A clutch mechanism for a hydrodynamic retarder

Abstract

The present invention provides a clutch mechanism for a hydrodynamic retarder, which solves the technical problems of the existing hydrodynamic retarder, such as long starting time, large energy loss in the non-retarding state, and poor retardation effect at low vehicle speeds. The clutch mechanism includes a clutch housing, an input shaft, a driving unit, and a clutch unit. One end of the input shaft is connected to an external transmission device, and the other end is connected to the main rotor through a bearing. The driving unit uses a DC motor. The clutch unit includes a lead screw, a fork, and a clutch sliding sleeve. When the hydrodynamic retarder needs to work, the external transmission device drives the input shaft to rotate. At the same time, the driving unit drives the lead screw to rotate, and the lead screw drives the fork to move axially. The fork drives the clutch sliding sleeve to move synchronously. At this time, the clutch sliding sleeve also rotates synchronously under the drive of the input shaft. A first inclined surface is provided on the synchronizing ring of the clutch sliding sleeve, and a second inclined surface is provided on the main rotor. The first inclined surface drives the second inclined surface to rotate until synchronization through friction, thereby completing the power transmission.

Description

Technical Field

[0001] The present invention relates to a mechanical transmission device, and more particularly to a clutch mechanism for a hydraulic retarder. Background Art

[0002] Hydraulic retarders are generally used for the auxiliary braking of heavy commercial vehicles, and can provide continuous and non-wearing braking torque. They are mainly installed at the output shaft end of the transmission, with oil as the working medium, so that the rotor impeller and the stator impeller form stirring and extrusion forces 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.

[0003] Currently, hydraulic retarders work in a connection mode of filling with liquid for starting. When working in this mode, since the hydraulic retarder needs to be filled with a certain amount of working oil inside to form a retardation braking effect, 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. At the same time, because the hydraulic retarder continuously stirs the liquid inside the retarder, energy loss occurs in the non-retardation state. In addition, since the internal structure of the retarder is similar to that of a hydraulic coupler or a torque converter, this type of product has a large continuous power, but the structure and processing technology are complex, the manufacturing cost of the product is relatively high, and the braking effect at low speeds is poor. Especially when the vehicle speed is <10 km / h, the retardation effect is poor. Summary of the Invention

[0004] The purpose of the present invention is to solve the technical problems of the existing hydraulic retarder, such as long starting time, large energy loss in the non-retardation state, and poor retardation effect at low vehicle speeds, and to provide a clutch mechanism for a hydraulic retarder.

[0005] To solve the above problems, the technical solutions provided by the present invention are as follows:

[0006] A clutch mechanism for a hydraulic retarder, characterized in that it includes a clutch housing, an input shaft, a driving unit, and a clutch unit;

[0007] The clutch housing includes a plug plate and a cover plate. The plug plate and the cover plate are coaxially sleeved outside the input shaft. A first inner cavity is formed between the plug plate, the cover plate, and the input shaft, and the clutch unit is arranged in the first inner cavity;

[0008] One end of the input shaft is connected to an external transmission device, and the other end extends into the main rotor cavity of the hydraulic retarder and is connected to the main rotor;

[0009] The driving unit is arranged on the plug plate and realizes the transmission or disconnection of power by driving the clutch unit.

[0010] Further, the clutch unit includes a lead screw, a fork, a clutch sliding sleeve, a synchronizing ring, a snap ring, and a snap ring seat;

[0011] 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;

[0012] The shift fork comprises a shaft sleeve and a shift fork rod; the shaft sleeve is sleeved on the lead screw and is threadedly connected to the lead screw;

[0013] The clutch sleeve is sleeved on the input shaft and connected with the input shaft by splines or single keys; 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;

[0014] The synchronizer ring and the collar seat are fixedly connected or matched to each other and then sleeved on the clutch sleeve, and are splined or keyed to the clutch sleeve; a second annular groove is provided on the clutch sleeve, a second inner cavity is formed between the collar seat and the second annular groove, and the spring collar is arranged in the second inner cavity;

[0015] A first inclined surface is provided at the end of the synchronization ring close to one end of the main rotor; a second inclined surface matching the angle of the first inclined surface is provided at a corresponding position of the main rotor, and a clutch gap S is provided between the second inclined surface and the first inclined surface.

[0016] 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; the shift fork rod moves axially along the anti-rotation guide shaft.

[0017] Furthermore, a guide sleeve or a linear bearing is also provided on the anti-rotation guide shaft.

[0018] Furthermore, a retaining ring is provided on the side of the collar seat away from the synchronizing ring, and the retaining ring is radially engaged with the inner wall of the main rotor to prevent the collar seat and the synchronizing ring from axially escaping from the clutch sleeve.

[0019] Furthermore, one end of the input shaft is connected to an external transmission device, and the other end extends into the main rotor of the hydraulic retarder and is connected to the main rotor via a spline or a single key.

[0020] Furthermore, the driving unit is a motor, which is arranged on the blocking plate or axially arranged inside the blocking plate.

[0021] Furthermore, an external spline is provided on the outer side of the clutch sleeve. When the shift fork rod is shifted, the external spline of the clutch sleeve is inserted and coupled with the internal spline of the main rotor, and the two rotate synchronously without phase difference.

[0022] Furthermore, the external splines of the clutch sleeve and the internal splines of the main rotor are respectively provided with matching chamfers at corresponding positions, so as to facilitate the external splines of the clutch sleeve to be introduced into the main rotor.

[0023] Furthermore, the clutch clearance S has a value of 0.8-2 mm.

[0024] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0025] 1. The clutch mechanism for a hydrodynamic retarder of the present invention includes a clutch housing, an input shaft, a driving unit, and a clutch unit. One end of the input shaft is connected to an external transmission device, and the other end extends into the cavity of the main rotor of the hydrodynamic retarder and is connected to the main rotor through a spline or a single key; the driving unit uses a motor; the clutch unit includes a lead screw, a fork, and a clutch sliding sleeve, and the overall structure is simple. When the hydrodynamic retarder needs to work, the external transmission device drives the input shaft to rotate. At the same time, the driving unit drives the lead screw to rotate, and the lead screw drives the fork to move linearly along the axial direction. The fork further drives the clutch sliding sleeve to move synchronously. At this time, the clutch sliding sleeve also rotates synchronously under the drive of the input shaft; a first inclined surface is provided on the synchronizing ring connected to the clutch sliding sleeve, and a second inclined surface is provided on the main rotor. The first inclined surface drives the second inclined surface to rotate until synchronization through friction, so as to complete the transmission of power in a short time. This structure uses motor drive to achieve fast control of the clutch, has a good retardation effect, and a large transmission torque.

[0026] 2. The clutch mechanism for a hydrodynamic retarder of the present invention is separated from the hydrodynamic retarder in the non-retarding state, thereby reducing the energy loss of the hydrodynamic retarder in the non-retarding state and having high market promotion value. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 is a schematic structural diagram of an embodiment of a clutch mechanism for a hydrodynamic retarder of the present invention;

[0028] Figure 2 is an enlarged view of part A;

[0029] Figure 3 is an enlarged view of the state where the first inclined surface and the second inclined surface in part A are not engaged;

[0030] Figure 4 is an enlarged view of the state where the first inclined surface and the second inclined surface in part A are engaged;

[0031] Figure 5 is a schematic diagram of the connection state between the clutch mechanism and the hydrodynamic retarder in an embodiment of a clutch mechanism for a hydrodynamic retarder of the present invention.

[0032] The reference numerals are as follows:

[0033] 1 - Clutch outer housing, 11 - Plug plate, 12 - Cover plate, 2 - Input shaft, 3 - Driving unit, 4 - Clutch unit, 41 - Lead screw, 42 - Fork, 421 - Bush, 422 - Fork rod, 43 - Clutch sliding sleeve, 431 - First annular groove, 432 - Second annular groove, 44 - Synchronizing ring, 441 - First inclined surface, 45 - Snap ring seat, 451 - Snap ring, 46 - Anti - rotation guide shaft, 461 - Guide sleeve, 47 - Retaining ring, 5 - First inner cavity, 6 - Main rotor, 61 - Second inclined surface, 7 - Second inner cavity, 8 - Pump, 81 - Pump housing, 9 - Pressure regulating valve. Detailed implementation mode

[0034] As Figure 1 shown, the present invention provides a clutch mechanism for a hydraulic retarder, which includes a clutch outer housing 1, an input shaft 2, a driving unit 3 and a clutch unit 4. The clutch outer housing 1 includes a plug plate 11 and a cover plate 12. The plug plate 11 and the cover plate 12 are coaxially sleeved outside the input shaft 2. A first inner cavity 5 is formed between the plug plate 11, the cover plate 12 and the input shaft 2, and the clutch unit 4 is arranged in the first inner cavity 5. One end of the input shaft 2 is connected to an external transmission device, and the other end extends into the cavity of the main rotor 6 of the hydraulic retarder and is connected to the main rotor 6 through a spline or a single key. The driving unit 3 is a DC motor, which is arranged on the plug plate 11 or axially arranged inside the plug plate 11. The driving unit 3 realizes the transmission or disconnection of power by driving the clutch unit 4.

[0035] As Figure 5 shown, the hydraulic retarder described in this embodiment includes a pump 8 and a pressure regulating valve 9. The pump 8 includes a pump housing 81 and a main rotor 6 arranged inside the pump housing 81. The axial two ends of the pump housing 81 are respectively provided with a first inner cavity and a second inner cavity with single - end outlets. The pressure regulating valve piston in the pressure regulating valve 9 extends into the first inner cavity and is connected to the main rotor 6. The input shaft 2 of the clutch mechanism of the present invention extends into the second inner cavity and is connected to the main rotor 6 through a spline or a single key.

[0036] The clutch unit 4 includes a lead screw 41, a fork 42, a clutch sliding sleeve 43, a synchronizing ring 44, a snap ring 451 and a snap ring seat 45. One end of the lead screw 41 is connected to the driving unit 3, and the other end is connected to the cover plate 12 through a bearing, so as to reduce the resistance and vibration during movement. The fork 42 includes a bush 421 and a fork rod 422. The bush 421 is sleeved on the lead screw 41 and is threadedly connected to the lead screw 41. The clutch sliding sleeve 43 is sleeved on the input shaft 2 and is connected to the input shaft 2 through a spline or a single key; a first annular groove 431 is circumferentially arranged at the outer end of the clutch sliding sleeve 43. One end of the fork rod 422 is fixedly connected to the bush 421, and the other end of the fork rod 422 is embedded in the first annular groove 431 and is clamped with the first annular groove 431. When the lead screw 41 rotates, it drives the bush 421 to move axially. The bush 421 drives the fork rod 422 to move axially, and the fork rod 422 further drives the clutch sliding sleeve 43 to move axially, thereby realizing the transmission of power.

[0037] The synchronizing ring 44 and the snap ring seat 45 are fixedly connected or cooperatively connected and then sleeved on the clutch sliding sleeve 43, and are splined or single-key connected to the clutch sliding sleeve 43. When the external transmission device drives the input shaft 2 to rotate, the input shaft 2 further drives the clutch sliding sleeve 43 to rotate, and the clutch sliding sleeve 43 drives the synchronizing ring 44 and the snap ring seat 45 to rotate synchronously. One end of the synchronizing ring 44 close to the main rotor 6 is provided with a first inclined surface 441. The clutch sliding sleeve 43 is provided with a second annular groove 432, and a second inner cavity 7 is formed between the snap ring seat 45 and the second annular groove 432, and the circlip 451 is arranged in the second inner cavity 7. When decelerating and braking is required, the clutch sliding sleeve 43 moves leftward, and the snap ring 451 is expanded. The displacement of the axial movement of the clutch sliding sleeve 43 is transmitted to the snap ring seat 45 and the synchronizing ring 44 through the snap ring 451. After the clutch sliding sleeve 43, the snap ring seat 45 and the synchronizing ring 44 achieve synchronous rotation, the snap ring 451 is fully opened and clamped into the card slot of the snap ring seat 45, and the external spline of the input shaft 2 is combined with the internal spline on the inner wall of the cavity of the main rotor 6, so as to realize the power transmission between the input shaft 2 and the main rotor 6.

[0038] The clutch unit 4 further includes an anti-rotation guide shaft 46, which is arranged inside the fork rod 422. One end of the anti-rotation guide shaft 46 is fixedly connected to the plug plate 11, and the other end is fixedly connected to the cover plate 12. A guide sleeve 461 or a linear bearing is further arranged on the anti-rotation shaft 46, so as to ensure the relative radial fixation of the fork rod 422 and the anti-rotation guide shaft 46, and at the same time enable the fork 42 to move smoothly along the axial direction of the anti-rotation guide shaft 46.

[0039] A retaining ring 47 is arranged on one side of the snap ring seat 45 away from the synchronizing ring 44, and the retaining ring 47 is embedded in the inner wall of the cavity of the main rotor 6 to prevent the snap ring seat 45 and the synchronizing ring 44 from axially disengaging along the clutch sliding sleeve 43 when the clutch is disengaged.

[0040] Combine Figure 1 、 Figure 2 And Figure 3As shown, a second inclined surface 61 is provided on the inner end surface of the main rotor 6. The angle of the second inclined surface 61 matches that of the first inclined surface 441, so that the first inclined surface 441 can quickly drive the second inclined surface 61 to rotate synchronously, thereby realizing the rapid transmission of power and shortening the starting time of the hydraulic retarder. There is also a clutch clearance S between the second inclined surface 61 and the first inclined surface 441. Generally, the value of S is 0.8 - 2 mm. In this embodiment, the value of S is 0.8 mm, and the power transmission effect is optimal under this clutch clearance. As the usage frequency of the clutch mechanism increases, during each rotation of the second inclined surface 61 driven by the first inclined surface 441, the contact surfaces of the two are worn, causing the clutch clearance S to gradually increase. When the clutch clearance S reaches 2 mm, the effective transmission of power can still be ensured. When the clutch sleeve 43 moves axially to overcome the spring force of the spring retaining ring 451, it drives the synchronizing ring 44 and the retaining ring seat 45 to move axially synchronously. At this time, the clearance S gradually decreases; when the first inclined surface 441 contacts the second inclined surface 61 and the clearance S disappears (i.e., the clearance S becomes 0), at this time, the first inclined surface 441 drives the second inclined surface 61 to rotate through friction; an external spline is also provided on the outer side of the clutch sleeve 43. When the external spline of the clutch sleeve 43 is coupled with the internal spline of the main rotor 6, the two rotate synchronously, thereby completing the transmission of power. At the same time, chamfers are respectively provided at corresponding positions on the external spline of the clutch sleeve 43 and the internal spline of the main rotor 6 to facilitate the introduction of the external spline of the clutch sleeve 43 into the main rotor 6.

[0041] Combined Figures 1 to 5 , the working principle of a clutch mechanism for a hydraulic retarder according to the present invention is as follows:

[0042] When a vehicle needs to be braked by a hydraulic retarder during driving, the external transmission device is input through the input shaft 2. Since the input shaft 2 is connected to the external transmission device by a spline, the input shaft rotates under the action of the external transmission device; since the input shaft 2 is spline-connected to the clutch sleeve 43, at this time, the clutch sleeve 43 rotates synchronously with the input shaft 2.

[0043] The driving unit 3 drives the lead screw 41 to rotate. Since the anti-rotation guide shaft 46 restricts the rotation of the fork 42, at this time, the bushing 421 of the fork 42 moves axially along the lead screw. The bushing 421 and the fork 42 are of an integral structure, and the movement of the bushing 421 drives the fork to move axially synchronously; at the same time, the end of the fork rod 422 of the fork 42 is clamped in the first annular groove 431 of the clutch sleeve 43, so that the fork 42 drives the clutch sleeve 43 to also move axially synchronously.

[0044] While the clutch sliding sleeve 43 rotates and axially moves synchronously, the snap ring 451 expands and drives the snap ring seat 45 and the synchronizing ring 44 to gradually rotate synchronously with the clutch sliding sleeve 43, and at the same time, they axially move synchronously. During the moving process, the first inclined surface 441 and the second inclined surface 61 gradually come into contact. When they contact, due to the frictional force between the inclined surfaces, the stationary hydrodynamic retarder main rotor 6 rotates with the synchronizing ring 44 and the rotational speeds gradually become synchronous. When the rotational speeds of the main rotor 6 and the synchronizing ring 44 are synchronous, the external spline of the clutch sliding sleeve 43 mates with the internal spline on the inner wall of the hydrodynamic retarder main rotor 6 (i.e., the external spline of the clutch sliding sleeve 43 is inserted into the spline groove on the inner wall of the main rotor 6), until the spline lengths of the two are fully mated, then the drive unit 3 stops working. Since the snap ring 451 is still in the expanded state at this time, the transmission of the lead screw 41 and the fork 42 is designed as a self-locking lead screw transmission. Without external force, the clutch sliding sleeve 43 and the main rotor 6 are in a connected state, so as to ensure the reliability of the transmission and thus realize the power transmission.

[0045] When braking is completed and the clutch needs to stop working, only need to reverse the drive unit 3 (i.e., reverse the DC motor), the lead screw 41 drives the fork 42 to move in the reverse direction, and at the same time the clutch sliding sleeve 43 moves synchronously in the reverse direction, so that the first inclined surface 441 and the second inclined surface 61 are separated, thereby separating the clutch sliding sleeve 43 and the main rotor 6 and cutting off the power transmission, thus reducing the energy loss of the hydrodynamic retarder in the non-retarding state, and having high market promotion value. When the clutch sliding sleeve 43 returns to the initial position, the snap ring 451 resets from the card slot of the snap ring seat 45 into the second annular groove 432 of the clutch sliding sleeve 43 to prepare for the next clutch engagement.

[0046] Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the scope of protection of the present invention.

Claims

1. A clutch mechanism for a hydrodynamic retarder, characterized in that: It includes a clutch housing (1), an input shaft (2), a drive unit (3) and a clutch unit (4); The clutch housing (1) includes a plug plate (11) and a cover plate (12). The plug plate (11) and the cover plate (12) are coaxially sleeved outside the input shaft (2). A first inner cavity (5) is formed between the plug plate (11), the cover plate (12) and the input shaft (2), and the clutch unit (4) is arranged in the first inner cavity (5); One end of the input shaft (2) is connected to an external transmission device, and the other end extends into the main rotor (6) of the hydraulic retarder and is connected to the main rotor (6); The drive unit (3) is arranged in the first inner cavity (5) to realize the transmission or disconnection of power by driving the clutch unit (4); The clutch unit (4) includes a lead screw (41), a fork (42), a clutch sliding sleeve (43), a synchronizing ring (44), a snap ring (451) and a snap ring seat (45); One end of the lead screw (41) is connected to the drive unit (3), and the other end is connected to the cover plate (12) through a bearing; The fork (42) includes a bushing (421) and a fork rod (422); the bushing (421) is sleeved on the lead screw (41) and is threadedly connected to the lead screw (41); The clutch sliding sleeve (43) is sleeved on the input shaft (2) and is connected to the input shaft (2) by splines or single keys; a first annular groove (431) is circumferentially arranged at the outer end of the clutch sliding sleeve (43). One end of the fork rod (422) is fixedly connected to the bushing (421), and the other end is clamped with the first annular groove (431); The synchronizing ring (44) and the snap ring seat (45) are fixedly connected or fitted and then sleeved on the clutch sliding sleeve (43), and are connected to the clutch sliding sleeve (43) by splines or single keys; a second annular groove (432) is arranged on the clutch sliding sleeve (43). A second inner cavity (7) is formed between the snap ring seat (45) and the second annular groove (432), and the snap ring (451) is arranged in the second inner cavity (7); One end of the synchronizing ring (44) close to the main rotor (6) is provided with a first inclined surface (441); a second inclined surface (61) matching the angle of the first inclined surface (441) is arranged at the corresponding position of the main rotor (6). A clutch clearance S is arranged between the second inclined surface (61) and the first inclined surface (441), and the value of the clutch clearance S is 0.8 - 2 mm; A retaining ring (47) is further arranged on one side of the snap ring seat (45) away from the synchronizing ring (44). The retaining ring (47) is radially clamped with the inner wall of the main rotor (6) to prevent the snap ring seat (45) and the synchronizing ring (44) from axially disengaging along the clutch sliding sleeve (43).

2. The clutch mechanism for a hydraulic retarder according to claim 1, wherein: The clutch unit (4) further includes an anti-rotation guide shaft (46). One end of the anti-rotation guide shaft (46) is fixedly connected to the plug plate (11), and the other end is fixedly connected to the cover plate (12); the fork rod (422) moves axially along the anti-rotation guide shaft (46).

3. The clutch mechanism for a hydraulic retarder according to claim 2, wherein: The anti-rotation guide shaft (46) is also provided with a guide sleeve (461) or a linear bearing.

4. A clutch mechanism for a hydraulic retarder according to any one of claims 1 to 3, characterized in that: One end of the input shaft (2) is connected to an external transmission device, and the other end extends into the main rotor (6) of the hydraulic retarder and is connected to the main rotor (6) via a spline or a single key.

5. A clutch mechanism for a hydraulic retarder according to claim 4, characterized in that: The driving unit (3) is a motor, which is arranged on the blocking plate (11) or axially arranged inside the blocking plate (11).

6. A clutch mechanism for a hydraulic retarder according to claim 5, characterized in that: The clutch sleeve (43) is also provided with an external spline on its outer side. When the shift fork rod (422) is shifted, the external spline of the clutch sleeve (43) is inserted and coupled with the internal spline of the main rotor (6), and the two rotate synchronously without phase difference.

7. A clutch mechanism for a hydraulic retarder according to claim 6, characterized in that: The external splines of the clutch sleeve (43) and the internal splines of the main rotor (6) are respectively provided with matching chamfers at corresponding positions, so as to facilitate the external splines of the clutch sleeve (43) to be introduced into the main rotor (6).

Images