Gearbox front clutch control permanent magnet retarder

Abstract

The invention discloses a gearbox front clutch control permanent magnet retarder. The permanent magnet retarder mainly comprises a permanent magnet braking part and a motion control part. Whether the retarder rotor rotates or not is controlled through the motion control part, and then the working process of the retarder is controlled. The permanent magnet retarder adopts a stator water channel cooling heat dissipation mode, and can work permanently and reliably. The front permanent magnet water-cooling retarder of the gearbox has the following advantages that the braking torque of the retarder can be amplified by means of the low-speed gear of the gearbox; the retarder rotor is small in rotational inertia, simple in structure and light in weight. The retarder is cooled through engine cooling liquid, the working temperature of the retarder is low, heat fading is small, and long-time continuous working can be achieved.

Description

Technical Field

[0001] The invention relates to the technical field of retarder devices for trucks, and in particular to an electromagnetic retarder device based on the technology of generating braking torque by using a permanent magnet magnetic field. Background Art

[0002] The truck industry plays an important role in logistics and engineering transportation, but there are many accidents caused by brake problems. In order to effectively improve driving safety and extend the service life of the brake system, the retarder device is usually added to the car. As a vehicle auxiliary braking system, the retarder is not only conducive to improving the braking performance and safety performance of the vehicle, but also effectively reducing operating costs.

[0003] The most common types of vehicle retarders are as follows: eddy current retarder and hydraulic retarder. The eddy current retarder is equivalent to installing a generator on the transmission shaft. When it is not powered, it has no contact and no wear. When braking is required, the circuit is connected, so that the transmission shaft is subjected to the resistance of the electromagnetic field, thereby achieving the purpose of braking. The hydraulic retarder, on the other hand, adds a turbine chamber to the rear end of the gearbox housing. When the brake circuit is turned on, the gearbox oil generates resistance in the turbine to achieve the braking effect.

[0004] However, the eddy current retarder itself has the disadvantages of being large in size, heavy in body, consuming electric energy, requiring a corresponding control system, and being greatly affected by the ambient temperature; the hydraulic retarder has a long lag time for engagement and disengagement, has power loss when not working, has a complex structure when used in mechanical transmission vehicles, and has a certain amount of energy loss when transmitting power.

[0005] In addition, existing eddy current retarders and hydraulic retarders rely on energy-consuming devices to assist the braking system. However, the consumption of electric energy by the eddy current retarder will increase the burden on the vehicle's power system; the hydraulic retarder requires regular oil replacement and has a low response speed, which is not conducive to improving efficiency. Summary of the invention

[0006] In view of the above existing technical problems, the purpose of the present invention is to provide a permanent magnet retarder with small moment of inertia, simple structure, low energy consumption and lighter weight. The permanent magnet retarder consists of a permanent magnet braking part and a motion control part, and uses the gearbox gear to amplify the torque. It has the advantages of simple structure and light weight, and the permanent magnet retarder adopts stator water channel cooling, which can effectively conduct and dissipate heat, reduce the thermal decay of the retarder, and improve the reliability of the system.

[0007] The present invention adopts the following technical solution:

[0008] A gearbox front clutch controlled permanent magnet retarder, characterized in that: the permanent magnet retarder comprises a permanent magnet braking part and a motion control part:

[0009] The permanent magnet braking part includes a retarder stator, a retarder rotor, a permanent magnet, a retarder sleeve and a needle bearing, wherein the retarder rotor is connected to the permanent magnet using a dovetail groove structure, the permanent magnet surface is coated with glue to ensure that it is firmly connected to the retarder rotor, the retarder rotor is fixed to the intermediate shaft through a needle bearing and a sleeve, and is positioned using the sleeve, and the two sides of the retarder rotor are hollowed out to effectively reduce the overall weight and improve space utilization. The water channel is opened in the retarder stator part, which can effectively conduct and dissipate the heat generated during the operation of the retarder, reduce the thermal decay of the retarder, and improve the reliability of the system.

[0010] The motion control part includes a right sleeve of the retarder, a thrust bearing, a spring and a piston. The right sleeve of the retarder is connected to the intermediate shaft through a spline, and ensures the movement of the right sleeve of the retarder on the intermediate shaft. The right sleeve of the retarder is limited by a spring, and the preload force of the spring is used to complete the tight combination of the right sleeve of the retarder, the thrust bearing and the piston. Under braking conditions, the piston is driven forward by the hydraulic system, thereby prompting the right sleeve of the retarder to press the retarder rotor, and the friction between the two is used to drive the retarder rotor to rotate, thereby transmitting the kinetic energy of the intermediate shaft to the retarder rotor.

[0011] Furthermore, the motion control part is installed in the inner cavity of the retarder stator, and the retarder stator is fixed on the intermediate shaft through a tapered bearing.

[0012] Furthermore, a seal is provided between the piston and the retarder stator through a sealing belt and a sealing ring to ensure that no leakage occurs when the hydraulically driven piston moves.

[0013] Furthermore, when the braking process is implemented, the hydraulic system is activated to push the piston forward. Due to the action of the thrust bearing, the right sleeve of the retarder is pushed to press the retarder rotor. At this time, the spring is in a compressed state, and the thrust of the hydraulic system is greater than the restoring force of the spring. The friction force between the right sleeve of the retarder and the retarder rotor is then used to drive the retarder rotor to rotate.

[0014] Furthermore, when the braking process is over, the hydraulic system stops working, and under the action of the spring, the right sleeve, thrust bearing and piston of the retarder are pressed and reset. There is a limit on the right side of the piston. Due to the loss of friction, the retarder rotor slowly stops working and the braking process ends.

[0015] Furthermore, a needle bearing is used to isolate the retarder rotor from the retarder shaft sleeve, thereby reducing wear between the retarder rotor and the retarder shaft sleeve.

[0016] Furthermore, the retarder stator is provided with a cooling water channel to dissipate heat and cool the retarder stator and rotor of the permanent magnet retarder, thereby improving system reliability.

[0017] The present invention provides a gearbox front clutch controlled permanent magnet retarder, the working principle of which is as follows:

[0018] In the initial state, the right sleeve of the retarder, the thrust bearing and the piston are pressed against the inner wall of the retarder stator under the preload of the spring. When the braking process begins, the hydraulic system is activated to push the piston forward. Due to the action of the thrust bearing, the right sleeve of the retarder is pushed to press the retarder rotor. At this time, the spring is in a compressed state, and the thrust of the hydraulic system is greater than the restoring force of the spring. Then, the friction between the right sleeve of the retarder and the retarder rotor is used to drive the retarder rotor to rotate. At this time, the permanent magnet installed on the retarder rotor rotates, and the retarder rotor interacts with the retarder stator to generate a braking torque, thereby achieving braking. When the braking process stops, the hydraulic system stops working. Under the action of the spring, the right sleeve of the retarder, the thrust bearing and the piston are pressed and reset. There is a limit on the right side of the piston. Due to the loss of friction, the retarder rotor slowly stops working, and the braking process ends.

[0019] Compared with the prior art, the present invention has the following outstanding features:

[0020] The present invention is a gearbox pre-clutch controlled permanent magnet retarder braking device. Compared with the existing braking device, the device has a small retarder rotor moment of inertia, a simpler structure, and a high space utilization rate. The braking torque of the retarder can be amplified by means of the low-speed gear of the gearbox. Compared with the hydraulic retarder, there is no liquid inside the device, and the sealing requirements are not high, which can effectively reduce the difficulty of processing and assembly; the response speed is faster, and the energy conversion is generally more efficient. Compared with the eddy current retarder, the permanent magnet retarder does not require an external power supply and will not add additional burden to the vehicle's electrical system; it is lighter and smaller in size. In addition, the heat generated during the working process is concentrated in the permanent magnet part, which is cooled by the engine coolant. The retarder has a low operating temperature and small thermal decay. It can work continuously for a long time and has high system reliability.

[0021] In addition to the above-described purposes, features and advantages, the present invention has other purposes, features and advantages. The present invention will be described in further detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 The present invention is a schematic diagram of the overall structure of a transmission front clutch controlling a permanent magnet retarder.

[0023] Figure 2 This is an axonometric view of a permanent magnet retarder controlled by a front clutch of a transmission described in the present invention.

[0024] Figure 3 This is a working diagram of the retarder rotor rotation of a permanent magnet retarder controlled by a transmission front clutch according to the present invention.

[0025] Figure 4 The present invention provides a schematic diagram of the working magnetic circuit of a transmission front clutch controlling a permanent magnet retarder.

[0026] Figure 5 This is a cross-sectional view of a stator water channel of a permanent magnet retarder controlled by a front clutch of a transmission described in the present invention.

[0027] In the figure: 1 retarder stator, 2 permanent magnet, 3 retarder rotor, 4 retarder right sleeve, 5 thrust bearing, 6 piston, 7 oil seal, 8 tapered bearing, 9 sealing belt, 10 sealing ring, 11 retarder sleeve, 12 right housing, 13 sleeve, 14 oil seal, 15 intermediate shaft, 16 deep groove ball bearing, 17 baffle, 18 spring, 19 needle bearing. DETAILED DESCRIPTION

[0028] In order to enable those skilled in the art to better understand the technical solution of the present invention, the present invention is further described in detail below in conjunction with specific examples. Please note that the examples described below are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0029] like Figure 1 The figure is a schematic diagram of the overall structure of a gearbox front clutch controlled permanent magnet retarder of the present invention. A gearbox front clutch controlled permanent magnet retarder includes a permanent magnet braking part and a motion control part:

[0030] The permanent magnet braking part includes a retarder stator 1 , a permanent magnet 2 and a retarder rotor 3 .

[0031] The permanent magnetic brake part retarder rotor 2 is placed on the needle bearing 19 and axially positioned by the retarder sleeve 11. The retarder stator 1 is axially positioned by the tapered bearing 8 and the intermediate shaft 15 to ensure that the air gap between the retarder stator 1 and the retarder rotor 3 is uniform. The retarder stator 1 has a water channel to dissipate heat and cool the retarder.

[0032] The motion control part includes a right sleeve 4 of the retarder, a thrust bearing 5 , a spring 18 and a piston 6 .

[0033] The motion control part spring 18 is placed between the retarder sleeve and the retarder right sleeve 4, and a preload is applied to position the permanent magnet braking part and the motion control part. The thrust bearing 5 connects the retarder right sleeve 4 and the piston 6, and the piston 6 is placed in the retarder stator 1 cavity to ensure sealing.

[0034] When the permanent magnet retarder realizes the braking process, the hydraulic system is activated to push the piston 6 forward. Due to the action of the thrust bearing 5, the retarder right shaft sleeve 4 is pushed to press the retarder rotor 3. At this time, the spring 18 is in a compressed state, and the thrust of the hydraulic system is greater than the restoring force of the spring 18. Then, the friction between the retarder right shaft sleeve 4 and the retarder rotor 3 is used to drive the retarder rotor 3 to rotate. At this time, the permanent magnet 2 installed on the retarder rotor 3 rotates, and the retarder rotor 3 interacts with the retarder stator 1 to generate a braking torque, thereby realizing braking.

[0035] When the permanent magnet retarder braking process stops, the hydraulic system stops working, and the right sleeve 4, thrust bearing 5 and piston 6 of the retarder are pressed and reset under the action of the spring 18. There is a limit on the right side of the piston 6. Due to the loss of friction, the retarder rotor 3 slowly stops working and the braking process ends.

[0036] An air gap of 1 mm is ensured between the retarder stator 1 and the retarder rotor 3 of the permanent magnet retarder, and a certain gap is ensured between the sleeve 13 and the intermediate shaft 15 .

[0037] like Figure 3 The figure shows a working diagram of the retarder rotor rotation of a permanent magnet retarder controlled by a transmission front clutch according to the present invention. The rotation of the retarder rotor 3 is controlled by the movement of the motion control part.

[0038] like Figure 4 As shown is a schematic diagram of the working magnetic circuit of a permanent magnet retarder controlled by a front clutch of a transmission according to the present invention. When the retarder rotor 3 drives the permanent magnet 2 to rotate, it interacts with the retarder stator 1 to generate a magnetic circuit as shown in the figure.

[0039] like Figure 5 The figure shows a cross-sectional view of a stator water channel of a gearbox front clutch controlled permanent magnet retarder. By opening a water channel on the retarder stator 1, the cooling requirement of the permanent magnet retarder during operation can be effectively achieved.

[0040] The above description is only for explaining the present invention and is not intended to limit the present invention. Any modification, equivalent substitution, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A gearbox front clutch controlled permanent magnet retarder device, which is characterized by comprising a permanent magnet braking part and a motion control part; The permanent magnet braking part includes a retarder stator, a retarder rotor, a permanent magnet, a retarder sleeve and a needle bearing; the retarder stator and the retarder rotor are arranged relative to each other; the retarder rotor is connected to the permanent magnet by a dovetail groove, and the surface of the permanent magnet is coated with glue to ensure that it is fixedly connected to the retarder rotor. The retarder rotor is fixed to the intermediate shaft by a needle bearing and a retarder sleeve, and is positioned by the sleeve; both sides of the retarder rotor are hollow structures; The motion control part includes a right sleeve of the retarder, a thrust bearing, a spring and a piston; the right sleeve of the retarder is connected to the intermediate shaft through a spline to ensure that the right sleeve of the retarder moves on the intermediate shaft, the right sleeve of the retarder is limited by a spring, and the preload force of the spring is used to complete the tight combination of the right sleeve of the retarder, the thrust bearing and the piston; under braking conditions, the piston is driven forward by the hydraulic system, thereby prompting the right sleeve of the retarder to press the retarder rotor, and the friction between the two is used to drive the retarder rotor to rotate, so that the kinetic energy of the intermediate shaft is transmitted to the retarder rotor.

2. A gearbox front clutch controlled permanent magnet retarder according to claim 1, characterized in that: The motion control part is installed in the inner cavity of the retarder stator, and the retarder stator is fixed on the intermediate shaft through a tapered bearing.

3. A gearbox front clutch controlled permanent magnet retarder according to claim 1, characterized in that: The piston and the retarder stator are sealed by sealing belts and sealing rings to ensure that there is no leakage when the hydraulic drive piston moves.

4. A transmission front clutch controlled permanent magnet retarder according to claim 1, characterized in that: When the braking process is realized, the hydraulic system is activated to push the piston forward. Due to the action of the thrust bearing, the right sleeve of the retarder is pushed to press the retarder rotor. At this time, the spring is in a compressed state, and the thrust of the hydraulic system is greater than the restoring force of the spring. Then, the friction between the right sleeve of the retarder and the retarder rotor is used to drive the retarder rotor to rotate.

5. The transmission front clutch controlled permanent magnet retarder according to claim 1, characterized in that: When the braking process is over, the hydraulic system stops working. Under the action of the spring, the right sleeve, thrust bearing and piston of the retarder are pressed and reset. There is a limit on the right side of the piston. Due to the loss of friction, the retarder rotor slowly stops working and the braking process ends.

6. A transmission front clutch controlled permanent magnet retarder according to claim 1, characterized in that: Needle bearings are used to isolate the retarder rotor and the retarder sleeve to reduce the wear between the retarder rotor and the retarder sleeve.

7. The transmission front clutch controlled permanent magnet retarder according to claim 1, characterized in that: A cooling water channel is provided on the retarder stator to dissipate heat and cool the retarder stator and rotor of the permanent magnet retarder to improve reliability.

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