Hydraulic retarder control system, vehicle and hydraulic retarder control method

Abstract

The invention provides a hydraulic retarder control system, a vehicle and a hydraulic retarder control method.The hydraulic retarder control system relates to the technical field of automobile braking systems.The hydraulic retarder control system comprises an oil tank, an oil pump assembly and an oil pump assembly, an oil outlet of the oil pump assembly selectively communicates with an oil inlet of the gearbox through a gearbox adjusting valve; an oil outlet of the oil pump assembly selectively communicates with an oil inlet of the retarder through a first switch valve, and a first oil outlet of the retarder communicates with the oil tank; an oil outlet of the oil pump assembly selectively communicates with an oil inlet of the radiator through a second switch valve, and a second oil outlet of the retarder communicates with an oil inlet of the radiator; an oil outlet of the radiator selectively communicates with one of an oil inlet of the gearbox and an oil inlet of the retarder through the radiator adjusting valve. The problem that in the prior art, the performance of a hydraulic control system of a hydraulic retarder cannot meet the requirement is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile braking systems, and in particular to a hydraulic retarder control system, a vehicle, and a hydraulic retarder control method. Background Art

[0002] As a highly efficient auxiliary braking system, hydraulic retarders have been widely used in heavy-duty trucks and buses in recent years. They utilize the principle of hydraulic transmission to absorb kinetic energy during vehicle descents or deceleration by altering the momentum of the fluid, thereby reducing the burden on traditional friction braking systems, extending the life of brake pads, and improving driving safety. With the continuous development of the automotive industry, hydraulic retarder design and manufacturing technology has also continued to advance, especially in hydraulic control. Precisely controlling the hydraulic retarder's operating state to adapt to varying road conditions and driving requirements has become a key factor in improving overall vehicle performance.

[0003] However, existing hydraulic control systems for hydraulic retarders still have several shortcomings, limiting their performance in practical applications. First, traditional hydraulic control systems often employ complex piping layouts, resulting in bulky systems and limited installation space. Excessive piping connections also increase the risk of oil leaks and maintenance costs. Furthermore, these systems typically rely on engine speed to drive the oil pump. This means that under certain operating conditions (such as idling or low speeds), the oil pump output may not be sufficient to meet the high flow requirements of the hydraulic retarder, thereby affecting braking efficiency. Second, since hydraulic retarders must quickly build up sufficient braking torque, existing "air-over-liquid" filling structures can accelerate the flow of oil into the retarder to a certain extent. However, the compressibility of air limits the control accuracy and response speed of this process, making it impossible to quickly and accurately adjust the braking torque. Furthermore, existing hydraulic control systems often fail to adequately manage the heat generated during retarder operation. This can lead to significant performance degradation and even failure of the retarder under prolonged use or in high-temperature environments, compromising driving safety. Finally, when the existing control system cancels the retarder braking, the process of oil returning from the retarder to the tank is slow, especially at high-speed rotation. This not only increases the no-load loss of the retarder and reduces the overall energy efficiency of the system, but also prolongs the vehicle's preparation time for reactivating the retarder, affecting the driving experience and the vehicle's dynamic response performance.

[0004] To address the above issues, no effective solutions have been proposed so far. Summary of the Invention

[0005] The main purpose of the present invention is to provide a hydraulic retarder control system, a vehicle and a hydraulic retarder control method to solve the problem that the performance of the hydraulic control system of the hydraulic retarder in the prior art cannot meet the requirements.

[0006] To achieve the above-mentioned objectives, according to one aspect of the present invention, a hydraulic retarder control system is provided, comprising: a fuel tank, an oil inlet of an oil pump assembly being connected to the fuel tank; a gearbox, an oil outlet of the oil pump assembly being selectively connected to the oil inlet of the gearbox via a gearbox regulating valve; a retarder, an oil outlet of the oil pump assembly being selectively connected to the oil inlet of the retarder via a first switching valve, and a first oil outlet of the retarder being connected to the fuel tank; a radiator, an oil outlet of the oil pump assembly being selectively connected to the oil inlet of the radiator via a second switching valve, a second oil outlet of the retarder being connected to the oil inlet of the radiator, and an oil outlet of the radiator being selectively connected to the oil inlet of the gearbox and the oil inlet of the retarder via the radiator regulating valve.

[0007] Furthermore, the hydraulic retarder control system includes: a controller, which is electrically connected to the transmission regulating valve, the radiator regulating valve, the first switch valve and the second switch valve, and is used to control the connectivity status of the transmission regulating valve, the radiator regulating valve, the first switch valve and the second switch valve.

[0008] Furthermore, the oil pump assembly includes: a drive motor, a controller electrically connected to the drive motor, and the controller is used to control the speed of the drive motor; an electronic oil pump, the output end of the drive motor is connected to the electronic oil pump, the oil inlet of the electronic oil pump is connected to the oil tank, and the oil outlet of the electronic oil pump is connected to the second end of the transmission regulating valve, the second end of the first switch valve, and the first end of the second switch valve.

[0009] Furthermore, the hydraulic retarder control system includes: a first oil pipeline, one end of the first oil pipeline is connected to the oil tank, and the other end of the first oil pipeline is connected to the oil inlet of the oil pump assembly; a second oil pipeline, one end of the second oil pipeline is connected to the oil outlet of the oil pump assembly, and the other end of the second oil pipeline is selectively connected to the oil inlet of the transmission through a transmission regulating valve; a third oil pipeline, one end of the third oil pipeline is connected to the oil outlet of the oil pump assembly, and the other end of the third oil pipeline is selectively connected to the oil inlet of the transmission through the second switching valve, the radiator and the radiator regulating valve in sequence; a fourth oil pipeline, one end of the fourth oil pipeline is connected to the oil outlet of the oil pump assembly, and the other end of the fourth oil pipeline is selectively connected to the oil inlet of the retarder through the first switching valve.

[0010] Furthermore, the hydraulic retarder control system includes: a first oil return pipeline, one end of the first oil return pipeline is connected to the second oil outlet of the retarder, and the other end of the first oil return pipeline is selectively connected to the oil inlet of the retarder through a radiator and a radiator regulating valve; a second oil return pipeline, one end of the second oil return pipeline is connected to the first oil outlet of the retarder, and the other end of the second oil return pipeline is connected to the oil tank; a third oil return pipeline, one end of the third oil return pipeline is connected to the oil outlet of the oil pump assembly, and the other end of the third oil return pipeline is connected to the oil tank.

[0011] Furthermore, the hydraulic retarder control system includes: a filter, which is arranged on the first oil pipeline, the oil inlet of the filter is connected to the oil tank, and the oil outlet of the filter is connected to the oil inlet of the oil pump assembly.

[0012] Furthermore, the hydraulic retarder control system includes: a one-way valve, which is arranged on the fourth oil delivery pipeline, the one-way valve is electrically connected to the controller, the oil inlet of the one-way valve is selectively connected to the first switch valve, and the oil outlet of the one-way valve is connected to the oil inlet of the retarder; a throttle valve, which is arranged on the second oil return pipeline, the throttle valve is electrically connected to the controller, the oil inlet of the throttle valve is connected to the first oil outlet of the retarder, and the oil outlet of the throttle valve is connected to the oil tank; an overflow valve, which is arranged on the third oil return pipeline, the overflow valve is electrically connected to the controller, the oil inlet of the throttle valve is connected to the oil outlet of the oil pump assembly, and the oil outlet of the throttle valve is connected to the oil tank.

[0013] According to another aspect of the present invention, a vehicle is provided, comprising a hydraulic retarder control system, wherein the hydraulic retarder control system is the hydraulic retarder control system described above.

[0014] According to another aspect of the present invention, a hydraulic retarder control method is provided for controlling the hydraulic retarder control system described above, comprising the following steps: obtaining a required braking torque of the vehicle and an oil temperature in a fuel tank; generating a target strategy control set based on the required braking torque and the oil temperature, the target strategy control set being used to control a target valve body to perform a target action, wherein the target valve body comprises at least one of the following: a transmission regulating valve, a radiator regulating valve, a first switching valve, and a second switching valve.

[0015] Furthermore, based on the required braking torque and the oil temperature, a target strategy control set is generated, including: in response to the required braking torque and the oil temperature satisfying a first preset condition, a first target control strategy in the target strategy control set is generated, the first target control strategy is used to control the transmission regulating valve to move to the first working position, the radiator regulating valve to move to the third working position, and the first switch valve and the second switch valve to move to the disconnected position; in response to the required braking torque and the oil temperature satisfying a second preset condition, a second target control strategy in the target strategy control set is generated, the second target control strategy is used to control the transmission regulating valve to move to the second working position, and the second switch valve to move to the guide the transmission regulating valve moves to the through position, the radiator regulating valve moves to the fourth working position, the first switch valve and move to the disconnected position; in response to the required braking torque and the oil temperature satisfying the third preset condition, a third target control strategy in the target strategy control set is generated, and the third target control strategy is used to control the transmission regulating valve to move to the first working position, and the first switch valve to move to the through position, the radiator regulating valve moves to the third working position, the first switch valve and move to the disconnected position; in response to the required braking torque and the oil temperature satisfying the fourth preset condition, a fourth target control strategy in the target strategy control set is generated, and the fourth target control strategy is used to control the throttle valve in the target valve body to be adjusted to a non-throttling state.

[0016] By applying the technical solution of the present invention, the oil pump assembly is used to uniformly supply oil to the gearbox and the retarder, thus avoiding the redundancy of the dual oil pump system, reducing the space occupied by the equipment, and lowering the complexity of the system. The introduction of the first switch valve and the second switch valve enables the oil pump assembly to quickly switch the oil supply target according to actual needs. When it is necessary to strengthen the braking force of the retarder, oil can be directly supplied to the retarder through the first switch valve without having to go through traditional filling links such as "gas-to-liquid", thus overcoming the response delay and inaccurate control problems caused by the compressibility of the gas. When the retarder brake is canceled, the oil can quickly return to the oil tank through the first oil outlet, reducing no-load losses, improving system energy efficiency, and solving the problem that the performance of the hydraulic control system of the hydraulic retarder in the prior art cannot meet the needs. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0018] Figure 1 It shows a structural schematic diagram of a first embodiment of a hydraulic retarder control system according to the present invention;

[0019] Figure 2 It shows a structural schematic diagram of a second embodiment of a hydraulic retarder control system according to the present invention;

[0020] Figure 3 shows a structural schematic diagram of a third embodiment of a hydraulic retarder control system according to the present invention;

[0021] Figure 4 shows a structural schematic diagram of a fourth embodiment of a hydraulic retarder control system according to the present invention;

[0022] Figure 5 FIG. 1 is a schematic structural diagram of a fifth embodiment of a hydraulic retarder control system according to the present invention.

[0023] The above drawings include the following reference numerals:

[0024] 11. Fuel tank;

[0025] 12. Gearbox;

[0026] 13. Retarder;

[0027] 14. Radiator;

[0028] 15. Controller;

[0029] 16. Oil pump assembly; 161. Drive motor; 162. Electronic oil pump;

[0030] 21. Transmission regulating valve;

[0031] 22. Radiator regulating valve;

[0032] 23. First switch valve;

[0033] 24. Second switch valve;

[0034] 31. The first oil pipeline;

[0035] 32. Second oil pipeline;

[0036] 33. The third oil pipeline;

[0037] 34. Fourth oil pipeline;

[0038] 35. The first oil return line;

[0039] 36. Second oil return line;

[0040] 37. The third oil return line;

[0041] 41. Filter;

[0042] 42. One-way valve;

[0043] 43. Throttle valve;

[0044] 44. Overflow valve. DETAILED DESCRIPTION

[0045] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0046] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0047] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way are interchangeable where appropriate, so that the embodiments of the present application described herein can, for example, be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0048] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in a variety of different forms and should not be interpreted as being limited to the embodiments described herein. It should be understood that these embodiments are provided to make the disclosure of this application thorough and complete, and to fully convey the concepts of these exemplary embodiments to those of ordinary skill in the art. In the accompanying drawings, for the sake of clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to represent the same devices, and thus their descriptions will be omitted.

[0049] Combine Figures 1 to 5 In a specific embodiment of the present invention, a hydraulic retarder control system is provided.

[0050] Specifically, the hydraulic retarder control system includes a fuel tank 11, a gearbox 12, a retarder 13, a radiator 14 and an oil pump assembly 16, the oil inlet of the oil pump assembly 16 being connected to the fuel tank 11; the oil outlet of the oil pump assembly 16 being selectively connected to the oil inlet of the gearbox 12 through a gearbox regulating valve 21; the oil outlet of the oil pump assembly 16 being selectively connected to the oil inlet of the retarder 13 through a first switching valve 23, and the first oil outlet of the retarder 13 being connected to the fuel tank 11; the oil outlet of the oil pump assembly 16 being selectively connected to the oil inlet of the radiator 14 through a second switching valve 24, and the second oil outlet of the retarder 13 being connected to the oil inlet of the radiator 14, and the oil outlet of the radiator 14 being selectively connected to the oil inlet of the gearbox 12 and the oil inlet of the retarder 13 through a radiator regulating valve 22.

[0051] Combine Figure 1 As shown, in this embodiment, the oil pump assembly 16 is used to uniformly supply oil to the gearbox 12 and the retarder 13, avoiding the redundancy of the dual oil pump system, reducing the space occupied by the equipment, reducing the complexity of the system, and thus improving the integration and space utilization of the entire hydraulic control system. The introduction of the first switch valve 23 and the second switch valve 24 allows the oil pump assembly 16 to quickly switch the oil supply target according to actual needs. When it is necessary to strengthen the braking force of the retarder 13, oil can be directly supplied to the retarder 13 through the first switch valve 23 without going through traditional filling links such as "gas-top-liquid", thereby overcoming the response delay and inaccurate control caused by the compressibility of the gas. When the retarder 13 brake is canceled, the oil can quickly return to the oil tank 11 through the first oil outlet of the retarder 13, reducing no-load losses and improving system energy efficiency.

[0052] Furthermore, the second oil outlet of the retarder 13 is directly connected to the oil inlet of the radiator 14, allowing the heat generated by the retarder to be promptly cooled through the radiator 14. Furthermore, the selective connection mechanism of the radiator regulating valve 22 allows the cooled oil to be directed into the transmission 12 or re-entered into the retarder 13 according to actual conditions. This ensures the lubrication and heat dissipation requirements of the transmission 12 while preventing performance degradation of the retarder 13 due to overheating, thereby improving the stability and reliability of the system under various operating conditions.

[0053] In this embodiment, the hydraulic retarder control system not only improves the braking efficiency and response speed of the hydraulic retarder through clever valve design and oil path planning, but also effectively solves the heat management problem, while taking into account the needs of gearbox lubrication and heat dissipation, greatly improving the overall performance and economic benefits of the vehicle braking system.

[0054] Furthermore, the hydraulic retarder control system includes a controller 15, which is electrically connected to the transmission regulating valve 21, the radiator regulating valve 22, the first switch valve 23 and the second switch valve 24. The controller 15 is used to control the connectivity status of the transmission regulating valve 21, the radiator regulating valve 22, the first switch valve 23 and the second switch valve 24.

[0055] In this embodiment, through real-time monitoring and analysis by the controller 15, the connectivity status of each valve can be quickly adjusted according to parameters such as the vehicle's driving status, load conditions, and oil temperature changes to ensure immediate oil supply, thereby accelerating the system's response speed and improving driving safety and vehicle performance. In the case of high temperatures or continuous use of the retarder, the controller 15 can intelligently control the opening and closing of the radiator regulating valve 22 to ensure efficient cooling of the oil, thereby protecting the retarder 13 and the gearbox 12 from overheating, maintaining their long-term stable working state, and extending the life of the equipment. Through the precise allocation of the controller 15, unnecessary oil circulation and cooling are avoided, the overall energy consumption of the system is reduced, and the assembly cost caused by equipment redundancy is reduced, thereby achieving efficient use of resources.

[0056] Furthermore, the oil pump assembly 16 includes a drive motor 161 and an electronic oil pump 162. The controller 15 is electrically connected to the drive motor 161, and the controller 15 is used to control the speed of the drive motor 161. The output end of the drive motor 161 is connected to the electronic oil pump 162, the oil inlet of the electronic oil pump 162 is connected to the oil tank 11, and the oil outlet of the electronic oil pump 162 is connected to the second end of the transmission regulating valve 21, the second end of the first switch valve 23, and the first end of the second switch valve 24.

[0057] In this embodiment, the controller 15 can dynamically adjust the speed of the drive motor 161 according to the real-time working conditions and needs of the vehicle, thereby accurately controlling the output flow of the electronic oil pump 162. This instant response capability ensures that the oil can be quickly and accurately distributed to the gearbox 12 or the retarder 13, enhancing the flexibility and braking efficiency of the system. By replacing the traditional mechanical oil pump with the electronic oil pump 162, the pumping oil volume can be adjusted in real time according to actual needs, avoiding the energy waste caused by constant pumping oil. The use of the electronic oil pump 162 reduces the dependence on the engine speed and reduces the wear of the oil pump assembly 16, thereby reducing the maintenance frequency and cost. At the same time, its precise flow control helps prevent oil overheating and excessive pressure, extending the service life of the entire hydraulic control system.

[0058] The oil pump assembly 16 integrates the drive motor 161 and the electronic oil pump 162 and is intelligently controlled by the controller 15, which not only optimizes the system's response speed and energy utilization efficiency, but also further improves the performance and economy of the vehicle braking control system by reducing maintenance costs, extending service life and improving integration.

[0059] Furthermore, the hydraulic retarder control system includes a first oil pipeline 31, a second oil pipeline 32, a third oil pipeline 33 and a fourth oil pipeline 34. One end of the first oil pipeline 31 is connected to the fuel tank 11, and the other end of the first oil pipeline 31 is connected to the oil inlet of the oil pump assembly 16; one end of the second oil pipeline 32 is connected to the oil outlet of the oil pump assembly 16, and the other end of the second oil pipeline 32 is selectively connected to the oil inlet of the transmission 12 through the transmission regulating valve 21; one end of the third oil pipeline 33 is connected to the oil outlet of the oil pump assembly 16, and the other end of the third oil pipeline 33 is selectively connected to the oil inlet of the transmission 12 through the second switching valve 24, the radiator 14 and the radiator regulating valve 22 in sequence; one end of the fourth oil pipeline 34 is connected to the oil outlet of the oil pump assembly 16, and the other end of the fourth oil pipeline 34 is selectively connected to the oil inlet of the retarder 13 through the first switching valve 23.

[0060] Combine Figure 1 As shown, in this embodiment, a first oil pipeline 31 connects the oil tank 11 with the oil pump assembly 16, ensuring normal oil pump suction. A second oil pipeline 32 connects the oil pump assembly 16 with the transmission 12. Controlled by the transmission regulating valve 21, oil lubricates the internal components of the transmission 12 when needed, ensuring adequate lubrication and proper operating condition under all operating conditions. A third oil pipeline 33 connects the oil pump assembly 16, the second on-off valve 24, the radiator 14, and the radiator regulating valve 22 in series, ultimately selectively connecting to the transmission 12. This path not only provides an opportunity for the oil to cool, but also allows the cooled oil to be reintroduced into the transmission 12 at appropriate times, meeting its dual needs of heat dissipation and lubrication. A fourth oil pipeline 34 directly connects the oil pump assembly 16 with the retarder 13. Controlled by the first on-off valve 23, this ensures that, when the retarder 13 is operating, oil can be promptly introduced into the working chamber of the retarder 13 to generate the necessary braking torque. Compared with the traditional filling structure, this straight-through oil supply greatly improves the oil supply speed, allowing the retarder to show better responsiveness and control accuracy under emergency braking or long downhill conditions.

[0061] Through the rational layout of the above-mentioned oil pipelines and precise control of the valves, the hydraulic retarder control system achieves efficient circulation and precise distribution of oil, ensuring optimized and upgraded gearbox lubrication and heat dissipation, rapid retarder filling, and braking effect, comprehensively improving the vehicle's braking performance and driving safety.

[0062] Furthermore, the hydraulic retarder control system includes a first oil return line 35, a second oil return line 36 and a third oil return line 37. One end of the first oil return line 35 is connected to the second oil outlet of the retarder 13, and the other end of the first oil return line 35 is selectively connected to the oil inlet of the retarder 13 through the radiator 14 and the radiator regulating valve 22; one end of the second oil return line 36 is connected to the first oil outlet of the retarder 13, and the other end of the second oil return line 36 is connected to the fuel tank 11; one end of the third oil return line 37 is connected to the oil outlet of the oil pump assembly 16, and the other end of the third oil return line 37 is connected to the fuel tank 11.

[0063] Combine Figure 4 As shown, in this embodiment, the first oil return pipeline 35 connects the second oil outlet of the retarder 13 to the radiator 14, and then selectively communicates with the oil inlet of the retarder 13 through the radiator regulating valve 22, aiming to achieve the cooling and reuse of the high-temperature oil generated when the retarder 13 is working. The oil temperature is reduced by the efficient heat dissipation of the radiator 14, and then the cooled oil is reintroduced into the working chamber of the retarder 13 through the radiator regulating valve 22 as needed, which helps to control the temperature of the retarder 13 under long-term high-load operation, prevent the oil from overheating, protect the internal structure of the retarder 13, and extend its service life.

[0064] Combine Figure 5 As shown, the second oil return line 36 directly connects the first oil outlet of the retarder 13 to the fuel tank 11. This path is designed primarily to allow oil to quickly return to the fuel tank 11 when the retarder is not operating or under low-load conditions, reducing oil retention when the retarder is unloaded, lowering no-load energy consumption, and improving the overall operating efficiency of the system.

[0065] Combine Figure 1 As shown, third oil return line 37 connects the oil outlet of the oil pump assembly 16 to the fuel tank 11. Its primary function is to regulate system pressure and temporarily return oil. When system pressure is too high, excess oil can be returned to the fuel tank 11 via third oil return line 37, preventing potential system failures caused by excessive pressure and protecting sensitive hydraulic components in the system. Furthermore, under certain operating conditions, particularly when both the retarder 13 and the transmission 12 do not require large amounts of oil flow, third oil return line 37 can serve as a backup return path for oil, reducing oil retention in the system, maintaining the oil level in the fuel tank 11, and ensuring stable system operation.

[0066] Through precisely designed oil return lines, the hydraulic retarder control system achieves high efficiency and flexibility in oil circulation. It not only effectively controls the oil temperature and ensures stable operation of the retarder under high load conditions, but also reduces system energy consumption by optimizing the oil return path, improving response speed and overall operating efficiency.

[0067] Furthermore, the hydraulic retarder control system includes a filter 41 , which is disposed on the first oil pipeline 31 . The oil inlet of the filter 41 is connected to the oil tank 11 , and the oil outlet of the filter 41 is connected to the oil inlet of the oil pump assembly 16 .

[0068] In this embodiment, the filter 41 can effectively filter impurities and particulate matter in the oil in the oil tank 11, preventing these pollutants from entering the oil pump assembly 16 and the subsequent hydraulic system, effectively protecting the key components in the system and improving the overall performance and reliability of the system.

[0069] Furthermore, the hydraulic retarder control system includes a one-way valve 42, a throttle valve 43 and a relief valve 44. The one-way valve 42 is arranged on the fourth oil delivery pipeline 34, and the one-way valve 42 is electrically connected to the controller 15. The oil inlet of the one-way valve 42 is selectively connected to the first switch valve 23, and the oil outlet of the one-way valve 42 is connected to the oil inlet of the retarder 13; the throttle valve 43 is arranged on the second oil return pipeline 36, and the throttle valve 43 is electrically connected to the controller 15. The oil inlet of the throttle valve 43 is connected to the first oil outlet of the retarder 13, and the oil outlet of the throttle valve 43 is connected to the fuel tank 11; the relief valve 44 is arranged on the third oil return pipeline 37, and the relief valve 44 is electrically connected to the controller 15. The oil inlet of the throttle valve 43 is connected to the oil outlet of the oil pump assembly 16, and the oil outlet of the throttle valve 43 is connected to the fuel tank 11.

[0070] In this embodiment, a one-way valve 42 is located on the fourth oil pipeline 34, connecting the first on-off valve 23 and the oil inlet of the retarder 13. Its primary function is to ensure that oil can flow only from the oil pump assembly 16 to the retarder 13, and not in the opposite direction. This prevents oil backflow due to pressure fluctuations during the retarder 13 filling phase, improving filling efficiency and response speed. Furthermore, the one-way valve 42 can adjust its opening state based on commands from the controller 15, enabling dynamic control of oil flow.

[0071] The throttle valve 43 is installed on the second oil return line 36, connecting the first oil outlet of the retarder 13 to the fuel tank 11. It plays a central role in regulating the braking torque of the retarder 13. By controlling the oil return rate, it influences the oil pressure and filling rate within the retarder, thereby achieving precise regulation of the braking torque. During the operation of the retarder 13, the controller 15 dynamically adjusts the opening of the throttle valve 43 based on actual demand, ensuring that the braking torque output by the retarder 13 matches the driver's intended braking torque.

[0072] Relief valve 44 is located on third oil return line 37. Its function is to automatically open when system oil pressure exceeds a preset threshold, directing excess oil to tank 11 to protect the hydraulic system from high-pressure damage. Relief valve 44 is electrically connected to controller 15, allowing it to adjust its operating state based on controller instructions at any time, ensuring the system remains within a safe pressure range at all times.

[0073] The check valve 42, throttle valve 43, and relief valve 44 together form a highly flexible and precise oil management network within the hydraulic retarder control system. The check valve 42 ensures unidirectional oil flow, the throttle valve 43 enables precise control of braking torque, and the relief valve 44 provides a safety barrier to prevent damage from excessive oil pressure.

[0074] In another embodiment of the present invention, a vehicle is provided, including a hydraulic retarder control system, wherein the hydraulic retarder control system is the hydraulic retarder control system in the above embodiment.

[0075] Specifically, the hydraulic retarder control system includes a fuel tank 11, a gearbox 12, a retarder 13, a radiator 14 and an oil pump assembly 16, the oil inlet of the oil pump assembly 16 being connected to the fuel tank 11; the oil outlet of the oil pump assembly 16 being selectively connected to the oil inlet of the gearbox 12 through a gearbox regulating valve 21; the oil outlet of the oil pump assembly 16 being selectively connected to the oil inlet of the retarder 13 through a first switching valve 23, and the first oil outlet of the retarder 13 being connected to the fuel tank 11; the oil outlet of the oil pump assembly 16 being selectively connected to the oil inlet of the radiator 14 through a second switching valve 24, and the second oil outlet of the retarder 13 being connected to the oil inlet of the radiator 14, and the oil outlet of the radiator 14 being selectively connected to the oil inlet of the gearbox 12 and the oil inlet of the retarder 13 through a radiator regulating valve 22.

[0076] Combine Figure 1 As shown, in this embodiment, the oil pump assembly 16 is used to uniformly supply oil to the gearbox 12 and the retarder 13, avoiding the redundancy of the dual oil pump system, reducing the space occupied by the equipment, reducing the complexity of the system, and thus improving the integration and space utilization of the entire hydraulic control system. The introduction of the first switch valve 23 and the second switch valve 24 allows the oil pump assembly 16 to quickly switch the oil supply target according to actual needs. When it is necessary to strengthen the braking force of the retarder 13, oil can be directly supplied to the retarder 13 through the first switch valve 23 without going through traditional filling links such as "gas-top-liquid", thereby overcoming the response delay and inaccurate control caused by the compressibility of the gas. When the retarder 13 brake is canceled, the oil can quickly return to the oil tank 11 through the first oil outlet of the retarder 13, reducing no-load losses and improving system energy efficiency.

[0077] In another embodiment of the present invention, a hydraulic retarder control method is provided for controlling the above-mentioned hydraulic retarder control system, comprising the following steps:

[0078] Step S102, obtaining the required braking torque of the vehicle and the oil temperature in the fuel tank;

[0079] Step S104: Generate a target strategy control set based on the required braking torque and the oil temperature. The target strategy control set is used to control the target valve body to perform the target action, wherein the target valve body includes at least one of the following: a transmission regulating valve, a radiator regulating valve, a first switching valve, and a second switching valve.

[0080] In step S102, real-time vehicle data is collected, primarily including the required braking torque and the oil temperature in the fuel tank. The required braking torque reflects the driver's or the vehicle's autonomous driving system's requirement for assisted braking, while the oil temperature is a key indicator for assessing the system's heat dissipation needs. Accurately acquiring this data provides a foundation for subsequent control strategy development.

[0081] In step S104, based on the collected required braking torque and oil temperature information, the controller 15 generates a series of target strategy control sets to guide the execution of target valves in the system (including but not limited to the transmission regulating valve 21, the radiator regulating valve 22, the first switching valve 23, and the second switching valve 24). This process involves complex algorithmic decision-making, aiming to balance braking efficiency and system heat dissipation, ensuring optimal braking performance and system stability under various vehicle operating conditions.

[0082] When it is detected that the required braking torque is zero and the oil temperature is low, the target strategy control set may instruct the transmission regulating valve 21 to open, giving priority to ensuring the lubrication needs of the transmission; if the oil temperature rises above the threshold, even in non-braking conditions, the controller 15 may activate the radiator regulating valve 22, and guide the oil through the radiator 14 through the second switch valve 24 to reduce the oil temperature; when the vehicle requires auxiliary braking, the controller 15 will adjust the opening degree of the first switch valve 23 and the throttle diameter of the throttle valve 43 according to the size of the required braking torque to ensure that the retarder 13 is sufficiently and accurately filled with oil, while taking into account the heat dissipation needs; when the retarder 13 stops working, the controller 15 shifts the strategy focus to rapid oil drainage, and by adjusting the states of the second switch valve 24 and the throttle valve 43, accelerates the return of oil in the working chamber of the retarder 13 to reduce no-load losses.

[0083] Based on steps S102-S104, the present invention provides a dynamic, intelligent management mechanism for the hydraulic retarder control system, enabling rapid response to changing driving conditions, optimizing braking performance and system heat dissipation, and thereby improving the vehicle's overall safety and operating economy. This control method fully reflects the pursuit of data-driven decision-making and system integration optimization in modern vehicle technology, and is a significant technological innovation.

[0084] Furthermore, based on the required braking torque and oil temperature, a target strategy control set is generated, including:

[0085] In step S201, in response to the required braking torque and the oil temperature satisfying the first preset condition, a first target control strategy in the target strategy control set is generated. The first target control strategy is used to control the transmission regulating valve to move to the first working position, the radiator regulating valve to move to the third working position, and the first switch valve and the second switch valve to move to the disconnected position.

[0086] In step S202, in response to the required braking torque and the oil temperature satisfying the second preset condition, a second target control strategy in the target strategy control set is generated. The second target control strategy is used to control the transmission regulating valve to move to the second working position, the second switch valve to move to the conduction position, the radiator regulating valve to move to the fourth working position, and the first switch valve to move to the disconnection position.

[0087] In step S203, in response to the required braking torque and the oil temperature satisfying a third preset condition, a third target control strategy in the target strategy control set is generated. The third target control strategy is used to control the transmission regulating valve to move to the first working position, the first switch valve to move to the conduction position, the radiator regulating valve to move to the third working position, and the first switch valve to move to the disconnection position; the third preset condition includes the required braking torque changing from 0 to non-zero.

[0088] In step S204, in response to the required braking torque and the oil temperature satisfying a fourth preset condition, a fourth target control strategy in the target strategy control set is generated. The fourth target control strategy is used to control the throttle valve in the target valve body to a non-throttled state. The fourth preset condition includes the required braking torque changing from non-zero to zero.

[0089] In step S201, the transmission lubrication working condition is set. The first preset condition includes that the required braking torque is 0 and the oil temperature is less than a threshold value. When the required braking torque is 0 and the oil temperature is lower than a certain threshold value, the first target control strategy generated by the controller 15 will move the transmission regulating valve 21 to the first working position (i.e., the P port of the transmission regulating valve 21 is connected to the A port), allowing the oil output by the electronic oil pump 162 to flow directly into the transmission 12, providing the necessary lubrication without additional heat dissipation. The radiator regulating valve 22 is adjusted to the third working position (i.e., the P port of the radiator regulating valve 22 is connected to the A port, or the radiator regulating valve 22 is not working) to ensure that the radiator 14 does not participate in the current oil circulation. At the same time, the first switch valve 23 and the second switch valve 24 are both in the disconnected position, preventing the oil from flowing to the retarder 13 and the heat dissipation circuit, focusing on transmission lubrication.

[0090] Combine Figure 2 As shown, the oil flow path at this time is: oil tank 11 - first oil pipeline 31 (filter 41) - electronic oil pump 162 - second oil pipeline 32 (transmission regulating valve 21 (P port-A port)) - transmission 12.

[0091] In step S202, the transmission heat dissipation and lubrication operating condition is established. The second preset condition includes the required braking torque being zero and the oil temperature being greater than or equal to a threshold. When the required braking torque is zero but the oil temperature rises to or exceeds the threshold, the controller generates a second target control strategy to promote oil heat dissipation. The transmission control valve 21 moves to the second operating position (i.e., port P of the transmission control valve 21 is connected to port T), cutting off the direct oil supply to the transmission 12. Simultaneously, the second on-off valve 24 is controlled to the on position, allowing oil from the electronic oil pump 162 to flow through the radiator 14 for cooling. The radiator control valve 22 then moves to the fourth operating position (i.e., port A of the radiator control valve 22 is connected to port T), reintroducing the cooled oil into the transmission lubrication line, achieving both heat dissipation and lubrication. The first on-off valve 23 is in the off position, preventing oil from flowing to the retarder 13.

[0092] Combine Figure 3 As shown, the oil flow path at this time is: oil tank 11 - first oil pipeline 31 (filter 41) - electronic oil pump 162 - third oil pipeline 33 (second switching valve 24 - radiator 14 - radiator regulating valve 22 (port A-port T)) - transmission regulating valve 21 (port A-port T) - transmission 12.

[0093] In step S203, for the retarder braking condition, when the required braking torque changes from 0 to non-0, indicating that the vehicle needs auxiliary braking, the third target control strategy generated by the controller will enable the retarder 13. The transmission regulating valve 21 is controlled to return to the first working position to keep the transmission lubricated. The first switch valve 23 will move to the conduction position, allowing oil to flow from the electronic oil pump 162 to the retarder 13, and start filling to establish the braking torque. The radiator regulating valve 22 is still in the third working position to ensure that the radiator 14 does not participate in the oil circulation during the retarder filling process to avoid diluting the braking efficiency. At this time, the second switch valve 24 remains in the disconnected state to prevent the oil from flowing directly back to the oil tank from the retarder working chamber.

[0094] Combine Figure 4 As shown, the oil flow path at this time is: fuel tank 11 - first oil pipeline 31 (filter 41) - electronic oil pump 162 - second oil pipeline 32 (transmission control valve 21 (P port - A port)) - transmission 12. The second oil flow path is: fuel tank 11 - first oil pipeline 31 (filter 41) - electronic oil pump 162 - fourth oil pipeline 34 (first on-off valve 23 - check valve 42) - retarder 13 (retarder 13 oil inlet - retarder 13 second oil outlet) - radiator 14 - radiator control valve 22 (A port - P port) - first oil return pipeline 35 - retarder 13.

[0095] In step S204, during the retarder's stop braking condition, when the required braking torque returns to zero, the controller generates a fourth target control strategy to rapidly return the oil within the retarder 13 to the fuel tank 11. This strategy focuses on regulating the throttle valve 43, adjusting it to a non-throttled state (i.e., maximum opening) to accelerate the oil return rate and reduce the retarder's no-load losses. During this phase, the states of other valves, such as the transmission control valve 21, radiator control valve 22, first on-off valve 23, and second on-off valve 24, are determined based on whether transmission lubrication or system cooling is currently required. These valves are typically positioned to minimize the retarder's rapid oil drain.

[0096] Combine Figure 5 As shown, the main newly added flow path of the oil at this time is: radiator 14 → second oil return pipeline 36 (throttle valve 43 ) → oil tank 11 .

[0097] Through these carefully designed control strategies, the present invention effectively coordinates the oil flow between different components, achieving efficient operation and optimal performance of the hydraulic retarder control system under various driving conditions.

[0098] From the above description, it can be seen that the above embodiments of the present invention achieve the following technical effects:

[0099] 1) Directly filling the retarder's working chamber with oil via an electronic oil pump eliminates the impact of gas compressibility in the traditional "gas-over-liquid" method, significantly improving the hydraulic retarder's response speed and braking stability. The electronic oil pump's rapid response ensures immediate improvement in braking performance, especially in emergency braking situations, enabling faster development of the necessary braking torque and enhancing driving safety.

[0100] 2) The provision of the second oil return line 36 and the throttle valve 43 ensures that when the retarder 13 stops working, the oil can be quickly discharged from the working chamber and returned to the oil tank 11, thereby reducing the no-load energy consumption caused by oil retention, reducing the overall operating cost of the vehicle, and also speeding up the preparation speed when the retarder 13 is restarted.

[0101] 3) The integrated design of key components, including the transmission, retarder, radiator, electronic oil pump, and oil pan, reduces the need for additional storage and cooling devices, saving valuable space within the vehicle while significantly lowering assembly costs. The integrated oil circuit design simplifies the system structure, reduces maintenance, and improves the vehicle's economy and practicality.

[0102] 4) The controller collects and analyzes vehicle driving data and oil temperature information in real time, intelligently generates and executes the target strategy control set, ensuring that the system can automatically switch to the most appropriate operating mode under different operating conditions, achieving the optimal balance between transmission lubrication, heat dissipation and retarder braking.

[0103] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used herein to describe the spatial positional relationship of a device or feature to other devices or features as shown in the figures. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figures. For example, if the device in the drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0104] In addition to the above, it should be noted that references to "one embodiment," "another embodiment," "an embodiment," and the like in this specification refer to specific features, structures, or characteristics described in conjunction with that embodiment as included in at least one embodiment generally described in this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in conjunction with any embodiment, it is intended that such feature, structure, or characteristic, when implemented in conjunction with other embodiments, also falls within the scope of the present invention.

[0105] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0106] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A hydraulic retarder control system, characterized in that: include: An oil tank (11), an oil inlet of an oil pump assembly (16) is in communication with the oil tank (11); A gearbox (12), wherein the oil outlet of the oil pump assembly (16) is selectively connected to the oil inlet of the gearbox (12) via a gearbox regulating valve (21); A retarder (13), wherein the oil outlet of the oil pump assembly (16) is selectively connected to the oil inlet of the retarder (13) through a first switch valve (23), and the first oil outlet of the retarder (13) is connected to the oil tank (11); The radiator (14) is provided with an oil pump assembly (16), the oil outlet of the oil pump assembly (16) is selectively connected to the oil inlet of the radiator (14) through a second switching valve (24), the second oil outlet of the retarder (13) is connected to the oil inlet of the radiator (14), and the oil outlet of the radiator (14) is selectively connected to the oil inlet of the gearbox (12) and the oil inlet of the retarder (13) through a radiator regulating valve (22).

2. The hydraulic retarder control system according to claim 1, characterized in that: The hydraulic retarder control system includes: A controller (15), wherein the controller (15) is electrically connected to the transmission regulating valve (21), the radiator regulating valve (22), the first switch valve (23), and the second switch valve (24), and the controller (15) is used to control the communication state of the transmission regulating valve (21), the radiator regulating valve (22), the first switch valve (23), and the second switch valve (24).

3. The hydraulic retarder control system according to claim 2, characterized in that: The oil pump assembly (16) comprises: A driving motor (161), wherein the controller (15) is electrically connected to the driving motor (161), and the controller (15) is used to control the rotation speed of the driving motor (161); An electronic oil pump (162), the output end of the drive motor (161) is connected to the electronic oil pump (162), the oil inlet of the electronic oil pump (162) is communicated with the oil tank (11), and the oil outlet of the electronic oil pump (162) is communicated with the second end of the transmission regulating valve (21), the second end of the first switch valve (23), and the first end of the second switch valve (24).

4. The hydraulic retarder control system according to claim 2 or 3, characterized in that: The hydraulic retarder control system includes: a first oil delivery pipeline (31), one end of the first oil delivery pipeline (31) being in communication with the oil tank (11), and the other end of the first oil delivery pipeline (31) being in communication with the oil inlet of the oil pump assembly (16); a second oil delivery pipeline (32), one end of the second oil delivery pipeline (32) being in communication with the oil outlet of the oil pump assembly (16), and the other end of the second oil delivery pipeline (32) being selectively in communication with the oil inlet of the gearbox (12) via a gearbox regulating valve (21); a third oil delivery pipeline (33), one end of the third oil delivery pipeline (33) being in communication with the oil outlet of the oil pump assembly (16), and the other end of the third oil delivery pipeline (33) being selectively in communication with the oil inlet of the gearbox (12) via a second switching valve (24), a radiator (14), and a radiator regulating valve (22); A fourth oil delivery pipeline (34), one end of which is in communication with the oil outlet of the oil pump assembly (16), and the other end of which is selectively in communication with the oil inlet of the retarder (13) via a first switch valve (23).

5. The hydraulic retarder control system according to claim 4, characterized in that: The hydraulic retarder control system includes: a first oil return line (35), one end of the first oil return line (35) being in communication with the second oil outlet of the retarder (13), and the other end of the first oil return line (35) being selectively in communication with the oil inlet of the retarder (13) via the radiator (14) and the radiator regulating valve (22); a second oil return pipeline (36), one end of the second oil return pipeline (36) being in communication with the first oil outlet of the retarder (13), and the other end of the second oil return pipeline (36) being in communication with the oil tank (11); A third oil return pipeline (37), one end of which is in communication with the oil outlet of the oil pump assembly (16), and the other end of which is in communication with the oil tank (11).

6. The hydraulic retarder control system according to claim 5, characterized in that: The hydraulic retarder control system includes: A filter (41) is provided on the first oil delivery pipeline (31), an oil inlet of the filter (41) is communicated with the oil tank (11), and an oil outlet of the filter (41) is communicated with the oil inlet of the oil pump assembly (16).

7. The hydraulic retarder control system according to claim 5 or 6, characterized in that: The hydraulic retarder control system includes: a one-way valve (42), the one-way valve (42) being arranged on the fourth oil delivery pipeline (34), the one-way valve (42) being electrically connected to the controller (15), the oil inlet of the one-way valve (42) being selectively connected to the first switch valve (23), and the oil outlet of the one-way valve (42) being connected to the oil inlet of the retarder (13); a throttle valve (43), the throttle valve (43) being arranged on the second oil return line (36), the throttle valve (43) being electrically connected to the controller (15), the oil inlet of the throttle valve (43) being connected to the first oil outlet of the retarder (13), and the oil outlet of the throttle valve (43) being connected to the oil tank (11); A relief valve (44) is provided on the third oil return line (37), the relief valve (44) is electrically connected to the controller (15), the oil inlet of the throttle valve (43) is communicated with the oil outlet of the oil pump assembly (16), and the oil outlet of the throttle valve (43) is communicated with the oil tank (11).

8. A vehicle comprising a hydraulic retarder control system, characterized in that: The hydraulic retarder control system is the hydraulic retarder control system according to any one of claims 1 to 7.

9. A hydraulic retarder control method, used to control the hydraulic retarder control system according to any one of claims 1 to 7, characterized in that: The steps include: Obtain the required braking torque of the vehicle and the oil temperature in the fuel tank; Based on the required braking torque and the oil temperature, a target strategy control set is generated, and the target strategy control set is used to control the target valve body to perform the target action, wherein the target valve body includes at least one of the following: a transmission regulating valve, a radiator regulating valve, a first switching valve, and a second switching valve.

10. The hydraulic retarder control method according to claim 9, characterized in that: Generating the target strategy control set based on the required braking torque and the oil temperature includes: In response to the required braking torque and the oil temperature satisfying a first preset condition, generating a first target control strategy in a target strategy control set, the first target control strategy being used to control the transmission regulating valve to move to a first working position, the radiator regulating valve to move to a third working position, and the first on-off valve and the second on-off valve to move to an off position; In response to the required braking torque and the oil temperature satisfying a second preset condition, generating a second target control strategy in the target strategy control set, the second target control strategy being used to control the transmission regulating valve to move to a second working position, the second switching valve to move to an on position, the radiator regulating valve to move to a fourth working position, and the first switching valve to move to a disconnected position; In response to the required braking torque and the oil temperature satisfying a third preset condition, generating a third target control strategy in the target strategy control set, the third target control strategy being used to control the transmission regulating valve to move to a first working position, the first switching valve to move to an on position, the radiator regulating valve to move to a third working position, and the first switching valve to move to a disconnected position; In response to the required braking torque and the oil temperature satisfying a fourth preset condition, a fourth target control strategy in the target strategy control set is generated, and the fourth target control strategy is used to control the throttle valve in the target valve body to be adjusted to a non-throttling state.

Images