Mechanical regulation and control type hydraulic retarder

Abstract

The utility model relates to the field of engineering vehicles, in particular to a mechanical regulation and control type hydraulic retarder which comprises a shell, a stator fixedly installed in the shell, a transmission shaft rotatably installed in the shell, a rotor installed on the transmission shaft and corresponding to the stator, and an adjusting thread arranged on the outer wall of the transmission shaft. A threaded sleeve capable of being matched with the adjusting threads is installed on the transmission shaft, the rotor is fixedly installed on the threaded sleeve, the transmission shaft is sleeved with a top spring, the top spring is located between the rotor and the stator, a limiting table used for blocking the top spring is fixedly installed on the transmission shaft, one end of the top spring abuts against the threaded sleeve, and the other end of the top spring abuts against the limiting table. A receding hole is formed in the stator, and the transmission shaft penetrates through the receding hole. According to the mechanical regulation and control type hydraulic retarder, the braking performance can be adjusted in real time according to the actual working condition of a vehicle, and the flexibility and adaptability of a braking system are improved.

Description

Technical Field

[0001] The utility model relates to the field of engineering vehicles, in particular to a mechanically controlled hydraulic retarder. Background Art

[0002] With the development of the modern automobile industry, vehicle load and speed continue to increase, posing higher challenges to the vehicle's braking system. Especially in long downhill or heavy-load conditions, frequent use of the service brakes can cause the brake system to overheat, which in turn causes the braking performance to deteriorate or even fail, seriously affecting driving safety. Therefore, it is particularly important to develop efficient and reliable auxiliary braking devices. As an important auxiliary braking device, the hydraulic retarder has become an important part of the braking system of heavy vehicles because it can provide continuous and stable braking torque.

[0003] Hydraulic retarders usually achieve braking through the hydraulic action between a fixed stator and a rotor that rotates with the drive shaft. However, the braking performance of traditional hydraulic retarders is often fixed and cannot be adjusted in real time according to the actual working conditions of the vehicle, making it difficult to meet complex and changing driving needs; traditional designs have certain limitations in terms of brake performance adjustability, response speed, and compactness, which need to be improved. Utility Model Content

[0004] The purpose of the utility model is to provide a mechanically controlled hydraulic retarder capable of automatically adjusting the braking force according to different vehicle conditions in view of the above problems.

[0005] In order to achieve the above-mentioned purpose, the utility model discloses a mechanically controlled hydraulic retarder, which has the following structural features: it comprises a shell, a stator is fixedly installed in the shell, a transmission shaft is rotatably installed in the shell, a rotor corresponding to the stator is installed on the transmission shaft, an adjusting thread is provided on the outer wall of the transmission shaft, a threaded sleeve capable of matching with the adjusting thread is installed on the transmission shaft, and the rotor is fixedly installed on the threaded sleeve.

[0006] An adjustment thread is set on the transmission shaft, and the rotor is installed on the threaded sleeve, so that the rotor position can be accurately adjusted. When the vehicle is in the forward gear, the transmission shaft is in the forward rotation state. At this time, the rotor can move along the adjustment thread through the threaded sleeve, the relative distance between the rotor and the stator is reduced, and the resistance brought to the rotor by the stator is increased, thereby increasing the deceleration and braking effect; when the vehicle is in the reverse gear, the transmission shaft is in the reverse state. At this time, the speed of the output shaft of the reduction box is relatively small, and the reduction box does not need hydraulic retarder braking. At this time, the threaded sleeve moves in the opposite direction of the adjustment thread, and the relative distance between the rotor and the stator is increased, thereby reducing the deceleration and braking effect. The braking performance of the hydraulic retarder can be adjusted according to actual needs, which improves the adaptability and flexibility of the retarder.

[0007] The stator is provided with an avoidance hole, through which the transmission shaft passes. The avoidance hole provided on the stator allows the transmission shaft to pass therethrough, so that the transmission shaft can rotate smoothly inside the stator without interfering with the stator, thereby ensuring the normal operation of the retarder and improving its reliability.

[0008] The transmission shaft is provided with a top spring, which is located between the rotor and the stator. A limit platform for blocking the top spring is fixedly installed on the transmission shaft, with one end of the top spring resting on the threaded sleeve and the other end resting on the limit platform. The top spring provides stable support and buffering for the rotor. The limit platform is used to block the top spring to prevent it from being over-compressed or deformed. This allows the rotor to maintain a stable posture during braking, improving the braking effect and stability of the retarder. In addition, the top spring generates thrust on the rotor, and the distance between the rotor and the stator can be accurately adjusted according to the rotation speed of the transmission shaft. The higher the rotation speed of the transmission shaft, the smaller the relative distance between the rotor and the stator. The greater the braking effect of the hydraulic retarder.

[0009] Bearings are installed on the left and right side walls inside the housing, and the transmission shaft is rotatably installed on the housing through the bearings. The bearings provide stable support and rotation guide for the transmission shaft, so that the transmission shaft can remain stable and accurate during rotation, reduce vibration and noise, and improve the overall performance of the retarder.

[0010] There is an isolation plate inside the housing, which divides the inside of the housing into an isolation chamber and an oil storage chamber. The rotor and stator are installed in the oil storage chamber. The isolation plate effectively isolates the working fluid and the transmission components. Since the working fluid pressure in the oil storage chamber is high, it can prevent leakage and contamination of the working fluid and protect the transmission components from corrosion and wear. At the same time, the oil storage chamber provides sufficient storage space for the working fluid, ensuring the continuous braking effect of the retarder.

[0011] The isolation plate is equipped with a bearing, and the transmission shaft passes through the isolation plate and is installed on the bearing. The bearing provides stable support and guidance for the transmission shaft, thereby improving the overall stability and durability of the retarder.

[0012] One end of the transmission shaft protrudes outward from the housing, and the end of the transmission shaft protruding out of the housing is transmission-connected to the reduction box, thereby ensuring coordinated operation and synchronous braking of the retarder and other components of the vehicle.

[0013] The housing is equipped with a sealing ring, which is sleeved on the transmission shaft and located at the end of the transmission shaft protruding from the housing. It can effectively prevent the leakage of working fluid and lubricant, and protect the internal structure and transmission parts of the retarder from pollution and damage. At the same time, the sealing ring also improves the sealing performance and overall reliability of the retarder.

[0014] In summary, the beneficial effects of the utility model are: by setting the adjusting thread and the top spring on the transmission shaft, the precise adjustment of the rotor position and the precise control of the braking effect are realized. The braking performance of the hydraulic retarder can be adjusted in real time according to the actual working conditions of the vehicle, which improves the flexibility and adaptability of the braking system. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic diagram of the structure of the rotor when the vehicle is in reverse gear;

[0016] Figure 2 It is a schematic diagram of the structure of the rotor when the vehicle is in the forward gear;

[0017] Figure 3 for Figure 1 Schematic diagram of the locally enlarged structure of point A in the middle.

[0018] In the figure: housing 1, transmission shaft 2, rotor 3, stator 4, threaded sleeve 5, top spring 6, adjusting thread 7, limit platform 8, sealing ring 9, isolation chamber 10, avoidance hole 11, oil storage chamber 12, isolation plate 13, bearing 14. DETAILED DESCRIPTION

[0019] The following is a further detailed description of the specific implementation of the present invention in conjunction with the accompanying drawings and examples. The following examples are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0020] In the description of the present application, it should be understood that the terms "center", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application 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 application.

[0021] 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. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise specified, "plurality" means two or more.

[0022] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" 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 indirectly connected 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 this application can be understood according to specific circumstances.

[0023] The following is a description of preferred embodiments of the present invention in conjunction with the accompanying drawings.

[0024] A mechanically controlled hydraulic retarder comprises a housing 1, a stator 4 is fixedly mounted in the housing 1, a transmission shaft 2 is rotatably mounted in the housing 1, a rotor 3 corresponding to the stator 4 is mounted on the transmission shaft 2, an adjustment thread 7 is arranged on the outer wall of the transmission shaft 2, a threaded sleeve 5 capable of matching with the adjustment thread 7 is mounted on the transmission shaft 2, and the rotor 3 is fixedly mounted on the threaded sleeve 5. Figure 1 , an adjustment thread 7 is set on the transmission shaft 2, and the rotor 3 is installed on the threaded sleeve 5, so as to realize the precise adjustment of the position of the rotor 3. When the vehicle is in the forward gear, the transmission shaft 2 is in the forward rotation state, at which time the rotor 3 can move along the adjustment thread 7 through the threaded sleeve 5, the relative distance between the rotor 3 and the stator 4 is reduced, and the resistance brought to the rotor 3 by the stator 4 is increased, thereby increasing the deceleration and braking effect; when the vehicle is in the reverse gear, the transmission shaft 2 is in the reverse state, at which time the speed of the output shaft of the reduction box is relatively small, and the reduction box does not need hydraulic retarder braking. At this time, the threaded sleeve 5 moves in the opposite direction along the adjustment thread 7, and the relative distance between the rotor 3 and the stator 4 is increased, thereby reducing the deceleration and braking effect. The braking performance of the hydraulic retarder can be adjusted according to actual needs, which improves the adaptability and flexibility of the retarder. A avoidance hole 11 is opened on the stator 4, and the transmission shaft 2 passes through the avoidance hole 11. The avoidance hole 11 provided on the stator 4 allows the transmission shaft 2 to pass therethrough, so that the transmission shaft 2 can rotate smoothly inside the stator 4 without interfering with the stator 4, thereby ensuring the normal operation of the retarder and improving its reliability.

[0025] See attached Figure 1 , Attachment Figure 2, a top spring 6 is sleeved on the transmission shaft 2, and the top spring 6 is located between the rotor 3 and the stator 4. A limit platform 8 for blocking the top spring 6 is fixedly installed on the transmission shaft 2, and one end of the top spring 6 rests on the threaded sleeve 5, and the other end rests on the limit platform 8. The top spring 6 provides stable support and buffering for the rotor 3. The limit platform 8 is used to block the top spring 6 to prevent it from being over-compressed or deformed. The rotor 3 can maintain a stable posture during the braking process, thereby improving the braking effect and stability of the retarder. In addition, the top spring 6 generates thrust on the rotor 3, and the distance between the rotor 3 and the stator 4 can be accurately adjusted according to the rotation speed of the transmission shaft 2. The higher the rotation speed of the transmission shaft 2, the smaller the relative distance between the rotor 3 and the stator 4. The greater the braking effect of the hydraulic retarder.

[0026] See attached Figure 1 , Attachment Figure 3 , bearings 14 are installed on the left and right side walls inside the housing 1, and the transmission shaft 2 is rotatably installed on the housing 1 through the bearings 14. The bearings 14 provide stable support and rotation guide for the transmission shaft 2, so that the transmission shaft 2 can remain stable and accurate during the rotation process, reduce vibration and noise, and improve the overall performance of the retarder. An isolation plate 13 is provided inside the housing 1, and the isolation plate 13 divides the inside of the housing 1 into an isolation chamber 10 and an oil storage chamber 12, and the rotor 3 and the stator 4 are installed in the oil storage chamber 12. The isolation plate 13 effectively isolates the working fluid and the transmission components. Since the working fluid pressure in the oil storage chamber 12 is high, the leakage and contamination of the working fluid can be prevented, and the transmission components are protected from corrosion and wear. At the same time, the oil storage chamber 12 provides sufficient storage space for the working fluid, ensuring the continuous braking effect of the retarder. Bearings 14 are installed on the isolation plate 13, and the transmission shaft 2 passes through the isolation plate 13 and is installed on the bearings 14. The bearings 14 provide stable support and guidance for the transmission shaft 2, improving the overall stability and durability of the retarder.

[0027] See attached Figure 3 One end of the transmission shaft 2 protrudes out of the housing 1, and the end of the transmission shaft 2 protruding out of the housing 1 is connected to the reduction box in a transmission manner, ensuring the coordinated work and synchronous braking of the retarder and other components of the vehicle. A sealing ring 9 is installed on the housing 1, and the sealing ring 9 is sleeved on the transmission shaft 2 and located at the end of the transmission shaft 2 protruding out of the housing 1. It can effectively prevent the leakage of working fluid and lubricant, and protect the internal structure and transmission components of the retarder from pollution and damage. At the same time, the sealing ring 9 also improves the sealing performance and overall reliability of the retarder.

[0028] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and substitutions can be made without departing from the technical principle of the present invention. These improvements and substitutions should also be regarded as the protection scope of the present invention.

Claims

1. A mechanically controlled hydraulic retarder, comprising a housing (1), a stator (4) fixedly mounted in the housing (1), a transmission shaft (2) rotatably mounted in the housing (1), a rotor (3) corresponding to the stator (4) mounted on the transmission shaft (2), characterized in that: An adjusting thread (7) is provided on the outer wall of the transmission shaft (2), a threaded sleeve (5) capable of matching with the adjusting thread (7) is mounted on the transmission shaft (2), and the rotor (3) is fixedly mounted on the threaded sleeve (5).

2. The mechanically controlled hydraulic retarder according to claim 1, characterized in that: The stator (4) is provided with an avoidance hole (11), and the transmission shaft (2) passes through the avoidance hole (11).

3. The mechanically controlled hydraulic retarder according to claim 1, characterized in that: The transmission shaft (2) is provided with a top spring (6), the top spring (6) being located between the rotor (3) and the stator (4), and a limit platform (8) for blocking the top spring (6) being fixedly mounted on the transmission shaft (2), one end of the top spring (6) being pressed against the threaded sleeve (5), and the other end being pressed against the limit platform (8).

4. The mechanically controlled hydraulic retarder according to claim 1, characterized in that: Bearings (14) are installed on the left and right side walls inside the housing (1), and the transmission shaft (2) is rotatably installed on the housing (1) via the bearings (14).

5. The mechanically controlled hydraulic retarder according to claim 1, characterized in that: An isolation plate (13) is provided inside the housing (1), and the isolation plate (13) divides the interior of the housing (1) into an isolation chamber (10) and an oil storage chamber (12), and the rotor (3) and the stator (4) are installed in the oil storage chamber (12).

6. The mechanically controlled hydraulic retarder according to claim 5, characterized in that: A bearing (14) is mounted on the isolation plate (13), and the transmission shaft (2) passes through the isolation plate (13) and is mounted on the bearing (14).

7. The mechanically controlled hydraulic retarder according to claim 5, characterized in that: One end of the transmission shaft (2) protrudes outward from the housing (1), and the end of the transmission shaft (2) protruding out of the housing (1) is transmission-connected to the reduction box.

8. The mechanically controlled hydraulic retarder according to claim 7, characterized in that: A sealing ring (9) is installed on the housing (1), and the sealing ring (9) is sleeved on the transmission shaft (2) and is located at one end of the transmission shaft (2) protruding out of the housing (1).

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