Transmission system of hydraulic control double-cavity front retarder

Abstract

The utility model discloses a transmission system of a hydraulic control double-cavity front retarder. The transmission system comprises an input shaft, an output shaft, a retarder, a torque converter and a lockup clutch. The retarder is installed on the input shaft, the input shaft is connected with a pump wheel cover wheel of the torque converter, the torque converter turbine is connected with the output shaft, the input shaft is connected with the engine, and the output shaft is connected with an input shaft of the gearbox. The retarder comprises a stator, a first rotor and a second rotor, the first rotor and the second rotor are both in running fit with the stator, and the first rotor and the second rotor are fixedly connected; a first oil cavity and a second oil cavity are formed in the retarder, the first oil cavity is located between the first rotor and the stator, the second oil cavity is located between the second rotor and the stator, the first oil cavity is communicated with the second oil cavity, and a retarder oil inlet communicated with the first oil cavity and a retarder oil outlet communicated with the second oil cavity are formed in the stator. By means of the arrangement, the scheme has the larger braking torque, the requirement for the size of the retarder is smaller, and the cost is lower.

Description

Technical Field

[0001] The utility model belongs to the technical field of hydraulic transmission of engineering machinery, and in particular relates to a transmission system of a hydraulically controlled double-cavity front retarder. Background Art

[0002] The braking safety of heavy vehicles on long downhill roads has always affected the life safety of drivers. Brake pads and retarders are often used to brake them. The high gravitational potential energy of vehicles on long downhill roads will cause serious heat generation of brake pads. The brake pads are often continuously watered to dissipate heat. The heat generated by brake pads is the mutual friction between solids and solids. It is a rapid temperature change that will cause brake pad failure and greatly threaten the life safety of drivers. On the contrary, the retarder brakes through fluid and is a component with green braking function.

[0003] The working principle of the hydraulic retarder can be roughly described as: the power input end drives the rotor of the retarder, and the rotor throws the liquid out of the rotor outlet under the action of centrifugal force, realizing the conversion of mechanical energy into fluid kinetic energy. The fluid at the rotor outlet impacts the stator, which will generate a large amount of heat, realizing the conversion of fluid kinetic energy into thermal energy. The thermal energy is transported to the retarder oil outlet through the flow of hot fluid. The retarder oil outlet is connected to the heat exchanger, and the conversion of hot fluid into cold fluid is realized through the heat exchange of cooling water. The fluid at the retarder stator outlet circulates to the rotor inlet, forming a circulating flow. Such a cyclical flow and exchange of hot and cold fluids can eventually realize the continuous dissipation of kinetic energy and achieve the purpose of braking.

[0004] During the braking process of the hydraulic retarder, no loss or damage will be caused to the braking elements. Only a heat exchanger with a high heat exchange capacity is needed to exchange heat flow of the retarder thermal fluid to achieve retarder cyclic continuous braking.

[0005] In the field of engineering machinery, hydraulic retarders are often used together with hydraulic torque converters. This not only maximizes the use of the axial space of the transmission system, but also simultaneously obtains the advantages of the torque converter's torque conversion drive and the advantages of the hydraulic retarder's efficient braking.

[0006] Domestic hydraulic retarders are often mid-mounted and rear-mounted hydraulic retarders. Front-mounted hydraulic retarders located in front of the torque converter are rarely reported in China. Mid-mounted hydraulic retarders are placed between the torque converter and the gearbox, and rear-mounted hydraulic retarders are placed after the gearbox. Because the mid-mounted retarder is far away from the wheel end, the speed transmitted from the wheel to the retarder is greatly increased after the gear adjustment of the gearbox, which improves the braking performance of the vehicle in low-speed gear on long downhills. There are three prominent disadvantages of the mid-mounted retarder. The first disadvantage is that the braking characteristics of the vehicle will be affected by the shifting quality of the gearbox, which is prone to power interruption and impact, affecting the smoothness of the vehicle's braking process. The second disadvantage is that the retarder is located between the torque converter and the gearbox, which have very narrow axial space. The axial space for installing the retarder is very limited, and the braking power density that the installed retarder can provide is very limited. The third disadvantage is that the torque converter and the gearbox themselves have complex multi-oil circuit control. It becomes very demanding to reserve a separate control oil circuit for the retarder design. The rear-mounted hydraulic retarder is close to the wheel end. When the vehicle is in the hydraulic braking condition, the engine stops working, the gearbox is switched to neutral, and the retarder rotor speed is independent of the gearbox transmission ratio. The braking effect of the retarder and the wheel speed change can be braked more directly, and the control variables are clearer and more direct. Because the rear-mounted retarder has not been regulated by the gearbox gear speed increase, the braking power density of the braking end is very low, and a larger size hydraulic retarder is required to meet the braking needs. Utility Model Content

[0007] In order to solve the problem of low braking performance of traditional rear-mounted retarders in the prior art, the purpose of the utility model is to provide a transmission system of a hydraulically controlled dual-chamber front retarder, so that the hydraulic transmission system has the functions of torque drive and high-efficiency braking at the same time, which can meet the driver's needs for personalized driving on all-slope roads and all vehicle speed ranges.

[0008] In order to achieve the above-mentioned purpose, the utility model adopts the following technical scheme: a transmission system of a front retarder, comprising an input shaft, an output shaft, a retarder, a torque converter and a locking clutch; the retarder is mounted on the input shaft, the input shaft is connected to the torque converter pump wheel cover wheel, the torque converter turbine is connected to the output shaft, the input shaft is connected to the engine, and the output shaft is connected to the gearbox input shaft;

[0009] The retarder comprises a stator, a first rotor and a second rotor, the first rotor and the second rotor are respectively arranged on both sides of the stator, the first rotor and the second rotor are both rotationally matched with the stator, and the first rotor and the second rotor are fixedly connected;

[0010] A first oil chamber and a second oil chamber are provided in the retarder. The first oil chamber is located between the first rotor and the stator, and the second oil chamber is located between the second rotor and the stator. The first oil chamber and the second oil chamber are connected to each other. A retarder oil inlet hole and a retarder oil outlet hole are provided on the stator. The retarder oil inlet hole is connected to the first oil chamber, and the retarder oil outlet hole is connected to the second oil chamber.

[0011] Preferably, the retarder, torque converter and lockup clutch are installed in the same housing.

[0012] Preferably, a first connection portion is protruded on the first rotor, a second connection portion is protruded on the second rotor, and a third connection portion is protruded inwardly on the inner wall of the stator; the first rotor and the second rotor are arranged opposite to each other, the first rotor and the second rotor are arranged on both sides of the third connection portion, and the first rotor and the second rotor are located on the inner side of the stator; the first connection portion and the second connection portion extend into the inner side of the third connection portion, and the first connection portion and the second connection portion are fixedly connected; a gap is set between the first rotor and the third connection portion, a gap is set between the second rotor and the third connection portion, a gap is set between the first connection portion and the third connection portion, and a gap is set between the second connection portion and the third connection portion;

[0013] The input shaft passes through the first connecting portion and the second connecting portion.

[0014] Preferably, external splines are provided on the inner wall of the first connecting portion and the inner wall of the second connecting portion, and both the inner wall of the first connecting portion and the second connecting portion are spline-connected to the input shaft.

[0015] Preferably, a first oil groove is provided at one end of the first rotor, and the first connecting portion is located inside the first oil groove; a second oil groove is provided at one end of the second rotor, and the second connecting portion is located inside the second oil groove; two ends of the third connecting portion are respectively provided in the third oil groove and the fourth oil groove;

[0016] The first oil groove and the third oil groove cooperate to form a first oil chamber, and the second oil groove and the fourth oil groove cooperate to form a second oil chamber.

[0017] Preferably, a gap is set between the first rotor and the stator, and a gap is set between the second rotor and the stator; and a sliding seal is arranged between the rotor and the stator.

[0018] Preferably, both the input shaft and the output shaft are rotatably connected to the housing, and the input shaft and the output shaft are rotatably connected via bearings.

[0019] Preferably, a plurality of retarder oil inlet holes are evenly arranged circumferentially on the stator, and a plurality of retarder oil outlet holes are evenly arranged circumferentially on the stator.

[0020] Preferably, the retarder oil inlet hole is cylindrical and the retarder oil inlet hole is square columnar.

[0021] Preferably, the retarder has 10 oil inlet holes and 8 oil outlet holes.

[0022] The beneficial effects of the technical solution of the utility model are as follows: the dual-chamber retarder is placed in front of the torque converter. The obvious benefit of the front placement is that the wheel power end is accelerated by the gear adjustment of the gearbox, and the wheel power end is transmitted to the hydraulic torque converter. The hydraulic torque converter is in a locked state, and the speed is transmitted to the speed of the retarder. Due to the increase in input speed, the braking torque of the retarder is greatly improved, and its braking power density is greater. Under the same braking torque requirement, the front retarder has smaller size requirements than the rear retarder, which saves more material costs. In addition, compared with the mid-mounted retarder, the front retarder solves the radial and axial space limitations of the mid-mounted retarder in the narrow space between the torque converter and the gearbox, and the oil circuit is also better arranged. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 This is the schematic diagram of the transmission system;

[0024] Figure 2 It is a structural schematic diagram of the transmission system;

[0025] Figure 3 for Figure 2 Enlarged view of point A in the middle;

[0026] Figure 4 for Figure 2 Enlarged view of point F in the middle;

[0027] Figure 5 for Figure 2 Enlarged view of point C in the middle;

[0028] Figure 6 for Figure 2 Enlarged view of D in the middle;

[0029] Figure 7 It is the control system diagram of the transmission system;

[0030] Figure 8 The structure of the retarder Figure 1 ;

[0031] Fig. 9 for Figure 8 Middle EE section view;

[0032] Fig.10 The structure of the retarder Figure 2 ;

[0033] Fig.11 is a schematic structural diagram of the first rotor;

[0034] Fig.12 is a schematic diagram of the structure of the stator;

[0035] Fig.13is a schematic structural diagram of the second rotor;

[0036] Fig.14 It is a schematic diagram of the structure of the pump wheel;

[0037] Fig.15 It is the structural schematic diagram of the guide wheel;

[0038] Fig.16 Schematic diagram of the turbine structure.

[0039] 1. Clutch oil inlet; 2. Torque converter oil outlet; 3. Third oil collecting ring; 4. Output flange; 5. Output shaft; 6. Mounting seat; 7. Sleeve; 8. Torque converter oil inlet; 9. Pump wheel connector; 10. First support bearing; 11. Guide wheel seat; 12. Pump wheel outer ring housing; 13. Pump wheel blades; 14. Pump wheel inner ring housing; 15. Turbine outer ring housing; 16. Turbine blades; 17. Turbine inner ring housing; 18. Locking clutch; 19. Locking clutch piston; 20. Turbine support frame; 21. Box; 22. End cover; 23. Stator; 231. Third connecting part; 232. Third oil groove; 233. Fourth oil groove; 24. Sliding seal; 25. First rotor; 251. First connecting part; 252. First oil groove; 26. Second rotor; 261. Second connecting part; 262. Second oil groove; 27. Second connecting hole; 28. Input shaft; 29. ​​Second supporting bearing; 30. Turbine hub; 31. Guide wheel blade; 32. Guide wheel inner ring housing; 33. First rotor blade; 34. Stator blade; 35. Second rotor blade; 36. Pump wheel cover; 37. Retarder oil inlet hole; 38. Retarder oil outlet hole; 39. Torque converter; 40. Retarder; 41. Heat exchanger; 42. Oil pool; 43. Primary filter; 44. Delivery pump; 45. Secondary filter; 46. Branch one; 47. Branch two; 48. Branch three; 49. First reversing valve; 50. First solenoid valve; 51. First pressure reducing valve; 52. Variable throttle valve; 53. Retarder valve; 54. Throttle valve; 55. Second solenoid valve; 56. Second reversing valve; 57. Second pressure reducing valve; 58. Safety valve; 59. Back pressure valve; T. Turbine; B. Pump wheel; S. Guide wheel. DETAILED DESCRIPTION

[0040] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0041] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "clockwise", "counterclockwise" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0042] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present utility model, unless otherwise specified, "plurality" means two or more, unless otherwise clearly defined.

[0043] In the present invention, unless otherwise clearly specified and limited, the terms "install", "connect", "connect", "fix" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0044] In the present utility model, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature. Example 1

[0045] like Figures 1 to 4 As shown, this embodiment provides a hydraulic transmission / brake system with a hydraulically controlled dual-chamber front retarder, which has both transmission and braking functions and has the advantages of high integration and compactness.

[0046] like Figure 1 , Figure 2 , Figure 3 , Figure 8 , Fig. 9 and Fig.10 The transmission system shown includes an input shaft 28, an output shaft 5, a retarder, a torque converter and a lockup clutch 18; the input shaft 28 is connected to a torque converter pump wheel cover 36, and the torque converter turbine wheel hub 30 is drivingly connected to the output shaft 5;

[0047] The retarder includes a stator 23, a first rotor 25 and a second rotor 26, the first rotor 25 and the second rotor 26 are respectively arranged on both sides of the stator 23, the first rotor 25 and the second rotor 26 are both rotatably matched with the stator 23, and the first rotor 25 and the second rotor 26 are fixedly connected; a first oil chamber and a second oil chamber are arranged in the retarder, the first oil chamber is located between the first rotor 25 and the stator 23, the second oil chamber is located between the second rotor 26 and the stator 23, the first oil chamber and the second oil chamber are communicated with each other, a retarder oil inlet hole 37 and a retarder oil outlet hole 38 are opened on the stator 23, the retarder oil inlet hole 37 is communicated with the first oil chamber, and the retarder oil outlet hole 38 is communicated with the second oil chamber;

[0048] The retarder is sleeved on the input shaft 28 , the stator 23 is axially fixed to the input shaft 28 , and the first rotor 25 and the second rotor 26 are both spline-connected to the input shaft 28 .

[0049] With such arrangement, in the above transmission system, the power enters the torque converter after passing through the retarder, so that the retarder can have a higher speed and a larger braking torque, so that the transmission system can use a smaller retarder, and the structure of the transmission system is more compact; the above retarder has a double rotor and a double cavity, so that the axial length of the retarder is larger, and the flow through the retarder is doubled. Because the front retarder is farther away from the wheel end and closer to the engine end, its braking speed and torque are larger after the gearbox gear speed-increasing effect, and it has a greater braking power density. The retarder required to provide the braking torque is smaller in size. The front retarder is located in front of the torque converter, and the oil circuit and axial space layout are more spacious and free. Therefore, the development of the front retarder can not only improve the braking power density of the retarder, but also facilitate a more reasonable axial space layout of the transmission and braking components.

[0050] like Figure 2 As shown, in this embodiment, it also includes a housing 21, the retarder, the locking clutch 18 and the torque converter are all arranged in the housing 21, the stator 23 is fixedly connected to the housing 21, one end of the input shaft 28 extends into the housing 21, one end of the output shaft 5 extends from the housing 21, the input shaft 28 and the output shaft 5 are rotatably connected through the second support bearing 29; the stator 23 is splined to the housing 21. In this way, the above transmission system is arranged in the same housing 21, the transmission system is integrated into one, and it is convenient for the assembly of the whole vehicle and subsequent maintenance.

[0051] like Figure 1 and Figure 2 As shown, further preferably, a mounting seat 6 is fixed on the housing 21, one end of the mounting seat 6 extends into the housing 21, the output shaft 5 passes through the mounting seat 6, one end of the output shaft 5 is rotatably connected to the mounting seat 6 through a bearing, the other end of the output shaft 5 is rotatably connected to the input shaft 28 through a second support bearing 29, and an output flange 4 is installed on the output shaft 5; the torque converter is installed on the mounting seat 6.

[0052] As shown in the figure and the figure, in this embodiment, the lockup clutch 18 includes a lockup clutch piston 19, a lockup clutch active disc 18-1, a lockup clutch driven disc 18-2 and a turbine support frame 20;

[0053] A pump wheel cover 36 is fixed on the input shaft 28, and multiple locking clutch active discs 18-1 are fixed on the inner wall of the pump wheel cover 36, and the multiple locking clutch active discs 18-1 are arranged axially; multiple locking clutch driven discs 18-2 are fixed on the turbine support frame 20, and the turbine support frame 20 is located on the inner side of the pump wheel cover 36, and multiple locking clutch active discs 18-1 and multiple locking clutch driven discs 18-2 are arranged at intervals; the locking clutch piston 19 is fixedly connected to the turbine hub 30, and the locking clutch piston 19 is located on the inner side of the pump wheel cover 36, and the turbine hub 30 is sleeved on the output shaft 5, and the turbine hub 30 is splined with the output shaft 5. A hydraulic chamber is arranged between the turbine hub 30 and the input shaft 28, and a clutch oil inlet hole connected to the hydraulic chamber is arranged on the output shaft 5; wherein the turbine support frame 20 is connected to the turbine outer ring housing 15 by screws, and multiple screws are evenly arranged around the turbine hub 30.

[0054] like Figure 1 and Figure 2 As shown in FIG. 1 , in this embodiment, the torque converter includes a pump wheel B, a turbine wheel T and a guide wheel S. Fig.13 As shown, the pump B includes a pump outer ring housing 12, a pump inner ring housing 14 and a pump blade 13; as shown, the turbine T includes a turbine outer ring housing 15, a turbine inner ring housing 17 and a turbine blade 16; as shown, the stator S includes a stator seat 11, a stator inner ring housing 32 and a stator blade 31. As shown, the pump cover 36 is fixedly connected to the pump outer ring housing 12, and a pump connector 9 is mounted on the pump outer ring housing 12, and the pump connector 9 is rotatably mounted on the mounting seat 6 through the first support bearing 10; the stator seat 11 is mounted on the mounting seat 6; the turbine outer ring housing 15 is fixedly connected to the turbine hub 30.

[0055] In this embodiment, a sleeve 7 is fixed in the mounting seat 6; a torque converter oil inlet hole connected to the torque converter is provided on the mounting seat 6, and the torque converter oil inlet hole is located on the outside of the sleeve 7; a torque converter oil outlet hole connected to the torque converter is provided on the mounting seat 6, and the torque converter oil outlet hole is located on the inside of the sleeve 7; a torque converter oil inlet port 8 connected to the torque converter oil inlet hole is provided on the mounting seat 6, and a torque converter oil outlet port 2 connected to the torque converter oil outlet hole is provided on the mounting seat 6; a clutch oil inlet port 1 is also provided on the mounting seat 6, and multiple clutch oil inlets 1 are connected to the clutch oil inlet hole through a third oil collecting ring 3.

[0056] When the above transmission system is working: the engine drives the input shaft 28 to rotate, and the input shaft 28 drives the first rotor 25 and the second rotor 26 of the retarder, the pump cover 36, and the locking clutch active disc 18-1 to rotate at the same speed and in the same direction, and the pump cover 36 drives the pump wheel B to rotate; when the pump wheel B rotates, the fluid inside the pump wheel B is thrown out from the pump wheel B outlet under the action of centrifugal force, realizing the conversion of mechanical energy into fluid kinetic energy, and then the fluid thrown out from the pump wheel B outlet impacts the turbine T, driving the turbine T to move, realizing the conversion of fluid kinetic energy into mechanical energy, and then the turbine T drives the locking clutch driven disc 18-2 to rotate, and the turbine T transmits power to the output shaft 5 through the turbine hub 30, and then the output shaft 5 transmits power to the gearbox. In this process, when the clutch oil inlet 1 is not supplied with oil, the pump wheel B and the turbine T are not in direct contact, and the transmission system is in a hydraulic transmission state at this time.

[0057] Among them, the oil flow direction of the torque converter is: the oil enters the mounting seat 6 from the oil inlet hole of the torque converter, and then the oil flows to the first support bearing 10 through the outside of the sleeve 7, the oil enters the torque converter from the bladeless area between the outlet of the torque converter guide wheel S and the inlet of the pump wheel B, and then the oil inside the torque converter flows out of the torque converter from the bladeless area between the outlet of the turbine T and the inlet of the guide wheel S, the oil flowing out of the torque converter passes through the oil outlet hole of the torque converter, flows to the inside of the sleeve 7 through the mounting seat 6, and finally flows out from the oil outlet 2 of the hydraulic torque converter.

[0058] When the lockup clutch 18 is working, the oil passes through the clutch oil inlet 1 and the clutch oil inlet hole in turn and enters the hydraulic chamber on the left side of the lockup clutch piston 19. The oil increases the pressure in the hydraulic chamber, thereby pushing the lockup clutch piston 19 to move right. The lockup clutch piston 19 presses the lockup clutch active disc 18-1 on the impeller cover 36, causing the lockup clutch active disc 18-1 to deform, thereby causing the lockup clutch active disc 18-1 and the lockup clutch driven disc 18-2 to contact each other to achieve a fixed connection effect, thereby causing the impeller B and the turbine T to rotate at the same speed.

[0059] It is worth noting that when the hydraulic retarder is working, the lock-up clutch 18 must be in a locked state, so that the braking function of the retarder can be realized. When the hydraulic retarder is not working, the lock-up clutch 18 can be locked or not, depending on the vehicle speed. The filling and discharge control of the hydraulic retarder is controlled by another set of valve bodies. Because this part focuses on explaining the structural design, it is omitted here.

[0060] In the above structure, the retarder is located in front of the torque converter, and this arrangement is significantly different from the traditional center-mounted and rear-mounted retarders. Traditional retarders can generally be divided into two types: a center-mounted hydraulic retarder is a retarder located between the torque converter and the gearbox, and a rear-mounted hydraulic retarder is a retarder located after the gearbox. The dual-chamber retarder provided by the utility model is designed to be front-mounted. An obvious benefit of the front-mounted design is that the retarder is farther away from the wheel power end, and through the gear speed-increasing effect of the gearbox, under the same braking torque requirement, the front retarder has smaller size requirements than the center-mounted and rear-mounted retarders, which saves more material costs. Example 2

[0061] A control oil circuit and a control method applied to the above transmission system.

[0062] like Figure 7 As shown, in this embodiment, the control oil circuit includes a main oil circuit, a branch 1 46, a branch 2 47 and a branch 3 48. In this way, the one-inlet and three-outlet control oil circuit makes the structure of the transmission system simpler and also facilitates control.

[0063] like Figure 7 As shown, in this embodiment, a primary filter 43, a delivery pump 44 and a secondary filter 45 are installed on the main oil circuit; the delivery pump 44 can extract oil from the oil pool 42, and the oil entering the main oil circuit passes through the primary filter 43, the delivery pump 44 and the secondary filter 45 in sequence, and then enters branch one 46, branch two 47 and branch three 48.

[0064] like Figure 7 As shown, in this embodiment, branch 1 46 is the control oil circuit part of the hydraulic retarder. Specifically, the first reversing valve 49, the first solenoid valve 50, the first pressure reducing valve 51, the variable throttle valve 52 and the retarder valve 53 are arranged on branch 1 46;

[0065] The control method of branch 1 46 is as follows: the oil flowing into branch 1 46 flows to the first reversing valve 49 and the first solenoid valve 50 respectively. When the first solenoid valve 50 is in the upper limit position, the right side of the first reversing valve 49 is driven to be pressurized, so that the first reversing valve 49 is connected; then the oil flows through the first reversing valve 49 to the first pressure reducing valve 51 to reduce the pressure, and then the oil reaches the valve core of the retarder valve 53 through the variable throttle valve 52, and the oil pushes the valve core of the retarder valve 53 to move, thereby realizing the retarder and the control of the retarder valve 53.

[0066] On the contrary, when the first solenoid valve 50 is in the lower limit position, the first reversing valve 49 will cut off the branch 1 46, thereby preventing the oil from flowing to the valve core of the retarder valve 53, cutting off the oil supply to the retarder, and causing the transmission system to enter a retarder-free state.

[0067] Among them, by adjusting the opening of the variable throttle valve 52, the valve core of the retarder valve 53 produces different sliding valve displacements, thereby controlling the retarder to be in different working states.

[0068] like Figure 7 As shown, in this embodiment, the second branch 47 is a control portion of the lockup clutch 18. Specifically, the throttle valve 54, the second solenoid valve 55, the second reversing valve 56 and the lockup clutch 18 are arranged on the second branch 47.

[0069] The control method of branch two 47 is as follows: the oil flowing from the main oil circuit to branch two 47 flows to the throttle valve 54 and the second solenoid valve 55 respectively; when the second solenoid valve 55 is in the upper limit position, the right side of the second reversing valve 56 is pressurized, so that the second reversing valve 56 is connected, and then the oil flows through the second reversing valve 56 to the hydraulic chamber of the locking clutch 18, so that the locking clutch 18 is locked, so that the pump wheel B and the turbine T have the same speed.

[0070] On the contrary, when the second solenoid valve 55 is in the lower limit position, the second reversing valve 56 cuts off the branch 2 47 to unlock the locking clutch 18 .

[0071] like Figure 7 As shown, in this embodiment, the branch three 48 is a torque converter control oil circuit; specifically, the second pressure reducing valve 57, the back pressure valve 59, the torque converter and the retarder valve 53 are arranged on the branch three 48;

[0072] The control method of the branch three 48 is as follows: the oil flowing into the branch three 48 flows through the second pressure reducing valve 57 into the torque converter, and then the oil flowing out of the torque converter flows through the back pressure valve 59 and the retarder valve 53 in sequence into the gearbox for lubrication or flows to the heat exchanger for heat dissipation. Among them, through the switching effect of different gears of the retarder valve 53, the flow direction of the oil flowing out of the torque converter is controlled according to the valve core position of the retarder valve 53, so that the oil flows to the gearbox for lubrication or flows to the heat exchanger for heat dissipation.

[0073] Further preferably, a safety valve 58 is provided at the oil inlet 8 of the torque converter; when the oil pressure of the branch line 3 48 is too high, the oil is unloaded through the safety valve 58, thereby achieving the purpose of protecting the branch line 3 48.

[0074] In this embodiment, the retarder valve 53 controls the on-off of the oil circuit on the retarder, and further controls whether the retarder works. The valve core position of the retarder valve 53 is adjusted by the first reversing valve 49 and the variable throttle valve 5452.

[0075] When the retarder is working, the oil flowing out of the retarder enters the heat exchanger 41, and after being cooled by the heat exchanger 41, the oil returns to the retarder to work. If the retarder is not working, the oil inside the retarder flows back to the oil tank, the entire retarder is in an idling state, and the retarder gradually stops working. Specifically, the oil flowing through the retarder can be divided into an internal circulation and an external circulation; wherein, the internal circulation is: the first rotor 25 and the second rotor 26 rotate under the drive of the input shaft 28, the oil enters the first oil chamber through the stator 23, the first rotor 25 swings the oil to realize the conversion of mechanical energy into fluid kinetic energy, and then the oil enters the second oil chamber, the second rotor 26 swings the oil to impact the stator 23, realizes the conversion of fluid kinetic energy into thermal energy, and then the oil flows out from the stator 23; in the external circulation: the oil from the outlet of the heat exchanger 41 enters the retarder from the retarder oil inlet hole 37 on the stator 23, and the oil becomes high-temperature oil after completing the internal circulation. The high-temperature oil is transported to the heat exchanger 41 by the external branch oil circuit of the retarder, cooled by the heat exchanger 41 to form cooling oil and re-supplied to the retarder; through the above-mentioned internal circulation and external circulation, a cyclical heat generation-heat exchange process is realized.

[0076] With this arrangement, the control of the torque converter and the hydraulic retarder is achieved through a hydraulic control method, which has the characteristics of fast response and comprehensive system functions, and rapid switching of functions can be achieved through reasonable control, which can meet the driver's personalized driving needs on all-slope roads and in all speed ranges. Example 3

[0077] The difference from Example 1 is that Figures 2 to 13 As shown, this embodiment provides a novel dual-chamber front retarder structure. Figures 8 to 13As shown, in this embodiment, a first connection portion 251 is protruded from the first rotor 25, a second connection portion 261 is protruded from the second rotor 26, and a third connection portion 231 is protruded inwardly from the inner wall of the stator 23; the first rotor 25 and the second rotor 26 are arranged opposite to each other, and the first rotor 25 and the second rotor 26 are arranged on both sides of the third connection portion 231, and the first rotor 25 and the second rotor 26 are located on the inner side of the stator 23; the first connection portion 251 and the second connection portion 261 extend into the inner side of the third connection portion 231, and the first connection portion 251 and the second connection portion 261 are fixedly connected; the input shaft 28 passes through the first connection portion 251 and the second connection portion 261, and external splines are arranged on the inner wall of the first connection portion 251 and the inner wall of the second connection portion 261. Figure 3 and Fig.11 As shown, a first oil groove 252 is provided at one end of the first rotor 25, and the first connecting portion 251 is located inside the first oil groove 252; Figure 3 and Fig.13 As shown, a second oil groove 262 is provided at one end of the second rotor 26, and the second connecting portion 261 is located inside the second oil groove 262; Figure 3 and Fig.12 As shown, the two ends of the third connecting portion 231 are respectively arranged at the third oil groove 232 and the fourth oil groove 233; the first oil groove 252 and the third oil groove 232 cooperate to form a first oil chamber, and the second oil groove 262 and the fourth oil groove 233 cooperate to form a second oil chamber; Figure 3 As shown, the first connecting portion 251 and the third connecting portion 231 are spaced apart, and the second connecting portion 261 and the third connecting portion 231 are spaced apart, thereby causing the first oil chamber and the second oil chamber to communicate with each other; Fig.12 As shown, the retarder oil inlet hole 37 on the stator 23 is communicated with the third oil groove 232 , and the retarder oil outlet hole 38 on the stator 23 is communicated with the fourth oil groove 233 .

[0078] With such arrangement, compared with the conventional single-chamber retarder, the retarder in this embodiment has the advantages of greater braking performance, self-balancing axial force, and smaller radial size.

[0079] like Figure 8 and Fig.13 As shown, further preferably, the first connection part 251 and the second connection part 261 are fixedly connected by a plurality of connecting bolts; specifically, the first connection part 251 is provided with a plurality of circumferentially arranged first connection holes, and the second connection part 261 is provided with a plurality of circumferentially arranged second connection holes 27; the first connection part 251 and the second connection part 261 are fixedly connected by a connecting bolt, and 12 bolts are evenly distributed circumferentially on the first connection part 251 and the second connection part 261.

[0080] like Figure 3As shown, in this embodiment, a gap is set between the first rotor 25 and the stator 23, and a gap is set between the first rotor 25 and the third connecting portion 231; a gap is set between the second rotor 26 and the stator 23, and a gap is set between the second rotor 26 and the third connecting portion 231; wherein, of the two sliding seals 24, one sliding seal 24 is set between the first rotor 25 and the stator 23, and the other sliding seal 24 is set between the second rotor 26 and the stator 23. The radial outer side surface of the stator 23 is provided with an external spline, and the stator 23 is fixedly connected to the spline groove on the housing 21 through the external spline, and the left side of the housing 21 is sealed by an end cover 22.

[0081] like Fig.12 As shown, in this embodiment, a plurality of retarder oil inlet holes 37 are evenly arranged circumferentially on the stator 23, and the plurality of retarder oil inlet holes 37 are connected to the same first oil collecting ring, and a plurality of retarder oil outlet holes 38 are evenly arranged circumferentially on the stator 23, and the plurality of retarder oil outlet holes 38 are connected to the same second oil collecting ring. Specifically, there are a plurality of retarder oil inlet holes 37 on the stator 23, and the 10 cylindrical oil inlets on the retarder are connected through the first oil collecting ring, and the retarder oil inlet hole 37 is cylindrical; there are 8 retarder oil outlet holes 38 on the stator 23, and the retarder oil inlet holes 37 are square columnar. The retarder valve 53 is installed on the housing 21, and the retarder valve 53 is connected to the retarder oil inlet hole 37 and the retarder oil outlet hole 38.

[0082] like Figures 10 to 13 As shown, in this embodiment, Fig.11 As shown, a plurality of first rotor blades 33 are disposed in the first oil groove 252, and the plurality of first rotor blades 33 are disposed around the first connecting portion 251; Fig.13 As shown, a plurality of second rotor blades 35 are disposed in the second oil groove 262, and the plurality of second rotor blades 35 are disposed around the second connecting portion 261; Fig.12 As shown, a plurality of stator blades 34 are disposed in the third oil groove 232 and the fourth oil groove 233 .

[0083] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0084] Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are illustrative and cannot be understood as limitations on the present invention. Ordinary technicians in the field can change, modify, replace and modify the above embodiments within the scope of the present invention without departing from the principles and purpose of the present invention.

Claims

1. A transmission system of a hydraulically controlled double-chamber front retarder, characterized in that: It comprises an input shaft (28), an output shaft (5), a retarder (40), a torque converter and a locking clutch; the retarder (40) is mounted on the input shaft (28), the input shaft (28) is connected to a pump wheel cover of the torque converter, and the turbine wheel hub of the torque converter is drivingly connected to the output shaft (5); The retarder (40) comprises a stator (23), a first rotor (25) and a second rotor (26); the first rotor (25) and the second rotor (26) are arranged on both sides of the stator (23); the first rotor (25) and the second rotor (26) are both rotatably matched with the stator (23); and the first rotor (25) and the second rotor (26) are fixedly connected; A first oil chamber and a second oil chamber are provided in the retarder (40). The first oil chamber is located between the first rotor (25) and the stator (23), and the second oil chamber is located between the second rotor (26) and the stator (23). The first oil chamber and the second oil chamber are communicated with each other. A retarder oil inlet hole (37) and a retarder oil outlet hole (38) are provided on the stator (23). The retarder oil inlet hole (37) is communicated with the first oil chamber, and the retarder oil outlet hole (38) is communicated with the second oil chamber.

2. The transmission system of a hydraulically controlled dual-chamber front retarder according to claim 1, characterized in that: The retarder (40), the torque converter and the lock-up clutch are installed in the same housing (21).

3. The transmission system of a hydraulically controlled dual-chamber front retarder according to claim 1, characterized in that: A first connection portion (251) is protruded on the first rotor (25), a second connection portion (261) is protruded on the second rotor (26), and a third connection portion (231) is protruded inwardly on the inner wall of the stator (23); the first rotor (25) and the second rotor (26) are arranged opposite to each other, the first rotor (25) and the second rotor (26) are arranged on both sides of the third connection portion (231), and the first rotor (25) and the second rotor (26) are located inside the stator (23); the first connection portion (251) and the second connection portion (261) extend into the inside of the third connection portion (231), and the first connection portion (251) and the second connection portion (261) are fixedly connected; a gap is set between the first rotor (25) and the third connection portion (231), a gap is set between the second rotor (26) and the third connection portion (231), a gap is set between the first connection portion (251) and the third connection portion (231), and a gap is set between the second connection portion (261) and the third connection portion (231); The input shaft (28) passes through the first connecting portion (251) and the second connecting portion (261).

4. The transmission system of a hydraulically controlled double-chamber front retarder according to claim 3, characterized in that: External splines are provided on the inner wall of the first connecting portion (251) and the inner wall of the second connecting portion (261), and the inner wall of the first connecting portion (251) and the second connecting portion (261) are both spline-connected to the input shaft (28).

5. The transmission system of a hydraulically controlled dual-chamber front retarder according to claim 3, characterized in that: A first oil groove (252) is provided at one end of the first rotor (25), and the first connecting portion (251) is located inside the first oil groove (252); a second oil groove (262) is provided at one end of the second rotor (26), and the second connecting portion (261) is located inside the second oil groove (262); two ends of the third connecting portion (231) are respectively provided in the third oil groove (232) and the fourth oil groove (233); The first oil groove (252) and the third oil groove (232) cooperate to form a first oil chamber, and the second oil groove (262) and the fourth oil groove (233) cooperate to form a second oil chamber.

6. The transmission system of a hydraulically controlled dual-chamber front retarder according to claim 3, characterized in that: A gap is set between the first rotor (25) and the stator (23), and a gap is set between the second rotor (26) and the stator (23); and a sliding seal (24) is arranged between the rotor and the stator (23).

7. The transmission system of a hydraulically controlled dual-chamber front retarder according to claim 3, characterized in that: The input shaft (28) and the output shaft (5) are both rotatably connected to the housing (21), and the input shaft (28) and the output shaft (5) are rotatably connected via a bearing.

8. The transmission system of a hydraulically controlled dual-chamber front retarder according to claim 1, characterized in that: A plurality of retarder oil inlet holes (37) are evenly arranged in the circumferential direction on the stator (23), and a plurality of retarder oil outlet holes (38) are evenly arranged in the circumferential direction on the stator (23).

9. The transmission system of a hydraulically controlled dual-chamber front retarder according to claim 1, characterized in that: The retarder oil inlet hole (37) is cylindrical, and the retarder oil inlet hole (37) is square columnar.

10. The transmission system of a hydraulically controlled dual-chamber front retarder according to claim 1, characterized in that: There are 10 retarder oil inlet holes (37) and 8 retarder oil outlet holes (38).

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