Retarder and transmission system

Abstract

The utility model discloses a retarder and a transmission system. The retarder comprises a stator shell and a rotor shell, the stator shell and the rotor shell are arranged left and right, and the stator shell and the rotor shell are rotationally connected; the stator shell and the rotor shell are matched to form two brake cavities which are communicated with each other, and one brake cavity is located on the inner side of the other brake cavity. And the stator shell is provided with a retarder oil inlet and a retarder oil outlet which are respectively communicated with the two brake cavities. By means of the arrangement, the size of the retarder can be smaller under the same braking torque performance requirement, the braking power density of the hydraulic retarder is improved, the circulating flow of the hydraulic retarder is improved, and in other words, the braking torque of the hydraulic retarder is improved.

Description

Technical Field

[0001] The utility model relates to the field of hydraulic transmission and hydraulic auxiliary braking of engineering machinery, in particular to a retarder and a transmission system. Background Art

[0002] my country has a vast mountainous area, and transportation is usually carried out by road. Heavy trucks driving in mines or mountainous areas need to brake continuously when passing long downhill roads to reduce the speed and protect the driver's life. There are two main braking methods commonly used for heavy vehicles: mechanical friction braking and hydraulic assisted braking. The first braking principle is that the gravitational potential energy of the vehicle is converted into the kinetic energy of the vehicle. The kinetic energy of the vehicle generates heat energy through the mutual friction between the friction plates to achieve the purpose of reducing the speed. This braking method has great hidden dangers. When the vehicle goes downhill for a long time, the speed increases sharply and obviously. It is necessary to reduce the speed to a safe speed within a few seconds. A large amount of heat will be generated between the friction pairs, which will cause the friction plates to heat up and ablate and fail, threatening the driver's life safety; the second braking principle is that the kinetic energy of the vehicle drives the retarder rotor to rotate. The fluid in the retarder rotor is thrown out from the rotor inlet to the rotor outlet under the action of the centrifugal force of the rotor, realizing the conversion of mechanical energy to fluid kinetic energy. The high-speed fluid at the rotor outlet impacts the stator, causing the temperature of the transmission medium to increase to form a hot fluid, realizing the conversion of fluid kinetic energy to thermal energy. The hot fluid is cooled by the external oil circuit heat exchanger and resupplied to the retarder. In this way, the repeated mechanical energy dissipation provides the vehicle with a continuous braking torque to reduce the speed. The entire braking process is green, environmentally friendly, safe and efficient. Therefore, the development of a hydraulic auxiliary braking device with high braking performance and high braking efficiency has good economic value and market prospects.

[0003] Common hydraulic retarders in China are used as independent braking elements alone or integrated with torque converters. Most of the hydraulic retarders used as independent braking elements are single-chamber hydraulic retarders. Because the braking torque of the hydraulic retarder is in the fifth power relationship with the effective diameter of the retarder, the braking torque provided by the single-chamber hydraulic retarder is very limited. Therefore, it is necessary to make full use of the radial distance of the hydraulic retarder to increase the braking power density of the hydraulic retarder. Domestic hydraulic retarders and torque converters are mostly integrated with rear-mounted hydraulic retarders, that is, the hydraulic retarder is placed at the rear end of the torque converter. Because it is close to the wheel, the braking operation is direct, but the braking torque it can provide is very low. Front-mounted hydraulic retarders are rarely reported in China. Because the front-mounted hydraulic retarder is far away from the wheel end, the wheel speed passes through the gearbox and the torque converter to the hydraulic retarder. Because the rotation speed of its rotor is very high, it can provide a large braking torque for the whole vehicle, has a large braking power density, and has obvious technical advantages. The front-mounted retarder has a great market value in the future due to its high power density, and can expand the domestic application market of hydraulic retarders. In addition, the integration of the rear-mounted hydraulic retarder and the torque converter is complex, which poses a challenge to the design of the control system. The integrated control system design of the front-mounted retarder can be more efficient and simple, so the design cost of the integrated system development can be saved. Therefore, the development of an efficient and simple hydraulic transmission / brake control system has great market value, which can provide a new research direction for the integrated design of hydraulic retarders and hydraulic torque converters, and expand the functions of the integrated system of hydraulic retarders and hydraulic torque converters.

[0004] The prior art with publication number CN102689596A discloses a water vortex vehicle retarder, which belongs to the field of vehicle braking systems and is characterized in that it contains: a power input and output part, a rotor part, a stator part, a shell part and a control part. When the vehicle needs to brake, the outside world inflates the left and right annular airbags to make the left and right stators that form a working pair with the rotor close to the rotor. At the same time, water is injected into the vehicle retarder and enters the vortex chamber composed of the rotor and the stator. Under the rotation of the rotor, the water forms a strongly rotating water vortex, and then the heat energy generated by the retarder main shaft is transported to the radiator through a heat dissipation pipeline for heat dissipation. At the same time, a braking torque is generated in the stator, which is given to the retarder housing through a transmission pin on the outer periphery of the stator, and then transmitted to the frame by the housing to form the braking force of the vehicle.

[0005] In the prior art, the two chambers used for braking in the retarder are arranged on the left and right, so that the axial length of the retarder circulation circle is shorter, while the effective diameter of the circulation circle is smaller; therefore, the volume of the retarder is larger, but the braking power density of the retarder is lower. Utility Model Content

[0006] In order to solve the problems of large size and low braking power density of existing retarders in the prior art, the purpose of the utility model is to provide a retarder and a transmission system to further increase the circulation flow of the retarder and improve the braking torque of the hydraulic retarder.

[0007] In order to achieve the above-mentioned purpose, the utility model adopts the following technical solutions: a retarder, including a stator housing and a rotor housing; the stator housing and the rotor housing are arranged on the left and right, and the stator housing and the rotor housing are rotatably connected; the stator housing and the rotor housing cooperate to form two brake cavities that are interconnected, and one brake cavity is located inside the other brake cavity; the stator housing is provided with a retarder oil inlet and a retarder oil outlet that are respectively connected to the two brake cavities.

[0008] Preferably, the cross-section of the brake cavity is a rounded rectangle.

[0009] Preferably, the two brake chambers include an inner brake chamber and an outer brake chamber, the retarder oil inlet is communicated with the outer brake chamber, and the retarder oil outlet is communicated with the inner brake chamber.

[0010] Preferably, the stator shell is provided with a stator outer cavity and a stator inner cavity opening toward the rotor shell, and the stator inner cavity is located on the inner side of the stator outer cavity; the rotor shell is provided with a rotor outer cavity and a rotor inner cavity opening toward the stator shell, and the rotor inner cavity is located on the inner side of the rotor outer cavity; the stator outer cavity and the rotor outer cavity cooperate to form an outer braking cavity; the stator inner cavity and the rotor inner cavity cooperate to form an inner braking cavity.

[0011] Preferably, a plurality of evenly arranged outer cavity stator blades are fixed in the stator outer cavity, and a plurality of evenly arranged inner cavity stator blades are fixed in the stator inner cavity; a plurality of evenly arranged outer cavity rotor blades are fixed in the rotor outer cavity, and a plurality of evenly arranged inner cavity rotor blades are fixed in the rotor inner cavity.

[0012] Preferably, the stator outer cavity, the stator inner cavity, the rotor outer cavity and the rotor inner cavity are all annular.

[0013] Preferably, the radii of the stator outer cavity and the rotor outer cavity are the same, and the radii of the stator inner cavity and the rotor inner cavity are the same.

[0014] Preferably, a first shaft portion is protruded from the middle of the rotor housing, the stator housing is sleeved on the first shaft portion of the rotor housing, and the stator housing is sleeved on the first shaft portion and rotatably engaged.

[0015] Preferably, the stator housing is provided with a bayonet opening facing the rotor housing, the rotor housing is plugged into the bayonet, and a sealing ring is provided between the inner wall of the bayonet and the outer wall of the rotor housing.

[0016] A transmission system comprises the above-mentioned retarder.

[0017] The beneficial effects of the technical solution of the utility model are as follows: the double-row retarder effectively utilizes the radial space of the retarder and front-ends the double-row retarder (placed in front of the torque converter). Both of these design methods will make the retarder smaller in size under the same braking torque performance requirements, improve the braking power density of the hydraulic retarder, and increase the circulation flow of the hydraulic retarder, that is, increase the braking torque of the hydraulic retarder. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is the schematic diagram of the transmission system;

[0019] Figure 2 It is a schematic diagram of the retarder cycle structure;

[0020] Figure 3 It is a structural schematic diagram of the transmission system;

[0021] Figure 4 for Figure 3 Enlarged view of H in the middle;

[0022] Figure 5 The schematic diagram of the three-dimensional structure of the retarder after the stator housing and the rotor housing are half-cut;

[0023] Figure 6 Schematic diagram of the stator housing structure Figure 1 ;

[0024] Figure 7 is a schematic diagram of the connection structure between the stator blades and the stator housing;

[0025] Figure 8 is a schematic diagram of the connection structure between the rotor blades and the rotor housing;

[0026] Fig. 9 It is a schematic diagram of the connection structure between the rotor blades and the rotor shell after the rotor shell is half-cut;

[0027] Fig.10 This is the control schematic diagram of the transmission system;

[0028] Fig.11 It is a quarter-section schematic diagram of the torque converter;

[0029] Fig.12 A half-section diagram of a torque converter.

[0030] Figure numerals: 1, clutch oil inlet hole; 2, torque converter oil outlet hole; 3, output shaft; 4, sleeve; 5, mounting seat; 6, torque converter oil inlet hole; 7, pump wheel connector; 8, fifth sealing ring; 9, fourth sealing ring; 10, second bolt; 11, third sealing ring; 12, third bearing; 13, second sealing ring; 14, pump wheel outer ring housing; 15, stator cover wheel; 16, pump wheel blades; 17, turbine blades; 18, turbine outer ring housing; 19 , third bolt; 20, pump wheel cover; 21, clutch active friction plate; 22, clutch driven friction plate; 23, piston plate; 24, rotor housing; 25, first bolt; 26, stator housing; 27, first seal ring; 28, outer cavity rotor blade; 29, outer cavity stator blade; 30, retarder oil inlet; 31, active plate; 32, torsion damping spring; 33, inner cavity stator blade; 34, retarder oil outlet; 35, inner cavity rotor blade plate; 36, driven plate; 37, first bearing; 38, first oil filling hole; 39, fourth bolt; 40, second bearing; 41, output shaft hub; 42, guide wheel outer ring housing; 43, guide wheel blade; 44, guide wheel inner ring housing; 45, turbine inner ring housing; 46, pump wheel inner ring housing; 51, first oil supply branch; 52, second oil supply branch; 53, third oil supply branch; 54, torque converter valve; 55, first pressure reducing valve; 56, back pressure valve; 57. first heat exchanger; 58. first air control branch; 59. second air control branch; 60. first solenoid valve; 61. second solenoid valve; 62. retarder valve; 63. second pressure reducing valve; 64. first variable throttle valve; 65. second variable throttle valve; 66. second heat exchanger; 67. oil tank; 68. primary filter; 69. delivery pump; 70. secondary filter; 71. air source; 72. torque converter; 73. guide port; 74. assembly port; 75. retarder; 76. first shaft; 77. second shaft; 78. locking clutch oil chamber; 79. second oil filling hole;

[0031] S S , stator outer cavity; S C , stator cavity; R S , rotor outer cavity; R C , rotor inner cavity. DETAILED DESCRIPTION

[0032] 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.

[0033] 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.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] The following embodiments are described in Figure 2 The following shall prevail. Figure 2 In the figure, the position of the rotor housing is on the left, the position of the mounting seat 5 is on the right, and the axis of the output shaft is at the center. Example

[0038] like Figures 3 to 9The retarder shown includes a stator housing 26 and a rotor housing 24; the stator housing 26 and the rotor housing 24 are arranged opposite to each other and are rotatably connected to each other; the stator housing 26 and the rotor housing 24 cooperate to form two mutually connected brake cavities, one brake cavity is located inside the other brake cavity; the stator housing 26 is provided with a retarder oil inlet 30 and a retarder oil outlet 34 respectively connected to the two brake cavities;

[0039] Specifically, the stator housing 26 is provided with an opening toward the stator outer cavity S disposed on the rotor housing 24. S and stator cavity S C , stator cavity S C Located in the stator outer cavity S S Inside; stator outer cavity S S A plurality of uniformly arranged outer cavity stator blades 29 are fixed inside the stator cavity. C A plurality of uniformly arranged inner cavity stator blades 33 are fixed inside the stator housing 26; a stator outer cavity S S The stator housing 26 is provided with a retarder oil inlet 30 connected to the stator inner cavity S C A connected retarder oil outlet 34;

[0040] The rotor housing 24 is provided with a rotor outer cavity R opening toward the stator housing 26. S and rotor cavity R C , rotor cavity R C Located in the rotor outer cavity R S Inside; rotor outer cavity R S A plurality of uniformly arranged outer cavity rotor blades 28 are fixed inside the rotor. C A plurality of evenly arranged inner cavity rotor blades 35 are fixed therein;

[0041] Stator outer cavity S S and rotor outer cavity R S Set oppositely, stator outer cavity S S and rotor outer cavity R S Cooperate to form the outer brake cavity; stator inner cavity S C and rotor cavity R C Set oppositely, stator cavity S C and rotor cavity R C The inner brake cavity is formed by cooperation; the outer brake cavity and the inner brake cavity are connected through the guide port 73.

[0042] With this arrangement, the retarder effectively utilizes the radial space of the retarder and designs the double-row retarder in front, thereby improving the braking power density of the hydraulic retarder. A retarder circulation circle construction method based on a rounded rectangle is proposed, which increases the circulation flow of the hydraulic retarder, that is, increases the braking torque of the hydraulic retarder.

[0043] In order to maintain the sealing performance of the retarder 75, in this embodiment, Figure 2 and Fig. 9 As shown, a first shaft portion 76 is protruded from the middle of the rotor housing 24, and the stator housing 26 is sleeved on the first shaft portion 76 of the rotor housing 24. The first shaft portion 76 is connected to the stator housing 26 via a first bearing 37 with a sealing structure. The stator housing 26 is provided with a bayonet opening toward the rotor housing 24, and the bayonet is connected to the stator outer cavity S S A first sealing ring 27 is arranged between the outer wall of the rotor housing 24 and the inner wall of the bayonet. Such arrangement facilitates the assembly of the retarder and can effectively improve the service life and braking capacity of the retarder.

[0044] In this embodiment, Figure 6 and Fig. 9 As shown, the stator outer cavity S S 、 Stator cavity S C 、Rotor outer cavity R S and rotor cavity R C They are all ring-shaped.

[0045] In order to improve the braking power density of the retarder 75, in this embodiment, Figure 2 As shown, the outer brake cavity and the inner brake cavity form a circulation circle of the retarder 75, and the cross-sections of the outer brake cavity and the inner brake cavity are both rounded rectangles. S and rotor outer cavity R S The radius of the stator cavity S C and rotor cavity R C The radius is the same; specifically, Figure 2 As shown, the parameters of the circulation circle include the stator outer cavity S S and rotor outer cavity R S The arc radius is R1, and the stator cavity S C and rotor cavity R C The arc radius is R2, and the stator outer cavity S S and rotor outer cavity R S The spacing is L1, the stator cavity S C and rotor cavity R CThe structure of the retarder 75 recirculation circle can be specifically described as follows: the maximum effective diameter D of the retarder recirculation circle is determined according to the braking power of the hydraulic retarder 75, the minimum diameter d of the recirculation circle is determined according to the radial position constraint of the retarder 75 installation, and the stator outer cavity S is determined according to the axial spatial position constraint of the hydraulic retarder 75. S and rotor outer cavity R S The arc radius is R1 and the stator cavity S C and rotor cavity R C The arc radius is R2, L1 determines the axial installation distance between the rotor outer cavity and the stator, and L2 determines the axial installation distance between the rotor inner cavity and the stator. After other dimensions are determined, the circular coordinates corresponding to the corner radius of the rounded rectangle of the inner and outer cavities of the circulation circle can be determined to determine the final outline of the circulation circle of the hydraulic retarder.

[0046] Further, such as Figure 2 As shown, the rounded rectangle of the circulation circle is composed of two semicircular arcs and two straight line segments. By increasing the lengths of L1 and L2, the circulation flow of the hydraulic retarder 75 can also be increased, thereby increasing the braking power density of the hydraulic retarder 75.

[0047] In order to further improve the braking power density of the hydraulic retarder 75, in this embodiment, Figure 3 and Figure 4 As shown, the outer brake cavity and the inner brake cavity are connected through the guide port 73; the outer cavity stator blades 29, the inner cavity stator blades 33, the outer cavity rotor blades 28 and the inner cavity rotor blades 35 protrude from the inner and outer sides of the guide port 73; the corners of the outer cavity stator blades 29, the inner cavity stator blades 33, the outer cavity rotor blades 28 and the inner cavity rotor blades 35 close to the guide port 73 are rounded. With this arrangement, the fluid can circulate between the inner and outer cavities, reducing the hydraulic loss of the hydraulic retarder 75, making full use of the radial space of the hydraulic retarder 75 and improving the braking power density of the hydraulic retarder 75.

[0048] In this embodiment, a plurality of retarder oil inlets 30 and a plurality of retarder oil outlets 34 are evenly arranged circumferentially on the stator housing 26. Further, there are eight retarder oil inlets 30 and eight retarder oil outlets 34.

[0049] In this embodiment, Figure 3 and Figure 4 As shown, the stator housing 26 is fixedly connected to the stator cover wheel 15 by the first bolt 25; the stator housing 26 and the stator cover wheel 15 are fixedly connected by bolts, and then surround a three-dimensional space of the retarder assembly. Among them, the rotor housing 24 is located in the three-dimensional space of the assembly, and the first shaft portion 76 on the rotor housing 24 extends out from the three-dimensional space of the assembly.

[0050] In this embodiment, a raised second shaft portion 77 is provided at the right end of the rotor housing 24, the piston disc 23 is sleeved and fixed on the second shaft portion 77, the rotor housing 24 is located between the piston disc 23 and the stator housing 26, and the piston disc 23 and the rotor housing 24 are provided with a locking clutch oil chamber 78 for driving the piston disc 23.

[0051] In order to facilitate the filling of the locking clutch oil chamber 78, in this embodiment, Figure 3 and Fig. 9 As shown, the rotor housing 24 is provided with a first oil filling hole 38, the first oil filling hole 38 is communicated with the lock-up clutch oil chamber 78, and the right end of the second shaft portion 77 is provided with a second oil filling hole 79, the second oil filling hole 79 is communicated with the first oil filling hole 38. Further, the first oil filling hole 38 is arc-shaped, and both ends of the first oil filling hole 38 are communicated with the lock-up clutch oil chamber 78.

[0052] In this embodiment, an assembly opening 74 is formed on the second shaft portion 77 , and the first oil injection holes 38 are located inside the assembly opening 74 and are interconnected.

[0053] In this embodiment, a protruding impeller cover wheel 20 is also provided at the right end of the rotor housing 24, the second shaft portion 77 and the piston disc 23 are located inside the impeller cover wheel 20, the impeller cover wheel 20 is located inside the three-dimensional space of the assembly, and the impeller cover wheel 20 and the first shaft portion 76 are respectively provided at both ends of the rotor housing 24. Further, the rotor housing 24, the first shaft portion 76, the second shaft portion 77, the piston disc 23 and the impeller cover wheel 20 are integrally formed, and the rotor housing 24, the first shaft portion 76, the second shaft portion 77, the piston disc 23 and the impeller cover wheel 20 are made by casting. This can reduce the number of processes and improve the strength of the parts.

[0054] This embodiment proposes the structural design of the gas-controlled double-row front retarder and the realization of its control technology, which lays a foundation for the new design and integrated control technology development of the hydraulic retarder and broadens the market application prospects of the hydraulic retarder. Example

[0055] The transmission system using the retarder 75 for braking includes the retarder 75, the output shaft 3 and the hydraulic torque converter, the output shaft 3 is rotationally connected to the rotor housing 24, the hydraulic torque converter is mounted on the output shaft 3, the rotor housing 24 is connected to the pump wheel B of the hydraulic torque converter; the rotor housing 24 is connected to the output shaft 3 through the locking clutch LC. The hydraulic torque converter is arranged in the three-dimensional space of the assembly.

[0056] In this embodiment, the pump wheel cover wheel 20 is connected to the hydraulic torque converter 72 through the locking clutch LC and the torsion damper TVD. Such an arrangement can improve the stability of the transmission process.

[0057] Further preferably, a mounting seat 5 is fixed on the stator cover wheel 15, one end of the mounting seat 5 extends into the stator cover wheel 15, the output shaft 3 passes through the mounting seat 5 and is connected to the rotor housing 24 through the second bearing 40, and the other end of the output shaft 3 passes through the mounting seat 5; the torque converter 72 is installed on the mounting seat 5.

[0058] In this embodiment, Figures 1 to 4 As shown, the impeller inner ring housing 46 and the impeller outer ring housing 14 of the impeller in the torque converter 72 are fixedly connected by the impeller blades 16; the impeller outer ring housing 14 and the impeller connector 7 are fixedly connected by the second bolts 10, and a second sealing ring 13 is arranged between the impeller outer ring housing 14 and the impeller connector 7; the impeller connector 7 is sleeved on the mounting seat 5, and the left end of the impeller connector 7 is rotatably mounted on the mounting seat 5 through the third bearing 12, and the right end of the impeller connector 7 is connected to the mounting seat 5 through the fifth sealing ring 8, the left end of the inner ring of the third bearing 12 is pressed against the turbine housing through the third sealing ring 11, and the right end of the inner ring of the third bearing 12 is pressed against the mounting seat 5 through the fourth sealing ring 9, so that the impeller B can be rotated; the impeller outer ring housing 14 and the impeller cover wheel 20 are connected by the third bolt 19.

[0059] Among them, Figure 3 As shown, a sleeve 4 is fixed in the mounting seat 5; a torque converter oil inlet hole 6 and a torque converter oil outlet hole 2 connected to the torque converter 72 are provided on the mounting seat 5, one end of the torque converter oil inlet hole 6 is provided between the pump wheel connector 7 and the third bearing 12, the torque converter oil inlet hole 6 is located on the outside of the sleeve 4, and the torque converter oil outlet hole 2 is located on the inside of the sleeve 4; the oil can enter the torque converter from the torque converter oil inlet hole 6, and the oil in the torque converter can be discharged from the torque converter oil outlet hole 2.

[0060] The output shaft 3 is also provided with a clutch oil inlet hole 1 , and the multiple clutch oil inlet holes 1 are connected to the torque converter oil outlet hole 2 opened on the mounting seat 5 through the third oil collecting ring, and the clutch oil inlet hole is connected to the first oil filling hole 38 on the rotor housing 24 .

[0061] In this embodiment, the torque converter 72 also includes a turbine T and a guide wheel S. The turbine outer ring housing 18 and the turbine inner ring housing 45 are fixedly connected by turbine blades 17; the output shaft hub 41 is sleeved on the output shaft 3, and the output shaft hub 41 is splined to the output shaft 3; the left end of the output shaft 3 is inserted into the assembly port 74 of the rotor housing 24.

[0062] Furthermore, in the torque converter 72, the guide wheel S is located between the pump wheel B and the turbine T, the guide wheel outer ring shell 42 is sleeved on the mounting seat 5, the guide wheel outer ring shell 42 is spline-connected and fixed to the mounting seat 5, and the guide wheel outer ring shell 42 and the guide wheel inner ring shell 44 are fixedly connected through the guide wheel blades 43.

[0063] Further, the number of the pump blades 16 of the hydraulic torque converter 72 is 23, the number of the turbine blades 17 is 24, and the number of the stator blades 43 is 21. The pump blades 16, turbine blades 17 and stator blades 43 are all distributed in the circumferential position of the hydraulic retarder 75. Further, the pump blades 16 of the hydraulic torque converter 72 are backward inclined blades.

[0064] In this embodiment, the torsional damper TVD includes a driving disk 31, a driven disk 36 and a torsional damper spring 32. The driving disk 31 is connected to the rotor housing 24 through a locking clutch LC. One end of the driven disk 36 is inserted into the driving disk 31. The torsional damper spring 32 is arranged between the driven disk 36 and the driving disk 31. The driven disk and the driving disk 31 of the torsional damper squeeze the torsional damper spring 32. The driven disk 36, the output shaft hub 41 and the turbine outer ring housing 18 are fixedly connected by a fourth bolt 39.

[0065] Furthermore, there are two groups of torsion damping springs 32 , and one group of torsion damping springs 32 is located outside the other group of torsion damping springs 32 .

[0066] In this embodiment, the locking clutch includes a plurality of active friction plates 21 and a plurality of driven friction plates 22, the plurality of active friction plates 21 and the plurality of driven friction plates 22 are arranged at intervals, the active friction plates 21 and the driven friction plates 22 are sleeved on the active disc 31, the active friction plates 21 and the driven friction plates 22 are located between the active disc 31 and the pump wheel cover wheel 20, the plurality of active friction plates 21 are fixedly connected to the pump wheel cover wheel 20, and the plurality of driven friction plates 22 are fixedly connected to the active disc 31;

[0067] There is a pressure head protruding on the piston disc 23, and the pressure head is located between the active disc 31 and the pump wheel cover wheel 20. When the locking clutch oil chamber 78 of the retarder 75 is filled with oil, the piston disc 23 deforms and drives the pressure head to move toward the locking clutch LC, causing the active friction plate 21 and the driven friction plate 22 to deform and come into friction contact.

[0068] The above scheme proposes a torsional damper with double damping springs in order to reduce the torsional vibration of the entire transmission system after the locking clutch is locked. The torsional damper and the locked clutch driven plate are located at the same radial position, which shortens the axial space of the transmission system and makes the entire transmission system more compact. In addition, the use of the torsional damper can also reduce the torque fluctuation when the vehicle brakes on a long downhill slope, making the braking effect smoother.

[0069] In this embodiment, Figures 1 to 10 As shown, the transmission system further includes a torque converter valve 54 and a retarder valve 62; and further includes an air source 71 for controlling the on and off of the torque converter valve 54 and the retarder valve 62; wherein the air source 71 is connected to the torque converter valve 54 through a first air control branch 58, and the air source 71 is connected to the torque converter valve 54 through a second air control branch 59;

[0070] It also includes a first solenoid valve 60 and a second solenoid valve 61, wherein the first solenoid valve 60 is installed on the first air control branch 58, and the second solenoid valve 61 is installed on the second air control branch 59;

[0071] The oil tank 67 is also included. The oil tank 67 supplies oil to the torque converter 72 through the first oil supply branch 51, the oil tank 67 supplies oil to the retarder 75 through the second oil supply branch 52, and the oil tank 67 supplies oil to the torque converter 72 through the third oil supply branch 53; the torque converter valve 54 is installed on the first oil supply branch 51 and the third oil supply branch 53, and the retarder valve 62 is installed on the second oil supply branch 52;

[0072] When the first solenoid valve 60 is energized, the first air-controlled branch 58 is in a flow state, and the air source 71 drives the valve core of the torque converter valve 54 to move, thereby making the first oil supply branch 51 and the third oil supply branch 53 both in a flow state. The oil in the first oil supply branch 51 enters the torque converter 72 through the torque converter valve 54 and is discharged through the torque converter valve 54 again. The oil in the third oil supply branch 53 enters the lockup clutch LC after passing through the torque converter valve 54. When the lockup clutch LC is working, the oil in the third oil supply branch 53 is in a flow state. After passing through the clutch oil inlet hole 1 on the output shaft 3, the second oil filling hole 79 and the first oil filling hole 38 on the rotor housing 24, the oil enters the locking clutch oil chamber 78 on the rotor housing 24. The oil entering the locking clutch oil chamber 78 drives the piston plate 23, so that the piston plate 23 drives the friction plate of the locking clutch LC to engage, so that the locking clutch LC is locked, and the pump wheel B and the turbine T of the torque converter 72 are connected as a whole to realize synchronous non-slip transmission. No heat is generated in this process, and the torque converter 72 is in an inoperative state.

[0073] When the first solenoid valve 60 is powered off, the first air control branch 58 is in an open circuit state, the valve core of the torque converter valve 54 is reset, and the first oil supply branch 51 is in a pass state, and the third oil supply branch 53 is in an open circuit state; wherein, the oil in the first oil supply branch 51 enters the torque converter 72 through the torque converter valve 54 and is discharged again through the torque converter valve 54, the lockup clutch LC is connected to the oil pool through the torque converter valve 54, the active friction plate 21 and the driven plate are separated, and the hydraulic torque converter 72 enters the asynchronous slip torque converter 72 driving state;

[0074] When the second solenoid valve 61 is energized, the second air-controlled branch 59 is in a passage state, and the air source 71 drives the valve core of the retarder valve 62 to move, thereby making the second oil supply branch 52 in a passage state, and the oil in the second oil supply branch 52 passes through the retarder valve 62 into the retarder 75, and then passes through the retarder 75 again into the second oil supply branch 52;

[0075] When the second solenoid valve 61 is powered off, the second air control branch 59 is in an open circuit state, the valve core of the retarder valve 62 is reset, and the second oil supply branch 52 is in an open circuit state, and the valve oil in the retarder 75 returns to the oil pool through the retarder valve 62; at this time, the second solenoid valve 61 is energized, the torque converter 72 works, and the locking clutch LC does not work.

[0076] With such a setting, traditional hydraulic control technology will cause serious leakage problems and high maintenance costs; based on this, the hydraulic retarder 75 and the hydraulic torque converter 72 of the utility model are controlled by gas control technology, which can effectively avoid the shortcomings of oil leakage and high maintenance costs of traditional hydraulic control technology, and is very energy-saving and environmentally friendly.

[0077] In this embodiment, a first pressure reducing valve 55 is installed on the first oil supply branch 51 , and the first pressure reducing valve 55 is located between the torque converter valve 54 and the torque converter 72 .

[0078] In this embodiment, a back pressure valve 56 and a first heat exchanger 57 are also included. The oil from the torque converter 72 passes through the back pressure valve 56, the torque converter valve 54 and the first heat exchanger 57 in sequence to complete heat dissipation and then enters the lubricating oil circuit of the gearbox. In this way, when the clutch is in the disconnected state, there is slip between the pump wheel B and the turbine T of the hydraulic torque converter 72, and a large amount of heat is generated. After the hot fluid after the torque converter 72 is cooled by the heat exchanger, the hot fluid is converted into cold fluid and finally supplied to the gearbox oil circuit for lubrication.

[0079] In this embodiment, a first variable throttle valve 64 is included. The first variable throttle valve 64 is installed on the second oil supply branch 52 . The first variable throttle valve 64 is located between the retarder valve 62 and the retarder 75 .

[0080] In this embodiment, a second variable throttle valve 65 and a second heat exchanger 66 are also included; when the second solenoid valve 61 is powered on, the oil flowing out of the retarder 75 passes through the second variable throttle valve 65, the retarder valve 62 and the second heat exchanger 66 in sequence and then communicates with the second oil supply branch 52; when the second solenoid valve 61 is powered off, the oil flowing out of the retarder 75 passes through the second variable throttle valve 65 and the retarder valve 62 in sequence and then enters the oil pool. Such an arrangement can effectively reduce the oil temperature and improve the stability of the transmission system operation.

[0081] In this embodiment, a second pressure reducing valve 63 is further installed on the second oil supply branch line. The second pressure reducing valve 63 is located between the retarder valve 62 and the first variable throttle valve 64 .

[0082] In this embodiment, a delivery pump 69, a primary filter 68 and a secondary filter 70 are included. The primary filter 68 and the secondary filter 70 are arranged on both sides of the delivery pump 69. The delivery pump 69 draws oil from the oil tank 67, and the oil enters the oil supply branch after passing through the primary filter, the delivery pump 69 and the secondary filter in sequence.

[0083] With such arrangement, the present embodiment proposes an air control system for the torque converter and the retarder. Compared with the traditional hydraulic control technology, the air control technology has the advantages of being more environmentally friendly, safer and more efficient; and the retarder valve can realize the on-off control of the retarder oil filling and discharge, and the torque converter valve can realize the hydraulic torque converter oil filling and discharge and the locking clutch control, so that it has a good integration effect, and the control and oil supply circulation cooling systems of the torque converter and the retarder are independent of each other, providing the driver with more abundant control methods; the above scheme realizes the rapid switching of the vehicle transmission and braking functions, and realizes the personalized driving of the vehicle driver under different slopes and speed conditions.

[0084] Vehicles in different working conditions face different situations. When the vehicle is driving on an uphill road, the driving force of the vehicle needs to overcome the resistance of its own gravity in the opposite direction of the traction force, so it is necessary to provide multiple traction for traction. When the vehicle is driving on a flat road at a low speed, it is necessary to overcome the static friction formed by the weight of the whole vehicle on the ground. Since the static friction is greater than the dynamic friction, the vehicle needs to provide a relatively large traction force when starting or at a low speed to enable the car to start and drive well. Under high-speed conditions, the vehicle hopes to reduce the fuel consumption of the vehicle to a minimum, that is, to improve the transmission efficiency of the vehicle. However, hydraulic transmission always has hydraulic loss. The whole vehicle can enter pure mechanical transmission from the hydraulic transmission condition with high hydraulic loss, which greatly reduces fuel consumption and power loss. When the vehicle is driving on a downhill road, because the gravity of the vehicle generates a positive component in the direction of traction, the speed of the whole vehicle will increase sharply, which will pose a serious threat to the driver's life.

[0085] Engineering vehicles often travel on different slopes and speeds, and for this purpose, a system control strategy for switching four operating conditions is designed, namely, uphill driving condition, flat road low-speed driving condition, flat road high-speed driving condition, and downhill driving condition. The specific control of the retarder 75 can be generated by controlling the movement of the retarder valve 62 and the torque converter valve 54 valve core, and finally achieved by controlling the solenoid valve 1 and the solenoid valve 2.

[0086] When the vehicle is in an uphill driving condition, the control method of the above-mentioned transmission system is as follows: the first solenoid valve is powered off, the valve core of the first solenoid valve 60 is in the right limit position, the first air supply branch is cut off, and the valve core of the torque converter valve 54 moves to the right limit position under the action of the spring force, and the oil in the locking clutch oil chamber 78 of the rotor housing 24 flows back to the oil pool, and the multiple friction plates of the locking clutch LC are separated from each other, so that the locking clutch LC does not work, and the torque converter 72 is in a normal filling and discharging state; the second solenoid valve is powered off, the second air supply branch is cut off, the valve core of the retarder valve 62 moves to the right limit position under the action of the spring force, the part of the second oil supply oil path to the retarder 75 is cut off, the oil inside the retarder 75 flows back to the oil pool, and the retarder 75 stops working. The power is output after passing through the input shaft, rotor housing, torque converter, output shaft hub and output shaft in sequence; at this time, the transmission system is in a torque conversion drive state, which can provide multiple traction forces to the wheel end, making it easier for engineering vehicles to overcome the component of gravity in the opposite direction of the traction force and better use it for driving.

[0087] When the vehicle is in a low-speed condition on a flat road, in order to provide effective traction to enable the vehicle to start and travel at a low speed, the method of the above-mentioned transmission system is as follows: the first solenoid valve and the second solenoid valve are both in a power-off state, the hydraulic retarder 75 does not work, the hydraulic torque converter 72 works, the locking clutch LC is in an unlocked state, and the torque converter 72 provides a torque-changing drive. The control strategy of this condition is consistent with the uphill road driving condition.

[0088] When the vehicle is in a high-speed driving condition on a flat road, the method of the above-mentioned transmission system is as follows: the first solenoid valve is energized, the air source 71 pushes the valve core of the torque converter valve 54 to move, the torque converter 72 performs normal oil filling and discharge, the locking clutch LC is locked, the hydraulic torque converter 72 is driven without slip, and the driving process does not generate heat; the second solenoid valve is de-energized, the retarder 75 exits the working state, and the force is output after passing through the input shaft, the rotor housing, the locking clutch, the torque converter output shaft hub and the output shaft in sequence, and the entire transmission system enters a pure mechanical transmission, which greatly improves the transmission efficiency of the transmission system.

[0089] When the vehicle is in a downhill driving condition, the method of the above-mentioned transmission system is as follows: the first solenoid valve is energized, the locking clutch LC is locked, and the torque converter 72 is filled and discharged normally; because the locking clutch LC is locked, there is no slip and no heat generation between the pump wheel B and the turbine T of the torque converter 72, and the entire torque converter 72 is equivalent to a rigid transmission shaft; the second solenoid valve 2 is energized, and the oil supply branch 2 fills and discharges oil to the hydraulic retarder 75 normally, and the hydraulic retarder 75 enters the working state, and the retarder brakes the input shaft and the rotor housing, and the entire transmission system enters the hydraulic assisted braking working state, which continuously dissipates energy for the vehicle on the downhill road, reduces the speed of the entire vehicle, and ensures the life safety of the driver.

[0090] This embodiment designs a complete structure of a hydraulic transmission / brake system with a gas-controlled double-row front retarder and its transmission system, and proposes a control strategy that can meet the driving control of the vehicle under four working conditions.

[0091] 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.

[0092] 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 retarder, characterized in that: The invention comprises a stator housing (26) and a rotor housing (24); the stator housing (26) and the rotor housing (24) are arranged on the left and right, and the stator housing (26) and the rotor housing (24) are rotatably connected; the stator housing (26) and the rotor housing (24) cooperate to form two mutually connected brake cavities, one brake cavity is located inside the other brake cavity; and the stator housing (26) is provided with a retarder oil inlet (30) and a retarder oil outlet (34) respectively connected to the two brake cavities.

2. A retarder according to claim 1, characterized in that: The cross-section of the brake cavity is a rounded rectangle.

3. A retarder according to claim 1, characterized in that: The two brake chambers include an inner brake chamber and an outer brake chamber, the retarder oil inlet (30) is in communication with the outer brake chamber, and the retarder oil outlet (34) is in communication with the inner brake chamber.

4. A retarder according to claim 3, characterized in that: The stator housing (26) is provided with a stator outer cavity (S S ) and the stator cavity (S C ), stator cavity (S C ) is located in the stator outer cavity (S S ) inner side; the rotor housing (24) is provided with a rotor outer cavity (R) opening toward the stator housing (26) S ) and the rotor cavity (R C ), rotor cavity (R C ) is located in the outer cavity of the rotor (R S ) inside; Stator outer cavity (S S ) and the rotor outer cavity (R S ) cooperate to form the outer brake cavity; the stator cavity (S C ) and the rotor cavity (R C ) cooperate to form an inner brake cavity.

5. A retarder according to claim 4, characterized in that: Stator outer cavity (S S ) is fixed with a plurality of uniformly arranged outer cavity stator blades (29), and the stator inner cavity (S C ) is fixed with a plurality of uniformly arranged inner cavity stator blades (33); the rotor outer cavity (R S ) is fixed with a plurality of uniformly arranged outer cavity rotor blades (28), and the rotor inner cavity (R C ) has a plurality of evenly arranged inner cavity rotor blades (35) fixed therein.

6. A retarder according to claim 4, characterized in that: Stator outer cavity (S S )、Stator cavity(S C )、Rotor outer cavity(R S ) and the rotor cavity (R C ) are all ring-shaped.

7. A retarder according to claim 4, characterized in that: Stator outer cavity (S S ) and the rotor outer cavity (R S ) have the same radius, the stator cavity (S C ) and the rotor cavity (R C ) have the same radius.

8. A retarder according to claim 1, characterized in that: A first shaft portion (76) is protruded from the middle of the rotor housing (24), the stator housing (26) is sleeved on the first shaft portion (76) of the rotor housing (24), and the stator housing (26) is sleeved on the first shaft portion (76) and rotatably engaged.

9. A retarder according to claim 1, characterized in that: The stator housing (26) is provided with a bayonet opening facing the rotor housing (24); the rotor housing (24) is plugged into the bayonet opening; a sealing ring is provided between an inner wall of the bayonet opening and an outer wall of the rotor housing (24).

10. A transmission system, characterized in that: A retarder comprising any one of claims 1 to 9.

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