Bag type pressurization braking device of composite retarder

Abstract

The invention discloses a bag type pressurizing braking device of a composite retarder, which integrates a hydraulic braking part and a friction braking part, and is suitable for meeting the efficient retarding requirement of a special vehicle under an emergency braking working condition. The hydraulic braking part is of a double-circulation-circle structure composed of a left stator, a right stator and a rotor, and hydraulic braking is achieved through working liquid. The friction braking part comprises a friction plate, a dual plate, a bag body, a piston and a reset spring and works cooperatively with the hydraulic part in the braking process. Working liquid flows through a friction plate cooling flow channel in the hydraulic braking process, meanwhile, effective heat dissipation is conducted on a friction braking component, and the heat stability and braking continuity of a system are improved. In order to optimize the response speed of the system and simplify the structure, the device adopts a bag type pressurizing device to replace a traditional air pump to apply pressure to a friction braking part, and realizes real-time accurate regulation and control of pressure through a pressure control valve, so that the complexity of the control system is reduced, the overall weight of the device is reduced, and the economical efficiency and the controllability are improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle auxiliary braking technology, and in particular to an improved structure of a friction-hydraulic composite retarding device, specifically a friction-hydraulic composite retarding braking device integrating a bladder-type pressurization device. Background Technology

[0002] As a highly efficient non-contact auxiliary braking device, the composite retarder's core function is to overcome the thermal fade of braking performance caused by heat load accumulation in traditional friction brakes under continuous braking conditions such as long downhill slopes, high speeds, or heavy loads. By sharing the load of the main braking system, this system not only effectively ensures vehicle braking safety and stability but also reduces component wear, improving overall operating economy and ride comfort.

[0003] Currently, auxiliary braking devices used in special vehicles, such as hydraulic retarders, eddy current retarders, and disc retarders, all have performance limitations. For example, hydraulic retarders experience a significant drop in braking torque at low speeds, resulting in a braking "blind spot"; eddy current retarders offer good controllability but consume a lot of energy; and disc friction brakes are prone to thermal fade. To overcome the shortcomings of single technologies, the industry has developed composite retarders such as friction-hydraulic retarders, which improve response speed, low-speed performance, and thermal stability through functional synergy. However, some existing friction-hydraulic composite devices typically rely on independent external air pumps or hydraulic systems for their friction braking components, which may increase the structural complexity and control difficulty of the system to some extent, and may lead to an increase in the overall weight of the device and a delay in response. There is still room for optimization in the structural design and control system of existing friction-hydraulic composite retarders. Their friction braking components typically rely on independent air pressure or hydraulic control systems to achieve pressurized braking, which not only increases the structural complexity and control difficulty of the system, but also leads to a larger overall weight and higher cost. Therefore, a new technical solution is needed that can effectively simplify the structure, reduce weight, and achieve precise pressure control while maintaining high-efficiency composite braking performance. Summary of the Invention

[0004] In view of this, the present invention aims to provide a friction-hydraulic composite retarder system with a bladder-type pressurization device. By innovatively utilizing the working oil of the retarder itself as a pressure source, the pressurization control structure is simplified, and the problems of system complexity, heavy weight and slow response caused by the reliance on an external air pump in the friction braking part of the existing friction-hydraulic composite retarder are effectively solved.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A friction-hydraulic composite retarding braking device with a bladder-type pressurization unit is disclosed in this invention. The basic structure of this device can be referenced from the friction-hydraulic composite retarding device body disclosed in patent number CN113958630 B. The key feature of this invention is the addition of a bladder-type pressurization unit. The output end of this pressurization unit is connected to the friction braking part of the composite retarding device body via a piston, allowing the pressurization unit to directly supply the high-pressure hydraulic fluid required for the friction braking part to operate. In a preferred embodiment, the pressurization unit integrates an electromagnetic proportional valve, enabling real-time and precise adjustment and control of the pressure within the bladder.

[0007] The friction-hydraulic composite retarding braking device integrates a hydraulic retarding channel and a friction plate cooling channel. When the vehicle enters an emergency braking condition, the friction braking part and the hydraulic part work together to output braking torque. The specific working process is as follows: The working oil enters from the system inlet, flows through the hydraulic retarding channel, and then enters the two-stage circulation circle composed of the left stator, right stator, and rotor. During this process, the high-speed rotating rotor accelerates and pressurizes the working oil. This pressurized oil is then guided into the bladder-type pressurization device through multiple outlets on the circumferential surface of the left stator wall. The oil pressure drives the bladder to expand, which in turn pushes the piston to move, ultimately applying pressure to the friction braking part to complete the braking effect.

[0008] Meanwhile, during the entire braking process, some of the working oil will be diverted to the friction pad cooling channel and flow through the friction braking components to force-cool them, thereby effectively avoiding performance degradation caused by frictional heat.

[0009] As a preferred embodiment of the present invention, the core components of the bladder-type pressurization device include: a bladder body, a piston, a rotor, a left stator, a right stator, a sealing gasket, and a return spring.

[0010] The flexible bladder is characterized by being made of thermoplastic polyurethane (TPU) and having a circular or rectangular annular cross-section. When it is filled with pressurized oil at a pressure exceeding 1.2 MPa, the bladder expands radially to drive the piston to make axial displacement. The response time of this pressurization and expansion process is greater than 20 seconds. When the internal pressure is released, the bladder resets under the combined action of its own elasticity and the return spring, and drives the piston back, thereby releasing the brake.

[0011] The rotor is fixedly mounted on the vehicle drive shaft via a central bushing and spline mechanism. The left and right stators are coaxially fitted onto the outer circumferential surfaces of the rotor shaft on both sides, together forming the secondary circulation circle structure. When the working oil flows through this secondary circulation circle, it gains kinetic and pressure energy under the high-speed drive of the rotor.

[0012] The main body of the bladder-type pressurizing device is coaxially mounted on the outside of the circulating circular boss of the left stator. The outer side of the piston is connected to the inner side of the bladder, and the entire assembly is coaxially mounted on the same left stator boss, forming a compact integrated structure.

[0013] In the bladder-type pressurization device, the sealing gasket is embedded in the annular groove of the piston. Its function is to seal the cooling oil passage of the friction braking part and effectively prevent the cooling oil from seeping into the assembly gap between the bladder-type pressurization device and the left stator.

[0014] Preferably, the bladder has multiple oil inlets evenly arranged along its circumferential inner wall for precise docking with the corresponding oil outlets distributed circumferentially on the left stator, so as to reliably receive working oil from the hydraulic circulation system.

[0015] Preferably, the bladder is also evenly arranged with multiple oil outlets along its circumferential outer wall, and each oil outlet is connected to an electromagnetic proportional valve to form a pressure regulation and oil return path.

[0016] Preferably, the left stator has multiple oil outlets evenly arranged along its circumferential outer wall to form a parallel oil circuit connection with the oil inlet of the bladder, ensuring that the pressurized oil can be efficiently delivered to the bladder.

[0017] Preferably, the return springs are evenly arranged along the circumference of the piston, and the number is not less than ten, so as to ensure that after the braking action is completed, a uniform and reliable return force can be provided, so that the bladder and piston can quickly return to the initial position.

[0018] Preferably, the number of electromagnetic proportional valves connected to each oil outlet is the same as the number of oil outlets, and is no less than four. Through their coordinated operation, real-time and precise closed-loop control of the pressure inside the bladder is achieved, thereby providing a stable and controllable output pressure for the friction braking part.

[0019] Preferably, the piston has an annular boss on its inner side (towards the friction plate). The size and installation position of this boss are designed to match the diameter of the friction plate to ensure that the pressure is applied evenly to the friction plate and to avoid uneven force distribution due to off-center loading. An annular groove is provided at the center of the piston's outer side (towards the bladder), with a diameter matching the diameter of the bladder's output end. This serves both for precise positioning of the bladder and to enhance the structural stability of the connection.

[0020] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0021] This invention, through system integration and structural innovation, eliminates the need for a separate air pump unit in traditional systems, thus significantly simplifying the control system architecture. Utilizing the hydraulic system's own oil as a power source, it achieves a friction braking response nearly synchronized with hydraulic braking, improving system coordination. This structure also contributes to the overall lightweight design of the device and reduces manufacturing costs and failure rates associated with multiple systems operating concurrently. Attached Figure Description

[0022] Figure 1 This is a cross-sectional view of a friction-hydraulic composite deceleration system with a bladder-type pressurized braking device according to the present invention.

[0023] Figure 2 This is a cross-sectional view of the rotor of the friction-hydraulic composite retarder in this invention.

[0024] Figure 3 This is a schematic diagram of the bladder-type pressurization device bladder in this invention.

[0025] Figure 4 This is a cross-sectional schematic diagram of the bladder in the bladder-type pressurization device of the present invention.

[0026] Figure 5 This is a cross-sectional schematic diagram of the piston of the bladder-type pressurization device in this invention.

[0027] Figure 6 This is a schematic diagram of the sealing gasket of the bladder-type pressurization device in this invention.

[0028] Figure 7 This is a cross-sectional view of the left stator of the friction-hydraulic composite retarder in this invention.

[0029] Among them, 1-left stator, 2-rotor, 3-piston, 4-bladder, 5-sealing gasket, 6-reset spring, 7-outer shell, 8-liquid inlet, 9-friction plate, 10-pair plate, 11-right stator, 12-drive shaft. Detailed Implementation

[0030] The friction-hydraulic composite slow braking device with integrated bladder-type pressurization provided in this embodiment has a basic structure comprising a hydraulic braking part consisting of a rotor (2), a left stator (1), and a right stator (11), and a friction braking part consisting of a mating plate (10), a friction plate (9), and related actuating mechanisms, both coaxially integrated within a housing (7). The improvement of this invention lies in the addition of a bladder-type pressurization device between the hydraulic braking part and the friction braking part. This device utilizes the high-pressure oil generated by the hydraulic braking part as a power source to drive the friction braking part.

[0031] The specific structure of the friction-hydraulic composite retarding braking device body described in this invention has been fully disclosed in patent CN113958630B, and will not be repeated in this embodiment.

[0032] The present invention will now be described in detail with reference to the accompanying drawings and examples.

[0033] This embodiment provides a friction-hydraulic composite retarding braking device with an integrated bladder-type pressurization unit. The core improvement of this device lies in transforming the traditional friction braking system, which relied on an external air pump for pressurization, into one that utilizes the internal hydraulic pressure of the composite retarder itself for pressure application. This ensures efficient braking of special vehicles while achieving system integration and weight reduction. Furthermore, by configuring an electromagnetic proportional control valve at the outlet of the bladder-type pressurization unit, its internal pressure can be adjusted in real time, providing a stable and controllable pressure output for the friction braking system.

[0034] like Figure 1 As shown, the device described in this embodiment is connected to the external transmission shaft (12) through the bushing of the rotor (2). Its structural features mainly include a bladder-type pressurization mechanism, specifically composed of a bladder (4), a piston (3), a sealing washer (5), and a return spring (6).

[0035] The capsule (4) is an annular component with a circular or rectangular cross-section. In this embodiment, one end of the capsule is fixedly connected to the piston (3) and the other end is connected to the outlet of the left stator (1). The capsule (4) is coaxially mounted with the left stator (1) and its inner surface is attached to and fixed to the boss of the left stator (1).

[0036] like Figure 2 As shown, the bladder (4) has multiple oil outlets uniformly arranged along one end of the axial direction and connected to an electromagnetic proportional control valve to control the internal pressure of the bladder in real time and provide a stable output pressure for the friction braking part. Multiple oil inlets are uniformly arranged along the inner side of the circumference and connected to the oil outlet of the left stator (1) to deliver working oil into the bladder (4).

[0037] like Figure 5 As shown, the piston (3) is a rigid structure with an annular boss at one end of the axial direction and an annular groove at the other end. The groove on the circumferential surface of the piston (3) is specifically reserved for the sealing gasket (5) to prevent the cooling oil of the friction braking part from entering the working area of ​​the bladder pressurization device. The piston (3) and the bladder (4) are coaxially mounted on the boss of the left stator (1).

[0038] like Figure 7 As shown, at least 20 arc blades are distributed circumferentially on the inner boss of the left stator (1), and at least 4 arc blades are provided with oil outlets and oil inlets of the bladder (4) on their walls to transport working oil.

[0039] The bladder-type pressurization device itself serves to connect the hydraulic part and the friction braking part. Its working principle is as follows: when the braking work starts, the working oil enters from the oil inlet (8), and reaches the secondary circulation circle formed by the rotor (2), left stator (1) and right stator (11) through the hydraulic slow flow channel. After the working oil is accelerated and pressurized here, it enters the bladder (4) from the oil outlet of the left stator (1), causing the bladder to expand outward and provide pressure to push the piston (3) to squeeze the friction plate (9), so that the friction braking part can brake.

[0040] The bladder-type pressurization device plays a crucial role in the connection and coupling of the system structure, realizing the hydraulic power transmission between the hydraulic braking part and the friction braking part. Its specific working process is as follows: when the system starts braking, the working oil enters from the oil inlet (8), flows through the dedicated hydraulic slow flow channel, and then enters the secondary circulation circle composed of the rotor (2), the left stator (1), and the right stator (11).

[0041] In the secondary circulation circle, the high-speed rotating rotor (2) performs work on the working oil, accelerating it and converting it into high-pressure oil. This high-pressure oil is then precisely delivered to the sealed cavity of the bladder (4) through the oil outlet arranged circumferentially on the left stator (1). The oil pressure drives the bladder (4) to produce controllable elastic expansion, thereby applying a stable hydraulic thrust to the piston (3) connected thereto, pointing towards the friction plate (9). Under the action of the thrust, the piston (3) generates axial displacement, pressing the friction plate (9) and the mating plate (10) to achieve smooth and efficient engagement and braking of the friction braking part.

[0042] The above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A capsule-type pressurized braking device of a compound retarder, comprising a friction-hydraulic compound retarder braking device body, characterized in that, Also included are: A capsule type pressure device, the pressure oil input end of which is connected in communication with the pressure oil source of the hydraulic braking part of the friction-hydraulic composite retarding brake device, and the output end is connected in communication with the piston of the friction braking part of the friction-hydraulic composite retarding brake device; the capsule type pressure device is used to receive the pressurized oil liquid from the hydraulic braking part, and to apply a controllable working pressure higher than the ambient pressure to the piston during braking.

2. A capsule pressurized braking device of a composite retarder according to claim 1, characterized in that: The friction braking part includes a friction plate (9), a counter plate (10), and a housing (7).

3. A capsule pressurized braking device of a composite retarder according to claim 1, characterized in that: The hydraulic part includes a left stator (1), a right stator (11), and a rotor (2), which is coaxially arranged between the left stator (1) and the right stator (11) to form a two-stage hydraulic circulation circle structure with a common rotor, for realizing hydraulic braking through the flow and shearing action of the working liquid.

4. A capsule pressurized braking device of a composite retarder according to claim 1, characterized in that: The capsule type pressure device includes a flexible capsule body (4), a piston (3), a sealing washer (5), and a return spring (6); the capsule body (4) is connected with the oil outlet on the left stator (1) through a hydraulic oil path, for receiving the working oil liquid from the hydraulic system and driving the piston (3) to act.

5. A capsule pressurized braking device of a composite retarder according to claim 1, characterized in that: There are independent hydraulic retarding flow channels and friction plate cooling flow channels; the hydraulic retarding flow channels are used to form the working circulation loop of hydraulic braking, and the friction plate cooling flow channels are used to guide part of the working liquid to forcibly cool the friction plate and the counter plate.

6. A capsule pressurized braking device of a composite retarder according to claim 4, characterized in that: The left stator (1) is uniformly distributed with a plurality of oil outlets along the circumferential outer side, for outputting the working oil liquid of the hydraulic part to the oil inlet of the capsule type pressure device, realizing hydraulic butt joint and power transmission between the two.

7. A capsule pressurized braking device of a composite retarder according to claim 4, characterized in that: The capsule body (4) is correspondingly provided with a plurality of oil inlets along the circumferential inner side, for butt joint with the oil outlets of the left stator (1).

8. A capsule pressurized braking device of a composite retarder according to claim 7, characterized in that: At least one pressure control valve is connected to the side wall of the capsule body (4) to realize real-time regulation and control of the pressure in the capsule.

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