Disconnected hydrodynamic retarder control system and method and vehicle with disconnected hydrodynamic retarder control system

Abstract

The invention provides a disconnected hydrodynamic retarder control system and method and a vehicle with the disconnected hydrodynamic retarder control system. The disconnected type hydrodynamic retarder control system comprises a hydrodynamic retarder and a control system, wherein the hydrodynamic retarder is provided with a rotor; the first end of the gear shifting part is movably connected with the rotor, and the second end of the gear shifting part is connected with an output shaft of the transmission; and the adjusting part is connected with the hydraulic retarder, the execution end of the adjusting part is connected with the gear shifting part, and the adjusting part is used for adjusting the rotating speed difference between the output shaft and the rotor. By introducing the gear shifting part and combining intelligent control of the controller, the hydraulic retarder can be adjusted to a proper gear according to different working conditions of a vehicle, flexible adjustment of the braking torque is achieved, mild braking force can be provided in the urban congestion environment, and the braking torque can be adjusted to the proper gear according to the different working conditions of the vehicle. And a stronger braking effect can be provided under the high-speed driving conditions such as long downhill, and the problem that the braking torque gear of the hydraulic retarder in the prior art is difficult to adapt to the requirements under different working conditions is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of auxiliary braking, and more particularly, to a disengageable hydrodynamic retarder control system, method, and vehicle having the same. Background Art

[0002] Currently, in the current heavy vehicle auxiliary braking system, the hydrodynamic retarder is widely used as an important auxiliary braking tool. However, there are some limitations in the design and application of the existing hydrodynamic retarders, especially regarding the selectivity of the braking torque gear. Traditional hydrodynamic retarders usually only provide a single braking torque gear. Although this design has a relatively simple structure, it exposes obvious deficiencies in actual use.

[0003] In view of the above problems, no effective solution has been proposed yet. Summary of the Invention

[0004] The main object of the present invention is to provide a disengageable hydrodynamic retarder control system, method, and vehicle having the same, so as to solve the problem that the braking torque gear of the existing hydrodynamic retarder is difficult to adapt to the requirements under different working conditions.

[0005] To achieve the above object, according to one aspect of the present invention, there is provided a disengageable hydrodynamic retarder control system, including: a hydrodynamic retarder provided with a rotor; a shifting part, the first end of the shifting part is movably connected to the rotor, and the second end of the shifting part is connected to the output shaft of the transmission; an adjusting part, the adjusting part is connected to the hydrodynamic retarder, and the execution end of the adjusting part is connected to the shifting part, and the adjusting part is used to adjust the rotational speed difference between the output shaft and the rotor.

[0006] Further, the disengageable hydrodynamic retarder control system further includes: a retarder gear, the retarder gear is connected to the second end of the shifting part, and the shifting part is connected to the output shaft through the retarder gear.

[0007] Further, the disengageable hydrodynamic retarder control system further includes: a controller, the controller is electrically connected to an external air pump and the adjusting part, and the controller controls the adjusting part and the external air pump to be in a target working state based on the obtained slope data, so that the shifting part is in a target gear mode, and the target gear mode at least includes: a high gear mode, a low gear mode, and a neutral gear mode.

[0008] Further, the shifting part includes: a shifting shaft, the first end of the shifting shaft is connected to the output shaft, the second end of the shifting shaft is rotatably connected to the rotor, a shifting gear assembly, the shifting gears are rotatably arranged on the shifting shaft, the shifting gear assembly includes a plurality of shifting gears, and one of the plurality of shifting gears is rotatably arranged synchronously with the rotor; a transmission assembly, the transmission assembly is connected to the shifting gear assembly; a gear sleeve, the gear sleeve is rotatably arranged synchronously with the shifting shaft; wherein, the gear sleeve can move along the axial direction of the shifting shaft to a combined position and a separated position, when the gear sleeve is in the combined position, the gear sleeve is combined with one of the plurality of shifting gears, and when the gear sleeve is in the separated position, the gear sleeve is separated from all of the plurality of shifting gears.

[0009] Further, the adjusting part is used to control the gear sleeve to be in the combined position and the separated position, wherein, during the process that the adjusting part controls the gear sleeve to move from the separated position to the combined position, the rotational speed difference between the output shaft and the rotor is adjusted.

[0010] Further, the shifting gear assembly includes: a high gear, the high gear is rotatably arranged on the shifting shaft; a low gear, the low gear is rotatably arranged on the shifting shaft, and the low gear is arranged at a distance from the high gear; wherein, one of the high gear and the low gear is rotatably arranged synchronously with the rotor, the combined position includes a first combined position and a second combined position, when the gear sleeve is in the first combined position, the gear sleeve is combined with the high gear, when the gear sleeve is in the second combined position, the gear sleeve is combined with the low gear, and when the gear sleeve is in the separated position, the gear sleeve is separated from both the low gear and the high gear.

[0011] Further, the low gear is integrally formed with the rotor.

[0012] Further, the hydraulic retarder includes: a retarder housing, the retarder housing has a first accommodating cavity, the shifting part and the controller are arranged in the first accommodating cavity, and the adjusting part is connected to the retarder housing; a stator, the stator is arranged in the first accommodating cavity, the stator is connected to the retarder housing, and the rotor is arranged in cooperation with the stator.

[0013] Further, the hydraulic retarder further includes: a heat exchanger, the heat exchanger is connected to the retarder housing.

[0014] Further, the transmission assembly includes: a transmission shaft, the transmission shaft is rotatably connected to the retarder housing; a first transmission gear, the first transmission gear is sleeved on the transmission shaft, and the first transmission gear is connected in cooperation with the high gear; a second transmission gear, the second transmission gear is sleeved on the transmission shaft, and the second transmission gear is connected in cooperation with the low gear.

[0015] Further, the number of teeth of the high gear is A, the number of teeth of the low gear is B, the number of teeth of the first transmission gear is C, and the number of teeth of the second transmission gear is D, wherein, A > B > D > C.

[0016] Further, the adjusting part includes: a housing connected to the hydraulic retarder, the housing having a second accommodation cavity; a moving component, with part of the moving component disposed in the second accommodation cavity, the first end of the moving component being movably connected to the housing, and the second end of the moving component being movably connected to at least part of the gear sleeve; wherein, when the gear sleeve is in the first engagement position, the moving component is in the first working position, when the gear sleeve is in the second engagement position, the moving component is in the second working position, and when the gear sleeve is in the disengaged position, the moving component is in the idle position.

[0017] Further, the moving component includes: a control movable shaft, with at least part of the control movable shaft disposed in the second accommodation cavity, the control movable shaft being movably connected to the housing, and the axis of the control movable shaft being arranged parallel to the axis of the shift shaft; a piston block disposed in the second accommodation cavity, the piston block and at least part of the housing forming a third accommodation cavity, the piston block having a third working position, a fourth working position, and a first idle position; a two-way air valve, with an external air pump communicating with the third accommodation cavity through the two-way air valve, and the piston block being driven to be in the third working position, the fourth working position, and the first idle position during the exhaust and intake processes of the external air pump to the third accommodation cavity; a plug rod, with the first end of the plug rod connected to at least part of the control movable shaft, and the second end of the plug rod being movably connected to at least part of the gear sleeve, the plug rod having a fifth working position, a sixth working position, and a second idle position; wherein, when the gear sleeve is in the first engagement position, the piston block is in the third working position and the plug rod is in the fifth working position, when the gear sleeve is in the second engagement position, the piston block is in the fourth working position and the plug rod is in the sixth working position, and when the gear sleeve is in the disengaged position, the piston block is in the first idle position and the plug rod is in the second idle position.

[0018] According to another aspect of the embodiments of the present application, there is also provided a control method for a disconnect-type hydraulic retarder control system, the control method being used to control the above-mentioned disconnect-type hydraulic retarder control system, and the control method including the following steps: in response to an engine operating signal, acquiring slope data; determining a target gear mode based on the slope data, the target gear mode being used to adjust the real-time speed difference between the output shaft and the rotor to a target speed difference, and the target gear mode at least including: a high gear mode, a low gear mode, and a neutral gear mode; generating a control instruction set based on the target gear mode, the control instruction set being used to control the adjusting part and the external air pump to be in a target working state.

[0019] Further, according to the slope data, a target gear mode is determined, including: judging the slope data based on a preset slope threshold to obtain a judgment result, where the preset slope threshold includes: a first preset slope threshold and a second preset slope threshold, the first preset slope threshold is E, the second preset slope threshold is F, and the slope data is G; in response to the judgment result that G≤E, determining that the target gear mode is the neutral gear mode; in response to the judgment result that E<G≤F, determining that the target gear mode is the low gear mode; in response to the judgment result that F<G, determining that the target gear mode is the high gear mode.

[0020] According to another aspect of the embodiments of the present application, a vehicle is further provided, including a disconnected hydraulic retarder control system, and the disconnected hydraulic retarder control system is the above-mentioned disconnected hydraulic retarder control system.

[0021] Applying the technical solution of the present invention, by introducing a shift part and combining with the intelligent control of the controller, the hydraulic retarder can be dynamically adjusted to a suitable gear according to different working conditions of the vehicle, realizing flexible adjustment of the braking torque. It can not only provide gentle braking force in the urban congestion environment, but also provide stronger braking effect under high-speed driving conditions such as long downhill, significantly improving the applicable range of the retarder and solving the problem that the braking torque gear of the existing hydraulic retarder is difficult to meet the requirements under different working conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The specification drawings forming a part of the present application are used to provide a further understanding of the present invention. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation to the present invention. In the drawings:

[0023] Figure 1 An axonometric view of a first embodiment of the disconnected hydraulic retarder control system according to the present invention is shown;

[0024] Figure 2 A structural schematic diagram of a second embodiment of the disconnected hydraulic retarder control system according to the present invention is shown;

[0025] Figure 3 A partial structural schematic diagram of a third embodiment of the disconnected hydraulic retarder control system according to the present invention is shown;

[0026] Figure 4 A structural schematic diagram of a first embodiment of the retarder gear in the disconnected hydraulic retarder control system according to the present invention is shown;

[0027] Figure 5 An axonometric view of a first embodiment of the gear sleeve in the disconnected hydraulic retarder control system according to the present invention is shown;

[0028] Figure 6 Shows a partial structural schematic diagram of a fourth embodiment of a disengagement hydraulic retarder control system according to the present invention;

[0029] Figure 7 Shows a structural schematic diagram of a first embodiment of a high - grade gear in a disengagement hydraulic retarder control system according to the present invention;

[0030] Figure 8 Shows a structural schematic diagram of a first embodiment of a shift shaft in a disengagement hydraulic retarder control system according to the present invention;

[0031] Figure 9 Shows a structural schematic diagram of a first embodiment of a transmission component in a disengagement hydraulic retarder control system according to the present invention;

[0032] Figure 10 Shows a structural schematic diagram of a first embodiment of an adjustment part in a disengagement hydraulic retarder control system according to the present invention;

[0033] Figure 11 Shows a structural schematic diagram of a second embodiment of an adjustment part in a disengagement hydraulic retarder control system according to the present invention;

[0034] Figure 12 Shows a flowchart of a control method for a disengagement hydraulic retarder control system according to the present invention;

[0035] Figure 13 Shows a structural block diagram of a control device for a disengagement hydraulic retarder control system according to the present invention.

[0036] Among them, the above - mentioned drawings include the following reference numerals:

[0037] 10. Adjustment part;

[0038] 11. Two - way ventilation valve;

[0039] 12. Piston block;

[0040] 13. Control movable shaft;

[0041] 14. Outer shell;

[0042] 15. Plug - and - unplug rod;

[0043] 20. Retarder gear;

[0044] 21. First internal spline;

[0045] 30. Retarder housing;

[0046] 40. Heat exchanger;

[0047] 50. Stator

[0048] 60. Shift part;

[0049] 61. Shift gear assembly;

[0050] 62. Gear sleeve;

[0051] 63. Shift shaft;

[0052] 64. First bearing;

[0053] 65. Transmission assembly;

[0054] 66. Second bearing;

[0055] 611. High - gear gear;

[0056] 612. Low - gear gear;

[0057] 613. Low - gear gear body;

[0058] 614. First internal spline section;

[0059] 615. First optical axis hole section;

[0060] 616. Second internal spline section;

[0061] 617. Second optical axis hole section;

[0062] 618. High - gear gear body;

[0063] 621. First engagement section;

[0064] 622. Second engagement section;

[0065] 623. Second internal spline;

[0066] 624. Third engagement section;

[0067] 631. First external spline;

[0068] 632. First shaft section;

[0069] 633. Second shaft section;

[0070] 634. Second external spline;

[0071] 651. Transmission shaft;

[0072] 652. First transmission gear;

[0073] 653. Second transmission gear;

[0074] 70. Rotor. Detailed implementation mode

[0075] It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments may be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0076] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they specify the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0077] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that these terms can be interchanged under appropriate circumstances so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "comprise" and "have" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that comprises a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products, or devices.

[0078] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many different forms and should not be construed as being limited only to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of the present application is thorough and complete, and the concepts of these exemplary embodiments are fully conveyed to those of ordinary skill in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and thus their descriptions will be omitted.

[0079] In the field of heavy vehicles, especially in trucks and buses that require frequent or long-term downhill braking, the auxiliary braking system plays a crucial role. The hydraulic retarder, as a representative of auxiliary braking technology, generates braking force by utilizing the kinetic energy conversion and damping effect of liquid (usually oil). It can not only reduce the wear of the traditional friction braking system but also significantly improve the safety of the vehicle under complex road conditions and the comfort of the driver. However, although the hydraulic retarder has been widely applied in the field of heavy vehicle auxiliary braking, its limitations in design and application are becoming increasingly prominent, especially in terms of the selectivity of braking torque gears.

[0080] Heavy vehicles face various driving conditions during actual operation, from low-speed driving in urban congested sections to long downhill high-speed braking on mountain roads, and the demand for braking torque varies greatly. Traditional hydraulic retarders usually provide a single gear of braking torque output, which means that regardless of the vehicle's operating condition, the braking torque of the retarder is basically fixed. This "one-size-fits-all" design cannot meet the different requirements for braking force under different driving conditions, which may result in excessive braking force at low speeds or light loads, causing driver discomfort and energy waste, while the braking force may be insufficient at high speeds or heavy loads, affecting the braking effect and safety of the vehicle.

[0081] The control accuracy of a single-gear hydraulic retarder during braking is relatively low, and it is difficult to make fine adjustments according to real-time road conditions and vehicle load. This not only affects the braking smoothness and comfort of the vehicle but also may lead to low braking efficiency. For example, when driving at high speed on a long downhill, if the braking torque is insufficient, the driver may need to frequently use the friction brake, which not only increases the wear of the brake but also may reduce the braking performance due to overheating of the brake, and even lead to brake failure.

[0082] When a traditional hydraulic retarder is in a non-operating state, its stator and rotor still rotate with the vehicle's movement, resulting in additional oil churning losses and residual drag torque. This not only consumes the engine's power, increases fuel consumption, but also may accelerate the wear of the retarder components, increase maintenance and replacement costs, and affect the economy and reliability of the vehicle.

[0083] Due to the limited selectivity of braking torque gears, there are bottlenecks in the innovation and optimization of the design of traditional hydraulic retarders. For example, in order to meet the high braking force requirements at heavy loads or high speeds, it is often necessary to design larger-sized stators and rotors, which not only increase the volume and weight of the retarder, reduce the vehicle's handling performance and fuel efficiency, but also limit its applicability and flexibility in a wider range of application scenarios.

[0084] In summary, the hydraulic retarders in the existing technology have obvious deficiencies in the flexibility and selectivity of braking torque gears, which limit their performance, energy efficiency, and economy in the auxiliary braking system of heavy vehicles. At the same time, they also pose challenges to the safety, comfort, and overall design of the vehicle.

[0085] Combined with Figure 1 and 2As shown, according to a specific embodiment of the present application, a disconnection type hydraulic retarder control system is provided, including: a hydraulic retarder, a shift part 60 and an adjustment part 10. The hydraulic retarder is provided with a rotor 70. The first end of the shift part 60 is movably connected to the rotor 70, the second end of the shift part 60 is connected to the output shaft of the transmission, the adjustment part 10 is connected to the hydraulic retarder, and the execution end of the adjustment part 10 is connected to the shift part 60. The adjustment part 10 is used to adjust the rotational speed difference between the output shaft and the rotor 70.

[0086] Applying the technical solution of this embodiment, by introducing the shift part 60 and combining with the intelligent control of the controller, the hydraulic retarder can be dynamically adjusted to a suitable gear according to different working conditions of the vehicle, realizing flexible adjustment of the braking torque. It can provide gentle braking force in urban congestion environments and stronger braking effects under high-speed driving conditions such as long downhill slopes, significantly improving the applicable range of the retarder and solving the problem that the braking torque gears of the existing hydraulic retarder are difficult to meet the requirements under different working conditions.

[0087] Furthermore, the disconnection type hydraulic retarder control system further includes: a retarder gear 20. The retarder gear 20 is connected to the second end of the shift part 60, and the shift part 60 is connected to the output shaft through the retarder gear 20. By tightly connecting the retarder gear 20 to the second end of the shift part 60 and then establishing a connection between the shift part 60 and the transmission output shaft through the retarder gear 20, this design enables the retarder to flexibly switch between different gears, thereby adjusting the magnitude of the braking torque. This means that under different working conditions, the vehicle can more accurately match the required braking force, and can obtain the best braking effect whether it is driving at low speed in urban congestion or braking at high speed on a long downhill mountain road, greatly improving the applicable range and practicability of the retarder.

[0088] In this embodiment, the disconnection type hydraulic retarder control system further includes: a controller. The controller is electrically connected to an external air pump and the adjustment part 10. The controller controls the adjustment part 10 and the external air pump to be in a target working state based on the obtained slope data, so that the shift part 60 is in a target gear mode. The target gear mode at least includes: a high gear mode, a low gear mode, and a neutral gear mode.

[0089] Applying the technical solution of this embodiment, the controller can real-time obtain the slope data during the vehicle driving process, and intelligently analyze the current driving working condition based on these data, and then control the adjustment part 10 and the external air pump to enter the target working state. This intelligent management method enables the hydraulic retarder to automatically match the best braking torque. Whether facing a steep downhill or driving on a flat urban road, the retarder can accurately adjust to the high gear mode, the low gear mode, or the neutral gear mode to provide the most suitable auxiliary braking effect for the vehicle.

[0090] In an exemplary embodiment, as Figure 3 shown, the shifting part 60 includes: a shifting shaft 63, a shifting gear assembly 61, a transmission assembly 65, and a gear sleeve 62. The first end of the shifting shaft 63 is connected to the output shaft, and the second end of the shifting shaft 63 is rotatably connected to the rotor 70. The shifting gear assembly 61 is rotatably arranged on the shifting shaft 63. The shifting gear assembly 61 includes a plurality of shifting gears, and one of the plurality of shifting gears is rotatably arranged synchronously with the rotor 70. The transmission assembly is connected to the shifting gear assembly 61, and the gear sleeve 62 is rotatably arranged synchronously with the shifting shaft 63. Wherein, the gear sleeve 62 can move axially along the shifting shaft 63 to a engaged position and a disengaged position. When the gear sleeve 62 is in the engaged position, the gear sleeve 62 engages with one of the plurality of shifting gears. When the gear sleeve 62 is in the disengaged position, the gear sleeve 62 disengages from all of the plurality of shifting gears.

[0091] The presence of a plurality of shifting gears in the shifting gear assembly 61 allows the system to select the gear that rotates synchronously with the rotor 70 according to the real-time driving conditions of the vehicle (such as vehicle speed, slope, etc.). This design enables the hydraulic retarder to provide multiple gears of braking torque selection, enhances the adaptability of the system to different working conditions, ensures the accuracy and smoothness of the braking effect, and improves the driver's confidence in controlling the vehicle safety under various conditions.

[0092] Through the quick engagement and disengagement of the gear sleeve 62 with the shifting gear, and the direct connection between the shifting shaft 63 and the output shaft, the shifting part 60 can quickly respond to the instructions of the driver or the controller and achieve instant gear shifting. This not only improves the operation response speed, but more importantly, enhances the accuracy of the braking torque control, ensures that the required braking force can be provided in time in case of emergency, and enhances the safety guarantee of the vehicle.

[0093] Further, the adjusting part 10 is used to control the gear sleeve 62 to be in the engaged position and the disengaged position. Wherein, during the process of the adjusting part 10 controlling the gear sleeve 62 to move from the disengaged position to the engaged position, the rotational speed difference between the output shaft and the rotor 70 is adjusted. By precisely controlling the movement of the gear sleeve 62 between the engaged position and the disengaged position, the adjusting part 10 can achieve instant connection or disconnection between the rotor 70 of the hydraulic retarder and the output shaft. This precise control mechanism ensures that the braking torque can be applied or released quickly and accurately, improves the controllability and accuracy of the braking effect, and especially provides the driver with the greatest safety guarantee in cases where emergency braking or fine adjustment of the braking force is required.

[0094] In this embodiment, the shift gear assembly 61 includes: a high gear 611 and a low gear 612. The high gear 611 is rotatably arranged on the shift shaft 63, and the low gear 612 is rotatably arranged on the shift shaft 63. The low gear 612 is arranged at a distance from the high gear 611. Among them, one of the high gear 611 and the low gear 612 is synchronously rotated and arranged with the rotor 70. The engaging positions include a first engaging position and a second engaging position. When the sleeve 62 is located at the first engaging position, the sleeve 62 is engaged with the high gear 611. When the sleeve 62 is located at the second engaging position, the sleeve 62 is engaged with the low gear 612. When the sleeve 62 is located at the disengaged position, the sleeve 62 is disengaged from both the low gear 612 and the high gear 611.

[0095] Applying the technical solution of this embodiment, the sleeve 62 can smoothly move between the first engaging position and the second engaging position, and be engaged with or disengaged from the high gear 611 and the low gear 612 respectively. This design ensures the accuracy and smoothness of gear shifting, reduces the vehicle bump caused by gear changes, and improves the driving comfort and safety. At the same time, by precisely controlling the engaging degree of the sleeve 62 with the two gears, fine adjustment of the braking force can be achieved to meet different driving requirements.

[0096] By alternately using the high gear 611 and the low gear 612, their loads can be reasonably distributed, and excessive wear of a single gear caused by long-term continuous operation can be reduced. The engagement and disengagement of the sleeve 62 with the gears adopt a progressive movement mode, reducing the hard impact between components, further extending the service life of the gear assembly and the entire hydraulic retarder system, and reducing the maintenance and replacement costs.

[0097] Further, as shown in Figure 4 、 Figure 5 、 Figure 6 、 Figure 7 and Figure 8 A first internal spline 21 is provided in the middle of the retarder gear 20. The sleeve 62 includes: a first engaging section 621, a second engaging section 622, and a third engaging section 624. The first end of the first engaging section 621 is connected to the first end of the second engaging section 622, and the second end of the second engaging section 622 is connected to the first end of the third engaging section 624. A second internal spline 623 is provided in the middle of the sleeve 62. The low gear 612 includes: a low gear body 613. A first through hole is provided in the middle of the low gear body 613. The first through hole includes: a first internal spline section 614 and a first optical axis hole section 615. The high gear 611 includes: a high gear body 618. A second through hole is provided in the middle of the high gear body 618. The second through hole includes: a second internal spline section 616 and a second optical axis hole section 617.

[0098] The shift shaft 63 includes a first shaft section 632 and a second shaft section 633. An outer portion of the first shaft section 632 is provided with a first external spline 631, and an outer portion of the second shaft section 633 is provided with a second external spline 634. The first optical shaft hole section 615 is rotatably arranged on the first shaft section 632 through a first bearing 64. The second optical shaft hole section 617 is rotatably arranged on the first shaft section 632 through a second bearing 66. The gear sleeve 62 is sleeved on the first external spline 631 through a second internal spline 623. The gear sleeve 62 slides along the first external spline 631. The first engaging section 621 cooperates with the first internal spline section 614 to form a first engaging position. The third engaging section 624 cooperates with the second internal spline section 616 to form a first engaging position. The first internal spline 21 cooperates with the second external spline 634 to achieve synchronous rotation setting.

[0099] Through the innovative design of splines and specific engaging sections, the disconnected hydrodynamic retarder control system achieves multiple advantages such as high-precision torque transmission, flexible and efficient gear shifting, reduced wear, and optimized energy consumption management. This design not only improves the performance of the retarder system and the user driving experience but also enhances the integration, simplifies maintenance, and improves compatibility.

[0100] Furthermore, the low-speed gear 612 is integrally formed with the rotor 70. The integrally formed design of the low-speed gear 612 and the rotor 70 significantly improves the performance of the disconnected hydrodynamic retarder control system and the user driving experience by enhancing structural strength, improving transmission efficiency, simplifying the assembly process, reducing failure points, optimizing the design for weight reduction, and accelerating the system response speed.

[0101] In this embodiment, the hydrodynamic retarder includes a retarder housing 30 and a stator 50. The retarder housing 30 has a first accommodation cavity. The shifting part 60 and the controller are arranged in the first accommodation cavity. The adjusting part 10 is connected to the retarder housing 30. The stator 50 is arranged in the first accommodation cavity. The stator 50 is connected to the retarder housing 30. The rotor 70 is arranged in cooperation with the stator 50. The integrated design of the retarder housing 30, the stator 50, the shifting part 60, and the controller not only optimizes the space utilization and layout but also significantly improves the performance and user value of the disconnected hydrodynamic retarder control system by enhancing the integration degree, improving the response speed and control accuracy, protecting internal components, reducing noise and vibration, simplifying the maintenance process, and enhancing the overall reliability and safety of the system.

[0102] Furthermore, the hydraulic retarder further includes: a heat exchanger 40, and the heat exchanger 40 is connected to the retarder housing 30. When the hydraulic retarder operates for a long time or under high load conditions, the temperature of the internal hydraulic oil will rise significantly. Excessive oil temperature will not only reduce the efficiency of the retarder, but also may cause damage to internal components, such as seal aging, decline in oil performance, etc. The direct connection of the heat exchanger 40 ensures that heat can be quickly transferred from the inside of the retarder housing 30 to the external environment, effectively controlling the oil temperature and maintaining the retarder within the optimal operating temperature range, thereby ensuring its performance and durability.

[0103] In an exemplary embodiment, as Figure 9 shown, the transmission assembly 65 includes: a transmission shaft 651, a first transmission gear 652, and a second transmission gear 653. The transmission shaft 651 is rotatably connected to the retarder housing 30. The first transmission gear 652 is sleeved on the transmission shaft 651, and the first transmission gear 652 is connected in cooperation with the high gear 611. The second transmission gear 653 is sleeved on the transmission shaft 651, and the second transmission gear 653 is connected in cooperation with the low gear 612. The rotatable connection between the transmission shaft 651 and the retarder housing 30, combined with the sliding of the gear sleeve 62 on the shift shaft, realizes the fast and smooth switching of the retarder from high gear to low gear. This design reduces the energy loss and mechanical shock during gear shifting, improving driving comfort and safety. The integrated design of the transmission assembly 65, including the transmission shaft 651 and the two transmission gears thereon, simplifies the connection between the retarder system and the vehicle transmission chain, reduces external interfaces and connecting parts, and improves the integration and modularity of the system.

[0104] Furthermore, the number of teeth of the high gear 611 is A, the number of teeth of the low gear 612 is B, the number of teeth of the first transmission gear 652 is C, and the number of teeth of the second transmission gear 653 is D, where A > B > D > C. Under the action of different combinations of the number of teeth of the gears, the system can generate different reduction ratios, and thus provide different braking torques. The tooth ratio A / C of the high gear 611 and the first transmission gear 652 is relatively low, which is suitable for providing a smooth but weak braking effect at a higher speed, and is applicable to light load or short-distance downhill; while the tooth ratio B / D of the low gear 612 and the second transmission gear 653 is higher, which can provide a greater braking force in the case of low speed or heavy load, and is applicable to long downhill or emergency stop requirements.

[0105] In this embodiment, as Figure 10 and Figure 11As shown in the figure, the adjusting part 10 includes: a housing 14 and a moving component. The housing 14 is connected to the hydraulic retarder. The housing 14 has a second accommodation cavity. Part of the moving component is arranged in the second accommodation cavity. The first end of the moving component is movably connected to the housing 14, and the second end of the moving component is movably connected to at least part of the gear sleeve 62. Wherein, when the gear sleeve 62 is in the first engagement position, the moving component is in the first working position; when the gear sleeve 62 is in the second engagement position, the moving component is in the second working position; and when the gear sleeve 62 is in the disengaged position, the moving component is in the idle position.

[0106] Further, the moving component includes: a control movable shaft 13, a piston block 12, a two-way air valve 11 and a plugging rod 15. At least part of the control movable shaft 13 is arranged in the second accommodation cavity. The control movable shaft 13 is movably connected to the housing 14. The axis of the control movable shaft 13 is arranged parallel to the axis of the shift shaft 63. The piston block 12 is arranged in the second accommodation cavity. The piston block 12 and at least part of the housing 14 form a third accommodation cavity. The piston block 12 has a third working position, a fourth working position and a first idle position. The external air pump is communicated with the third accommodation cavity through the two-way air valve 11. When the external air pump exhausts air and sucks air into the third accommodation cavity, the piston block 12 is driven to be in the third working position, the fourth working position and the first idle position. The first end of the plugging rod 15 is connected to at least part of the control movable shaft 13, and the second end of the plugging rod 15 is movably connected to at least part of the gear sleeve 62. The plugging rod 15 has a fifth working position, a sixth working position and a second idle position. Wherein, when the gear sleeve 62 is in the first engagement position, the piston block 12 is in the third working position and the plugging rod 15 is in the fifth working position; when the gear sleeve 62 is in the second engagement position, the piston block 12 is in the fourth working position and the plugging rod 15 is in the sixth working position; when the gear sleeve 62 is in the disengaged position, the piston block 12 is in the first idle position and the plugging rod 15 is in the second idle position.

[0107] According to an embodiment of the present invention, a method embodiment of a control method for a disconnect-type hydraulic retarder control system is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. And although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than here.

[0108] Embodiments of the method can be executed in an electronic device including a memory and a processor or a similar computing device. Taking running on a controller as an example, the controller may include one or more processors (the processors may include, but are not limited to, processing devices such as a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), a Digital Signal Processing (DSP) chip, a Micro Controller Unit (MCU), a Field Programmable Gate Array (FPGA), a Neural-network Processor Unit (NPU), a Tensor Processing Unit (TPU), an Artificial Intelligence (AI) type processor, etc.) and a memory for storing data. Optionally, the above-mentioned controller may further include a transmission device, an input / output device, and a display device for communication functions. Those of ordinary skill in the art can understand that the above structural description is only illustrative and does not limit the structure of the above-mentioned controller. For example, the controller may further include more or fewer components than the above structural description, or have a different configuration from the above structural description.

[0109] The memory can be used to store computer programs. For example, software programs and modules of application software, such as the computer program corresponding to the seat belt reminder method in the embodiments of the present invention. The processor executes various functional applications and data processing by running the computer program stored in the memory, that is, implements the control method of the above-mentioned disconnection type hydraulic retarder control system. The memory may include a high-speed random access memory and may also include a non-volatile memory, such as one or more magnetic storage devices, a flash memory, or other non-volatile solid-state memories. In some instances, the memory may further include a memory remotely provided relative to the processor, and these remote memories can be connected to the mobile terminal through a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an enterprise intranet, a local area network, a mobile communication network, and combinations thereof.

[0110] The transmission apparatus is used to receive or send data via a network. Specific examples of the above-mentioned network may include a wireless network provided by a communication provider of a mobile terminal. In one example, the transmission apparatus includes a network adapter (Network Interface Controller, abbreviated as NIC), which can be connected to other network devices through a base station so as to communicate with the Internet. In one example, the transmission apparatus may be a Radio Frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0111] The display device can be, for example, a touch-screen type Liquid Crystal Display (LCD) and a touch display (also referred to as a "touch screen" or "touch display screen"). The LCD enables a user to interact with the user interface of the mobile terminal. In some embodiments, the above-mentioned mobile terminal has a Graphical User Interface (GUI), and the user can perform human-computer interaction with the GUI through finger contacts and / or gestures on the touch-sensitive surface. The human-computer interaction function here may optionally include the following interactions: creating web pages, drawing, word processing, creating electronic documents, games, video conferencing, instant messaging, sending and receiving emails, call interfaces, playing digital videos, playing digital music, and / or web browsing, etc. The executable instructions for performing the above human-computer interaction functions are configured / stored in a computer program product or a readable storage medium executable by one or more processors.

[0112] According to another specific embodiment of the present application, as Figure 12 shown, a control method for a disengagement type hydraulic retarder control system, the control method is used to control the above-mentioned disengagement type hydraulic retarder control system, and the control method includes the following steps:

[0113] Step S110, in response to an engine operating signal, obtain slope data;

[0114] In step S110, the engine operating signal generally refers to an indication that the engine is started and in an operating state. This signal can be generated by an engine electronic control unit (ECU) and sent to the vehicle central control system or other relevant modules through a vehicle network (such as a CAN bus). When the ECU detects that the engine ignition switch is turned on and the piston starts to operate, that is, when the engine enters the working state, the ECU will send a digital signal or a voltage signal to the central processor of the vehicle or the dedicated controller of the hydraulic retarder.

[0115] The acquisition of slope data is one of the key links for the intelligent operation of the vehicle auxiliary braking system. It helps the system understand the terrain where the vehicle is located so as to adopt appropriate braking strategies.

[0116] Step S120: Determine the target gear mode based on the slope data. The target gear mode is used to adjust the real-time rotational speed difference between the output shaft and the rotor to the target rotational speed difference. The target gear mode includes at least: high gear mode, low gear mode, and neutral gear mode.

[0117] In step S120, based on the real-time obtained slope data G and combined with the preset slope threshold, the system can intelligently determine the target gear mode that is most suitable for the current road condition to optimize the auxiliary braking performance of the vehicle. This process is detailed as follows:

[0118] Slope data G: This is the slope value of the current driving section obtained by real-time monitoring and calculation of vehicle sensors (such as IMU, GPS, or altitude sensors, etc.). The accuracy of the slope data is crucial for subsequent judgments and the determination of the target gear mode.

[0119] Preset slope thresholds: Include the first preset slope threshold E and the second preset slope threshold F. These two thresholds are preset values based on vehicle characteristics, braking system performance, and typical driving conditions. The specific values of E and F should be the optimal values obtained through a large number of experimental verifications and data analyses to ensure that the system can provide the most suitable braking support under different slope conditions.

[0120] The judgment logic is based on the comparison results of the slope data G with the preset slope thresholds E and F to determine which gear mode the hydraulic retarder should switch to:

[0121] Judgment result: G ≤ E: If the slope data G is less than or equal to the first preset slope threshold E, it means that the vehicle is currently driving on a relatively flat or slightly inclined road surface. In this case, the system will not activate the braking function of the hydraulic retarder but switch to the neutral gear mode. This not only avoids unnecessary energy consumption and wear of the braking system but also ensures that the vehicle can operate efficiently when the retarder assistance is not required.

[0122] Judgment result: E < G ≤ F: When the slope data G is greater than the first preset slope threshold E and less than or equal to the second preset slope threshold F, the system will determine the target gear mode as the low gear mode. The low gear mode is suitable for relatively gentle slopes or light load conditions. The braking force it provides is sufficient to meet most daily downhill braking requirements while maintaining the fuel economy and driving comfort of the vehicle.

[0123] The judgment result is F < G: If the slope data G exceeds the second preset slope threshold F, it indicates that the vehicle is facing a steep downhill section or a downhill under heavy load. In this case, the system will automatically switch to the high gear mode. The high gear mode can provide a stronger braking effect, effectively control the downhill speed of the vehicle, and ensure driving safety, especially in long downhill, heavy load, or emergency braking situations.

[0124] Step S140, based on the target gear mode, generate a control instruction set, which is used to control the regulating unit and the external air pump to be in the target working state.

[0125] In step S140, when the target gear mode is determined, the controller will generate a series of control instruction sets to guide the operation of the regulating unit and the external air pump inside the hydraulic retarder system. The generation of the control instruction set is based on the following logic:

[0126] Content of the instruction set: The control instruction set includes two major parts of instructions: one is the instruction for the regulating unit, which is used to drive the actuator to act and adjust the internal state of the hydraulic retarder; the other is the instruction for the air pump, which is used to adjust the air pressure to support the efficient operation of the hydraulic retarder.

[0127] Neutral gear mode: When the target gear mode is the neutral gear mode, the controller will generate an instruction to command the actuator to drive the gear sleeve 62 to the middle position, thereby disconnecting the retarder from the transmission system and reducing the drag torque in the non-working state.

[0128] Low gear mode: In the low gear mode, the controller will generate an instruction to direct the actuator to drive the gear sleeve 62 to move to the right to the engaging position of the low gear 612 to achieve the direct gear braking effect, which is applicable to light slopes or heavy load conditions.

[0129] High gear mode: In the high gear mode, the controller will generate an instruction to direct the actuator to drive the gear sleeve 62 to move to the left to the engaging position of the high gear 611 to provide a higher reduction ratio, which is applicable to the auxiliary braking requirements of steep slopes or high-speed downhills.

[0130] The controller will generate a control instruction for the air pump based on the braking requirements in the target gear mode. In the low gear or neutral gear mode, the air pump may be required to reduce the working pressure and energy consumption, while in the high gear mode, the air pump may need to increase the pressure to support the braking operation with a larger torque.

[0131] After receiving the instruction, the actuator will drive the gear sleeve 62 to slide along the first shaft of the retarder in a mechanical or hydraulic manner until it reaches the position matching the target gear mode. This action ensures that the retarder can quickly and accurately switch to the required mode.

[0132] When the system needs the air pump to intervene, the controller will adjust the working pressure of the air pump through electronic signal instructions to adapt to the current braking demand. The response speed and adjustment accuracy of the air pump are crucial for ensuring the instant braking ability and energy efficiency of the hydraulic retarder system.

[0133] By executing the above control instruction set, the system can quickly adjust to the target working state, whether it is the neutral mode in the disconnected state, the low gear mode providing medium braking force, or the high gear mode providing strong braking ability.

[0134] The controller continuously monitors changes in vehicle and road conditions and fine-tunes the control instruction set when necessary to adapt to the dynamic changes in the driving environment, ensuring that the braking force of the hydraulic retarder system always matches the current working conditions and improving the stability and reliability of the braking effect.

[0135] In this embodiment, determining the target gear mode according to the slope data includes: judging the slope data based on a preset slope threshold to obtain a judgment result, where the preset slope threshold includes: a first preset slope threshold and a second preset slope threshold, the first preset slope threshold is E, the second preset slope threshold is F, and the slope data is G; in response to the judgment result that G≤E, determining the target gear mode as the neutral mode; in response to the judgment result that E<G≤F, determining the target gear mode as the low gear mode; in response to the judgment result that F<G, determining the target gear mode as the high gear mode.

[0136] The above optional embodiments of the present application can achieve the following beneficial effects: Based on the judgment logic of the slope data G with the preset slope thresholds E and F, the disconnected hydraulic retarder control system can achieve intelligent, efficient, and safe braking management, which not only optimizes energy utilization and extends the system life, but also significantly improves the driving experience and environmental friendliness.

[0137] Figure 13 It is a structural block diagram of a control device of a disconnected hydraulic retarder control system according to an embodiment of the present invention. The device includes:

[0138] An acquisition module, configured to acquire the slope data in response to an engine working signal;

[0139] A determination module, configured to determine the target gear mode according to the slope data, where the target gear mode is used to adjust the real-time speed difference between the output shaft and the rotor to a target speed difference, and the target gear mode at least includes: a high gear mode, a low gear mode, and a neutral mode;

[0140] A control module, configured to generate a control instruction set based on the target gear mode, where the control instruction set is used to control the adjustment unit and the external air pump to be in a target working state.

[0141] It should be noted that the above-mentioned modules can be implemented by software or hardware. For the latter, it can be implemented in the following ways, but not limited to this: all the above-mentioned modules are located in the same processor; or, the above-mentioned modules are respectively located in different processors in any combination form.

[0142] According to an embodiment of the present invention, an electronic device is further provided, including: a memory storing an executable program; a processor for running the program, wherein when the program runs, it executes the control method of the above-mentioned disconnection type hydraulic retarder control system.

[0143] Optionally, in this embodiment, the above-mentioned processor can be set to execute the following steps through a computer program:

[0144] Step S1, in response to the engine working signal, obtain the slope data;

[0145] Step S2, according to the slope data, determine the target gear mode, where the target gear mode is used to adjust the real-time rotational speed difference between the output shaft and the rotor to a target rotational speed difference, and the target gear mode at least includes: a high gear mode, a low gear mode, and a neutral gear mode;

[0146] Step S3, based on the target gear mode, generate a control instruction set, where the control instruction set is used to control the regulating part and the external air pump to be in a target working state.

[0147] According to an embodiment of the present invention, a computer-readable storage medium is further provided. The computer-readable storage medium includes a stored executable program, wherein when the executable program runs, it controls the device where the storage medium is located to execute the control method of the above-mentioned disconnection type hydraulic retarder control system.

[0148] Optionally, in this embodiment, the above-mentioned storage medium can be set to store a computer program for executing the following steps:

[0149] Step S1, in response to the engine working signal, obtain the slope data;

[0150] Step S2, according to the slope data, determine the target gear mode, where the target gear mode is used to adjust the real-time rotational speed difference between the output shaft and the rotor to a target rotational speed difference, and the target gear mode at least includes: a high gear mode, a low gear mode, and a neutral gear mode;

[0151] Step S3, based on the target gear mode, generate a control instruction set, where the control instruction set is used to control the regulating part and the external air pump to be in a target working state.

[0152] Optionally, in this embodiment, the above storage medium may include, but is not limited to: various media such as USB flash drives, read-only memories (ROMs), random access memories (RAMs), external hard drives, magnetic disks, or optical discs that can store computer programs.

[0153] According to one embodiment of the present invention, there is also provided a computer program product including a computer program which, when executed by a processor, implements the control method of the above-disclosed disconnect-type hydraulic retarder control system.

[0154] Optionally, in this embodiment, the above computer program product may be set as a computer program for performing the following steps:

[0155] Step S1: In response to an engine operating signal, obtain the slope data;

[0156] Step S2: According to the slope data, determine the target gear mode, which is used to adjust the real-time rotational speed difference between the output shaft and the rotor to a target rotational speed difference. The target gear mode at least includes: a high gear mode, a low gear mode, and a neutral gear mode;

[0157] Step S3: Based on the target gear mode, generate a control instruction set for controlling the adjustment unit and the external air pump to be in a target operating state.

[0158] According to another specific embodiment of the present application, there is also provided a vehicle including a disconnect-type hydraulic retarder control system, and the disconnect-type hydraulic retarder control system is the above-disclosed disconnect-type hydraulic retarder control system.

[0159] The above optional embodiments of the present application can achieve the following beneficial effects: The vehicle is equipped with a disconnect-type hydraulic retarder control system, which not only significantly improves driving safety and fuel economy but also comprehensively enhances the vehicle's performance in terms of reducing wear, improving comfort, optimizing maintenance costs, and simplicity of operation.

[0160] In the present application, "a plurality of" means two or more.

[0161] In the present application, unless otherwise clearly defined, the terms "installation", "connection", and "coupling" shall be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be a direct connection or an indirect connection through an intermediate medium, and it may be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific situations.

[0162] The terms "first", "second", "third", "fourth", etc. (if any) in this application are used to distinguish similar objects and do not necessarily describe a specific order or sequence.

[0163] The term "and / or" in this application is merely a relationship describing associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. Additionally, the character " / " in this application generally indicates an "or" relationship between the associated objects before and after.

[0164] If there is no special indication, all steps of this application can be carried out in sequence or randomly. For example, the method includes steps A and B, indicating that the method can include steps A and B carried out in sequence, or steps B and A carried out in sequence. For example, when it is mentioned that the method may further include step C, it means that step C can be added to the method in any order. For example, the method can include steps A, B, and C, or steps A, C, and B, or steps C, A, and B, etc.

[0165] The above are only the preferred embodiments of this application and are not intended to limit this application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of this application shall be included within the protection scope of this application.

Claims

1. A disconnection type hydraulic retarder control system, characterized in that, Comprising: A hydraulic retarder, the hydraulic retarder being provided with a rotor (70); A shifting part (60), a first end of the shifting part (60) being movably connected to the rotor (70), and a second end of the shifting part (60) being connected to an output shaft of a transmission; An adjusting part (10), the adjusting part (10) being connected to the hydraulic retarder, an actuating end of the adjusting part (10) being connected to the shifting part (60), and the adjusting part (10) being configured to adjust a rotational speed difference between the output shaft and the rotor (70).

2. The disconnect-type hydraulic retarder control system according to claim 1, wherein The disconnect-type hydraulic retarder control system further comprises: A retarder gear (20), the retarder gear (20) being connected to the second end of the shifting part (60), and the shifting part (60) being connected to the output shaft through the retarder gear (20).

3. The disconnectable hydrodynamic retarder control system according to claim 1 or 2, characterized in that, The disconnect-type hydraulic retarder control system further comprises: A controller, the controller being electrically connected to an external air pump and the adjusting part (10), and the controller controlling the adjusting part (10) and the external air pump to be in a target operating state based on acquired gradient data, so that the shifting part (60) is in a target gear mode, the target gear mode at least including: a high gear mode, a low gear mode, and a neutral gear mode.

4. The disconnectable hydrodynamic retarder control system according to claim 3, characterized in that, The shifting part (60) comprises: A shifting shaft (63), a first end of the shifting shaft (63) being connected to the output shaft, and a second end of the shifting shaft (63) being rotatably connected to the rotor (70); A shifting gear assembly (61), the shifting gear assembly (61) being rotatably arranged on the shifting shaft (63), the shifting gear assembly (61) including a plurality of shifting gears, and one of the plurality of shifting gears being synchronously rotatably arranged with the rotor (70); A transmission assembly (65), the transmission assembly being connected to the shifting gear assembly (61); A gear sleeve (62), the gear sleeve (62) being synchronously rotatably arranged with the shifting shaft (63); Wherein, the gear sleeve (62) can move axially along the shifting shaft (63) to a engaged position and a disengaged position. When the gear sleeve (62) is in the engaged position, the gear sleeve (62) engages with one of the plurality of shifting gears. When the gear sleeve (62) is in the disengaged position, the gear sleeve (62) is disengaged from all of the plurality of shifting gears.

5. The disconnectable hydrodynamic retarder control system according to claim 4, characterized in that The adjusting part (10) is configured to control the gear sleeve (62) to be in the engaged position and the disengaged position. Wherein, during the process that the adjusting part (10) controls the gear sleeve (62) to move from the disengaged position to the engaged position, the rotational speed difference between the output shaft and the rotor (70) is adjusted.

6. The disconnectable hydrodynamic retarder control system according to claim 4, characterized in that, The shifting gear assembly (61) includes: A high gear (611), the high gear (611) being rotatably arranged on the shifting shaft (63); A low gear (612), the low gear (612) being rotatably arranged on the shifting shaft (63), and the low gear (612) being arranged at a distance from the high gear (611); One of the high - gear gear (611) and the low - gear gear (612) is synchronously rotated and arranged with the rotor (70). The engagement position includes a first engagement position and a second engagement position. When the gear sleeve (62) is located at the first engagement position, the gear sleeve (62) engages with the high - gear gear (611). When the gear sleeve (62) is located at the second engagement position, the gear sleeve (62) engages with the low - gear gear (612). When the gear sleeve (62) is located at the separation position, the gear sleeve (62) is separated from both the low - gear gear (612) and the high - gear gear (611).

7. The disconnectable hydrodynamic retarder control system according to claim 6, wherein The low - gear gear (612) is integrally formed with the rotor (70).

8. The disconnectable hydrodynamic retarder control system according to claim 7, wherein, The hydraulic retarder includes: A retarder housing (30), the retarder housing (30) has a first accommodation cavity, the shifting part (60) and the controller are arranged in the first accommodation cavity, and the adjusting part (10) is connected to the retarder housing (30); A stator (50), the stator (50) is arranged in the first accommodation cavity, the stator (50) is connected to the retarder housing (30), and the rotor (70) is arranged in cooperation with the stator (50).

9. The disconnectable hydrodynamic retarder control system according to claim 8, characterized in that, The hydraulic retarder further includes: A heat exchanger (40), the heat exchanger (40) is connected to the retarder housing (30).

10. The disconnected hydrodynamic retarder control system according to claim 8, characterized in that, The transmission assembly (65) includes: A transmission shaft (651), the transmission shaft (651) is rotatably connected to the retarder housing (30); A first transmission gear (652), the first transmission gear (652) is sleeved on the transmission shaft (651), and the first transmission gear (652) is connected in cooperation with the high - gear gear (611); A second transmission gear (653), the second transmission gear (653) is sleeved on the transmission shaft (651), and the second transmission gear (653) is connected in cooperation with the low - gear gear (612).

11. The disconnectable hydrodynamic retarder control system according to claim 10, characterized in that, The number of teeth of the high - gear gear (611) is A, the number of teeth of the low - gear gear (612) is B, the number of teeth of the first transmission gear (652) is C, and the number of teeth of the second transmission gear (653) is D, where A > B > D > C.

12. The disconnected hydrodynamic retarder control system according to claim 6, wherein, The adjusting part (10) includes: A housing (14), the housing (14) is connected to the hydraulic retarder, and the housing (14) has a second accommodation cavity; A moving assembly, part of the moving assembly is arranged in the second accommodation cavity. The first end of the moving assembly is movably connected to the housing (14), and the second end of the moving assembly is movably connected to at least part of the gear sleeve (62); Wherein, when the gear sleeve (62) is located at the first engagement position, the moving assembly is located at the first working position. When the gear sleeve (62) is located at the second engagement position, the moving assembly is located at the second working position. And when the gear sleeve (62) is located at the separation position, the moving assembly is located at the idle position.

13. The disconnectable hydrodynamic retarder control system according to claim 12, wherein, The moving assembly includes: A control movable shaft (13), at least a part of the control movable shaft (13) is arranged in the second accommodation cavity, the control movable shaft (13) is movably connected to the housing (14), and the axis of the control movable shaft (13) is arranged parallel to the axis of the shift shaft (63); A piston block (12), the piston block (12) is arranged in the second accommodation cavity, the piston block (12) and at least a part of the housing (14) form a third accommodation cavity, and the piston block (12) has a third working position, a fourth working position and a first idle position; A two-way ventilation valve (11), the external air pump is communicated with the third accommodation cavity through the two-way ventilation valve (11), and the external air pump exhausts and inhales air into the third accommodation cavity to drive the piston block (12) to be in the third working position, the fourth working position and the first idle position; A plugging rod (15), the first end of the plugging rod (15) is connected to at least a part of the control movable shaft (13), the second end of the plugging rod (15) is movably connected to at least a part of the gear sleeve (62), and the plugging rod (15) has a fifth working position, a sixth working position and a second idle position; Wherein, when the gear sleeve (62) is in the first engagement position, the piston block (12) is in the third working position, the plugging rod (15) is in the fifth working position, when the gear sleeve (62) is in the second engagement position, the piston block (12) is in the fourth working position, the plugging rod (15) is in the sixth working position, when the gear sleeve (62) is in the separation position, the piston block (12) is in the first idle position, and the plugging rod (15) is in the second idle position.

14. A control method for a disconnected hydraulic retarder control system, the control method being used to control the disconnected hydraulic retarder control system according to any one of claims 1-13, characterized in that, The control method includes the following steps: In response to the engine working signal, obtain slope data; According to the slope data, determine a target gear mode, the target gear mode is used to adjust the real-time speed difference between the output shaft and the rotor to a target speed difference, and the target gear mode at least includes: a high gear mode, a low gear mode and a neutral gear mode; Based on the target gear mode, generate a control instruction set, and the control instruction set is used to control the adjusting part and the external air pump to be in a target working state.

15. The control method according to claim 14, wherein Determining the target gear mode according to the slope data includes: Based on a preset slope threshold, judge the slope data to obtain a judgment result, wherein the preset slope threshold includes: a first preset slope threshold and a second preset slope threshold, the first preset slope threshold is E, the second preset slope threshold is F, and the slope data is G; In response to the judgment result that G≤E, determine that the target gear mode is the neutral gear mode; In response to the judgment result that E<G≤F, determine that the target gear mode is the low gear mode; In response to the judgment result that F<G, determine that the target gear mode is the high gear mode.

16. A vehicle, comprising a disconnected hydraulic retarder control system, characterized in that The disconnected hydraulic retarder control system is the disconnected hydraulic retarder control system described in any one of claims 1 to 13.

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