Tank internal pressure controllable hydraulic retarder

Abstract

The present invention belongs to automobile equipment in the transportation industry, and particularly relates to a hydraulic retarder with controllable internal pressure in the oil tank. A pressure sensor is connected to the oil tank, and a water temperature sensor is connected to the cooling water outlet pipe of the heat exchanger. The oil layer in the heat exchanger is connected to the oil tank through an oil inlet pipe, and the oil layer is connected to the rotor through a bypass oil return pipe. The oil inlet of the stator is connected to the oil tank through an oil inlet pipe 1, and the oil outlet of the stator is connected to the throttle valve and a one-way valve in series through an oil inlet pipe 2, and finally connected to the bypass oil return pipe to the oil layer of the heat exchanger. The lubricating oil pump is connected to the bottom of the oil tank through a lubricating oil pump suction pipe. The structure of a stepper motor and a proportional valve is used to replace the electromagnetic air proportional valve, and the proportional valve is driven by a stepper motor to provide the required compressed air for the hydraulic retarder, and then the pressure sensor feedbacks the signal to the ECU controller, so that the braking torque generated by the hydraulic retarder is more stable, with fewer failures, and the control is simpler and more accurate.

Description

Technical Field

[0001] The invention belongs to automobile equipment in the transportation industry, and in particular relates to a hydraulic retarder with controllable internal pressure of an oil tank. 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 lead 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. At present, most hydraulic retarders work under compressed air control. Compressed air enters and exits the hydraulic retarder tank through the electromagnetic air proportional valve, thereby ensuring the required pressure when the retarder is working. However, the electromagnetic air proportional valve is prone to valve stem jamming during installation or after long-term operation, which makes the hydraulic retarder unable to exit work and is not convenient for maintenance and repair, causing great hidden dangers for users. It also affects the braking performance of the vehicle. Most electromagnetic proportional valves are imported from abroad and are expensive. Summary of the invention

[0003] The object of the present invention is to overcome the above technical deficiencies and provide a tank internal pressure controllable hydraulic retarder which has a compact structure, is easy to control and has reliable performance.

[0004] The technical solution adopted by the present invention to solve the technical problem is: the hydraulic retarder with controllable internal pressure of the oil tank includes an oil tank, an ECU controller, a rotor, a stator, a transmission shaft, a lubricating oil pump, a stepper motor, and a heat exchanger. The hydraulic retarder is characterized in that a pressure sensor is connected to the oil tank, a water temperature sensor is connected to the cooling water outlet pipe of the heat exchanger, an oil temperature sensor is connected to the bypass return oil pipe connected to the rotor, and a stepper motor connected to the proportional valve is connected to the ECU controller through a wiring harness to form a control unit. The exhaust port on the proportional valve is connected to the oil tank through an exhaust pipe 1, the air inlet of the proportional valve is connected to the air supply pipe, and the muffler is connected to the exhaust port of the proportional valve through an exhaust pipe 2. The proportional valve is installed at the output shaft end of the stepper motor. The oil layer in the heat exchanger is connected to the oil tank through an oil inlet line 1, and the rotor is connected to the oil tank through a bypass return oil line below the oil layer. The oil inlet of the stator is connected to the oil tank through an oil inlet line 1, and the oil outlet of the stator is connected to the throttle valve and a one-way valve in series through an oil inlet line 2, and finally connected to the bypass return oil line to the oil layer of the heat exchanger. The rotor, stator and transmission shaft are installed on the same axis and in an oil chamber. A float valve is connected to the stator, and an oil-gas separator is connected above the float valve. The upper end of the oil-gas separator is connected to the atmosphere. The lubricating oil pump is installed at the end of the transmission shaft, and the lubricating oil pump is connected to the bottom of the oil tank through a lubricating oil pump suction line.

[0005] The beneficial effects of the present invention are as follows: the internal pressure controllable hydraulic retarder of the oil tank utilizes the structural form of a stepper motor and a proportional valve to replace the electromagnetic air proportional valve, and the proportional valve is driven by a stepper motor to provide the required compressed air for the hydraulic retarder, and then the pressure sensor feeds back the signal to the ECU controller, and can also collect relevant signals of the vehicle through the vehicle ECU communication, so as to grasp the running status of the hydraulic retarder and the vehicle at all times, which can not only enable the hydraulic retarder to exert the best braking performance, but also play a role in protecting the hydraulic retarder. The braking torque generated by the hydraulic retarder is more stable, with fewer failures, and the control is simpler and more accurate, avoiding the frequent jamming and non-working phenomenon of the electromagnetic air proportional valve, reducing the use failure of the hydraulic retarder, and improving the safety and reliability of the hydraulic retarder when in use. At the same time, the cost of the hydraulic retarder is greatly reduced, and the installation and maintenance are convenient, which enhances the cost performance of the user. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0007] Figure 1 It is a structural flow chart of a hydraulic retarder with controllable internal pressure in the oil tank.

[0008] In the figure, 1-rotor; 2-stator; 3-float valve; 4-oil-gas separator; 5-stepping motor; 6-ECU controller; 7-proportional valve; 8-muffler; 9-air supply pipeline; 10-oil filling screw plug; 11-pressure sensor; 12-oil tank; 13-water temperature sensor; 14-heat exchanger; 15-oil drain plug; 16-check valve; 17-throttle valve; 18-oil temperature sensor; 19-oil inlet pipeline 1; 20-lubricating oil pump suction pipeline; 21-oil inlet pipeline 2; 22-bypass return oil pipeline; 23-cooling water inlet pipeline; 24-cooling water outlet pipeline; 25-exhaust pipeline 1; 26-exhaust pipeline 2; 27-lubricating oil pump; 28-drive shaft. DETAILED DESCRIPTION

[0009] For example, see the attached Figure 1The oil tank internal pressure controllable hydraulic retarder is connected to the exhaust port of the proportional valve 7 through an exhaust pipe 25 above the oil tank 12, the air supply pipe 9 is connected to the air inlet of the proportional valve 7, the muffler 8 is connected to the exhaust port of the proportional valve 7 through an exhaust pipe 26, the proportional valve 7 is installed on the output shaft end of the stepper motor 5, the stepper motor 5 is connected to the ECU controller 6 with a wiring harness, the oil inlet pipe 19 and the lubricating oil pump suction pipe 20 are respectively connected to the oil inlet of the stator 2 and the lubricating oil pump 27 at the bottom of the oil tank 12, and the oil inlet pipe 19 is also connected to the oil outlet above the oil layer of the heat exchanger 14. The pressure sensor 11 is connected to the top of the oil tank 12, and the pressure sensor 11 is connected to the ECU controller 6 with a wiring harness. An oil filling screw plug 10 is provided above the oil tank 12, and an oil drain plug 15 is provided below the oil tank 12. In the heat exchanger 14, there is a layer of water and a layer of oil. The oil medium inlet is connected to the oil outlet pipeline of the oil tank 12, and the oil medium outlet is connected to the oil inlet pipeline 21 and the bypass return oil pipeline 22. The water pipe inlet in the heat exchanger 14 is connected to the cooling water inlet pipe 23, and the water outlet is connected to the cooling water outlet pipeline 24. The water temperature sensor 13 is connected to the cooling water outlet pipeline 24, and the water temperature sensor 13 is connected to the ECU controller 6 with a wiring harness. The rotor 1 and the lubricating oil pump 27 are installed on the transmission shaft 28, and the transmission shaft 28 is coaxially connected with the rotor 1 and the lubricating oil pump 27, and drives the rotor 1 and the lubricating oil pump 27 to work. 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 at a certain angle to the axial vertical plane and are evenly distributed in the arc grooves of the rotor 1 and stator 2. 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 arc oil chambers by the blades to form the working chamber of the rotor 1 and stator 2. A float valve 3 is connected above the stator 2. A float and an oil seal are arranged inside the float valve 3. An oil-gas separator 4 is connected above the float valve 3. The upper end of the oil-gas separator 4 is connected to the atmosphere. The oil-gas separator 4 is connected to the working chamber formed by the rotor 1 and stator 2 through the exhaust holes on the blades of the stator 2. An oil temperature sensor 18 is connected to the bypass oil return pipeline 22, and the oil temperature sensor 18 is connected to the ECU controller 6 with a wiring harness. A throttle valve 17 and a check valve 16 are connected in series on the second oil inlet pipeline 21 between the stator 2 and the heat exchanger 14. The check valve 16 damps the oil flowing through the throttle valve 17 to prevent the oil from flowing back. The second oil inlet pipeline 21 and the bypass oil return pipeline 22 are connected to the lower part of the oil layer in the heat exchanger 14.

[0010] The working principle of the present invention is: when the hydraulic retarder with controllable internal pressure of the oil tank is working, the stepper motor 5 drives the proportional valve 7 according to the control signal sent by the ECU controller 6, cuts off the connection between the exhaust pipeline 1 25 and the exhaust pipeline 2 26, connects the air source supply pipeline 9 and the intake and exhaust pipeline 1 25, and adjusts the air intake amount entering the oil tank 12 by adjusting the opening size of the air source supply pipeline 9 and the exhaust pipeline 1 25, thereby ensuring the dynamic balance of the oil above the oil tank 12 according to the set compressed air pressure value to meet the oil pressure and oil flow required by the hydraulic retarder when working. The ECU controller 6 receives feedback signals from the water temperature sensor 13, the oil temperature sensor 18, and the pressure sensor 11, analyzes the current working status information of the hydraulic retarder, and then sends out a control signal to control the stepper motor 5 to drive the proportional valve 7, so that the exhaust line 1 25 and the air supply line 9 are completely closed, and the exhaust line 1 25 and the exhaust line 2 26 are completely connected. At this time, the inside of the hydraulic retarder tank 12 is connected to the outside atmosphere, and the compressed air is discharged into the atmosphere through the exhaust line 2 26. There is no compressed air above the tank 12, and the hydraulic retarder stops working.

Claims

1. A hydraulic retarder with controllable internal pressure of an oil tank, comprising an oil tank (12), an ECU controller (6), a rotor (1), a stator (2), a transmission shaft (28), a lubricating oil pump (27), a stepping motor (5), and a heat exchanger (14), characterized in that: A pressure sensor (11) is connected to the oil tank (12), a water temperature sensor (13) is connected to the cooling water outlet pipe (24) of the heat exchanger (14), an oil temperature sensor (18) is connected to the bypass oil return pipe (22) connected to the rotor (1), and a stepper motor (5) connected to the proportional valve (7) is connected to the ECU controller (6) through a wiring harness to form a control unit. The exhaust port on the proportional valve (7) is connected to the oil tank (12) through an exhaust pipe 1 (25), the air inlet of the proportional valve (7) is connected to the air supply pipe (9), the muffler (8) is connected to the exhaust port of the proportional valve (7) through an exhaust pipe 2 (26), the proportional valve (7) is installed at the output shaft end of the stepper motor (5), and the oil layer in the heat exchanger (14) is connected to the oil tank (12) through an oil inlet pipe 1 (19). The oil layer below the rotor (1) is connected through a bypass oil return pipeline (22), and the oil inlet of the stator (2) is connected to the oil tank (12) through an oil inlet pipeline 1 (19). The oil outlet of the stator (2) is connected in series to a throttle valve (17) and a one-way valve (16) through an oil inlet pipeline 2 (21), and finally connected to the bypass oil return pipeline (22) to the oil layer of the heat exchanger (14). The rotor (1), the stator (2) and the transmission shaft (28) are installed on the same axis and installed in an oil chamber. The stator (2) is connected to a float valve (3), and the float valve (3) is connected to an oil-gas separator (4). The upper end of the oil-gas separator (4) is connected to the atmosphere. The lubricating oil pump (27) is installed at the end of the transmission shaft (28), and the lubricating oil pump (27) is connected to the bottom of the oil tank (12) through a lubricating oil pump suction pipeline (20).

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