Hydraulic retarder for special vehicle based on oil pump control

Abstract

The invention discloses a hydraulic retarder for a special vehicle based on oil pump control, and relates to the technical field of vehicle braking, the hydraulic retarder comprises a working assembly, an oil storage tank and an oil pump, a stator and a rotor are arranged in the working assembly, the rotor is connected with a vehicle transmission system through a power output shaft, and one end of the oil pump is connected with an oil inlet of a proportional pressure reducing valve; compared with an existing hydraulic retarder, the hydraulic retarder is provided with the transmission mechanism and the gear assembly, the power of a vehicle transmission system can be efficiently and controllably transmitted to the oil pump through the power output shaft, the transmission mechanism and the gear assembly, and the oil pump can efficiently receive the power and drive oil liquid to circulate; and through cooperation of the proportional pressure reducing valve and the transmission mechanism, bidirectional control over the oil supply amount of the oil pump is achieved, the braking reliability is greatly improved, the situation that the braking efficiency is reduced due to faults of a single adjusting mechanism is effectively avoided, and the braking requirement of the special vehicle under the complex working condition is met.

Description

Technical Field

[0001] This invention relates to the field of vehicle braking technology, specifically a hydraulic retarder for special vehicles based on oil pump control. Background Technology

[0002] As a core braking auxiliary device for special vehicles, the hydraulic retarder plays an irreplaceable role in complex working conditions such as heavy loads and long downhill slopes due to its non-contact braking characteristics and stable braking torque output. Its working principle is to generate braking torque by using the hydraulic damping effect to achieve vehicle deceleration and braking.

[0003] Existing hydraulic retarders generally use air pumps or oil pumps to deliver oil from the reservoir to the stator and rotor to generate braking force. However, these delivery methods have low energy recovery efficiency, meaning they cannot make reasonable use of the vehicle's own power and cannot convert the huge kinetic energy generated during braking into reusable energy. This results in energy resource constraints. Furthermore, they rely on a single adjustment mechanism to regulate the oil flow, lacking redundant adjustment mechanisms. For example, the patent "CN114754091A A planetary gear type high viscosity oil medium high pressure retarder" adjusts the braking torque by controlling the cavity volume. However, if its adjustment mechanism fails, it is difficult to ensure that the oil supply matches the working conditions of the hydraulic retarder, making it difficult to meet the braking requirements of complex working conditions such as heavy loads and long downhill slopes. Often, it can only be shut down for maintenance, which seriously restricts its operational reliability and adaptability under complex working conditions of special vehicles. Summary of the Invention

[0004] The technical problem to be solved by the present invention is that the current hydraulic retarders have low energy efficiency and lack redundant adjustment mechanisms. To address this, a hydraulic retarder for special vehicles based on oil pump control is provided.

[0005] To solve the above-mentioned technical problems, the present invention provides the following technical solution: a hydraulic retarder for special vehicles based on oil pump control, comprising a working component, an oil tank, and an oil pump. The working component contains a stator and a rotor. The rotor is connected to the vehicle's transmission system via a power output shaft. When the vehicle needs braking, the oil pump delivers oil from the oil tank to the space between the rotor and the stator, thereby generating braking force. One end of the oil pump is connected to the inlet of a proportional pressure reducing valve, and the other end is connected to the oil tank. The outlet of the proportional pressure reducing valve is connected to the working component, and the drain port of the proportional pressure reducing valve is connected to the oil tank. A transmission mechanism and a speed measuring element (optional, can be installed according to actual needs) are provided in the mounting base. The input end of the transmission mechanism is connected to the power output shaft. A drive shaft is provided in the oil pump, and the drive shaft is connected to the output end of the transmission mechanism and the speed measuring element via a gear assembly. Compared with current hydraulic retarder systems, the present invention can effectively control the power output shaft... The power output shaft efficiently and controllably transmits power to the oil pump. Specifically, when the vehicle requires hydraulic retarder braking, the power output shaft drives the rotor within the working assembly. Simultaneously, it drives the oil pump and speed measuring element via a transmission mechanism and gear assembly within the mounting bracket. The oil pump drives the entire oil circulation system. The speed measuring element collects the real-time rotational speed of the drive shaft inside the oil pump. The actual oil flow rate entering the working assembly is adjusted via the drain port on the proportional pressure reducing valve, thereby achieving braking torque regulation. Finally, the transmission mechanism of this invention has a speed regulation function. When the drain port on the proportional pressure reducing valve becomes blocked, hindering oil flow, the operator can dynamically adjust the speed ratio between the power output shaft and the drive shaft via the transmission mechanism without changing the power output shaft speed. This ensures that the oil pump's supply flow rate and pressure precisely match the operating requirements of the hydraulic retarder. The cooperation between the transmission mechanism and the proportional pressure reducing valve enables this invention to redundantly adjust the oil pump's supply.

[0006] Furthermore, the transmission mechanism includes a first transmission unit, a second transmission unit, and a hydraulic servo module. The first transmission unit is connected to the power output shaft, and the second transmission unit is connected to the gear assembly. The first transmission unit receives power from the power output shaft and transmits it to the second transmission unit. Power transmission between the first and second transmission units is achieved through a conveyor belt. The hydraulic servo module delivers hydraulic oil to the second transmission unit through an infusion pipe to adjust the transmission ratio between the first and second transmission units. This allows the operator to dynamically adjust the speed of the drive shaft as needed without changing the speed of the power output shaft.

[0007] Furthermore, the first transmission unit includes a first pulley, a second pulley, and a first shaft. The first pulley is connected to the power output shaft, and the power output shaft drives the first pulley and the first shaft to rotate. The first shaft is located at the end of the first pulley away from the power output shaft. The second pulley is located on the first shaft and can be axially displaced along the first shaft. The second pulley is connected to the mounting base by a first return spring.

[0008] Furthermore, the second transmission unit includes a third pulley, a fourth pulley, a guide frame, and a second rotating shaft. The third pulley is connected to the mounting base via a support shaft. The second rotating shaft is located at the end of the third pulley away from the support shaft. The fourth pulley is mounted on the second rotating shaft and can be axially displaced along the second rotating shaft. The guide frame is located inside the fourth pulley. The fourth pulley is connected to the mounting base via a second return spring. A hollow channel is provided at the end of the second rotating shaft away from the third pulley, and one end of the infusion tube is located within the hollow channel. If the operator needs to adjust the speed ratio between the power output shaft and the drive shaft, they only need to activate the hydraulic servo module. The hydraulic servo module supplies hydraulic oil to the infusion tube and the hollow channel. When the hydraulic oil enters the area between the fourth pulley and the guide frame, the distance between the fourth pulley and the third pulley will decrease under the action of hydraulic pressure. At this time, the working radius of the conveyor belt on the second transmission unit will increase accordingly. Since a first return spring is provided between the second pulley of the first transmission unit and the mounting base, and the first and second transmission units are linked by the conveyor belt... Therefore, the change in the working radius of the second transmission unit pulley group will transmit the tension to the first transmission unit through the conveyor belt, driving the second pulley to move axially along the first shaft, compressing the first return spring, and thus changing the working radius of the conveyor belt in the first transmission unit. Through the above technical solution, the transmission ratio between the first and second transmission units is realized to ensure that the oil pump's oil supply flow rate matches the working requirements of the hydraulic retarder. Finally, the invention provides a pressure relief container on the infusion pipe, which is connected to the infusion pipe through a pressure relief valve. When the hydraulic servo module is working normally, the pressure relief valve is always closed. When the hydraulic servo module malfunctions, the pressure relief valve opens. At this time, the second return spring in the second transmission unit and the first return spring in the first transmission unit will drive the fourth pulley and the second pulley to axially reset, and the hydraulic oil in the infusion pipe will be discharged into the pressure relief container. Through the above reset mechanism, the transmission mechanism can automatically return to the preset safe transmission ratio, ensuring that the oil pump maintains the basic speed to guarantee the minimum working requirements of the hydraulic retarder, and avoiding the inability to effectively control the working effect of the hydraulic retarder due to hydraulic system failure.

[0009] Furthermore, the gear assembly includes a first gear, a second gear, and a third gear. The second gear and the third gear mesh with the first gear. The first gear is connected to the drive shaft, the second gear is connected to the speed measuring element, and the third gear is connected to the second rotating shaft. Through the above technical solution, when the transmission ratio between the second gear and the first gear is determined, the speed measuring element can obtain the oil pump speed information in real time, thereby realizing the monitoring and feedback of the oil pump drive status and ensuring that the oil pump's oil supply matches the hydraulic retarder's requirements.

[0010] Furthermore, the hydraulic retarder also includes a temperature regulating mechanism. The inlet end of the temperature regulating mechanism is connected to the working component, and the outlet end of the temperature regulating mechanism is connected to the oil reservoir. The inlet end of the temperature regulating mechanism is equipped with a temperature measuring element, which monitors the oil temperature flowing out of the working component in real time. When the oil temperature exceeds a set threshold, the temperature regulating mechanism is activated to cool the high-temperature oil before it flows back to the oil reservoir. Through the above technical solution, the rise in oil temperature can be effectively suppressed, avoiding the decrease in braking performance or oil deterioration due to overheating.

[0011] Furthermore, the temperature control mechanism includes a heat exchanger and a sealing assembly. The heat exchanger has a first cavity and a second cavity arranged opposite each other at both ends. Several liquid guiding channels are provided between the first and second cavities, and a heat dissipation channel is provided between every two liquid guiding channels. Two sealing assemblies are provided, arranged opposite each other at the ends of the heat dissipation channels. One sealing assembly is connected to the output end of the external cooling system, and the other sealing assembly is connected to the input end of the external cooling system. In this invention, the first cavity is connected to the working component, and the second cavity is connected to the oil storage tank. Oil flowing out of the working component enters the first cavity and then flows along the several liquid guiding channels into the second cavity. When the oil temperature is low, the temperature control mechanism is in passive heat dissipation mode. The two sealing assemblies do not seal the openings at both ends of the heat dissipation channels, which are directly connected to the outside air. At this time, the heat carried by the oil flowing in the liquid guiding channels can dissipate through the walls of the liquid guiding channels to the adjacent heat dissipation channels. The heat is then naturally dissipated into the surrounding air through the openings at both ends of the heat dissipation channel, achieving passive air cooling without external power. When the oil temperature is high, the temperature control mechanism can switch to active cooling mode, sealing the openings at both ends of the heat dissipation channel through two sealing components. At the same time, the external cooling system delivers cooling medium into the heat dissipation channel through one of the sealing components. During the flow, the cooling medium can efficiently absorb the heat from the oil transferred from the wall of the guide channel. The heated cooling medium then flows back to the external cooling system through the other sealing component for circulating cooling. Compared with the existing technology that directly sets up a plate heat exchange structure or other heat exchange structures, this invention sets up two modes, active cooling and passive cooling, in the temperature control mechanism, which can intelligently adjust the cooling strategy according to the vehicle's operating status, thereby achieving graded management of the working oil temperature. On the one hand, it ensures energy saving under low temperature conditions, and on the other hand, it ensures rapid heat dissipation and thermal stability under high temperature conditions.

[0012] Furthermore, the sealing assembly includes a mounting bracket, within which a sealing plate and a linear drive element are disposed. The sealing plate is connected to the working end of the linear drive element, and the sealing plate has a through hole. The through hole is connected to an external cooling system via a flexible hose. The linear drive element controls the movement of the sealing plate within the mounting bracket. When the temperature control mechanism requires active heat dissipation, the linear drive element drives the sealing plate to close the heat dissipation channel, allowing the cooling medium of the external cooling system to circulate within the heat dissipation channel. When the temperature control mechanism requires passive heat dissipation, the linear drive element drives the sealing plate to retract into the mounting bracket, allowing the heat dissipation channel to directly communicate with the external air.

[0013] Furthermore, a cooling element is provided on the side wall of the heat dissipation channel. When the external cooling system is insufficient in heat dissipation or needs to be cooled quickly, the operator can turn on the cooling element to directly assist in cooling the cooling medium flowing through the heat dissipation channel, thereby enhancing the overall heat dissipation capacity of the heat exchanger and enabling the oil temperature to drop rapidly to a safe range.

[0014] Furthermore, the hydraulic retarder also includes a main housing. The proportional pressure reducing valve, working component, oil tank and temperature control mechanism are all located on the outside of the main housing for easy maintenance and heat dissipation. The oil pump is located inside the main housing. The working component is also provided with a vent. The vent is connected to the oil tank. The pressure inside the working component is balanced through the vent to prevent air resistance or oil foaming and to ensure the stability of oil circulation.

[0015] Compared with existing technologies, the beneficial effects of this invention are as follows: Compared with current hydraulic retarders, this invention is equipped with a transmission mechanism and gear assembly. Through the power output shaft, transmission mechanism, and gear assembly, the power of the vehicle's transmission system can be efficiently and controllably transmitted to the oil pump, enabling the oil pump to efficiently receive power and drive the oil circulation, avoiding power loss and ensuring the timeliness and stability of braking response. In addition, the transmission mechanism can dynamically adjust the transmission ratio between the power output shaft and the oil pump drive shaft according to real-time operating conditions (such as changes in demand judged by the status of the proportional pressure reducing valve or system commands), thereby actively changing the oil pump speed and oil supply, ensuring that the oil pump's oil supply flow and pressure always match the braking demand. This invention also includes a proportional pressure reducing valve. Through the cooperation of the proportional pressure reducing valve and the transmission mechanism, the oil pump's oil supply can be controlled bidirectionally, greatly improving braking reliability and effectively avoiding single-mode braking. To address the reduced braking performance caused by a malfunction in the regulating mechanism and to meet the braking demands of special vehicles under complex operating conditions, this invention also includes a temperature regulating mechanism. This mechanism features graded heat dissipation, using a temperature sensing element to monitor the oil temperature exiting the working components in real time. When the oil temperature is low, the temperature regulating mechanism operates in passive heat dissipation mode, utilizing natural air convection for unpowered cooling and reducing energy consumption. When the oil temperature is high, the temperature regulating mechanism operates in active heat dissipation mode, using a combination of sealing components and an external cooling system to quickly suppress oil temperature rise, preventing oil overheating and deterioration or brake performance degradation, thus adapting to high-intensity continuous braking conditions. Simultaneously, when the external cooling system is insufficient or requires rapid cooling, the cooling elements on the sidewall of the heat dissipation channel can directly assist in cooling the cooling medium flowing through the heat dissipation channel, enhancing the overall heat dissipation capacity of the heat exchanger and enabling the oil temperature to quickly drop to a safe range. Attached Figure Description

[0016] Figure 1 This is a first-view schematic diagram of the present invention; Figure 2 This is a schematic diagram from a second perspective of the present invention; Figure 3 This is a schematic diagram of the internal structure of the main housing of the present invention; Figure 4 This is a schematic diagram of the internal structure of the mounting base of the present invention; Figure 5 This is a schematic diagram of the transmission mechanism structure of the present invention; Figure 6 This is a schematic diagram showing the location of the pressure relief container of the present invention; Figure 7 This is a schematic diagram of the heat exchanger structure of the present invention; Figure 8 This is a schematic diagram showing the connection between the heat exchanger and the sealing assembly of the present invention; Figure 9 This is a schematic diagram of the sealing assembly structure of the present invention.

[0017] In the diagram: 1. Main housing; 2. Proportional pressure reducing valve; 3. Power output shaft; 4. Working assembly; 5. Oil reservoir; 6. Heat exchanger; 61. First cavity; 62. Liquid guiding channel; 63. Heat dissipation channel; 64. Second cavity; 7. Sealing assembly; 71. Mounting bracket; 72. Sealing plate; 73. Linear drive element; 74. Hoses; 8. Oil pump; 81. Drive shaft; 9. Mounting base; 91. First transmission unit; 911. First pulley; 912. Second pulley; 92. Second transmission unit; 921. Third pulley; 922. Fourth pulley; 923. Guide frame; 93. Hydraulic servo module; 94. First gear; 95. Second gear; 96. Speed ​​measuring element; 97. Third gear; 98. Infusion pipe; 981. Pressure relief container. Detailed Implementation

[0018] Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0019] Example: Figures 1-8As shown, this invention provides a technical solution: a hydraulic retarder for special vehicles based on oil pump control, comprising a working component 4, an oil reservoir 5, and an oil pump 8. The working component 4 houses a stator and a rotor. The rotor is connected to the vehicle's transmission system via a power output shaft 3. When the vehicle needs braking, the oil pump 8 delivers oil from the oil reservoir 5 to the space between the rotor and stator, thereby generating braking force. One end of the oil pump 8 is connected to the inlet of a proportional pressure reducing valve 2, and the other end is connected to the oil reservoir 5. The oil outlet of valve 2 is connected to working component 4, and the oil drain port of proportional pressure reducing valve 2 is connected to oil reservoir 5. A transmission mechanism and speed measuring element 96 (optional, can be installed according to actual needs) are provided inside mounting base 9. The input end of the transmission mechanism is connected to power output shaft 3. A drive shaft 81 is provided inside oil pump 8. Drive shaft 81 is connected to the output end of the transmission mechanism and speed measuring element 96 via a gear assembly. Compared to current hydraulic retarders, this invention can efficiently and controllably transmit the power from power output shaft 3 to... The oil pump 8, i.e., when the vehicle requires hydraulic retarder braking, the power output shaft 3 drives the rotor inside the working assembly 4 on one hand, and drives the oil pump 8 and the speed measuring element 96 through the transmission mechanism and gear assembly set in the mounting base 9. The oil pump 8 drives the entire oil circulation system. The speed measuring element 96 collects the rotational speed of the drive shaft 81 inside the oil pump 8 in real time. The actual oil flow rate entering the working assembly 4 is adjusted through the oil drain port on the proportional pressure reducing valve 2, thereby realizing the adjustment of braking torque. Finally, the transmission mechanism of this invention has a speed adjustment function. When the oil drain port on the proportional pressure reducing valve 2 is blocked, so that the oil flow is not smooth, the operator can dynamically adjust the speed ratio between the power output shaft 3 and the drive shaft 81 through the transmission mechanism without changing the rotational speed of the power output shaft 3. This ensures that the oil supply flow and pressure of the oil pump 8 can be accurately matched with the working conditions of the hydraulic retarder. Through the cooperation of the transmission mechanism and the proportional pressure reducing valve 2, this invention has the function of redundantly adjusting the oil supply of the oil pump 8.

[0020] like Figures 4-5 As shown, the transmission mechanism includes a first speed change unit 91, a second speed change unit 92, and a hydraulic servo module 93. The first speed change unit 91 is connected to the power output shaft 3, and the second speed change unit 92 is connected to the gear assembly. The first speed change unit 91 receives power from the power output shaft 3 and transmits it to the second speed change unit 92. Power transmission between the first speed change unit 91 and the second speed change unit 92 is achieved through a conveyor belt. The hydraulic servo module 93 delivers hydraulic oil to the second speed change unit 92 through an infusion pipe 98, thereby adjusting the transmission ratio between the first speed change unit 91 and the second speed change unit 92. This allows the operator to dynamically adjust the speed of the drive shaft 81 as needed without changing the speed of the power output shaft 3.

[0021] like Figure 5As shown, the first transmission unit 91 includes a first pulley 911, a second pulley 912, and a first rotating shaft. The first pulley 911 is connected to the power output shaft 3, and the power output shaft 3 drives the first pulley 911 and the first rotating shaft to rotate. The first rotating shaft is located at the end of the first pulley 911 away from the power output shaft 3. The second pulley 912 is located on the first rotating shaft and can be axially displaced along the first rotating shaft. The second pulley 912 is connected to the mounting base 9 by a first return spring.

[0022] like Figures 5-6 As shown, the second speed change unit 92 includes a third pulley 921, a fourth pulley 922, a guide frame 923, and a second rotating shaft. The third pulley 921 is connected to the mounting base 9 via a support shaft. The second rotating shaft is located at the end of the third pulley 921 away from the support shaft. The fourth pulley 922 is located on the second rotating shaft and can be axially displaced along the second rotating shaft. The guide frame 923 is located inside the fourth pulley 922. The fourth pulley 922 is connected to the mounting base 9 via a second return spring. A hollow channel is provided at the end of the second rotating shaft away from the third pulley 921, and one end of the infusion tube 98 is located inside the hollow channel.

[0023] If the operator needs to adjust the speed ratio between the power output shaft 3 and the drive shaft 81, they only need to activate the hydraulic servo module 93. The hydraulic servo module 93 supplies hydraulic oil to the infusion pipe 98 and the hollow channel. When the hydraulic oil enters the area between the fourth pulley 922 and the guide frame 923, the distance between the fourth pulley 922 and the third pulley 921 will decrease under the action of hydraulic pressure. At this time, the working radius of the conveyor belt on the second speed change unit 92 will increase accordingly. Since a first return spring is provided between the second pulley 912 of the first speed change unit 91 and the mounting base 9, and the first speed change unit 91 and the second speed change unit 92 are linked by the conveyor belt, the change in the working radius of the pulley group of the second speed change unit 92 will transmit the tension to the first speed change unit 91 through the conveyor belt, causing the second pulley 912 to move axially along the first rotating shaft, compressing the first return spring, and thus changing the working radius of the conveyor belt in the first speed change unit 91. Through the above technology... The solution achieves a transmission ratio between the first transmission unit 91 and the second transmission unit 92 to ensure that the oil pump 8's oil supply flow matches the operating requirements of the hydraulic retarder. Finally, the invention provides a pressure relief container 981 on the infusion pipe 98, which is connected to the infusion pipe 98 via a pressure relief valve. When the hydraulic servo module 93 is working normally, the pressure relief valve is always closed. When the hydraulic servo module 93 malfunctions, the pressure relief valve opens. At this time, the second return spring in the second transmission unit 92 and the first return spring in the first transmission unit 91 drive the fourth pulley 922 and the second pulley 912 to axially reset, and the hydraulic oil in the infusion pipe 98 is discharged into the pressure relief container 981. Through the above reset mechanism, the transmission mechanism can automatically return to the preset safe transmission ratio, ensuring that the oil pump 8 maintains its basic speed to guarantee the minimum operating requirements of the hydraulic retarder and avoiding the inability to effectively control the working effect of the hydraulic retarder due to hydraulic system failure.

[0024] like Figures 4-5 As shown, the gear assembly includes a first gear 94, a second gear 95, and a third gear 97. The second gear 95 and the third gear 97 mesh with the first gear 94. The first gear 94 is connected to the drive shaft 81, the second gear 95 is connected to the speed measuring element 96, and the third gear 97 is connected to the second rotating shaft. Through the above technical solution, when the transmission ratio between the second gear 95 and the first gear 94 is determined, the speed measuring element 96 can obtain the rotational speed information of the oil pump 8 in real time, thereby realizing the monitoring and feedback of the driving state of the oil pump 8, ensuring that the oil supply of the oil pump 8 matches the requirements of the hydraulic retarder.

[0025] like Figures 1-2As shown, the hydraulic retarder also includes a temperature regulating mechanism. The inlet end of the temperature regulating mechanism is connected to the working component 4, and the outlet end of the temperature regulating mechanism is connected to the oil reservoir 5. A temperature measuring element is provided at the inlet end of the temperature regulating mechanism to monitor the oil temperature flowing out of the working component 4 in real time. When the oil temperature exceeds the set threshold, the temperature regulating mechanism is activated to cool the high-temperature oil before it flows back to the oil reservoir 5. Through the above technical solution, the rise in oil temperature can be effectively suppressed, and the braking performance can be reduced or the oil deteriorates due to overheating.

[0026] like Figures 7-9 As shown, the temperature control mechanism includes a heat exchanger 6 and a sealing assembly 7. The heat exchanger 6 has a first cavity 61 and a second cavity 64 arranged opposite each other at its two ends. Several liquid guiding channels 62 are arranged between the first cavity 61 and the second cavity 64, and a heat dissipation channel 63 is arranged between every two liquid guiding channels 62. Two sealing assemblies 7 are provided, arranged opposite each other at the two ends of the heat dissipation channel 63. One sealing assembly 7 is connected to the output end of the external cooling system, and the other sealing assembly 7 is connected to the input end of the external cooling system. In this invention, the first cavity 61 is connected to the working component 4, and the second cavity 64 is connected to the oil storage tank 5. Oil flowing out of the working component 4 enters the first cavity 61 and then flows along the several liquid guiding channels 62 into the second cavity 64. When the oil temperature is low, the temperature control mechanism is in passive heat dissipation mode, and the two sealing assemblies 7 do not seal the openings at both ends of the heat dissipation channel 63, allowing the heat dissipation channel 63 to be directly connected to the outside air. At this time, the heat carried by the oil flowing in the liquid guiding channels 62 can be dissipated through the walls of the liquid guiding channels 62. The heat dissipates through the adjacent heat dissipation channel 63 and is eventually dissipated into the surrounding air through natural convection at both ends of the heat dissipation channel 63, achieving passive air cooling without external power. When the oil temperature is high, the temperature control mechanism can switch to active cooling mode, sealing the openings at both ends of the heat dissipation channel 63 through two sealing components 7. At the same time, the external cooling system delivers cooling medium into the heat dissipation channel 63 through one of the sealing components 7. During the flow, the cooling medium can efficiently absorb the heat of the oil transferred from the wall of the liquid guiding channel 62. The heated cooling medium then flows back to the external cooling system through the other sealing component 7 for circulating cooling. Compared with the existing technology that directly sets plate heat exchange structures or other heat exchange structures, this invention sets two modes, active cooling and passive cooling, in the temperature control mechanism, which can intelligently adjust the cooling strategy according to the vehicle's operating status, thereby achieving graded management of the working oil temperature. On the one hand, it ensures energy saving under low temperature conditions, and on the other hand, it ensures rapid heat dissipation and thermal stability under high temperature conditions.

[0027] like Figures 8-9As shown, the sealing assembly 7 includes a mounting bracket 71, within which a sealing plate 72 and a linear drive element 73 are disposed. The sealing plate 72 is connected to the working end of the linear drive element 73. The sealing plate 72 has a through hole, which is connected to an external cooling system via a flexible hose 74. The linear drive element 73 controls the movement of the sealing plate 72 within the mounting bracket 71. When the temperature control mechanism requires active heat dissipation, the linear drive element 73 drives the sealing plate 72 to close the heat dissipation channel 63, allowing the cooling medium of the external cooling system to circulate within the heat dissipation channel 63. When the temperature control mechanism requires passive heat dissipation, the linear drive element 73 drives the sealing plate 72 to retract into the mounting bracket 71, allowing the heat dissipation channel 63 to directly communicate with the outside air.

[0028] like Figure 8 As shown, a cooling element is installed on the side wall of the heat dissipation channel 63. When the external cooling system is insufficient or needs to be cooled quickly, the operator can turn on the cooling element to directly assist in cooling the cooling medium flowing through the heat dissipation channel 63, thereby enhancing the overall heat dissipation capacity of the heat exchanger 6 and enabling the oil temperature to drop rapidly to a safe range.

[0029] like Figures 1-2 As shown, the hydraulic retarder also includes a main housing 1, a proportional pressure reducing valve 2, a working component 4, an oil reservoir 5, and a temperature control mechanism, all of which are located on the outside of the main housing 1 for easy maintenance and heat dissipation. The oil pump 8 is located inside the main housing 1. The working component 4 is also provided with a vent, which is connected to the oil reservoir 5. The vent balances the internal pressure of the working component 4, prevents air resistance or oil foaming, and ensures the stability of oil circulation.

[0030] The working principle of this invention is as follows: When the vehicle requires hydraulic retarder braking, the power output shaft 3 drives the rotor inside the working assembly 4 to move. This, in turn, drives the oil pump 8 and speed measuring element 96 through the transmission mechanism and gear assembly located in the mounting base 9. The oil pump 8 drives the entire oil circulation system. The speed measuring element 96 collects the rotational speed of the drive shaft 81 inside the oil pump 8 in real time. The actual flow rate of oil entering the working assembly 4 is adjusted through the drain port on the proportional pressure reducing valve 2, thereby achieving braking torque adjustment. When the drain port on the proportional pressure reducing valve 2 becomes blocked, causing poor oil flow, the operator can activate the hydraulic servo module 93 and adjust the transmission ratio between the first transmission unit 91 and the second transmission unit 92 to adjust the braking torque. The rotational speed of the drive shaft 81 is adjusted to ensure that the oil supply flow of the oil pump 8 matches the operating requirements of the hydraulic retarder. Finally, the oil flowing out from the working component 4 will enter the oil tank 5 along the first cavity 61, several liquid guiding channels 62, and the second cavity 64. When the oil temperature is low, the heat dissipation channel 63 is directly connected to the outside air and dissipates through the wall of the liquid guiding channel 62 to the adjacent heat dissipation channel 63, and finally dissipates into the surrounding air through natural convection through the openings at both ends of the heat dissipation channel 63. When the oil temperature is high, the linear drive element 73 drives the sealing plate 72 to close the heat dissipation channel 63, and the external cooling system delivers cooling medium into the heat dissipation channel 63 to quickly cool the oil in the liquid guiding channel 62.

[0031] Finally, it should be noted that the above descriptions are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A hydraulic retarder for special vehicles based on oil pump control, comprising a working assembly (4), an oil reservoir (5), and an oil pump (8), wherein the working assembly (4) contains a stator and a rotor, and the rotor is connected to the vehicle transmission system via a power output shaft (3), characterized in that: It also includes a proportional pressure reducing valve (2) and a mounting base (9). One end of the oil pump (8) is connected to the oil inlet of the proportional pressure reducing valve (2), and the other end of the oil pump (8) is connected to the oil storage tank (5). The oil outlet of the proportional pressure reducing valve (2) is connected to the working component (4), and the oil drain port of the proportional pressure reducing valve (2) is connected to the oil storage tank (5). A transmission mechanism is provided in the mounting base (9). The input end of the transmission mechanism is connected to the power output shaft (3). A drive shaft (81) is provided in the oil pump (8). The drive shaft (81) is connected to the output end of the transmission mechanism through a gear assembly.

2. The hydraulic retarder for special vehicles based on oil pump control according to claim 1, characterized in that: The transmission mechanism includes a first speed change unit (91), a second speed change unit (92), and a hydraulic servo module (93). The first speed change unit (91) and the second speed change unit (92) are connected by a conveyor belt, and the hydraulic servo module (93) is connected to the second speed change unit (92) through an infusion pipe (98).

3. A hydraulic retarder for special vehicles based on oil pump control according to claim 2, characterized in that: The first transmission unit (91) includes a first pulley (911), a second pulley (912) and a first shaft. The first pulley (911) is connected to the power output shaft (3). The first shaft is located at the end of the first pulley (911) away from the power output shaft (3). The second pulley (912) is located on the first shaft. The second pulley (912) is connected to the mounting base (9) by a first return spring.

4. A hydraulic retarder for special vehicles based on oil pump control according to claim 2, characterized in that: The second transmission unit (92) includes a third pulley (921), a fourth pulley (922), a guide frame (923), and a second rotating shaft. The third pulley (921) is connected to the mounting base (9) via a support shaft. The second rotating shaft is located at the end of the third pulley (921) away from the support shaft. The fourth pulley (922) is located on the second rotating shaft. The guide frame (923) is located inside the fourth pulley (922). The fourth pulley (922) is connected to the mounting base (9) via a second return spring. A hollow channel is provided at the end of the second rotating shaft away from the third pulley (921). One end of the infusion tube (98) is located in the hollow channel. A pressure relief container (981) is provided on the infusion tube (98). The pressure relief container (981) is connected to the infusion tube (98) via a pressure relief valve.

5. A hydraulic retarder for special vehicles based on oil pump control according to claim 4, characterized in that: The gear assembly includes a first gear (94), a second gear (95) and a third gear (97). The second gear (95) and the third gear (97) mesh with the first gear (94). The first gear (94) is connected to the drive shaft (81). A speed measuring element (96) is provided on the side of the second gear (95). The third gear (97) is connected to the second rotating shaft.

6. A hydraulic retarder for special vehicles based on oil pump control according to claim 1, characterized in that: The hydraulic retarder also includes a temperature control mechanism. The inlet end of the temperature control mechanism is connected to the working component (4), and the outlet end of the temperature control mechanism is connected to the oil storage tank (5). The inlet end of the temperature control mechanism is provided with a temperature measuring element.

7. A hydraulic retarder for special vehicles based on oil pump control according to claim 6, characterized in that: The temperature control mechanism includes a heat exchanger (6) and a sealing assembly (7). The heat exchanger (6) has a first cavity (61) and a second cavity (64) arranged opposite to each other at both ends. A plurality of liquid guiding channels (62) are arranged between the first cavity (61) and the second cavity (64). A heat dissipation channel (63) is arranged between every two liquid guiding channels (62). There are two sealing assemblies (7). The two sealing assemblies (7) are arranged opposite to each other at both ends of the heat dissipation channel (63). One sealing assembly (7) is connected to the output end of the external cooling system, and the other sealing assembly (7) is connected to the input end of the external cooling system.

8. A hydraulic retarder for special vehicles based on oil pump control according to claim 7, characterized in that: The sealing assembly (7) includes a mounting bracket (71), in which a sealing plate (72) and a linear drive element (73) are disposed. The sealing plate (72) is connected to the working end of the linear drive element (73). The sealing plate (72) has a through hole, which is connected to an external cooling system through a hose (74).

9. A hydraulic retarder for special vehicles based on oil pump control according to claim 7, characterized in that: Cooling elements are provided on the side wall of the heat dissipation channel (63).

10. A hydraulic retarder for special vehicles based on oil pump control according to claim 6, characterized in that: The hydraulic retarder also includes a main housing (1), the proportional pressure reducing valve (2), the working component (4), the oil tank (5) and the temperature regulating mechanism are all located outside the main housing (1), the oil pump (8) is located inside the main housing (1), and the working component (4) is also provided with a vent, which is connected to the oil tank (5).

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