Explosion-proof hydraulic retarder and control method

Abstract

The present application relates to the technical field of hydraulic retarder, and particularly relates to an explosion-proof hydraulic retarder and a control method, which comprises a box, a rotor and a stator, the box is provided with an oil storage cavity for storing working oil, the rotor and the stator are provided with a working cavity in communication with the oil storage cavity, the box is provided with an air inlet and a plurality of air outlets, the air inlet is connected with an external air source to input compressed gas into the oil storage cavity, so that the working oil enters the working cavity, and the plurality of air outlets are used for combined exhaust to reduce the input amount of the working oil in the working cavity; the compressed gas input into the air inlet makes the working oil enter the working cavity to produce a retarding effect, then the exhaust of different air outlets is controlled to reduce the input amount of the working oil; since each air outlet is directly communicated with the oil storage cavity, when the exhaust valve acts, the air pressure in the oil storage cavity changes rapidly, and then the braking force of the retarder changes rapidly, so that the response speed is improved, and the use safety of the retarder is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of hydraulic retarder, in particular to an explosion-proof hydraulic retarder and a control method. BACKGROUND

[0002] The traditional mechanical friction brake device is prone to failure due to overheating in long-distance and large-gradient working conditions, which poses a great safety hazard. At the same time, the mechanical brake has a large wear on the brake pad, which undoubtedly increases the operating cost of the brake device during long-term use. By using a hydraulic retarder to assist the mechanical brake system to achieve deceleration braking, the brake system can be prevented from overheating and failure, and the service life of the brake pad can be extended, solving the above problems.

[0003] The hydraulic retarder, also known as a hydraulic deceleration device, is a vehicle auxiliary braking device that generates a deceleration effect through liquid damping. It is mainly used to reduce the speed of a vehicle, especially in long downhill and frequent braking scenarios. Its working principle is to use liquid damping to generate a deceleration effect. When the rotor rotates, the working fluid generates a reaction force between the rotor and the stator, thereby forming a braking torque to hinder the rotation of the rotor, and converting the kinetic energy of the vehicle into heat energy and dissipating it through a heat dissipation system. The hydraulic retarder has been applied in various fields such as automobiles, engineering machinery, and industrial energy.

[0004] The hydraulic retarder usually uses hydraulic oil to achieve the deceleration of the rotor, and installs an electromagnetic valve to control the oil volume of the hydraulic oil in the retarder cavity, thereby achieving the control of different deceleration gears of the hydraulic retarder. For example, the Chinese patent document with the authorization announcement number CN114738400B discloses a hydraulic retarder oil circuit control system, which includes an oil circuit control device and an oil channel structure. The oil channel structure includes a first electromagnetic valve oil circuit unit, a second electromagnetic valve oil circuit unit, a third electromagnetic valve oil circuit unit, a first driven valve oil circuit unit, and a second driven valve oil circuit unit. The above system completes the gear control of the hydraulic retarder through multiple electromagnetic valve bodies.

[0005] In addition, the Chinese patent application with the application number CN112483562A discloses an adjustable hydraulic retarder for a hydraulic transmission, which includes a housing, an output shaft passing through the housing, a stator and a rotor set on the output shaft in the housing, the output shaft and the rotor being connected by a spline and rotating synchronously, an oil circuit in the housing being connected with an accumulator and a cooler, and a valve body being arranged on the oil circuit interface. The retarder adjusts the current of the proportional electromagnetic valve to adjust the oil filling speed of the retarder oil cavity, and further adjusts the braking capacity of the retarder.

[0006] Both of the above-mentioned hydraulic retarders can adjust the gear position. However, since the gear position is controlled by solenoid valves, electronic control units or sensors, they may generate electric sparks when used in underground coal mine environments, increasing the risk of explosion during underground operations and failing to meet the requirements of "intrinsically safe".

[0007] Existing technologies include pneumatic adjustment of hydraulic retarder gear positions. For example, Chinese patent document CN110745120B discloses a control system for a hydraulic retarder used in a well work vehicle. This control system includes a hydraulic retarder, which is connected to a manual pressure regulating valve and a display module located in the driver's cab. The manual pressure regulating valve is connected to compressed air and outputs pressure-regulating gas to the hydraulic retarder. The manual pressure regulating valve has an exhaust port. The display module is powered by a +24VDC power supply and grounded.

[0008] The aforementioned control system achieves pneumatic control of the hydraulic retarder's gear positions by connecting multiple manual pressure regulating valve groups in parallel. However, in this system, each manual regulating valve group adjusts the gear position by combining and regulating the gas pressure input to the hydraulic retarder. The pressure response speed inside the hydraulic retarder is relatively slow. In situations requiring rapid braking or frequent adjustments to braking force, the vehicle may lose control due to the lag in braking force control. In addition, the slow response speed can cause a jerky feeling when shifting gears, reducing the driver's driving experience. Furthermore, the parallel structure of multiple valve groups is also relatively complex, increasing the equipment's failure rate and the difficulty of subsequent maintenance. Summary of the Invention

[0009] This invention provides an explosion-proof hydraulic retarder to solve the technical problems of slow response speed and complex control system structure of existing pneumatically controlled hydraulic retarders. A further objective of this invention is to provide a control method for the explosion-proof hydraulic retarder.

[0010] To solve the above problems, the present invention provides an explosion-proof hydraulic retarder with the following technical solution:

[0011] An explosion-proof hydraulic retarder includes a housing, a rotor, and a stator. The housing has an oil reservoir for storing working oil, and a working chamber communicating with the oil reservoir is located between the rotor and the stator. The housing has an air inlet and multiple exhaust ports. The air inlet is connected to an external air source to input compressed gas into the oil reservoir, allowing the working oil to enter the working chamber. The multiple exhaust ports are all connected to the oil reservoir and are used for combined exhaust to reduce the amount of working oil input into the working chamber, thereby adjusting the braking force of the retarder.

[0012] The explosion-proof hydraulic retarder of the application can flexibly adjust the amount of working oil entering the working chamber, accurately control the braking force of the retarder according to different working conditions, and improve the flexibility and adaptability of the retarder.

[0013] Further, the outer side of the stator is covered with a cavity cover fixed to the box body, the cavity cover and the stator have an oil conveying chamber and an oil discharging chamber, the oil discharging chamber is located outside the oil conveying chamber, the stator has an oil conveying hole communicating with the oil conveying chamber and an oil discharging groove communicating with the oil discharging chamber, respectively, to input working oil into the working chamber or discharge working oil in the working chamber to the oil discharging chamber under the action of gas pressure.

[0014] Further, the oil conveying chamber and the oil storage chamber have an oil conveying channel communicating upward and downward to input working oil in the oil storage chamber into the oil conveying chamber under the action of gas pressure.

[0015] Further, the lower end of the cavity cover has an oil discharging channel communicating with the oil storage chamber to discharge working oil in the oil discharging chamber to the oil storage chamber.

[0016] The beneficial effects are that by arranging the oil conveying channel and the oil discharging channel between the stator and the oil storage chamber, the working oil can be circulated between the working chamber and the oil storage chamber driven by gas pressure, without the need for complex mechanical transmission devices, reducing the complexity and failure rate of the structure, improving the conveying efficiency of the working oil, and maintaining the stable operation of the working oil system inside the retarder.

[0017] Further, the number of the exhaust ports is three, which are a first exhaust port, a second exhaust port and a third exhaust port, the first exhaust port and the second exhaust port both communicate with the oil storage chamber to reduce the gas pressure in the oil storage chamber.

[0018] Further, the box body further has an air inlet valve, the air inlet valve communicates with the air inlet port and the third exhaust port, respectively, to reduce the air inlet pressure of the air inlet port.

[0019] Further, the first exhaust port, the second exhaust port and the third exhaust port have a first exhaust valve, a second exhaust valve and a third exhaust valve, respectively, the first exhaust valve, the second exhaust valve, the third exhaust valve and the air inlet valve are all pneumatic valves.

[0020] The beneficial effects are that: by setting the first exhaust valve, the second exhaust valve, the third exhaust valve and the intake valve as pneumatic valves, the explosion risk caused by the use of electrical components can be eliminated, the generation of electric sparks can be avoided, the requirements of intrinsic safety can be met, and the safety of underground operation can be improved; meanwhile, compared with electronic components, pneumatic components have better tolerance to humid environment, dust, vibration and temperature fluctuation, and thus have better stability; in addition, the pneumatic valve has the characteristics of fast response speed and high precision, which is beneficial to more accurate and flexible control of the braking force of the retarder, and improves the performance and use experience of the retarder.

[0021] Further, the bottom of the box body and in the oil storage cavity has a filter, the rear side of the filter and in the box body has a lubricating oil channel connected with the main shaft of the explosion-proof hydraulic retarder, so as to transport lubricating liquid to the main shaft through air pressure.

[0022] The beneficial effects are that: by setting the filter in the oil storage cavity, and transporting the working oil to the main shaft through the air pressure in the oil storage cavity and the filter, the working oil is used as lubricating liquid, the overall structure of the hydraulic retarder is simplified, the hydraulic retarder can lubricate the main shaft while realizing the function of retarding, reduces the wear of the main shaft during use, is beneficial to prolong the service life of the main shaft, and improves the overall reliability and durability of the retarder.

[0023] Further, the bottom of the box body and in the oil storage cavity has an oil inlet and an oil outlet for connecting the heat exchanger, the position of the oil inlet corresponds to the oil conveying channel, and the position of the oil outlet corresponds to the oil discharging channel; the middle part of the bottom plate of the box body is concave, and the oil inlet is located at the concave part of the bottom of the box body, so as to facilitate the working oil to enter the oil conveying channel.

[0024] The beneficial effects are that: by corresponding the oil inlet and the oil outlet connected with the heat exchanger to the oil conveying channel and the oil discharging channel respectively, the high-temperature working oil discharged from the oil discharging channel can enter the heat exchanger through the oil outlet in time, and the working oil output from the oil inlet after heat exchange can enter the working cavity through the oil conveying channel, which is beneficial to keep the temperature of the working oil within a reasonable range, effectively avoid the problems of performance decline and internal sealing damage of the working oil caused by too high temperature, avoid the phenomenon of braking force decline, and improve the working efficiency and stability of the retarder; in addition, the oil inlet is arranged at the lowest part of the box body, which is beneficial to the working oil entering the oil conveying channel, keeps the oil surface of the working oil higher than the lower end surface of the oil conveying channel, and further ensures the stable supply of the working oil in the working cavity.

[0025] To solve the above problems, the control method of the explosion-proof hydraulic retarder provided by the present application adopts the following technical scheme:

[0026] The application discloses a control method of an explosion-proof hydraulic retarder.

[0027] S1, when the driver controls the hydraulic retarder to be in the 100% gear, the air inlet valve is opened, the first exhaust valve, the second exhaust valve and the third exhaust valve are all closed, compressed gas enters the oil storage cavity, and working oil is forced to enter the working cavity to generate braking force;

[0028] S2, when the driver controls the hydraulic retarder to be in the 66% gear, the air inlet valve is opened, the first exhaust valve / second exhaust valve is opened, compressed gas enters the oil storage cavity, a part of the gas is discharged along with the first exhaust valve / second exhaust valve, at this time, the gas pressure is 66% of the air inlet pressure, and the remaining gas forces working oil to enter the working cavity to generate braking force;

[0029] S3, when the driver controls the hydraulic retarder to be in the 33% gear, the air inlet valve is opened, the first exhaust valve and the second exhaust valve are opened, compressed gas enters the oil storage cavity, a part of the gas is discharged along with the first exhaust valve and the second exhaust valve, at this time, the gas pressure is 33% of the air inlet pressure, and the remaining gas forces working oil to enter the working cavity to generate braking force;

[0030] S4, when the driver controls the hydraulic retarder to be in the 33% gear, the air inlet valve is opened, the first exhaust valve and the second exhaust valve are opened, compressed gas enters the oil storage cavity, a part of the gas is discharged along with the first exhaust valve and the second exhaust valve, at this time, the gas pressure is 33% of the air inlet pressure, and the remaining gas forces working oil to enter the working cavity to generate braking force;

[0031] The control method of the explosion-proof hydraulic retarder has the following beneficial effects:

[0032] The control method of the explosion-proof hydraulic retarder has the following beneficial effects:

[0033] The control method of the explosion-proof hydraulic retarder has the following beneficial effects:

[0034] Through setting the air inlet directly connected with the box body and the multiple exhaust outlets, the working oil in the box body can enter the working chamber under the action of air pressure, and the input amount of the working oil in the working chamber is controlled through the combined exhaust of the exhaust outlets, so that the precise control of the braking force is realized; meanwhile, since each exhaust outlet is directly communicated with the oil storage chamber, the air pressure in the oil storage chamber can rapidly change when the exhaust valve acts, so that the braking force of the retarder rapidly changes, the response speed is improved while the complexity of the control system is reduced, and the use safety of the retarder is improved. BRIEF DESCRIPTION OF DRAWINGS

[0035] Figure 1 A structure schematic view of the explosion-proof hydraulic retarder provided by the present application is shown in the figure.

[0036] Figure 2 A top view of the explosion-proof hydraulic retarder provided by the present application is shown in the figure.

[0037] Figure 3 A structure schematic view of the explosion-proof hydraulic retarder provided by the present application is shown in the figure. Figure 2 A sectional view of the A place in the figure.

[0038] Figure 4 A sectional view of the A place and the F place in the figure. Figure 2 A sectional view of the A place and the F place in the figure.

[0039] Figure 5 A sectional view of the B place in the figure. Figure 2 A sectional view of the B place in the figure.

[0040] Figure 6 A sectional view of the E place in the figure. Figure 2 A sectional view of the E place in the figure.

[0041] Figure 7 A sectional view of the C place in the figure. Figure 2 A sectional view of the C place in the figure.

[0042] Figure 8 A sectional view of the D place in the figure. Figure 2 A sectional view of the D place in the figure.

[0043] Figure 9 A structure schematic view of the front side box Figure 1 ;

[0044] Figure 10 A structure schematic view of the front side box Figure 2 ;

[0045] Figure 11 A structure schematic view of the rear side cover is shown in the figure.

[0046] Figure 12 A structure schematic view of the stator Figure 1 ;

[0047] Figure 13 A side view of the stator.

[0048] Figure 14 Structure diagram of stator Figure 2 ;

[0049] Figure 15 Structure diagram of rotor.

[0050] BRIEF DESCRIPTION OF DRAWINGS

[0051] 1, box; 11, rear cover; 12, front box; 13, semicircular groove; 14, cavity cover; 15, oil storage cavity;

[0052] 2, rotor; 3, stator; 31, inclined blade; 32, oil delivery hole; 33, oil discharge groove; 4, main shaft;

[0053] 5, oil delivery assembly; 51, oil delivery channel; 52, oil delivery cavity; 53, oil discharge channel; 54, oil discharge cavity;

[0054] 6, air control assembly; 61, air inlet; 62, first air outlet; 63, second air outlet; 64, third air outlet; 65, air inlet valve; 66, first air outlet valve; 67, second air outlet valve; 68, third air outlet valve;

[0055] 7, oil inlet; 71, oil outlet; 8, filter; 81, lubricating oil channel. DETAILED DESCRIPTION

[0056] The main idea of the application is to directly set the air inlet 61, the first air outlet 62, the second air outlet 63 and the third air outlet 64 on the box 1, the compressed gas input through the air inlet 61 makes the working oil enter the working cavity to produce a retarding effect, then the input amount of working oil in the working cavity is controlled by controlling the combination of exhaust through different exhaust ports, so that the retarding device can flexibly adjust the amount of working oil entering the working cavity, accurately control the braking force of the retarding device under different working conditions, and improve the flexibility and adaptability of the retarding device. At the same time, since the first air outlet 62 and the second air outlet 63 are directly communicated with the oil storage cavity 15, the amount of working oil in the working cavity can change rapidly when the exhaust valve is actuated, thereby making the braking force of the retarding device change rapidly, reducing the complexity of the control system while improving the response speed and improving the use safety of the retarding device.

[0057] The principles and spirits of the application will be explained in detail below with reference to several representative embodiments of the application.

[0058] Embodiment 1 of the explosion-proof hydraulic retarder provided by the application:

[0059] As Figures 1 to 15As shown, the explosion-proof hydraulic retarder of the present application comprises a box body 1, a rotor 2, a stator 3, a main shaft 4, an oil delivery assembly 5, a gas control assembly 6, a heat dissipation assembly, and a lubrication assembly. The main shaft 4 is rotatably installed on the box body 1, and the main shaft 4 extends in the front-rear direction, and the main shaft 4 is used for transmission connection with the input end of the drive axle or the output end of the transmission of the automobile. The stator 3 and the rotor 2 are both annular disc structures, the stator 3 is fixedly connected with the box body 1, the main shaft 4 is rotatably assembled on the stator 3, and the rotor 2 is fixedly assembled on the main shaft 4 and rotates synchronously with the main shaft 4. The oil delivery assembly 5 is used for delivering working oil between the rotor 2 and the stator 3 to generate braking force; and the gas control assembly 6 is used for controlling the input amount of working oil between the rotor 2 and the stator 3 to adjust the size of the braking force.

[0060] Firstly, the box body 1 is introduced as follows, Figure 1 、 Figure 2 As shown, the box body 1 is a rectangular box structure, which comprises a rear cover 11 and a front box 12, the stator 3 and the rotor 2 are located between the front box 12 and the rear cover 11, and the rotor 2 is located at the rear side of the stator 3. As shown, Figure 10 The rear cover 11 has a semicircular groove 13 matching the outer shape of the rotor 2, the inside of the front box 12 has a cavity cover 14 corresponding to the stator 3, the rear side of the cavity cover 14 abuts against the front side of the semicircular groove 13 and covers the rotor 2 and the stator 3 therein to form a closed structure. The box body 1 has an oil storage cavity 15 at the lower end and on the lower side of the cavity cover 14 for storing working oil, and the rotor 2 and the stator 3 have a working cavity therebetween, in which the working oil consumes the kinetic energy of the rotor 2 and converts it into heat energy, and then the working oil is discharged from the working cavity to the oil storage cavity 15. In order to ensure the excellent mechanical strength and wear resistance of the retarder, the rear cover 11 and the front box 12 are both made of cast iron material, which has good physical protection and can resist the impact and rock falling that may occur in the underground environment, thereby improving the use stability of the retarder.

[0061] The oil delivery assembly 5 is introduced as follows, which comprises an oil delivery channel 51, an oil delivery hole 32, an oil discharge channel 53, and an oil discharge groove 33. As shown, Figure 11 、 Figure 12 、 Figure 13 、 Figure 14 The inside of the stator 3 is circumferentially distributed with a plurality of inclined vanes 31 around the shaft center, the inclined vanes 31 arranged at intervals have an oil delivery hole 32 extending along the surface of the vane, and the oil delivery hole 32 penetrates through the front and rear sides of the stator 3. As shown, Figures 3 to 6As shown, the front side of the stator 3 and the cavity cover 14 have an annular oil delivery cavity 52, which communicates with each oil delivery hole 32. The oil storage cavity 15 has an oil delivery passage 51 extending upward and downward, and the upper end of the oil delivery passage 51 communicates with the oil delivery cavity 52, so that the working oil is delivered into the working cavity through the oil delivery passage 51 and the oil delivery hole 32.

[0062] As shown in Figure 5 , Figure 7 , Figure 11 , Figure 12 As shown, the number of oil discharge grooves 33 is multiple, each of which is uniformly distributed on the edge of the outer circumferential surface of the stator 3 and extends obliquely along the inclination direction of the inclined vane 31. The cavity cover 14 and the stator 3 have an annular oil discharge cavity 54 outside the oil delivery cavity 52. The lower end of the cavity cover 14 has an oil discharge passage 53 extending upward and downward, the upper end of the oil discharge passage 53 communicates with the oil discharge cavity 54, and the lower end thereof communicates with the oil storage cavity 15, so as to discharge the working oil in the working cavity to the oil storage cavity 15.

[0063] As shown in Figure 1 , Figure 2 , Figure 4 , Figure 5 , Figure 6 , Figure 8 As shown, the air control assembly 6 includes an air inlet valve 65, a first air outlet valve 66, a second air outlet valve 67 and a third air outlet valve 68. The left side of the front side tank 12 has an air inlet 61 communicating with the oil storage cavity 15, and the air inlet valve 65 is fixed on the upper side of the front side tank 12 and communicates with the air inlet 61 through a pipeline. The air inlet valve 65 is connected with an air compressor to introduce compressed gas into the oil storage cavity 15, so that the working oil in the oil storage cavity 15 is delivered into the oil delivery passage 51 under the action of air pressure.

[0064] The first exhaust valve 66 is located at the upper left end of the front side tank 12, and the front side tank 12 has a first exhaust port 62 corresponding to the first exhaust valve 66 and communicating with the oil storage cavity 15, and the first exhaust valve 66 is installed on the first exhaust port 62. The second exhaust valve 67 is located at the upper right end of the front side tank 12, and the front side tank 12 has a second exhaust port 63 corresponding to the second exhaust valve 67 and communicating with the oil storage cavity 15, and the second exhaust valve 67 is installed on the second exhaust port 63. The first exhaust valve 66 and the second exhaust valve 67 are used to adjust the air pressure in the oil storage cavity 15 in combination. When the first exhaust valve 66 or the second exhaust valve 67 is opened alone, the air pressure in the oil storage cavity 15 is 66% of the intake pressure, and when the first exhaust valve 66 and the second exhaust valve 67 are both opened, the air pressure in the oil storage cavity 15 is 33% of the intake pressure, so as to adjust the input amount of working oil in the working cavity, and further adjust the braking force of the retarder. The third exhaust port 64 is located on the right side of the intake port 61, and the third exhaust valve 68 is installed on the third exhaust port 64. The third exhaust valve 68 communicates with the intake valve 65 to adjust the intake pressure of the oil storage cavity 15. When the third exhaust valve 68 is opened, the working oil in the working cavity gradually exits the working cavity, and the retarder stops braking.

[0065] To ensure the safety of downhole operation, the intake valve 65, the first exhaust valve 66, the second exhaust valve 67 and the third exhaust valve 68 are all pneumatic valves. This arrangement can avoid the generation of electric sparks, eliminate the explosion risk brought by the use of electromagnetic valves, meet the requirement of intrinsic safety, improve the safety of downhole operation, and has better stability due to better tolerance to humid environment, dust, vibration and temperature fluctuation compared to electronic components. In addition, the pneumatic valve has the characteristics of fast response speed and high precision, which is beneficial to more accurate and flexible control of the braking force of the retarder, and improves the performance and use experience of the retarder.

[0066] The heat dissipation assembly will be introduced as follows: Figure 2 、 Figure 3 、 Figure 9As shown, the heat dissipation assembly comprises a heat exchanger, an oil inlet 7 and an oil outlet 71, the oil outlet 71 and the oil inlet 7 are located on the bottom plate of the front tank 12, the oil outlet 71 and the oil inlet 7 are communicated with the heat exchanger through pipelines, the working oil in the oil storage cavity 15 is transported to the heat exchanger through the oil outlet 71, and then the working oil after heat exchange is transported to the oil storage cavity 15 through the oil inlet 7. The bottom plate of the front tank 12 is downwardly inclined and recessed from the left and right sides to the middle part, the oil inlet 7 is located in the recessed part of the bottom plate of the front tank 12, and the lower end of the oil delivery channel 51 corresponds to the oil inlet 7, so that the lower end of the oil delivery channel 51 is always below the liquid level of the working oil, maintaining the stable supply of the working oil in the working cavity. The position of the oil outlet 71 corresponds to the position of the oil discharge channel 53, and the position of the oil inlet 7 corresponds to the position of the oil delivery channel 51. The high-temperature working oil is discharged from the oil discharge channel 53 and enters the heat exchanger through the oil outlet 71 nearby, the working oil after cooling is input into the oil storage cavity 15 through the oil inlet 7, and then enters the working cavity through the oil delivery channel 51 nearby. This design can effectively limit the working temperature of the working oil in the working cavity, avoid performance degradation and internal seal aging caused by high temperature of the working oil, and further avoid the decline of the braking torque of the retarder due to overheating.

[0067] Next, the lubricating assembly will be introduced, as shown in Figure 5 、 Figure 6 、 Figure 7 、 Figure 10 As shown, the lubricating assembly comprises a filter 8 and a lubricating oil channel 81, the filter 8 is located at the bottom of the oil storage cavity 15 and fixed on the rear cover 11, and the lubricating oil channel 81 is located on the rear cover 11 and above the filter 8. The lubricating oil channel 81 is used to communicate with the chamber where the main shaft 4 is located, so as to transport the working oil in the oil storage cavity 15 to the surface of the main shaft 4 through air pressure, so that the working oil in the oil storage cavity 15 is used as lubricating oil, so as to reduce the wear of the main shaft 4 during use, prolong the service life of the main shaft 4, and improve the overall reliability and durability of the retarder. In addition, the air pressure driven lubricating oil mode enables the retarder to lubricate the main shaft 4 while performing the retarder braking, without the need to additionally set the driving structure of the lubricating oil, thereby simplifying the overall structure of the hydraulic retarder.

[0068] The working principle of the explosion-proof hydraulic retarder is summarized as follows:

[0069] By setting the intake valve 65, the first exhaust valve 66, the second exhaust valve 67 and the third exhaust valve 68 on the box 1, the hydraulic retarder can adjust the air pressure in the oil storage cavity 15 through the combination of multiple exhaust valves, and then adjust the working oil volume in the working cavity, realize the switching of different braking forces, so that the retarder can adapt to different working conditions. At the same time, since the intake valve 65, the first exhaust valve 66 and the second exhaust valve 67 are all in direct communication with the oil storage cavity 15, the response of the oil volume in the working cavity to the change of the air pressure is very rapid, which simplifies the overall structure of the hydraulic retarder, avoids the safety risk caused by slow response speed, and makes the conversion of braking force more smooth, improves the riding experience of the driver and passengers. Compared with the complex parallel valve group design in the prior art, the hydraulic retarder has simple structure, is easy to maintain and operate, and improves the stability of equipment operation.

[0070] The hydraulic retarder adopts a full pneumatic design, fully considers the explosion-proof requirement, can essentially avoid the explosion risk, protects the safety of personnel and equipment, and has good protection ability and stability. The full cast iron structure improves the reliability of the entire retarder system and reduces production interruption and economic loss caused by faults or accidents.

[0071] Embodiment 2 of the explosion-proof hydraulic retarder provided by the present application:

[0072] The difference between the embodiment 2 and the embodiment 1 is mainly that:

[0073] In the embodiment 1, the third exhaust valve 68 is installed on the front side box 12 and communicates with the intake valve 65.

[0074] In the embodiment, the third exhaust valve is installed on the front side box and communicates with the oil storage cavity. When the retarder exits the stop braking, the first exhaust valve, the second exhaust valve and the third exhaust valve are all opened to rapidly reduce the air pressure in the oil storage cavity.

[0075] Embodiment 3 of the explosion-proof hydraulic retarder provided by the present application:

[0076] The difference between the embodiment 3 and the embodiment 1 is mainly that:

[0077] In the embodiment 1, the box 1 has an air inlet 61 and three air outlets.

[0078] In the embodiment, the box has an air inlet and four or five air outlets, without limiting the specific number of air outlets, to realize fine control of the braking force of the retarder.

[0079] Embodiment of the control method of the explosion-proof hydraulic retarder provided by the present application:

[0080] The explosion-proof hydraulic retarder has three gears of 100%, 66% and 33%, and the steps are as follows:

[0081] S1, when the driver controls the hydraulic retarder to be in 100% gear, the intake valve 65 is opened, the first exhaust valve 66, the second exhaust valve 67 and the third exhaust valve 68 are all closed, compressed gas enters the oil storage cavity 15 through the intake port 61, and working oil is pressed into the working cavity to generate braking force;

[0082] S2, when the driver controls the hydraulic retarder to be in 66% gear, the intake valve 65 is opened, the first exhaust valve 66 is opened, compressed gas enters the oil storage cavity 15 through the intake port 61, part of the gas is discharged through the first exhaust port 62, at this time the gas pressure is 66% of the intake pressure, and the remaining gas presses working oil into the working cavity to generate braking force;

[0083] S3, when the driver controls the hydraulic retarder to be in 33% gear, the intake valve 65 is opened, the first exhaust valve 66 and the second exhaust valve 67 are opened, compressed gas enters the oil storage cavity 15 through the intake port 61, part of the gas is discharged through the first exhaust port 62 and the second exhaust port 63, at this time the gas pressure is 33% of the intake pressure, and the remaining gas presses working oil into the working cavity to generate braking force;

[0084] S4, when the driver controls the hydraulic retarder to be in 33% gear, the intake valve 65 is opened, the first exhaust valve 66 and the second exhaust valve 67 are opened, compressed gas enters the oil storage cavity 15 through the intake port 61, part of the gas is discharged through the first exhaust port 62 and the second exhaust port 63, at this time the gas pressure is 33% of the intake pressure, and the remaining gas presses working oil into the working cavity to generate braking force;

[0085] The control method of the explosion-proof hydraulic retarder provided by the application can realize flexible switching of the hydraulic retarder between 100% gear, 66% gear and 33% gear by controlling the opening and closing of the first exhaust valve 66 and the second exhaust valve 67, so that the hydraulic retarder generates braking force of three gears, can meet the deceleration demand under different road conditions, is simple to operate, reduces the learning cost and operation difficulty of the driver, and is convenient to use.

[0086] According to the above description of the present specification, those skilled in the art can also understand that the terms used, such as "upper", "lower", "front", "rear", "left", "right" and the like, are indicative of the orientation or positional relationship based on the orientation or positional relationship shown in the drawings of the present specification, and are only for the purpose of facilitating the description of the present application and simplifying the description, therefore the above orientation or positional relationship terms cannot be understood or interpreted as a limitation on the present application.

[0087] In addition, in the description of the present specification, the meaning of "a plurality of" is at least two, such as two, three or more, etc., unless otherwise explicitly specifically limited.

Claims

1. A control method of an explosion-proof hydraulic retarder, characterized by, The application is implemented by using the explosion-proof hydraulic retarder with three gears of 100%, 66% and 33%, the explosion-proof hydraulic retarder comprising a box, a rotor and a stator, the box having an oil storage cavity for storing working oil, the rotor and the stator having a working cavity communicating with the oil storage cavity, characterized in that the box has an air inlet and a plurality of air outlets, the air inlet is connected to an external air source to input compressed air into the oil storage cavity to make the working oil enter the working cavity, each air outlet communicates with the oil storage cavity to combine the exhaust air to reduce the input amount of the working oil in the working cavity, thereby adjusting the braking force of the retarder. The method comprises the following steps: S1, when the driver controls the hydraulic retarder to be in the 100% gear, the air inlet valve is opened, the first, second and third exhaust valves are closed, the compressed air enters the oil storage cavity, and the working oil is forced to enter the working cavity to generate the braking force; S2, when the driver controls the hydraulic retarder to be in the 66% gear, the air inlet valve is opened, the first / second exhaust valve is opened, the compressed air enters the oil storage cavity, a part of the air is discharged through the first / second exhaust valve, the air pressure is 66% of the air inlet pressure at this time, and the remaining air forces the working oil to enter the working cavity to generate the braking force; S3, when the driver controls the hydraulic retarder to be in the 33% gear, the air inlet valve is opened, the first and second exhaust valves are opened, the compressed air enters the oil storage cavity, a part of the air is discharged through the first and second exhaust valves, the air pressure is 33% of the air inlet pressure at this time, and the remaining air forces the working oil to enter the working cavity to generate the braking force; S4, when the driver controls the hydraulic retarder to be in the 33% gear, the air inlet valve is opened, the first and second exhaust valves are opened, the compressed air enters the oil storage cavity, a part of the air is discharged through the first and second exhaust valves, the air pressure is 33% of the air inlet pressure at this time, and the remaining air forces the working oil to enter the working cavity to generate the braking force.

2. The control method of the explosion-proof hydraulic retarder according to claim 1, characterized in that, The outer side of the stator is covered with a cavity cover fixed to the box, the cavity cover and the stator have an oil conveying cavity and an oil discharging cavity, the stator has an oil conveying hole communicating with the oil conveying cavity and an oil discharging groove communicating with the oil discharging cavity, so as to input the working oil into the working cavity or discharge the working oil in the working cavity under the action of air pressure.

3. The control method of the explosion-proof hydraulic retarder according to claim 2, characterized in that, The oil conveying cavity and the oil storage cavity have an oil conveying channel communicating upward and downward, so as to input the working oil in the oil storage cavity into the oil conveying cavity under the action of air pressure.

4. The control method of the explosion-proof hydraulic retarder according to claim 3, characterized in that, The lower end of the cavity cover has an oil discharging channel communicating with the oil storage cavity, so as to discharge the working oil in the oil discharging cavity into the oil storage cavity.

5. The control method of the explosion-proof hydraulic retarder according to claim 3, characterized in that, The number of the air outlets is three, which are the first, second and third air outlets, the first and second air outlets communicate with the oil storage cavity to reduce the air pressure in the oil storage cavity.

6. The control method of the explosion-proof hydraulic retarder according to claim 5, wherein The box further has an air inlet valve, the air inlet valve communicates with the air inlet and the third air outlet to reduce the air inlet pressure of the air inlet.

7. The control method of the explosion-proof hydraulic retarder according to claim 6, characterized in that, The first, second and third air outlets have the first, second and third exhaust valves respectively, the first, second and third exhaust valves and the air inlet valve are all pneumatic valves.

8. A control method of an explosion-proof hydraulic retarder according to any one of claims 1 to 4, characterized in that, The bottom of the box and in the oil storage cavity has a filter, the rear side of the filter and in the box has a lubricating oil channel connected to the main shaft of the explosion-proof hydraulic retarder, so as to transport the lubricating liquid to the main shaft through the air pressure.

9. The control method of the explosion-proof hydraulic retarder according to claim 4, characterized in that, The bottom of the box and in the oil storage cavity has an oil inlet and an oil outlet for connecting the heat exchanger, the position of the oil inlet corresponds to the oil delivery channel, and the position of the oil outlet corresponds to the oil discharge channel; the middle part of the bottom plate of the box is concave, and the oil inlet is located at the concave part of the bottom of the box, so that the working oil enters the oil delivery channel.

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