Constant speed deceleration controllable hydraulic retarder

Abstract

The present invention belongs to automobile equipment in the transportation industry, and particularly relates to a constant speed deceleration controllable hydraulic retarder. The control unit of the hydraulic retarder is composed of a servo motor, a water temperature sensor, an oil temperature sensor, a pressure sensor, and an electromagnetic reversing valve connected to an ECU controller through a wiring harness to transmit signals. The water temperature sensor is installed on the outlet pipe of the heat exchanger, the electromagnetic reversing valve is installed on the oil inlet pipe, the stator oil inlet is connected to the electromagnetic reversing valve through the oil inlet pipe, the rotor and the lubricating oil pump are coaxially connected through a transmission shaft, the stator is connected to one end of the throttle valve through the oil outlet pipe, a cooling water inlet pipe and a cooling water outlet pipe are provided on one side of the heat exchanger, and one end of the water temperature sensor is connected to the cooling water outlet pipe. According to the driving state of the vehicle, the ECU controller can accurately monitor the feedback signals of the pressure sensor, the water temperature sensor, and the oil temperature sensor, so that the control of the hydraulic retarder can be intelligent and accurate, and the control is more accurate.

Description

Technical Field

[0001] The invention belongs to automobile equipment in the transportation industry, and particularly relates to a constant speed deceleration controllable hydraulic retarder. Background Art

[0002] Due to the rapid development of automobile technology and the continuous improvement of road conditions, the speed of automobiles has generally increased. At the same time, the large-scale development of some commercial vehicles has increased their maximum total mass to varying degrees, thereby increasing the inertia of vehicle driving. High-speed and frequent braking leads to reduced braking efficiency, which also threatens the driving safety of heavy-duty commercial vehicles in road transportation. Therefore, auxiliary braking devices must be installed on the car. The general hydraulic retarder is controlled by air pressure. The air pressure is the air source supply of the vehicle. The compressor of the vehicle will consume the power of the vehicle engine, resulting in energy waste. Due to the high compressibility of gas, the gas pressure and flow cannot be accurately controlled, resulting in a long reaction time, which affects the braking performance of the vehicle. Summary of the invention

[0003] The purpose of the present invention is to overcome the above technical deficiencies and provide a constant speed deceleration controllable hydraulic retarder with compact structure, convenient installation, flexible and reliable braking.

[0004] The technical solution adopted by the present invention to solve the technical problem is: a constant speed deceleration controllable hydraulic retarder includes a stator, a rotor, an electromagnetic reversing valve, a safety valve, a servo motor, an ECU controller, a hydraulic oil pump, and an oil tank. Its characteristics are that a control unit of the hydraulic retarder is composed of a servo motor, a water temperature sensor, an oil temperature sensor, a pressure sensor, and an electromagnetic reversing valve connected to the ECU controller through a wiring harness to transmit signals. The water temperature sensor is installed on the cooling water outlet pipeline of the heat exchanger, and the electromagnetic reversing valve is installed on the oil inlet pipeline. The stator oil inlet, one end of the safety valve, the oil outlet of the hydraulic oil pump, and the upper oil layer of the heat exchanger are connected through the oil inlet pipeline. The oil outlet of the electromagnetic reversing valve is connected to the oil drain pipeline, and the oil drain pipeline is connected to the other end of the safety valve and finally to the oil tank. The servo motor is connected to the hydraulic oil pump, the oil inlet of the hydraulic oil pump is connected to the oil tank through a pipeline, and the oil outlet of the hydraulic oil pump is connected to the pressure sensor through the oil inlet pipeline. The oil inlet pipeline is connected to the working chamber composed of the rotor and stator with blades through the electromagnetic reversing valve. The bladed surfaces of the rotor and the stator are installed relatively to each other. An oil inlet and an oil outlet are arranged on the stator. The stator oil inlet is connected to the electromagnetic reversing valve through the oil inlet pipeline. The rotor and the lubricating oil pump are coaxially connected through the transmission shaft. The oil-gas separator is installed above the float valve. The lower end of the float valve and the exhaust holes on the stator blades are connected to the working chamber composed of the rotor and the stator. The stator is connected to one end of the throttle valve through the oil outlet pipeline. The rotor is connected to one end of the oil temperature sensor to the other end of the heat exchanger through the bypass oil return pipeline. The other end of the throttle valve is connected to one end of the check valve through the oil outlet pipeline. The other end of the check valve is connected to the bypass oil return pipeline to the lower end of the oil layer of the heat exchanger through the oil outlet pipeline. A cooling water inlet pipeline and a cooling water outlet pipeline are arranged on one side of the heat exchanger. One end of the water temperature sensor is connected to the cooling water outlet pipeline.

[0005] The beneficial effects of the present invention are as follows: the constant speed deceleration controllable hydraulic retarder can accurately monitor the signals fed back by the pressure sensor, the water temperature sensor and the oil temperature sensor according to the driving state of the vehicle. The signals are analyzed by the ECU controller and then sent out to control the servo motor and the electromagnetic reversing valve. The servo motor drives the hydraulic oil pump to provide the hydraulic oil of the required pressure for the hydraulic retarder, so that the control of the hydraulic retarder is intelligent and accurate, the working response is rapid, the braking torque generated is more stable, and the control is more accurate. The hydraulic retarder effectively shortens the response time of vehicle braking, enhances the safety of vehicle driving, reduces the consumption of engine power, saves energy and protects the environment, has a compact structure, and is easy to install through the combination of the servo motor and the hydraulic oil pump. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] The following is a detailed description of the embodiments with reference to the accompanying drawings.

[0007] Figure 1 This is a structural connection diagram of a constant speed deceleration controllable hydraulic retarder.

[0008] In the figure, 1-rotor; 2-stator; 3-float valve; 4-oil-gas separator; 5-electromagnetic reversing valve; 6-safety valve; 7-servo motor; 8-ECU controller; 9-pressure sensor; 10-hydraulic oil pump; 11-exhaust valve; 12-oil tank; 13-heat exchanger; 14-water temperature sensor; 15-oil drain plug; 16-check valve; 17-throttle valve; 18-oil temperature sensor; 19-lubricating oil pump; 20-drive shaft; 21-oil inlet pipeline; 22-oil drain pipeline; 23-lubricating oil pump suction pipeline; 24-oil outlet pipeline; 25-bypass oil return pipeline; 26-cooling water outlet pipeline; 27-cooling water inlet pipeline. DETAILED DESCRIPTION

[0009] For example, see the attached Figure 1The constant speed deceleration controllable hydraulic retarder is connected to the exhaust valve 11 and the oil inlet of the hydraulic oil pump 10 through a pipeline above the oil tank 12. The hydraulic oil pump 10 is connected to the servo motor 7 and serves as a driving force. The servo motor 7 is connected to the ECU controller 8 through a wiring harness. On the side of the oil tank 12, one end of the safety valve 6 and the oil outlet of the electromagnetic reversing valve 5 are connected through an oil drain pipeline 22. The electromagnetic reversing valve 5 is connected to the ECU controller 8 through a wiring harness. The oil outlet of the hydraulic oil pump 10 is connected to the heat exchanger 13 and the other end of the safety valve through an oil inlet pipeline 21 and is connected to the oil inlet of the stator 2 through the electromagnetic reversing valve 5. The transmission shaft 20 is equipped with a rotor 1 and a lubricating oil pump 19. The transmission shaft 20 is coaxially connected with the rotor 1 and the lubricating oil pump 19, and drives the rotor 1 and the lubricating oil pump 19 to work. A float valve 3 is connected above the stator 2. A float and an oil seal are arranged in the float valve 3. The float valve 3 can both exhaust air and seal oil. The rotor 1, stator 2 and transmission shaft 28 are installed on the same axis and in an oil chamber. The rotor 1 and stator 2 are installed with blade surfaces facing each other. The blades are evenly distributed in the circular arc grooves of the rotor 1 and stator 2 at a certain angle to the axial vertical plane. The grooves divide the oil chamber into the outer oil chamber of the rotor 1 and stator 2 and the inner oil chamber of the rotor 1 and stator 2. The inner oil chamber of the rotor 1 and stator 2 is further divided into multiple circular arc oil chambers by the blades to form the working chamber of the rotor 1 and stator 2. The oil-gas separator 4 is connected above the float valve 3. The oil-gas separator 4 communicates with the working chamber formed by the rotor 1 and stator 2 through the exhaust holes on the blades of the stator 2, and the top of the oil-gas separator 4 communicates with the atmosphere. The lubricating oil pump 19 communicates with the oil tank 12 through the lubricating oil pump suction pipeline 23. The oil inlet on the stator 2 is connected to the oil inlet pipeline 21, and the oil outlet on the stator 2 is communicated with the heat exchanger 13 through the throttle valve 17 and the one-way valve 16 on the oil outlet pipeline 24. The heat exchanger 13 has a layer of water medium and a layer of oil medium inside. The water medium inlet on the upper right side of the heat exchanger 13 is connected to the cooling water inlet pipeline 27, and the water medium outlet on the lower side is connected to the cooling water outlet pipeline 26. A water temperature sensor 14 is provided on the cooling water outlet pipeline 26, and the water temperature sensor 14 is connected to the ECU controller 8 through a wiring harness. The rotor 1 is connected to the oil layer of the heat exchanger 13 through a bypass oil return pipeline 25. A pressure sensor 9 is provided on the oil inlet pipeline 21, and the pressure sensor 9 is connected to the ECU controller 8 through a wiring harness. An oil temperature sensor 18 is provided on the bypass oil return pipeline 25, and the oil temperature sensor 18 is connected to the ECU controller 8 through a wiring harness. An oil drain plug 15 is provided at the bottom center of the oil tank 12.

[0010] The working principle of the present invention is as follows: the rotor 1 and the stator 2 in the constant speed deceleration controllable hydraulic retarder are located in the same oil chamber. When the retarder is working, the high-pressure oil enters the working chambers of the rotor 1 and the stator 2. In order to remove the gas in the working chambers of the rotor 1 and the stator 2, as the oil is filled, the air will be removed through the float valve 3 until the oil is filled and the float floats up to support the oil seal. The oil-gas separator 4 above the float valve 3 separates the oil and the air, isolates the oil, and ensures that the air enters and is discharged from the working chambers of the rotor 1 and the stator 2. When working, the electromagnetic reversing valve 5 is opened to allow the hydraulic oil to enter the working chambers of the rotor 1 and the stator 2. When the retarder stops working, the electromagnetic reversing valve 5 is closed, and the hydraulic oil flows back to the oil tank 12 through the oil drain line 22. The safety valve 6 plays a role in protecting the entire system. When the hydraulic oil pump 10 and the output oil pressure are too high, the safety valve 6 opens to release the pressure so that part of the hydraulic oil flows back to the oil tank 12 through the oil drain pipe 22, ensuring that the hydraulic oil pump 10 can output hydraulic oil with stable oil pressure into the working chamber of the rotor 1 and the stator 2. The exhaust valve 11 can prevent the negative pressure in the oil tank 12 when the hydraulic oil pump 10 pumps oil and prevent dirt from entering the oil tank 12. The throttle valve 17 and the one-way valve 16 play the role of stabilizing pressure, throttling and stabilizing flow damping. The ECU controller 8 analyzes the current working state of the hydraulic retarder through the signals fed back by the water temperature sensor 14, the oil temperature sensor 18, and the pressure sensor 9. The ECU controller 8 sends the analyzed signal to the servo motor 7 and the electromagnetic reversing valve 5 to adjust the working state of the hydraulic retarder. The transmission shaft 20 is connected to the vehicle gearbox. As long as the vehicle is running, the transmission shaft 20 will drive the rotor 1 and the lubricating oil pump 19 to work.

Claims

1. A constant speed deceleration controllable hydraulic retarder, comprising a stator (2), a rotor (1), an electromagnetic reversing valve (5), a safety valve (6), a servo motor (7), an ECU controller (8), a hydraulic oil pump (10), and an oil tank (12), characterized in that: The control unit of the hydraulic retarder is composed of a servo motor (7), a water temperature sensor (14), an oil temperature sensor (18), a pressure sensor (9), and an electromagnetic reversing valve (5) connected to an ECU controller (8) through a wiring harness to transmit signals. The water temperature sensor (14) is installed on a cooling water outlet pipe (26) of a heat exchanger (13). The electromagnetic reversing valve (5) is installed on an oil inlet pipe (21). The oil inlet pipe (21) is connected to an oil inlet of a stator (2), one end of a safety valve (6), an oil outlet of a hydraulic oil pump (10), and a heat exchanger (13). ), the oil outlet of the electromagnetic reversing valve (5) is connected to the oil drain pipeline (22), the oil drain pipeline (22) is connected to the other end of the safety valve and finally to the oil tank (12), the servo motor (7) is connected to the hydraulic oil pump (10), the oil inlet of the hydraulic oil pump (10) is connected to the oil tank (12) through a pipeline, the oil outlet of the hydraulic oil pump (10) is connected to the pressure sensor (9) through the oil inlet pipeline (21), the oil inlet pipeline (21) is connected to the working chamber composed of the rotor (1) with blades and the stator (2) through the electromagnetic reversing valve (5), the rotor (1) and the stator (2) are connected to the working chamber composed of the rotor (1) and the stator (2) The stator (2) is installed with blades on the surface thereof facing each other, an oil inlet and an oil outlet are provided on the stator (2), the oil inlet of the stator (2) is connected to an electromagnetic reversing valve through an oil inlet pipeline (21), the rotor (1) and the lubricating oil pump (19) are coaxially connected through a transmission shaft (20), an oil-gas separator (4) is installed above a float valve (3), the lower end of the float valve (3) and the exhaust holes on the blades of the stator (2) are connected to a working chamber formed by the rotor (1) and the stator (2), the stator (2) is connected to one end of a throttle valve (17) through an oil outlet pipeline (24), and the rotor (1) is connected to the working chamber formed by the rotor (1) and the stator (2) through a bypass. The oil return pipeline (25) connects one end of the oil temperature sensor (18) to the other end of the heat exchanger (13); the other end of the throttle valve (17) is connected to one end of the one-way valve (16) via the oil outlet pipeline (24); the other end of the one-way valve (16) is connected to the bypass oil return pipeline (25) to the lower end of the oil layer of the heat exchanger (13) via the oil outlet pipeline (24); a cooling water inlet pipeline (27) and a cooling water outlet pipeline (26) are provided on one side surface of the heat exchanger (13); and one end of the water temperature sensor (14) is connected to the cooling water outlet pipeline (26).

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