A hydraulic pump retarder for commercial vehicles

Abstract

The present invention provides a commercial vehicle hydraulic pump retarder, which mainly solves the technical problems of the existing retarder, such as large weight and volume, small continuous power, starting lag and poor braking effect at low speed. The retarder includes a pump, and the first inner cavity and the second inner cavity with single-end outlets are respectively provided at both ends of the pump axis. The pressure regulating valve extends into the first inner cavity and is connected to the pump, which is used to adjust the pressure of the liquid in the pump; the clutch device extends into the second inner cavity and is connected to the pump, which is used to realize power transmission; the pump includes a pump housing, a main rotor and N auxiliary rotors located on the outer periphery of the main rotor; the pump housing is provided with N liquid inlet channels; the main rotor is provided with N blades, and the N blades divide the cavity between the main rotor, the auxiliary rotor and the pump housing into N pump chambers, and the first liquid outlet holes are respectively provided between the first inner cavity and the N pump chambers; the pressure regulating valve is provided with a liquid outlet channel; the liquid inlet channel, the pump chamber, the first liquid outlet hole, the first inner cavity and the liquid outlet channel constitute a liquid channel.

Description

Technical Field

[0001] The invention relates to a hydraulic retarder technology, and in particular to a hydraulic resistance pump type retarder for a commercial vehicle. Background Art

[0002] As an important equipment for safe downhill driving, the retarder has a great impact on driving safety. At present, the main types of retarders are eddy current retarders and hydraulic coupling retarders. Eddy current retarders are mainly installed on buses. They are easy to install and have good low-speed performance, but they are heavy and large in size, and have low continuous power.

[0003] The existing hydraulic retarder is also called a hydraulic retarder, which is mainly installed at the output end of the transmission. Its structure and working principle are similar to those of a hydraulic coupler and a hydraulic torque converter. The hydraulic retarder uses oil as the working medium, so that the rotor impeller and the stator impeller form a stirring and squeezing force on the oil. This force consumes the energy transmitted from the wheel to the rotor impeller, causing the working oil to heat up, thereby converting kinetic energy into heat energy.

[0004] The hydraulic retarder can work in two connection modes: filling start or clutch start. When the filling start connection mode is used, the hydraulic retarder needs to be filled with a certain amount of working oil to form a retarding braking effect, and it takes a certain amount of time from starting to filling with a certain amount of working oil, and it is easy to cause starting lag. In addition, since the internal structure of the retarder is similar to that of a hydraulic coupling or a hydraulic torque converter, this type of product has a large continuous power, but the structure and processing technology are complex, the product manufacturing cost is relatively high, and the low-speed braking effect is poor, especially when the vehicle speed is less than 10km, the retarding effect is poor. Summary of the invention

[0005] The present invention provides a commercial vehicle hydraulic pump retarder to solve the technical problems of the existing retarder, such as large weight and volume, small continuous power, delayed start and poor low-speed braking effect.

[0006] To achieve the above object, the technical solution of the present invention is:

[0007] A commercial vehicle hydraulic pump retarder comprises a pump and a pressure regulating device, and is special in that: a clutch device is also included; the pump comprises a pump housing and a main rotor arranged in the pump housing, and N auxiliary rotors located at the periphery of the main rotor and coupled with the main rotor, wherein N≥1; the pump housing is provided with N liquid inlet channels; the main rotor is provided with N blades, and the N blades divide the cavity between the main rotor, the auxiliary rotor and the pump housing into N pump chambers;

[0008] The pump housing has a first inner cavity and a second inner cavity with a single-end outlet at both axial ends, respectively; the pressure regulating valve extends into the first inner cavity and is connected to the pump housing, and is used to adjust the pressure of the liquid in the retarder; the clutch device extends into the second inner cavity and is connected to the pump housing, and is used to achieve power transmission or disconnection;

[0009] A first liquid outlet hole is respectively arranged between the N pump chambers and the first inner chamber; a liquid outlet channel is arranged on the pressure regulating valve; the liquid inlet channel, the pump chamber, the first liquid outlet hole, the first inner chamber and the liquid outlet channel constitute a liquid channel.

[0010] Furthermore, the pressure regulating valve comprises a pressure regulating valve housing, a pressure regulating valve piston, a worm gear and a driving device;

[0011] The inlet end of the pressure regulating valve housing extends into the first inner cavity and is connected to the pump housing, and the outlet end is connected to the worm gear through a bearing or a sliding fit; one or more second liquid outlet holes are circumferentially arranged at the inlet end of the pressure regulating valve housing;

[0012] The pressure regulating valve piston is arranged in the pressure regulating valve housing and is matched with the pressure regulating valve housing without radial clearance; one or more third liquid outlet holes are arranged in the circumferential direction of the inner end of the pressure regulating valve piston;

[0013] The outer end of the pressure regulating valve piston is connected to the inner circle of the worm gear; the driving device drives the worm gear to rotate, and then adjusts the relative positions of the second liquid outlet hole and the third liquid outlet hole through the pressure regulating valve piston to achieve the adjustment of the liquid pressure in the retarder.

[0014] Furthermore, the pressure regulating valve piston is a cavity structure that is resistant to torsion and can be expanded and contracted along the axial direction, and the liquid outlet channel is arranged in the cavity structure; the outer end of the pressure regulating valve piston is meshingly connected with the inner circle thread of the worm gear, and the driving device drives the worm gear to rotate, and the worm gear is transmitted through the threaded engagement, thereby driving the pressure regulating valve piston to expand and contract axially relative to the pressure regulating valve housing, thereby adjusting the relative positions of the second liquid outlet hole and the third liquid outlet hole.

[0015] Furthermore, the pressure regulating valve piston is a non-axially telescopic rotating cavity structure, and the liquid outlet channel is arranged in the cavity structure; the outer end of the pressure regulating valve piston is fixedly connected to the inner circle of the worm gear or connected by a spline, and the driving device drives the worm gear to rotate, and the worm gear drives the pressure regulating valve piston to rotate relative to the pressure regulating valve housing, so as to adjust the relative positions of the second liquid outlet hole and the third liquid outlet hole.

[0016] Furthermore, the inner end of the pressure regulating valve piston is the inlet end, and the outer end is the outlet end, the inlet end is provided with a baffle, and the baffle is provided with a plurality of through holes; the end surface of the pressure regulating valve piston close to one end of the baffle is axially provided with a pressure relief hole corresponding to the through hole.

[0017] Further, the clutch device comprises a clutch outer shell, an input shaft, a drive unit and a clutch unit;

[0018] The clutch outer shell includes a plugging plate and a cover plate, the plugging plate and the cover plate are coaxially sleeved on the input shaft, the cover plate is connected to the pump housing, the plugging plate, the cover plate and the input shaft form a third inner cavity, and the clutch unit is located in the third inner cavity;

[0019] One end of the input shaft is connected to an external transmission device, and the other end extends into the second inner cavity and is connected to the main rotor through a bearing or a spline;

[0020] The driving unit is arranged in the third inner cavity, and realizes the transmission or disconnection of power by driving the clutch unit.

[0021] Furthermore, the clutch unit includes a lead screw, a sleeve, a shift fork rod, a clutch sleeve, a synchronizer ring, a spring retaining ring and a retaining ring seat;

[0022] One end of the lead screw is connected to the driving unit, and the other end is connected to the cover plate through a bearing;

[0023] The shaft sleeve is sleeved on the lead screw and is threadedly connected to the lead screw;

[0024] The clutch sleeve is sleeved on the input shaft and spline-connected with the input shaft; a first annular groove is circumferentially provided at the outer end of the clutch sleeve; one end of the shift fork rod is fixedly connected with the sleeve, and the other end is clamped with the first annular groove;

[0025] The synchronizer ring and the collar seat are fixedly connected and sleeved on the clutch sleeve and spline-connected with the clutch sleeve;

[0026] The clutch sleeve is provided with a second annular groove, a fourth inner cavity is formed between the collar seat and the second annular groove, and the spring collar is arranged in the fourth inner cavity;

[0027] The end of the synchronization ring close to one end of the main rotor is provided with a first inclined surface, and the corresponding position of the main rotor is provided with a second inclined surface matching the angle of the first inclined surface; a clutch gap S is provided between the second inclined surface and the first inclined surface.

[0028] Furthermore, the clutch unit also includes an anti-rotation guide shaft, one end of which is fixedly connected to the blocking plate, and the other end of which is fixedly connected to the cover plate; a guide sleeve or a linear bearing is also provided on the anti-rotation guide shaft; and the shift fork rod (38) moves axially along the anti-rotation guide shaft through the guide sleeve or the linear bearing.

[0029] Furthermore, a retaining ring is provided on the inner side wall of the main rotor, and the retaining ring is close to the outer end surface of the retaining ring seat, and is used to prevent the retaining ring seat and the synchronous ring from axially escaping from the clutch sleeve.

[0030] Furthermore, the driving device is a driving motor; the driving unit is a motor, which is arranged on the blocking plate or axially arranged inside the blocking plate; and N=3.

[0031] Compared with the prior art, the present invention has the following beneficial effects:

[0032] 1. The commercial vehicle hydraulic pump retarder of the present invention realizes the regulation of the internal pressure of the retarder and the transmission of power by connecting the clutch device and the pressure regulating valve at both ends of the pump respectively. By adopting the embedded pressure regulating valve, the space inside the pump is fully utilized, the pressure regulating pipeline is saved, and the weight and volume of the retarder are smaller and the reliability is higher. At the same time, the embedded pressure regulating valve makes the internal pressure of the retarder linearly adjustable, thereby realizing the cruise control function in the retarding state.

[0033] 2. The commercial vehicle hydraulic pump retarder of the present invention provides N blades on the main rotor and uses the N blades to work simultaneously, so that the retarder efficiency is increased to N times that of a single blade, thereby reducing the fluctuation of the internal pressure of the retarder, thereby reducing the frustration of the vehicle during driving, and realizing a high power density retarder.

[0034] 3. In the commercial vehicle hydraulic pump retarder of the present invention, N blades and N auxiliary rotors are arranged in the circumferential direction of the main rotor, so that the radial force of the main rotor bearing is balanced, thereby increasing the service life of the bearing.

[0035] 4. In the commercial vehicle hydraulic resistance pump retarder of the present invention, a first inclined surface is provided on the synchronous ring in the clutch device, and a second inclined surface is provided on the main rotor. The first inclined surface drives the second inclined surface to rotate through friction until the two are synchronized, thereby completing power transmission in a relatively short time; at the same time, a motor drive is adopted to realize rapid control of the clutch, large transmission torque, and better retarding effect.

[0036] 5. In the commercial vehicle hydraulic pump retarder of the present invention, in the non-retarding state, the first inclined surface in the clutch device is separated from the second inclined surface of the main rotor, thereby reducing the energy loss of the retarder in the non-retarding state and having a high market promotion value. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 It is a structural schematic diagram of an embodiment of a hydraulic resistance pump type retarder for commercial vehicles of the present invention;

[0038] Figure 2 It is the AA section view;

[0039] Figure 3 A schematic diagram of liquid inlet and flow direction in an embodiment of a hydraulic resistance pump type retarder for a commercial vehicle of the present invention;

[0040] Figure 4It is a schematic diagram of the coupled rotation state of the main rotor and the auxiliary rotor in an embodiment of a hydraulic resistance pump type retarder for commercial vehicles of the present invention;

[0041] Figure 5 A schematic diagram of the telescopic pressure regulating structure of the pressure regulating valve piston and the liquid flow direction in an embodiment of a hydraulic resistance pump type retarder for commercial vehicles of the present invention;

[0042] Figure 6 It is a schematic diagram of a pressure regulating structure of a pressure regulating valve piston rotating in a commercial vehicle hydraulic resistance pump type retarder embodiment of the present invention;

[0043] Figure 7 It is a structural schematic diagram of a pressure relief hole arranged on the end surface of a pressure regulating valve piston for rotary pressure regulation in an embodiment of a hydraulic resistance pump type retarder for commercial vehicles of the present invention;

[0044] Figure 8 It is a radial structural schematic diagram of a pressure relief hole arranged on the end surface of a pressure regulating valve piston for rotary pressure regulation in an embodiment of a hydraulic resistance pump type retarder for commercial vehicles of the present invention;

[0045] Fig. 9 It is a schematic structural diagram of a clutch device in an embodiment of a hydraulic pump type retarder for commercial vehicles of the present invention;

[0046] Fig.10 for Fig. 9 Enlarged view of middle part B;

[0047] Fig.11 It is an enlarged view of the first inclined surface and the second inclined surface of the B part in the unengaged state;

[0048] Fig.12 This is an enlarged view of the joint state of the first inclined surface and the second inclined surface of part B.

[0049] The reference numerals are as follows:

[0050] 1- pump, 11- first inner cavity, 12- second inner cavity, 13- pump housing, 131- liquid inlet channel, 132- liquid inlet hole, 14- main rotor, 141- blade, 142- second inclined surface, 15- auxiliary rotor, 16- pump cavity, 17- first liquid outlet hole, 18- first sealing strip, 19- second sealing strip;

[0051] 2-pressure regulating valve, 21-liquid outlet channel, 22-pressure regulating valve housing, 221-second liquid outlet hole, 23-pressure regulating valve piston, 231-pressure relief hole, 232-third liquid outlet hole, 24-worm gear, 25-baffle, 251-through hole;

[0052] 3-clutch device, 31-clutch outer shell, 311-blocking plate, 312-cover plate, 32-input shaft, 33-drive unit, 34-clutch unit, 35-third inner cavity, 36-screw, 37-sleeve, 38-fork rod, 39-clutch sleeve, 391-first annular groove, 392-second annular groove, 40-synchronizing ring, 401-first inclined surface, 41-retaining ring seat, 411-spring retaining ring, 42-anti-rotation guide shaft, 421-guide sleeve, 43-fourth inner cavity, 44-retaining ring. DETAILED DESCRIPTION

[0053] like Figure 1 As shown, the present invention provides a hydraulic pump retarder for a commercial vehicle, comprising a pump 1, a pressure regulating valve 2 and a clutch device 3.

[0054] Combination Figures 1 to 8 As shown, the pump 1 includes a pump housing 13 and a main rotor 14 disposed in the pump housing 13, and N sub-rotors 15 located at the periphery of the main rotor 14 and coupled to the main rotor 14, wherein N ≥ 1. A bearing is also provided between the sub-rotor 15 and the pump housing 13 to facilitate the flexibility of the rotation of the sub-rotor 15 and improve the efficiency and working performance of the retarder. The main rotor 14 is provided with N blades 141, and the N blades 141 are used to work at the same time, so that the retarder efficiency is increased to N times that of a single blade, thereby reducing the fluctuation of the internal pressure of the retarder, thereby reducing the frustration of the vehicle during driving, and realizing a high power density retarder.

[0055] The pump housing 13 is provided with a first inner cavity 11 and a second inner cavity 12 with a single-end outlet at both axial ends, and the pressure regulating valve 2 extends into the first inner cavity 11 and is connected to the pump housing 13, which makes full use of the space inside the pump, saves the pressure regulating pipeline, and makes the retarder lighter and smaller in size. At the same time, the embedded pressure regulating valve makes the internal pressure of the retarder linearly adjustable, thereby realizing the cruise control function under the deceleration state; at the same time, a steel ring belt and a plastic combined sealing element are used between the pump housing 13 and the pressure regulating valve 2 to ensure the sealing of the retarder under high pressure. According to the needs of the actual use site, the pressure regulating valve 2 can also be arranged on the outside of the pump housing 13, and the two are connected by a pipeline. The clutch device 3 extends into the second inner cavity 12 and is connected to the pump housing 13 to realize the transmission or disconnection of power.

[0056] 2N first sealing strips 18 are provided between the pump housing 13 and the auxiliary rotor 15. The first sealing strips 18 are opposite to each other and abut against the two sides of the auxiliary rotor 15, so as to ensure that when the auxiliary rotor 15 moves driven by the main rotor 14, the liquid can be sealed in the pump chamber 16, thereby improving the sealing performance of the overall device. In order to prevent the first sealing strip 18 from falling off, an anti-slip groove is also provided on the pump housing 13, and the first sealing strip 18 is installed in the anti-slip groove.

[0057] In addition, a second sealing strip 19 is embedded on the blade 141, and one or more springs or elastic strips are provided at the lower end of the second sealing strip 19. The second sealing strip 19 combined with the setting of the spring or elastic strip not only improves the sealing performance of the device, but also avoids direct contact between the blade 141 and the auxiliary rotor 15 and the pump housing 13 when the main rotor 14 is rotating. When the second sealing strip 19 is worn, it can automatically adjust, thereby increasing the service life of the device.

[0058] In this embodiment, N=3, that is, there are 3 auxiliary rotors and 3 blades 141, and the 3 auxiliary rotors are evenly distributed on the circumference of the main rotor 14, so that the radial force of the bearing of the main rotor 14 is balanced, thereby improving the service life of the bearing. At the same time, the 3 blades 141 divide the cavity between the main rotor 14, the auxiliary rotor 15 and the pump housing 13 into 3 pump chambers 16.

[0059] The pump housing 13 is provided with three liquid inlet channels 131, and the liquid inlet channels 131 are provided with one or more liquid inlet holes 132. The liquid inlet holes 132 can be selected as round holes, square holes or special-shaped holes, and can also be designed in the required shape according to actual needs, so that the liquid can smoothly enter the pump chamber 16 from the liquid inlet channels 131.

[0060] A first liquid outlet 17 is provided between each pump cavity 16 and the first inner cavity 11; a liquid outlet channel 21 is provided on the pressure regulating valve 2; the liquid inlet channel 131, the pump cavity 16, the first liquid outlet 17, the first inner cavity 11 and the liquid outlet channel 21 constitute the liquid channel in the retarder.

[0061] Combination Figure 1 , Figures 5 to 8 As shown, the pressure regulating valve 2 includes a pressure regulating valve housing 22, a pressure regulating valve piston 23, a worm gear 24 and a driving device. The inlet end of the pressure regulating valve housing 22 extends into the first inner cavity 11 and is connected to the pump housing 13, and its outlet end is connected to the worm gear 24 through a bearing or a sliding fit, and one or more second liquid outlet holes 221 are circumferentially provided at the inlet end of the pressure regulating valve housing 22. The pressure regulating valve piston 23 is arranged in the pressure regulating valve housing 22 and is radially matched with the pressure regulating valve housing 22 without clearance; the outer end of the pressure regulating valve piston 23 is connected to the inner circle of the worm gear 24, and one or more third liquid outlet holes 232 are circumferentially provided at the inner end of the pressure regulating valve piston 23. The pump housing 13 is arranged outside the pressure regulating valve housing 22 and is electrically connected to the worm gear 24.

[0062] like Figure 1 and Figure 5As shown, as a pressure regulation method, the pressure regulating valve piston 23 is a cavity structure that is resistant to torsion and can be expanded and contracted along the axial direction. The liquid outlet channel 21 is arranged in the cavity structure. The outer end of the pressure regulating valve piston 23 is meshed and connected with the inner circle thread of the worm gear 24. The driving device drives the worm gear 24 to rotate. The worm gear 24 is transmitted through the threaded engagement, thereby driving the pressure regulating valve piston 23 to expand and contract axially relative to the pressure regulating valve housing 22, so as to adjust the relative positions of the second liquid outlet hole 221 and the third liquid outlet hole 232, and then adjust the liquid outlet area of ​​the liquid in the retarder, so as to achieve the purpose of retarding by using the pump-type liquid resistance.

[0063] like Figure 6 As shown, as another pressure regulation method, the pressure regulating valve piston 23 is a non-axially telescopic rotary cavity structure, and the liquid outlet channel 21 is arranged in the cavity structure; the outer end of the pressure regulating valve piston 23 is fixedly connected to the inner circle of the worm gear 24 or connected by a spline, and the driving device drives the worm gear 24 to rotate, and the worm gear 24 further drives the pressure regulating valve piston 23 to rotate relative to the pressure regulating valve housing 22, so as to adjust the relative positions of the second liquid outlet hole 221 and the third liquid outlet hole 232, thereby completing the regulation of the liquid pressure in the retarder.

[0064] Combination Figure 7 and Figure 8 As shown, the inner end of the pressure regulating valve piston 23 is the inlet end, and the outer end is the outlet end. The inlet end is also provided with a baffle 25, and a plurality of through holes 251 are provided on the baffle 25. The end surface of the pressure regulating valve piston 23 close to one end of the baffle 25 is axially provided with a pressure relief hole 231 corresponding to the through hole 251. When the internal pressure is too large, the driving device drives the worm gear 24 to rotate. The worm gear 24 and the pressure regulating valve 23 are connected by splines or fixedly. The rotation of the worm gear 24 can drive the pressure regulating valve piston 23 to rotate, thereby causing the positions of the through holes 251 and the pressure relief holes 231 on the orifice plate 25 to be relatively offset, thereby realizing the change of the flow area and further achieving the purpose of pressure regulation.

[0065] Combination Figure 1 and Fig. 9 As shown, the clutch device 3 includes a clutch outer shell 31, an input shaft 32, a drive unit 33 and a clutch unit 34. The clutch outer shell 31 includes a plugging plate 311 and a cover plate 312, the plugging plate 311 and the cover plate 312 are coaxially sleeved on the input shaft 32, the cover plate 312 is connected to the pump housing 13, the plugging plate 311, the cover plate 312 and the input shaft 32 form a third inner cavity 35, and the clutch unit 34 is located in the third inner cavity 35.

[0066] One end of the input shaft 32 is connected to an external transmission device, and the other end extends into the second inner cavity 12 and is connected to the main rotor 14 through a bearing, a spline or a single key. The drive unit 33 is a motor, which is arranged on the plug plate 311 or axially arranged in the plug plate 311, and realizes the transmission or disconnection of power by driving the clutch unit 34.

[0067] Combination Fig. 9 and Fig.10 As shown, the clutch unit 34 includes a lead screw 36, a sleeve 37, a fork rod 38, a clutch sleeve 39, a synchronizer ring 40, a spring collar 411 and a collar seat 41. One end of the lead screw 36 is connected to the drive unit 33, and the other end is connected to the cover plate 312 through a bearing, so as to reduce the resistance and vibration during the movement. The sleeve 37 is sleeved on the lead screw 36 and is threadedly connected to the lead screw 36. The clutch sleeve 39 is sleeved on the input shaft 32 and is splined to the input shaft 32; the outer end of the clutch sleeve 39 is provided with a first annular groove 391 along the circumferential direction, one end of the fork rod 38 is fixedly connected to the sleeve 37, and the end of the other end is embedded in the first annular groove 391 and clamped with the clutch sleeve 39, the lead screw 36 rotates to drive the sleeve 37 to move axially, the sleeve 37 drives the fork rod 38 to move axially, and the fork rod 38 further drives the clutch sleeve 39 to move axially, thereby completing the power transmission.

[0068] The clutch unit 34 also includes an anti-rotation guide shaft 42, one end of the anti-rotation guide shaft 42 is fixedly connected to the blocking plate 311, and the other end is fixedly connected to the cover plate 312; a guide sleeve 421 or a linear bearing is also provided on the anti-rotation guide shaft 42, and the fork rod 38 moves axially along the anti-rotation guide shaft 42 through the guide sleeve 421 or the linear bearing, thereby ensuring that the fork rod 38 and the anti-rotation guide shaft 42 are relatively fixed in the radial direction, thereby ensuring the smoothness of the movement process of the fork rod 38.

[0069] The synchronizer ring 40 and the retaining ring seat 41 are fixedly connected, and both are sleeved on the clutch sleeve 39 and spline-connected to the clutch sleeve 39. When the external transmission device drives the input shaft 32 to rotate, the input shaft 32 further drives the clutch sleeve 39 to rotate, and the clutch sleeve 39 drives the synchronizer ring 40 and the retaining ring seat 41 to rotate synchronously.

[0070] The clutch sleeve 39 is provided with a second annular groove 392, and the collar seat 41 and the clutch sleeve 39 form a fourth inner cavity 43, in which the spring collar 411 is arranged. When braking is required, the clutch sleeve 39 moves to the left, and the spring collar 411 is expanded. The displacement of the axial movement of the clutch sleeve 39 is transmitted to the collar seat 41 and the synchronizer ring 40 through the spring collar 411. When the clutch sleeve 39, the collar seat 41 and the synchronizer ring 40 realize synchronous rotation, the spring collar 411 is completely expanded and inserted into the groove of the collar seat 41, and the external spline of the input shaft 32 is combined with the internal spline on the inner wall of the main rotor 14, so as to realize the power transmission between the input shaft 32 and the main rotor 14. A retaining ring 44 is provided on the inner side wall of the main rotor 14, and the retaining ring 44 is close to the outer end surface of the collar seat 41 to prevent the collar seat 41 and the synchronizer ring 40 from axially escaping from the clutch sleeve 39 when the clutch is separated.

[0071] Combination Figures 9 to 12As shown, the synchronizer ring 40 is located at the inner end of the clutch sleeve 39 near the main rotor 14. The end of the synchronizer ring 40 near one end of the main rotor 14 is provided with a first inclined surface 401, and the corresponding position of the main rotor 14 is provided with a second inclined surface 142; the angle of the second inclined surface 142 matches the angle of the first inclined surface 401, and this angle can make the first inclined surface 401 quickly drive the second inclined surface 142 to rotate synchronously, thereby realizing rapid power transmission and shortening the starting time of the retarder. A gap S is left between the second inclined surface 142 and the first inclined surface 401, wherein S is generally taken as 0.8-2mm. In this embodiment, S is taken as 0.8mm. The power transmission effect under this clutch gap is optimal. As the frequency of use of the clutch mechanism increases, the first inclined surface 441 drives the second inclined surface 61 to rotate each time, and the contact surfaces of the two are worn, so that the clutch gap S gradually increases. When the clutch gap S reaches 2mm, the effective transmission of power can still be guaranteed. When the clutch sleeve 39 moves axially to overcome the spring force of the spring retaining ring 411, it drives the synchronizer ring 40 and the retaining ring seat 41 to move synchronously axially. At this time, the gap S gradually decreases; when the first inclined surface 401 contacts the second inclined surface 142, the gap S disappears (as shown in FIG. Fig.12 As shown, the gap S becomes 0), at this time, the first inclined surface 401 drives the second inclined surface 142 to rotate through friction. The clutch sleeve 39 is also provided with an external spline on the outside. Under the shifting of the fork rod 38, the external spline of the clutch sleeve 39 is inserted and coupled with the internal spline of the main rotor 14, and the two rotate synchronously without phase difference, thereby completing the power transmission. At the same time, the corresponding positions of the external spline of the clutch sleeve 39 and the internal spline of the main rotor 14 are respectively provided with matching chamfers, which facilitates the introduction of the external spline of the clutch sleeve 39 into the main rotor 14, thereby realizing the power transmission between the clutch device 3 and the pump 1.

[0072] Combination Figures 1 to 12 The working principle of a commercial vehicle hydraulic pump retarder of the present invention is as follows:

[0073] When the vehicle power is transmitted to the retarder through the axle-end gear shaft, the clutch device starts to work. Specifically, the vehicle power is input through the input shaft 32. Since the input shaft 32 is spline-connected to the external transmission device, the input shaft 32 rotates under the action of the external transmission device; since the input shaft 32 is spline-connected to the clutch sleeve 39, at this time, the clutch sleeve 39 rotates synchronously with the input shaft 32.

[0074] The driving unit 33 drives the screw 36 to rotate, and the screw 36 drives the sleeve 37 to move axially, and the movement of the sleeve 37 drives the fork rod 38 to move synchronously in the axial direction; since the anti-rotation guide shaft 42 limits the rotation of the fork rod 38, the fork rod 38 only moves in the axial direction at this time, and is relatively fixed radially to the anti-rotation guide shaft 42; at the same time, the end of the fork rod 38 is clamped in the first annular groove 391 of the clutch sleeve 39, and the fork rod 38 drives the clutch sleeve 39 to move synchronously in the axial direction.

[0075] When the clutch sleeve 39 rotates and moves synchronously in the axial direction, the spring collar 411 expands and drives the collar seat 41 and the synchronizer ring 40 to gradually rotate synchronously with the clutch sleeve 39, and move synchronously in the axial direction at the same time. During the movement, the first inclined surface 401 and the second inclined surface 142 gradually contact each other. When the two contact, due to the friction between the inclined surfaces, the stationary retarder main rotor 14 rotates with the synchronizer ring 40 and the speed is gradually synchronized. When the speed of the main rotor 14 is synchronized with that of the synchronizer ring 40, the outer spline of the clutch sleeve 39 is aligned with the retarder main rotor. The inner splines on the inner wall of the clutch sleeve 39 are matched (i.e., the outer splines of the clutch sleeve 39 are inserted into the spline grooves on the inner wall of the main rotor 14), until the spline lengths of the two are fully matched, then the drive unit 33 stops working. Since the spring collar 411 is still in the expanded state at this time, the transmission of the lead screw 36, the shaft sleeve 37 and the fork rod 38 is designed as a self-locking lead screw transmission. In the absence of external force, the clutch sleeve 39 and the main rotor 14 are in a connected state, thereby ensuring the reliability of the transmission, and then transmitting the power to the main rotor 14 of the retarder. The main rotor 14 drives the auxiliary rotor 15 to rotate synchronously through gears or other transmission methods. At this time, the liquid enters the pump chamber 16 from one or more liquid inlet holes 132 set on the liquid inlet channel 131; as the main rotor 14 and the auxiliary rotor 15 rotate in coupling, the liquid volume in the pump chamber 16 is compressed, and the liquid further enters the first inner chamber 11 through the first liquid inlet hole 17, and then passes through the pressure regulating valve 2 to adjust the liquid resistance. The pressure regulating valve 2 includes a pressure regulating valve housing 22 and a pressure regulating valve piston 23. The pressure regulating valve housing 22 is provided with a second liquid outlet hole 221, and the pressure regulating valve piston 23 is provided with a third liquid outlet hole 232. When the liquid enters the first inner cavity 11, it first passes through the second liquid outlet hole 221 at the inlet end of the pressure regulating valve housing 22. By adjusting the relative positions of the second liquid outlet hole 221 and the third liquid outlet hole 232, the liquid outlet area inside the retarder is adjusted. Finally, the liquid flows out through the liquid outlet channel 21 in the pressure regulating valve 2, thereby completing the work of the retarder.

[0076] When the braking is completed and the clutch needs to stop working, it is only necessary to reverse the drive unit 33 (i.e., the motor reverses), and the lead screw 36 drives the sleeve 37 and the fork rod 38 to move in the opposite direction, and the clutch sleeve 39 also moves in the opposite direction synchronously, so that the first inclined surface 401 and the second inclined surface 142 are separated, so that the clutch sleeve 39 and the main rotor 14 are separated, and the power transmission is cut off, thereby reducing the energy loss of the hydraulic retarder in the non-retarding state, and having a high market promotion value. When the clutch sleeve 39 returns to the initial position, the spring collar 411 is reset from the groove of the collar seat 41 to the second annular groove 392 of the clutch sleeve 39, preparing for the next clutch engagement.

[0077] The present invention adopts the working principle of liquid resistance. When the vehicle speed is low, even when the vehicle speed is close to zero, the retarder still has a large retarding effect.

[0078] The retarder of the present invention has a compact structure, small size and light weight, and also improves the shortcomings of the existing retarder such as starting lag and poor low-speed braking effect, and further improves the braking power density and linear controllability of the braking intensity of the hydraulic retarder.

[0079] Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in the field without making any creative work shall fall within the scope of protection of the present invention.

Claims

1. A hydraulic pump retarder for a commercial vehicle, comprising a pump (1) and a pressure regulating valve (2), characterized in that: It also includes a clutch device (3); The pump (1) comprises a pump housing (13), a main rotor (14) arranged in the pump housing (13), and N auxiliary rotors (15) located on the outer periphery of the main rotor (14) and coupled to the main rotor (14), wherein N ≥ 1; the pump housing (13) is provided with N liquid inlet channels (131); the main rotor (14) is provided with N blades (141), and the N blades (141) divide the cavity between the main rotor (14), the auxiliary rotor (15) and the pump housing (13) into N pump chambers (16); The pump housing (13) is provided with a first inner cavity (11) and a second inner cavity (12) with single-end outlets at two axial ends, respectively; the pressure regulating valve (2) extends into the first inner cavity (11) and is connected to the pump housing (13) for regulating the pressure of the liquid in the retarder; the clutch device (3) extends into the second inner cavity (12) and is connected to the pump housing (13) for achieving power transmission or disconnection; A first liquid outlet hole (17) is respectively provided between the N pump chambers (16) and the first inner chamber (11); a liquid outlet channel (21) is provided on the pressure regulating valve (2); the liquid inlet channel (131), the pump chamber (16), the first liquid outlet hole (17), the first inner chamber (11) and the liquid outlet channel (21) constitute a liquid channel in the retarder; The pressure regulating valve (2) comprises a pressure regulating valve housing (22), a pressure regulating valve piston (23), a worm gear (24) and a driving device; The inlet end of the pressure regulating valve housing (22) extends into the first inner cavity (11) and is connected to the pump housing (13), and the outlet end is connected to the worm gear (24) via a bearing or a sliding fit; one or more second liquid outlet holes (221) are circumferentially arranged at the inlet end of the pressure regulating valve housing (22); The pressure regulating valve piston (23) is arranged in the pressure regulating valve housing (22) and is radially matched with the pressure regulating valve housing (22) without clearance; one or more third liquid outlet holes (232) are circumferentially arranged at the inner end of the pressure regulating valve piston (23); The outer end of the pressure regulating valve piston (23) is connected to the inner circle of the worm gear (24); the driving device drives the worm gear (24) to rotate, and then adjusts the relative positions of the second liquid outlet hole (221) and the third liquid outlet hole (232) through the pressure regulating valve piston (23), thereby realizing the adjustment of the liquid pressure in the retarder; The clutch device (3) comprises a clutch outer shell (31), an input shaft (32), a drive unit (33) and a clutch unit (34); The clutch outer shell (31) comprises a plugging plate (311) and a cover plate (312), the plugging plate (311) and the cover plate (312) are coaxially sleeved on the input shaft (32), the cover plate (312) is connected to the pump housing (13), a third inner cavity (35) is formed between the plugging plate (311), the cover plate (312) and the input shaft (32), and the clutch unit (34) is located in the third inner cavity (35); One end of the input shaft (32) is connected to an external transmission device, and the other end extends into the second inner cavity (12) and is connected to the main rotor (14) via a bearing or a spline; The driving unit (33) is arranged in the third inner cavity (35) and realizes the transmission or disconnection of power by driving the clutch unit (34).

2. A commercial vehicle hydraulic pump retarder according to claim 1, characterized in that: The pressure regulating valve piston (23) is a cavity structure that is resistant to torsion and can be expanded and contracted in the axial direction, and the liquid outlet channel (21) is arranged in the cavity structure; the outer end of the pressure regulating valve piston (23) is meshedly connected with the inner circle thread of the worm gear (24), and the driving device drives the worm gear (24) to rotate. The worm gear (24) drives the pressure regulating valve piston (23) to expand and contract in the axial direction relative to the pressure regulating valve housing (22) through the threaded meshing transmission, thereby adjusting the relative positions of the second liquid outlet hole (221) and the third liquid outlet hole (232).

3. The hydraulic pump retarder for commercial vehicles according to claim 1, characterized in that: The pressure regulating valve piston (23) is a non-axially retractable rotary cavity structure, and the liquid outlet channel (21) is arranged in the cavity structure; the outer end of the pressure regulating valve piston (23) is fixedly connected to the inner circle of the worm gear (24) or connected via a spline, the driving device drives the worm gear (24) to rotate, and the worm gear (24) drives the pressure regulating valve piston (23) to rotate relative to the pressure regulating valve housing (22), thereby adjusting the relative positions of the second liquid outlet hole (221) and the third liquid outlet hole (232).

4. A commercial vehicle hydraulic pump retarder according to claim 3, characterized in that: The inner end of the pressure regulating valve piston (23) is an inlet end, and the outer end is an outlet end. The inlet end is provided with a baffle (25), and the baffle (25) is provided with a plurality of through holes (251). The end surface of the pressure regulating valve piston (23) close to one end of the baffle (25) is axially provided with a pressure relief hole (231) corresponding to the through hole (251).

5. A commercial vehicle hydraulic pump retarder according to any one of claims 1 to 4, characterized in that: The clutch unit (34) comprises a lead screw (36), a shaft sleeve (37), a shift fork rod (38), a clutch sleeve (39), a synchronizer ring (40), a spring retaining ring (411) and a retaining ring seat (41); One end of the lead screw (36) is connected to the drive unit (33), and the other end is connected to the cover plate (312) via a bearing; The shaft sleeve (37) is sleeved on the lead screw (36) and is threadedly connected to the lead screw (36); The clutch sleeve (39) is sleeved on the input shaft (32) and spline-connected to the input shaft (32); a first annular groove (391) is circumferentially provided at the outer end of the clutch sleeve (39); one end of the shift fork rod (38) is fixedly connected to the shaft sleeve (37), and the other end is clamped to the first annular groove (391); The synchronizer ring (40) and the retaining ring seat (41) are fixedly connected and then sleeved on the clutch sleeve (39) and spline-connected with the clutch sleeve (39); The clutch sleeve (39) is provided with a second annular groove (392), a fourth inner cavity (43) is formed between the collar seat (41) and the second annular groove (392), and the spring collar (411) is arranged in the fourth inner cavity (43); A first inclined surface (401) is provided at an end of the synchronization ring (40) close to one end of the main rotor (14), and a second inclined surface (142) matching the angle of the first inclined surface (401) is provided at a corresponding position of the main rotor (14); a clutch gap (S) is provided between the second inclined surface (142) and the first inclined surface (401).

6. A commercial vehicle hydraulic pump retarder according to claim 5, characterized in that: The clutch unit (34) further comprises an anti-rotation guide shaft (42), one end of the anti-rotation guide shaft (42) being fixedly connected to the blocking plate (311), and the other end of the anti-rotation guide shaft (42) being fixedly connected to the cover plate (312); a guide sleeve (421) or a linear bearing is also provided on the anti-rotation guide shaft (42); the shift fork rod (38) moves axially along the anti-rotation guide shaft (42) via the guide sleeve (421) or the linear bearing.

7. A commercial vehicle hydraulic pump retarder according to claim 6, characterized in that: A retaining ring (44) is provided on the inner side wall of the main rotor (14), and the retaining ring (44) is close to the outer end surface of the retaining ring seat (41) and is used to prevent the retaining ring seat (41) and the synchronizer ring (40) from axially escaping from the clutch sleeve (39).

8. A commercial vehicle hydraulic pump retarder according to claim 7, characterized in that: The driving device is a driving motor; The driving unit (33) is a motor, which is arranged on the blocking plate (311) or axially arranged inside the blocking plate (311); Said N=3.

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