New energy vehicle braking device and braking method

Abstract

The invention discloses a braking device and a braking method for a new energy vehicle, and specifically relates to the technical field of new energy vehicles. The device comprises an electric brake retarder housing and a transmission shaft, a braking part comprises two rotors, and the braking part further comprises a stator disk, which is rotatably connected to the electric brake retarder housing, and a plurality of coils are arranged on the stator disk. The heat dissipation part comprises two liquid storage chambers, and a coolant is arranged in the liquid storage chambers. One side of the top of the liquid storage chamber is connected through an air intake pipe, and the other sides of the two liquid storage chambers are connected through a liquid return pipe. A condenser is connected between the liquid return pipe and the air intake pipe. The driving part comprises a control box, one end of the control box is connected to the air intake pipe through a connecting pipe, and the other end of the control box is connected to the condenser. A piston cylinder is arranged on one side of the control box, and a piston plate is arranged in the piston cylinder. The invention can realize rapid cooling of the retarder by gas-liquid conversion of the coolant, and can ensure the braking effect of the retarder when the vehicle is traveling at a low speed.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicles, and more specifically, to a braking device and a braking method for a new energy vehicle. Background Art

[0002] In new energy vehicle systems, the braking system uses the drive motor to recover braking energy, efficiently converts part of the mechanical energy into electrical energy, and stores it in the battery. This process not only realizes the function of auxiliary braking and effectively shares the braking pressure, but also significantly reduces energy consumption and improves energy utilization efficiency. For large new energy vehicles, due to their large mass, the inertia force generated during braking is also more significant. Relying solely on drive motor braking or traditional mechanical braking is difficult to meet the vehicle's huge braking needs, and it is easy to have insufficient braking efficiency. Therefore, the braking system is required to scientifically and reasonably distribute the braking power. This braking system includes multiple key components, including a drive motor, a main reducer, an electric brake retarder and a battery. Through the coordinated work of various components, the safety and efficiency of the braking process of large new energy vehicles are guaranteed.

[0003] In the prior art, the electric brake retarder mainly relies on the air cooling effect formed by the rotation of the rotor to achieve heat dissipation. However, when the retarder is in full load working state, the rotor temperature will rise sharply to above 650°C, so that additional insulation measures must be taken for non-heat-resistant components on the vehicle chassis, which undoubtedly increases the complexity and difficulty of installing the retarder on the vehicle. At the same time, as the rotor temperature continues to rise, its own resistance will also increase accordingly. According to the principle of electromagnetics, the increase in resistance will cause the eddy current intensity in the rotor to weaken, and the attenuation of the eddy current intensity will directly cause the braking force of the electric brake retarder to decrease. In addition, when the vehicle is in a low-speed driving state, since the rotor speed is synchronized with the vehicle main shaft speed, the rotor rotation speed is low at this time, thereby reducing the rotor speed relative to the stator. Affected by this, the braking torque of the electric brake retarder is greatly limited, and can only reach 80% of the maximum value at most, and sometimes even lower values. This makes the retarder unable to fully play its role when the vehicle is driving at a low speed, and it is even more difficult to effectively assist parking braking, which brings certain hidden dangers to driving safety. Summary of the invention

[0004] In order to overcome the above-mentioned defects of the prior art, the present invention provides a braking device and a braking method for a new energy vehicle to solve the problems raised in the above-mentioned background technology.

[0005] To achieve the above object, the present invention provides the following technical solution: a braking device for a new energy vehicle, comprising an electric brake retarder housing and a transmission shaft for connecting a vehicle main shaft, and further comprising:

[0006] The brake part includes two rotors, the rotors are coaxially fixedly connected to the transmission shaft, and the brake part also includes a stator disc, the stator disc is rotatably connected to the housing of the electric brake retarder, and a plurality of coils are arranged on the stator disc;

[0007] The heat dissipation part includes two liquid storage chambers, the liquid storage chambers are provided with coolant, the liquid storage chambers are located between the rotor and the electric brake retarder housing, one side of the top of the two liquid storage chambers is connected through an air intake pipe, and the other side of the two liquid storage chambers is connected through a return pipe, and a condenser is connected between the return pipe and the air intake pipe;

[0008] The driving part includes a control box, one end of the control box is connected to the air intake pipe through a connecting pipe, and the other end of the control box is connected to the condenser. A piston cylinder is provided on one side of the control box, and a piston plate that can move up and down is provided in the piston cylinder. The stator plate can rotate as the piston plate moves up and down.

[0009] Preferably, flanges are fixedly connected to both ends of the transmission shaft, a through hole is provided on the stator plate, a clearance groove is provided on the stator plate, and a bearing located in the through hole is sleeved on the transmission shaft.

[0010] Preferably, the control box is provided with an exhaust hole connected to the condenser, a one-way valve opening toward the condenser is provided in the exhaust hole, the condenser is connected to the liquid return pipe through a transmission pipe, the top of the condenser is connected to a liquid adding pipe, and a sealing plug is provided on the top of the liquid adding pipe.

[0011] Preferably, the piston cylinder and the control box are respectively provided with connecting holes on the upper and lower sides, the two connecting holes on the same side are interconnected, and a guide plate opposite to the movement direction of the piston plate is provided in the control box.

[0012] Preferably, the air inlet pipe is not directly connected to the exhaust hole. When the guide plate moves upward to the extreme position, the air inlet pipe is connected to the connecting hole on the lower side, and the exhaust hole is connected to the connecting hole on the upper side. When the guide plate moves downward to the extreme position, the air inlet pipe is connected to the connecting hole on the upper side, and the exhaust hole is connected to the connecting hole on the lower side.

[0013] Preferably, a hydraulic chamber is fixedly connected to the housing of the electric brake retarder, the hydraulic chamber is filled with hydraulic oil, and the hydraulic chamber is provided with two openings facing the piston plate.

[0014] Preferably, a push rod is fixedly connected to the bottom of the piston plate, the bottom of which passes through the electric brake retarder housing and is inserted into the opening on one side of the hydraulic chamber, and a guide rod is fixedly connected to the bottom of the guide plate, the bottom of which passes through the electric brake retarder housing and is inserted into the opening on the other side of the hydraulic chamber.

[0015] Preferably, a connecting plate is provided in the housing of the electric brake retarder, to which a rotating shaft is rotatably connected, to which a turntable is coaxially and fixedly connected at the end of the rotating shaft, to which a rocker arm is hinged, to which a lifting rod is hinged at the top of the rocker arm, and to which the top of the lifting rod is inserted into the piston cylinder and fixedly connected to the piston plate.

[0016] Preferably, a driven gear located in the give way slot is rotatably connected to the stator disc, a driving gear located in the give way slot is coaxially provided on the rotating shaft, and the driving gear is meshed with the driven gear.

[0017] A braking method for a new energy vehicle comprises the following steps:

[0018] S1. Determine whether the power provided by the driving motor and the electric brake retarder can meet the braking power requirement of the vehicle;

[0019] S2. If the power that can be provided by the driving motor and the electric brake retarder together can meet the braking power requirement of the whole vehicle, determine the first braking power that the driving motor needs to provide and the second braking power that the electric brake retarder needs to provide;

[0020] S3, using the driving force of the vehicle during driving to drive the drive motor to generate electricity, converting part of the vehicle's kinetic energy into electrical energy and storing it in the battery, while the drive motor generates electricity and brakes the vehicle;

[0021] S4. Start the electric brake retarder. After the electric brake retarder is powered on, multiple coils are used to generate magnetic force. The magnetic force generated by the coils can provide resistance to the rotation of the rotor, so that the speed of the rotor rotation is reduced. The rotor drives the main shaft of the vehicle to decelerate through the transmission shaft. There is no direct contact during the deceleration process. The magnetic force is used to brake the vehicle, and the electrical energy is converted into mechanical energy and heat energy.

[0022] S5. If the power that can be provided by the driving motor and the electric brake retarder together cannot meet the braking power requirement of the whole vehicle, determine the maximum braking power that can be provided by the driving motor and the electric brake retarder;

[0023] S6, the drive motor and the electric brake retarder jointly participate in the vehicle braking, the drive motor converts a part of the vehicle's kinetic energy into electrical energy and stores it in the battery, and the electric brake retarder converts the electrical energy into mechanical energy to brake the vehicle;

[0024] S7, start the active retarder, the braking power provided by the active retarder is used to compensate for the braking power of the drive motor and the electric brake retarder, and the active retarder acts on the brake disc of the vehicle through mechanical contact to brake the vehicle.

[0025] Technical effects and advantages of the present invention:

[0026] 1. The present invention achieves an efficient heat dissipation function through the coordinated operation of a liquid storage chamber, a coolant, an air intake pipe, a connecting pipe, a control box, and a condenser. The coolant absorbs heat in the liquid storage chamber and vaporizes into a gaseous state, which can effectively absorb a large amount of heat generated between the rotor and the stator disk of the electric brake retarder during the braking process. After the coolant vaporizes, it enters the condenser through the air intake hole on the control box. In the condenser, the gaseous coolant releases heat and then liquefies into a liquid state. Subsequently, the liquefied coolant flows back into the two liquid storage chambers. Through the circulation switching of the coolant between the liquid state and the gaseous state, the heat generated by the electric brake retarder is effectively consumed, thereby being able to quickly reduce the temperature of the electric brake retarder. This process not only avoids the electric brake retarder from stopping working due to overheating protection, but also prevents the problem of increased resistance caused by increased rotor temperature, thereby ensuring that the electric brake retarder always maintains a good braking effect.

[0027] 2. The present invention cooperates with the piston cylinder, the piston plate, the control box, the guide plate, the hydraulic chamber, the push rod and the guide rod. When the vehicle is traveling at a low speed, although the absolute speed of the rotor rotation will decrease as the vehicle speed decreases, the relative speed of the rotor with respect to the stator disk will increase. The increase in the relative speed enhances the eddy currents generated by the rotor itself, thereby enhancing the magnetic field generated by the eddy currents. When the current in the stator disk coil remains unchanged, the resistance to the rotation of the rotor by the magnetic force generated by the coil will increase accordingly. This change enhances the braking effect of the electric brake retarder and effectively reduces the influence of the braking torque of the electric brake retarder on the reduction of the vehicle speed. In this way, even when the vehicle is traveling at a low speed, the electric brake retarder will not be unable to fully function due to the reduction of the vehicle speed, and can still provide effective assistance for vehicle braking, thereby providing reliable protection for driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 It is a schematic diagram of the overall structure of the present invention.

[0029] Figure 2 It is a full-section main axonometric drawing of the present invention.

[0030] Figure 3 For the present invention Figure 2 A is an enlarged view of the middle image.

[0031] Figure 4 It is a schematic structural diagram of the heat dissipation part of the present invention.

[0032] Figure 5 It is an exploded view of the control box, guide plate and guide rod in the present invention.

[0033] Figure 6 It is a schematic structural diagram of the driving part of the present invention.

[0034] Figure 7 It is a schematic structural diagram of the stator disk and coil of the present invention.

[0035] Figure 8 It is a schematic structural diagram of the stator plate, driving gear, driven gear and rotating shaft of the present invention.

[0036] Fig. 9 It is a schematic diagram of the overall process of the present invention.

[0037] The accompanying drawings are marked as follows: 1, retarder housing; 2, transmission shaft; 3, brake part; 31, rotor; 32, stator plate; 33, coil; 34, flange; 35, through hole; 36, give way groove; 37, bearing; 4, heat dissipation part; 41, liquid storage chamber; 42, coolant; 43, air intake pipe; 44, liquid return pipe; 45, condenser; 46, exhaust hole; 47, transmission pipe; 48, liquid filling pipe; 49, sealing plug ;410, one-way valve;5, driving unit;51, control box;52, connecting pipe;53, piston cylinder;54, piston plate;55, connecting hole;56, guide plate;57, hydraulic chamber;58, hydraulic oil;59, push rod;510, guide rod;511, connecting plate;512, rotating shaft;513, turntable;514, rocker arm;515, lifting rod;516, driven gear;517, driving gear. DETAILED DESCRIPTION

[0038] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0039] Embodiment 1

[0040] When the retarder is in full load working state, the temperature of the rotor 31 will rise sharply, so that additional insulation measures must be taken for the non-temperature resistant components on the vehicle chassis, which undoubtedly increases the complexity and difficulty of installing the retarder on the vehicle. At the same time, when the temperature of the rotor 31 rises and the resistance increases, in the electric brake retarder, the eddy current can be regarded as a circular current formed inside the rotor 31, the eddy current of the rotor 31 will decrease, and the magnetic force generated by the stator will weaken the resistance of the rotor 31, making the braking effect of the vehicle worse.

[0041] To solve the above technical problems, please refer to Figures 1 to 8As shown, the first embodiment of the present invention provides a new energy vehicle braking device, including an electric brake retarder housing 1 and a transmission shaft 2 for connecting the vehicle main shaft, as well as a braking part 3, a heat dissipation part 4 and a driving part 5. The braking part 3 includes two rotors 31, and the rotor 31 is coaxially fixedly connected to the transmission shaft 2. The braking part 3 also includes a stator disk 32, which is rotatably connected to the electric brake retarder housing 1. A plurality of coils 33 are arranged on the stator disk 32. The heat dissipation part 4 includes two liquid storage chambers 41, and a coolant 42 is arranged in the liquid storage chamber 41. The liquid storage chamber 41 is located between the rotor 31 and the electric brake retarder housing 1. One side of the top of the two liquid storage chambers 41 is connected through an air intake pipe 43, and the other side of the two liquid storage chambers 41 is connected through a return pipe 44. A condenser 45 is connected between the return pipe 44 and the air intake pipe 43.

[0042] The two ends of the transmission shaft 2 are respectively fixedly connected with flanges 34, and the flanges 34 are used to connect to the main shaft of the vehicle. The stator plate 32 is provided with a through hole 35, and the stator plate 32 is provided with a clearance groove 36. The transmission shaft 2 is sleeved with a bearing 37 located in the through hole 35.

[0043] The control box 51 is provided with an exhaust hole 46 connected to the condenser 45, and a one-way valve 410 opening toward the condenser 45 is provided in the exhaust hole 46. The condenser 45 is connected to the return liquid pipe 44 through the transmission pipe 47. The top of the condenser 45 is connected to the liquid adding pipe 48, and the top of the liquid adding pipe 48 is provided with a sealing plug 49.

[0044] During the braking process of the electric brake retarder, the temperature between the stator disk 32 and the rotor 31 gradually increases, so that the temperature of the coolant 42 in the two reservoir chambers 41 gradually increases, and the coolant 42 absorbs the heat generated during the braking process and vaporizes, absorbing the heat near the reservoir chamber 41, so that the temperature between the rotor 31 and the stator disk 32 is reduced. After the coolant 42 is vaporized, the volume increases, so that the pressure of the gas in the two reservoir chambers 41 increases, and the gas in the reservoir chamber 41 enters the connecting pipe 52 through the intake pipe 43, and the gas flows into the control box 51, and then enters the condenser 45 through the exhaust hole 46 of the control box 51. The gas releases heat in the condenser 45, and the gas liquefies into the coolant 42 after releasing heat. The exhaust hole 46 is provided with an opening. The one-way valve 410 with its mouth facing the condenser 45 prevents the coolant 42 from flowing back into the control box 51. The coolant 42 flows into the return pipe 44 through the transmission pipe 47, and then flows into the two liquid storage chambers 41 through the return pipe 44. The coolant 42 absorbs heat and vaporizes in the liquid storage chamber 41, thereby absorbing a large amount of heat generated during the braking process of the electric brake retarder. After vaporization, the coolant 42 enters the condenser 45 to release heat and liquefies and flows back into the liquid storage chamber 41. Through the switching cycle between the liquid and gaseous states of the coolant 42, the heat generated by the electric brake retarder is consumed, the temperature of the electric brake retarder is quickly reduced to avoid overheating, and at the same time, the resistance increase caused by the increase in the temperature of the rotor 31 is avoided, thereby ensuring the braking effect of the electric brake retarder.

[0045] Since the coolant 42 will be lost during the cooling cycle, when it is necessary to add coolant 42, the sealing plug 49 is opened, and the coolant 42 is added to the condenser 45 through the liquid inlet pipe. The coolant 42 flows into the two liquid storage chambers 41 through the liquid return pipe 44 for replenishment.

[0046] Embodiment 2

[0047] When the vehicle is in a low-speed driving state, since the rotation speed of the rotor 31 is synchronized with the rotation speed of the vehicle main shaft, the rotation speed of the rotor 31 is relatively low at this time, which in turn reduces the rotation speed of the rotor 31 relative to the stator, reduces the rotation speed of the rotor 31 in the magnetic field, and reduces the eddy current generated when the rotor 31 rotates. Affected by this, the braking force of the stator disk 32 on the rotor 31 is reduced, and the braking torque of the electric brake retarder is greatly limited, which can only reach 80% of the maximum value at most, or even lower. This makes it impossible for the retarder to fully play its role when the vehicle is driving at a low speed, and it is even more difficult to effectively assist parking braking, which brings certain hidden dangers to driving safety.

[0048] See also Figures 1 to 8As shown, the driving unit 5 includes a control box 51, one end of the control box 51 is connected to the intake pipe 43 through a connecting pipe 52, and the other end of the control box 51 is connected to the condenser 45. A piston cylinder 53 is provided on one side of the control box 51, and a piston plate 54 that can move up and down is provided in the piston cylinder 53. The stator disk 32 can rotate as the piston plate 54 moves up and down.

[0049] The piston cylinder 53 and the control box 51 are respectively provided with connecting holes 55 on the upper and lower sides. The two connecting holes 55 on the same side are interconnected. A guide plate 56 is provided in the control box 51 in the opposite direction of the movement of the piston plate 54 .

[0050] The air intake pipe 43 is not directly connected to the exhaust hole 46. When the guide plate 56 moves upward to the extreme position, the air intake pipe 43 is connected to the lower connecting hole 55, and the exhaust hole 46 is connected to the upper connecting hole 55. When the guide plate 56 moves downward to the extreme position, the air intake pipe 43 is connected to the upper connecting hole 55, and the exhaust hole 46 is connected to the lower connecting hole 55.

[0051] A hydraulic chamber 57 is fixedly connected to the housing 1 of the electric brake retarder. The hydraulic chamber 57 is in a U-shape with an opening facing upward. The hydraulic chamber 57 is filled with hydraulic oil 58 . The hydraulic chamber 57 has two openings facing the piston plate 54 .

[0052] A push rod 59 is fixedly connected to the bottom of the piston plate 54. The bottom of the push rod 59 passes through the electric brake retarder housing 1 and is inserted into the opening on one side of the hydraulic chamber 57. A guide rod 510 is fixedly connected to the bottom of the guide plate 56. The bottom of the guide rod 510 passes through the electric brake retarder housing 1 and is inserted into the opening on the other side of the hydraulic chamber 57.

[0053] A connecting plate 511 is provided in the housing 1 of the electric brake retarder, and a rotating shaft 512 is rotatably connected to the connecting plate 511. A turntable 513 is coaxially fixedly connected to the end of the rotating shaft 512. A rocker arm 514 is hinged on the turntable 513. A lifting rod 515 is hinged on the top of the rocker arm 514. The top of the lifting rod 515 is inserted into the piston cylinder 53 and fixedly connected to the piston plate 54.

[0054] A driven gear 516 located in the clearance groove 36 is rotatably connected to the stator disc 32 , and a driving gear 517 located in the clearance groove 36 is coaxially provided on the rotating shaft 512 , and the driving gear 517 is meshed with the driven gear 516 .

[0055] On the basis of the above embodiment, when the vehicle brakes at a low speed, the initial state of the piston plate 54 is that the piston plate 54 moves upward to the limit position, at which time the guide plate 56 moves downward to the limit position, and the two connecting holes 55 on the upper side are connected with the gas in the control box 51. The coolant 42 in the liquid storage chamber 41 absorbs heat and vaporizes, and the gas enters the control box 51 through the connecting pipe 52, and the gas enters the piston cylinder 53 through the connecting hole 55 on the upper side. As the gas above the piston plate 54 gradually increases, the air pressure on the upper side of the piston plate 54 is greater than the air pressure on the lower side, and the gas pushes the piston plate 54 to move downward. The gas in the piston cylinder 53 below the piston plate 54 enters the opening of the guide plate 56 through the connecting hole 55 on the lower side, and enters the condenser 45 through the exhaust hole 46. The piston plate 54 drives the lifting rod 515 to move downward, and the lifting rod 515 drives the turntable 513 to rotate through the rocker rod 514. The direction of rotation of the turntable 513 is the same as the direction of rotation of the rotor 31.

[0056] The turntable 513 drives the driving gear 517 to rotate, and the driving gear 517 meshes with the driven gear 516, so that the driven gear 516 drives the stator disk 32 to rotate. The stator disk 32 rotates in opposite directions to the rotor 31. Although the rotation speed of the rotor 31 is relatively low at this time, the stator disk 32 drives the multiple coils 33 to rotate in the opposite direction, which increases the rotation speed of the rotor 31 relative to the stator disk 32 in disguised form, thereby avoiding a sudden reduction in the braking force of the electric brake retarder due to the low speed of the vehicle.

[0057] When the piston plate 54 moves downward, the piston plate 54 drives the push rod 59 to move downward, and the push rod 59 drives the hydraulic oil 58 in the hydraulic chamber 57 to move. Since the hydraulic chamber 57 is set in a U-shape with the opening facing upward, the hydraulic oil 58 on the other side of the hydraulic chamber 57 moves upward, and the hydraulic oil 58 drives the guide rod 510 to move upward, and the guide rod 510 drives the guide plate 56 to move upward in the control box 51. The movement direction of the guide plate 56 is opposite to that of the piston plate 54. Because the turntable 513 rotates continuously, inertia will be generated after the turntable 513 rotates continuously, and the inertia reacts on the piston plate 54. The piston plate 54 acts on the guide rod 510 through the hydraulic oil 58, and uses the inertia to overcome the air intake balance point of the upper and lower connecting holes 55. When the piston plate 54 moves downward to the limit position, the guide plate 56 moves upward to the limit position. At this time, due to the obstruction of the guide plate 56, the lower connecting hole 55 is connected to the gas in the control box 51, and the upper connecting hole 55 is not connected to the gas in the control box 51 The gas is connected, and the gas enters the bottom of the piston plate 54 in the piston cylinder 53 through the connecting hole 55 on the lower side, so that the air pressure under the piston plate 54 gradually increases. When the air pressure under the piston plate 54 is greater than the air pressure on the upper side, the piston plate 54 is pushed to move upward, and the piston plate 54 drives the lifting rod 515 to move upward. The lifting rod 515 drives the turntable 513 to rotate continuously through the rocker rod 514. The turntable 513 engages with the driven gear 516 through the driving gear 517 to make the stator plate 32 rotate continuously in the opposite direction. As the piston plate 54 drives the push rod 59 to move upward, the hydraulic oil 58 in the hydraulic chamber 57 no longer pushes the guide rod 510 to move upward, so that the guide rod 510 moves downward under the action of gravity. The guide rod 510 pushes the hydraulic oil 58 in the hydraulic chamber 57 to move, and the bottom of the push rod 59 and the guide rod 510 are always in contact with the hydraulic oil 58 in the hydraulic chamber 57, and the gap between the push rod 59 and the guide rod 510 in the hydraulic chamber 57 is always filled with the hydraulic oil 58.

[0058] As the gas continues to flow into the control box 51, the piston plate 54 moves up and down reciprocatingly, and the piston plate 54 drives the rotating plate 513 to rotate continuously through the swing rod 514, so that the stator plate 32 drives the multiple coils 33 to rotate in the opposite direction of the rotor 31. The heat generated during the braking process of the electric brake retarder is used to vaporize the coolant 42. The vaporized coolant 42 serves as the power for the piston plate 54 to reciprocate up and down, thereby realizing the rotation direction of the stator plate 32 and the rotor 31, so that when the vehicle is running at a low speed, the rotor 31 is relatively close to the stator plate 32. The increase in relative speed intensifies the eddy currents generated by the rotor 31 itself, and the magnetic field generated by the eddy currents. When the current in the coil 33 of the stator disk 32 remains unchanged, the magnetic force generated by the coil 33 increases the resistance to the rotor 31, thereby enhancing the braking effect of the electric brake retarder. At the same time, the vaporization of the coolant 42 is used to reduce the temperature between the rotor 31 and the stator disk 32, thereby avoiding an increase in the resistance of the rotor 31 and further enhancing the eddy current strength of the rotor 31, thereby avoiding the risk of a sudden drop in the braking force of the electric retarder due to overheating.

[0059] Embodiment 3

[0060] like Fig. 9 As shown, this embodiment provides a braking method for a new energy vehicle, comprising the following steps:

[0061] S1. Determine whether the power provided by the driving motor and the electric brake retarder can meet the braking power requirement of the vehicle;

[0062] S2. If the power that can be provided by the driving motor and the electric brake retarder together can meet the braking power requirement of the whole vehicle, determine the first braking power that the driving motor needs to provide and the second braking power that the electric brake retarder needs to provide;

[0063] S3, using the driving force of the vehicle during driving to drive the drive motor to generate electricity, converting part of the vehicle's kinetic energy into electrical energy and storing it in the battery, while the drive motor generates electricity and brakes the vehicle;

[0064] S4, start the electric brake retarder. After the electric brake retarder is powered on, multiple coils 33 are used to generate magnetic force. The magnetic force generated by the coils 33 can provide resistance to the rotation of the rotor 31, so that the rotation speed of the rotor 31 is reduced. The rotor 31 drives the main shaft of the vehicle to decelerate through the transmission shaft 2. There is no direct contact during the deceleration process. The magnetic force is used to brake the vehicle, and the electrical energy is converted into mechanical energy and heat energy.

[0065] S5. If the power that can be provided by the driving motor and the electric brake retarder together cannot meet the braking power requirement of the whole vehicle, determine the maximum braking power that can be provided by the driving motor and the electric brake retarder;

[0066] S6, the drive motor and the electric brake retarder jointly participate in the vehicle braking, the drive motor converts a part of the vehicle's kinetic energy into electrical energy and stores it in the battery, and the electric brake retarder converts the electrical energy into mechanical energy to brake the vehicle;

[0067] S7, start the active retarder, the braking power provided by the active retarder is used to compensate for the braking power of the drive motor and the electric brake retarder, and the active retarder acts on the brake disc of the vehicle through mechanical contact to brake the vehicle.

[0068] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can make equivalent replacements or changes according to the technical scheme and inventive concept of the present invention within the technical scope disclosed by the present invention, which should be covered by the protection scope of the present invention.

Claims

1. A new energy vehicle braking device, comprising an electric brake retarder housing and a transmission shaft for connecting a vehicle main shaft, characterized in that: Also includes: The brake part includes a rotor, which is coaxially fixedly connected to the transmission shaft, and a stator disc, which is rotatably connected to the housing of the electric brake retarder, and a plurality of coils are arranged on the stator disc; The heat dissipation part includes two liquid storage chambers, in which coolant is arranged, and the liquid storage chambers are located between the rotor and the housing of the electric brake retarder, one side of the top of the two liquid storage chambers is connected through an air inlet pipe, and the other side of the two liquid storage chambers is connected through a liquid return pipe, and a condenser is connected between the liquid return pipe and the air inlet pipe; The driving part includes a control box, one end of the control box is connected with the intake pipe through a connecting pipe, and the other end of the control box is connected with the condenser. A piston cylinder is provided on one side of the control box, and a piston plate that can move up and down is provided in the piston cylinder. Connecting holes are respectively provided on the upper and lower sides of the piston cylinder and the control box, and the two connecting holes on the same side are connected to each other. A guide plate opposite to the movement direction of the piston plate is provided in the control box, and the intake pipe is not directly connected with the exhaust hole. When the guide plate moves upward to the limit position, the intake pipe is connected with the connecting hole on the lower side, and the exhaust hole is connected with the connecting hole on the upper side. When the guide plate moves downward to the limit position, the intake pipe is connected with the connecting hole on the upper side, and the exhaust hole is connected with the connecting hole on the lower side. A hydraulic chamber is provided in the housing of the electric brake retarder, and the hydraulic chamber is filled with hydraulic oil. Two openings are provided on the hydraulic chamber. A push rod is fixedly connected to the bottom of the piston plate, and the bottom of the push rod is inserted into the opening on one side of the hydraulic chamber. The bottom of the guide plate is inserted into the opening on the other side of the hydraulic chamber through the guide rod. The stator plate can rotate as the piston plate moves up and down.

2. The new energy vehicle braking device according to claim 1, characterized in that: Flanges are fixedly connected at both ends of the transmission shaft, a through hole is provided on the stator plate, a yielding groove is provided on the stator plate, and a bearing located in the through hole is sleeved on the transmission shaft.

3. The new energy vehicle braking device according to claim 2, characterized in that: The control box is provided with an exhaust hole connected to the condenser, a one-way valve opening toward the condenser is arranged in the exhaust hole, the condenser is connected to the liquid return pipe through a transmission pipe, a liquid adding pipe is connected to the top of the condenser, and a sealing plug is arranged on the top of the liquid adding pipe.

4. The new energy vehicle braking device according to claim 3, characterized in that: A connecting plate is provided in the housing of the electric brake retarder, on which a rotating shaft is rotatably connected, a turntable is coaxially fixedly connected at the end of the rotating shaft, a rocker arm is hinged on the turntable, a lifting rod is hinged on the top of the rocker arm, and the top of the lifting rod is inserted into the piston cylinder and fixedly connected to the piston plate.

5. The new energy vehicle braking device according to claim 4, characterized in that: A driven gear located in the give-way groove is rotatably connected on the stator disc, and a driving gear located in the give-way groove is coaxially arranged on the rotating shaft, and the driving gear is meshed with the driven gear.

6. A braking method for braking a new energy vehicle using the new energy vehicle braking device according to any one of claims 1 to 5, characterized in that: The braking method comprises the following steps: S1. Determine whether the power provided by the driving motor and the electric brake retarder can meet the braking power requirement of the vehicle; S2. If the power that can be provided by the driving motor and the electric brake retarder together can meet the braking power requirement of the whole vehicle, determine the first braking power that the driving motor needs to provide and the second braking power that the electric brake retarder needs to provide; S3, using the driving force of the vehicle during driving to drive the drive motor to generate electricity, converting part of the vehicle's kinetic energy into electrical energy and storing it in the battery, while the drive motor generates electricity and brakes the vehicle; S4. Start the electric brake retarder. After the electric brake retarder is powered on, multiple coils are used to generate magnetic force. The magnetic force generated by the coils can provide resistance to the rotation of the rotor, so that the speed of the rotor rotation is reduced. The rotor drives the main shaft of the vehicle to decelerate through the transmission shaft. There is no direct contact during the deceleration process. The magnetic force is used to brake the vehicle, and the electrical energy is converted into mechanical energy and heat energy. S5. If the power that can be provided by the driving motor and the electric brake retarder together cannot meet the braking power requirement of the whole vehicle, determine the maximum braking power that can be provided by the driving motor and the electric brake retarder; S6, the drive motor and the electric brake retarder jointly participate in the vehicle braking, the drive motor converts a part of the vehicle's kinetic energy into electrical energy and stores it in the battery, and the electric brake retarder converts the electrical energy into mechanical energy to brake the vehicle; S7, start the active retarder, the braking power provided by the active retarder is used to compensate for the braking power of the drive motor and the electric brake retarder, and the active retarder acts on the brake disc of the vehicle through mechanical contact to brake the vehicle.

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