medium pipeline is connected to the cooling water inlet pipeline (12), and the outlet of the water medium pipeline is connected to the cooling water outlet pipeline (14). The water medium in the water medium pipeline and the oil medium in the oil medium pipeline flow in opposite directions.

6. The electromagnetic clutch hydraulic retarder according to any one of claims 1 to 5, characterized in that: The invention comprises a hollow bolt (20), a thrust bearing (21), and a needle bearing (22), wherein the thrust bearing (21) is arranged between the hollow bolt (20) and the driving gear (1), a thrust bearing (21) mounting groove is provided at the center of the driving gear (1), one side of the thrust bearing (21) is pressed into the mounting groove and meshes with the end face of the driving gear (1), and the hollow bolt (20) passes through the thrust bearing (21) and is locked on the transmission shaft (15) for fixing the driving gear ( 1), the center of the hollow bolt (20) is a hollow structure, which is connected to the lubricating oil hole of the transmission shaft (15), the needle bearing (22) is installed between the transmission shaft (15) and the driving gear (1) in the radial direction, the needle bearing (22) is press-fitted into the needle bearing (22) installation hole set in the driving gear (1), and the needle bearing (22) is fixed with a hole retaining ring (23) to prevent axial movement, and the transmission shaft (15) passes through the inner hole of the needle bearing (22).

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