Automobile hydraulic retarder turbine structure capable of reducing air loss
By opening slots in the front and rear stator positions of the vehicle hydraulic retarder, the air loss problem during the no-load of the hydraulic retarder is solved, and the effect of reducing air loss and maintaining the maximum braking force is achieved. It also has a simple structure. and low cost advantages.
Patent Information
- Application Number
- CN202421292729.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-07
- Publication Date
- 2025-02-18
- Estimated Expiration
- 2034-06-07
AI Technical Summary
Automobile hydraulic retarders will produce power loss when they are no-loaded, i.e. empty loss. The existing methods are either ineffective or complex in structure and high in cost.
Open slots at specific locations in the front and rear stators of the car hydraulic retarder to reduce air loss while maintaining maximum braking force.
It effectively reduces the empty loss of the hydraulic retarder during no load, and basically does not affect the maximum braking force at full load, and has a simple structure and low cost.
Smart Images
Figure CN222502478U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the technical field of hydraulic retarders, and in particular relates to a turbine structure of an automobile hydraulic retarder capable of reducing air loss. Background Art
[0002] The function of the automobile hydraulic retarder is to enable the retarder when the car is decelerating or going down a long slope, so that the car can decelerate smoothly and avoid the wear and heat of the brake parts caused by the use of brakes. The hydraulic retarder is a device that uses liquid damping to produce a deceleration effect, thereby slowing down the vehicle. The basic structure and basic working principle of the automobile hydraulic retarder are the same. Under the condition of the hydraulic retarder being unloaded, there will still be a certain braking force, which will react on the output shaft and produce power loss. Therefore, reducing the power loss under the unloaded condition, that is, the air loss, is an urgent problem to be solved by the automobile hydraulic retarder. Although there are many methods to reduce the air loss of automobile hydraulic retarders, such as inserting a spoiler column or baffle between the rotor and the stator when the hydraulic retarder is unloaded, and increasing the distance between the rotor and the stator when the hydraulic retarder is unloaded, these methods either do not work very well, or although the effect is good, the structure is more complicated and the production cost is higher. Utility Model Content
[0003] In order to overcome the problems existing in the background technology, the utility model provides a turbine structure of an automobile hydraulic retarder which can reduce air loss. By respectively opening grooves at the rear end of the front stator and the front end of the rear stator, the air loss can be effectively reduced without substantially reducing the maximum braking force of the retarder. The utility model also has the characteristics of simple structure and low manufacturing cost.
[0004] To achieve the above purpose, the utility model is implemented through the following technical solutions:
[0005] The automobile hydraulic retarder turbine structure capable of reducing air loss comprises a housing, a front stator, a rotor, a driving shaft and a rear stator; the housing is connected to the rear end of the transmission or the frame, the front stator is connected to the housing and is fixed; the rear stator is also connected to the housing and is fixed, and the rotor is connected to the driving shaft through a driving shaft and a transmission mechanism on a transmission box.
[0006] Preferably, blades are cast at the rear end of the front stator, and a groove is processed along the blade at the connection between the outer end of each blade and the outer cylinder; blades are cast at the front end of the rear stator, and a groove is processed along the blade at the connection between the outer end of each blade and the outer cylinder.
[0007] Preferably, blades are cast at the front and rear ends of the rotor, separated by a partition plate in the middle, and the front and rear ends are not connected.
[0008] Beneficial effects of the utility model:
[0009] When the retarder is unloaded, the working chambers at the front and rear ends of the rotor are connected to the atmosphere, that is, the working chambers at the front and rear ends of the rotor are filled with air. The blades at the front and rear ends of the rotor drive the air to rotate and apply a torque to the front stator and the rear stator respectively. The reverse torque of the front and rear stators becomes the braking torque when the rotor is unloaded. This braking torque reacts to the output shaft of the vehicle, resulting in power loss, that is, air loss. After the front and rear stators are slotted, when the retarder is unloaded, although the air in the working chambers at the front and rear ends of the rotor also rotates driven by the blades at the front and rear ends of the rotor, due to the low viscosity of the air, most of the airflow leaks from the slots of the front and rear stators, and the reverse torque of the front and rear stators is small, that is, the air loss is small when unloaded.
[0010] When the retarder is fully loaded, the working chambers at the front and rear ends of the rotor are filled with working fluid, which rotates at high speed driven by the blades at the front and rear ends of the rotor. Due to the high viscosity of the working fluid, it basically will not leak out from the slots. The reverse torque of the front and rear stators is basically the same as when the slots are not opened. The slots on the front and rear stators basically do not reduce the maximum braking force of the retarder.
[0011] The utility model greatly reduces the air loss of the retarder when it is unloaded with a simple structure, and basically does not reduce the maximum braking force of the retarder when it is fully loaded. BRIEF DESCRIPTION OF THE DRAWINGS
[0012] Figure 1 It is a schematic diagram of the overall structure of the utility model;
[0013] Figure 2 It is a three-dimensional structural schematic diagram of the front stator in the utility model viewed from the back to the front;
[0014] Figure 3 It is a three-dimensional structural schematic diagram of the rear stator in the utility model viewed from the front to the back;
[0015] Figure 4 It is a three-dimensional structural schematic diagram of the rotor in the utility model viewed from the front to the back;
[0016] Figure 5 It is a three-dimensional structural schematic diagram of the rotor in the utility model viewed from the back to the front;
[0017] Figure 6 It is a comparison curve of air loss when the retarder in the utility model is unloaded;
[0018] Figure 7 This is a comparison curve of the output torque of the retarder of the utility model when it is fully loaded;
[0019] Figure 1 The numbers in the figure are: 1-housing, 2-driving shaft, 3-front stator, 4-rotor, 5-rear stator, 6-blade, 7-slot. DETAILED DESCRIPTION
[0020] In order to make the purpose, technical solution and beneficial effects of the present invention clearer, the preferred embodiments of the present invention will be described in detail below in conjunction with the accompanying drawings to facilitate understanding by technicians.
[0021] In the description of the present invention, unless otherwise specified, the terms "front", "rear", etc. indicate positions or state relationships based on the direction of travel of the automobile, 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 position, be constructed and operated in a specific position, and therefore should not be understood as a limitation on the present invention.
[0022] In the description of the present utility model, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "provided with" 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; it can be directly connected or indirectly connected through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the present invention will be understood according to specific circumstances.
[0023] like Figure 1 As shown, the utility model provides a hydraulic retarder turbine structure for reducing air loss, and the hydraulic retarder is mainly composed of a housing 1, a front stator 3, a rotor 4, a driving shaft 2 and a rear stator 5. The housing 1 is connected to the rear end of the transmission or the frame, and the front stator 3 is fixedly connected to the housing 1 by bolts and other parts; similarly, the rear stator 5 is also fixedly connected to the housing 1 by bolts and other parts, and the rotor 4 is connected to the transmission shaft through the driving shaft 2 and the transmission mechanism on the transmission box.
[0024] like Figure 2 As shown, a blade 6 is cast at the rear end of the front stator 3, and a groove 7 of a certain width and length is processed along the blade 6 at the connection between the outer end of each blade 6 and the outer cylinder.
[0025] like Figure 3 As shown, a blade 6 is cast at the front end of the rear stator 5, and a groove 7 of a certain width and length is processed along the blade 6 at the connection between the outer end of each blade 6 and the outer cylinder.
[0026] like Figure 4 , Figure 5As shown, the front and rear ends of the rotor 4 are cast with blades 6, separated by a partition in the middle, and the front and rear ends are not connected. When the rotor 4 rotates, the blades 6 at the front end drive the working fluid to apply a torque to the front stator 3, and the reverse torque of the front stator 3 becomes the braking torque of the rotor 4; similarly, when the rotor 4 rotates, the blades 6 at the rear end drive the working fluid to apply a torque to the rear stator 5, and the reverse torque of the rear stator 5 becomes the braking torque of the rotor 4. The magnitude of the braking torque depends on the volume, pressure, viscosity of the fluid in the front and rear working chambers of the rotor 4 and the speed of the rotor 4. When the retarder is unloaded, the working chambers at the front and rear ends of the rotor 4 are connected to the atmosphere, that is, the working chambers at the front and rear ends of the rotor 4 are filled with air, and the blades 6 at the front and rear ends of the rotor 4 drive the air to rotate and apply a torque to the front stator 3 and the rear stator 5 respectively, and the reverse torque of the front stator 3 and the rear stator 5 becomes the braking torque when the rotor 4 is unloaded. This braking torque reacts to the output shaft of the vehicle, generating power loss, namely air loss. Before the front stator 3 and the rear stator 5 are not slotted, when the retarder is unloaded, the braking torque of the rotor 4 is large, that is, the air loss is large. After the front stator 3 and the rear stator 5 are slotted, when the retarder is unloaded, although the air in the working chambers at the front and rear ends of the rotor 4 is also driven by the blades 6 at the front and rear ends of the rotor 4 to rotate, due to the low viscosity of the air, most of the airflow leaks out from the slots of the front stator 3 and the rear stator 5, and the reverse torque of the front stator 3 and the rear stator 5 is small, that is, the air loss is small when unloaded. When the retarder is fully loaded, the working chambers at the front and rear ends of the rotor 4 are filled with working fluid, and the working fluid rotates at high speed driven by the blades 6 at the front and rear ends of the rotor 4. Due to the high viscosity of the working fluid, it basically will not leak out from the slots of the front stator 3 and the rear stator 5, and the reverse torque of the front stator 3 and the rear stator 5 is basically the same as when the front stator 3 and the rear stator 5 are not slotted 7, that is to say, slotting the front stator 3 and the rear stator 5 will basically not reduce the maximum braking force of the retarder. This automobile hydraulic retarder turbine structure capable of reducing air loss greatly reduces the air loss of the retarder in the simplest way and basically does not reduce the maximum braking force of the retarder, and can be widely used in automobile hydraulic retarders.
[0027] The air loss test of the front stator 3 and the rear stator 5 before and after the slot 7 is opened:
[0028] On the retarder test bench, the retarder is unloaded, the retarder test bench drag motor starts, and the vehicle drive shaft speed reaches 1500r / min, which takes about 25S. Before the front stator 3 and the rear stator 5 are not slotted 7, the braking torque of the rotor 4 is large, and the torque output by the retarder reaches 23Nm. From formula (1), it can be obtained that the air loss of the retarder at this time is about: 3.61kW. After the front stator 3 and the rear stator 5 are slotted, when the retarder is unloaded, although the air in the working chambers at the front and rear ends of the rotor 4 is also rotated by the blades at the front and rear ends of the rotor 4, due to the low viscosity of the air, most of the air flow leaks from the slot 7, the reverse torque of the front stator 3 and the rear stator 5 is small, and the torque output by the retarder is only 8Nm. See the attached test comparison. Figure 6 From formula (1), it can be concluded that the air loss of the retarder at this time is about 1.26kW, which is much smaller than the industry standard of 2kW.
[0029] P=M·n / 9549................................ (1)
[0030] Where:
[0031] P——power loss, kW;
[0032] M——Measured value of hydraulic retarder input torque, Nm;
[0033] n——hydraulic retarder input speed, r / min.
[0034] Braking torque test of the front stator 3 and the rear stator 5 before and after the slot 7 is opened:
[0035] On the retarder test bench, the vehicle drive shaft speed reaches 1500r / min, the retarder is fully loaded, and the braking test begins. At this time, the working chambers at the front and rear ends of the rotor 4 are filled with working fluid, and the working fluid rotates at high speed driven by the blades at the front and rear ends of the rotor. Due to the high viscosity of the working fluid, it basically will not leak out from the slots of the front and rear stators. The reverse torque of the front and rear stators is basically the same as when the front and rear stators are not slotted, except that the time to reach the maximum braking torque changes from 3.8s when the front stator 3 and rear stator 5 are not slotted 7 to 4s after the front stator and rear stator are slotted, which is only delayed by about 0.2s. The maximum braking torque changes from 5450Nm when the front stator 3 and rear stator 5 are not slotted to 5600Nm after the front stator 3 and rear stator 5 are slotted, and it has also increased slightly by about 150Nm. The test comparison results are shown in the attached Figure 7 Therefore, it can be concluded that the slotting of the front stator 36 and the rear stator 5 will not reduce the maximum braking torque of the retarder, that is, it will not have a negative impact on the use of the retarder.
[0036] Note: For the air loss test and brake torque test, the retarders used are all KFT4500 retarders produced by Yunnan Kaifute Braking System Co., Ltd.
[0037] Finally, it should be noted that the above preferred embodiments are only used to illustrate the technical solution of the utility model rather than to limit it. Although the utility model has been described in detail through the above preferred embodiments, those skilled in the art should understand that various changes can be made in form and details without departing from the scope defined by the claims of the utility model.
Claims
1. A turbine structure for a hydraulic retarder of an automobile capable of reducing air loss, characterized in that: It includes a shell, a front stator, a rotor, a driving shaft and a rear stator; the shell is connected to the rear end of the transmission or the frame, the front stator is connected to the shell and is fixed; the rear stator is also connected to the shell and is fixed, and the rotor is connected to the transmission shaft through the driving shaft and the transmission mechanism on the transmission box; the rear end of the front stator is cast with blades, and a groove is processed along the blades at the connection between the outer end of each blade and the outer cylinder; the front end of the rear stator is cast with blades, and a groove is processed along the blades at the connection between the outer end of each blade and the outer cylinder.
2. The automobile hydraulic retarder turbine structure capable of reducing air loss according to claim 1, characterized in that: Blades are cast at the front and rear ends of the rotor, separated by a partition in the middle, and the front and rear ends are not connected.