Control system of hydraulic retarder

Abstract

The utility model discloses a control system of a hydraulic retarder, which comprises a control unit, an oil tank, an oil pump, a heat exchanger, a first two-position three-way slide valve, a second two-position three-way slide valve, a switch electromagnetic valve, a proportional electromagnetic valve and a proportional slide valve, the oil pump, the heat exchanger, the first two-position three-way slide valve and the hydraulic retarder brake cavity are sequentially connected to form an oil inlet branch; the hydraulic retarder brake cavity, the second two-position three-way slide valve, the proportional slide valve, the oil pump and the heat exchanger are sequentially connected to form an oil outlet branch; a control oil liquid outlet of the oil pump is respectively connected with the switch solenoid valve and the proportional solenoid valve, the switch solenoid valve is respectively connected with the first two-position three-way slide valve and the second two-position three-way slide valve, and the proportional solenoid valve is connected with the proportional slide valve. Therefore, the speed changing box has the advantages that the onset time of the brake oil cavity is prolonged, engine oil emulsification is prevented, the liquid filling rate is accurately controlled, oil pumping and oil leakage of the speed changing box are prevented, and air loss is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of hydraulic retarders, in particular to a control system of a hydraulic retarder. Background Technique

[0002] A hydraulic retarder is an automotive retarder that reduces the vehicle speed through a hydraulic device. When the hydraulic retarder works, the control gas enters the oil sump housing through the control valve, presses the hydraulic retarder oil with a lower temperature in the oil sump housing to the working chamber housing through the check valve at the upper oil inlet, and fills the working chamber space between and around the stator and the rotor with the oil. In the working chamber, due to the high-speed rotation higher than the rotor, the oil generates a centrifugal force and impacts on the stator blades, and the stator blades generate a reverse acting force on the rotating oil. This acting force is the braking torque of the hydraulic retarder. The braking torque is amplified twice through the gear transmission mechanism and then transmitted to the output shaft of the gearbox, so as to achieve the effect of braking and decelerating the transmission system.

[0003] The hydraulic retarder is usually equipped with a control system of the hydraulic retarder. Through use, it is found that the existing control system of the hydraulic retarder has the following deficiencies: oil leakage and oil seepage in the gearbox; oil emulsification; slow response speed; insufficient precise control of the liquid filling rate; oil leakage resulting in insufficient oil volume and more gearbox oil; and more idle losses. Content of the Utility Model

[0004] Aiming at the above deficiencies, the technical problem to be solved by the utility model is: to provide a control system of a hydraulic retarder, which improves the starting time of the braking oil chamber, prevents oil emulsification, precisely controls the liquid filling rate, prevents oil leakage and oil seepage in the gearbox, and also reduces the idle losses.

[0005] To solve the above technical problem, the technical solution of the utility model is:

[0006] A control system for a hydrodynamic retarder, comprising a control unit, a fuel tank, an oil pump and a heat exchanger, further comprising a first two-position three-way slide valve, a second two-position three-way slide valve, a switching solenoid valve, a proportional solenoid valve and a proportional slide valve. The inlet of the oil pump is communicated with the fuel tank. The switching solenoid valve and the proportional solenoid valve are respectively electrically connected to the control unit. The outlet of the oil pump, the heat exchanger, the inlet of the first two-position three-way slide valve, the first outlet of the first two-position three-way slide valve and the inlet of the braking chamber of the hydrodynamic retarder are connected in sequence to form an oil inlet branch. The outlet of the braking chamber of the hydrodynamic retarder, the inlet of the second two-position three-way slide valve, the first outlet of the second two-position three-way slide valve, the proportional slide valve, the outlet of the oil pump and the inlet of the heat exchanger are connected in sequence to form an oil outlet branch. The control oil outlet of the oil pump is respectively connected to the inlet of the switching solenoid valve and the inlet of the proportional solenoid valve. The outlet of the switching solenoid valve is respectively connected to the control oil inlet of the first two-position three-way slide valve and the control oil inlet of the second two-position three-way slide valve. The outlet of the proportional solenoid valve is connected to the inlet of the proportional slide valve. The proportional solenoid valve adjusts the opening degree of the proportional slide valve to adjust the flow rate of the braking oil in the braking chamber so as to adjust the braking force.

[0007] Preferably, the control system further comprises an oil pressure sensor, which is electrically connected to the control unit and is arranged on the outlet side of the braking chamber of the hydrodynamic retarder.

[0008] Preferably, the control system further comprises an oil temperature sensor, which is electrically connected to the control unit and is arranged on the inlet side of the heat exchanger.

[0009] Preferably, the control system further comprises a throttle valve. The inlet of the throttle valve is connected to the second outlet of the first two-position three-way slide valve, and the outlet of the throttle valve is connected to the fuel tank.

[0010] Preferably, an oil suction filter element is arranged on the inlet side of the oil pump.

[0011] After adopting the above technical solution, the beneficial effects of the present utility model are:

[0012] Since the control system of the hydraulic retarder of the present utility model includes a control unit, a fuel tank, an oil pump, and a heat exchanger, and further includes a first two-position three-way slide valve, a second two-position three-way slide valve, a switching solenoid valve, a proportional solenoid valve, and a proportional slide valve. The inlet of the oil pump is communicated with the fuel tank, and the switching solenoid valve and the proportional solenoid valve are respectively electrically connected to the control unit; the outlet of the oil pump, the heat exchanger, the inlet of the first two-position three-way slide valve, the first outlet of the first two-position three-way slide valve, and the inlet of the braking chamber of the hydraulic retarder are connected in sequence to form an oil inlet branch; the outlet of the braking chamber of the hydraulic retarder, the inlet of the second two-position three-way slide valve, the first outlet of the second two-position three-way slide valve, the proportional slide valve, the outlet of the oil pump, and the inlet of the heat exchanger are connected in sequence to form an oil outlet branch; the control oil outlet of the oil pump is respectively connected to the inlet of the switching solenoid valve and the inlet of the proportional solenoid valve, the outlet of the switching solenoid valve is respectively connected to the control oil inlet of the first two-position three-way slide valve and the control oil inlet of the second two-position three-way slide valve, and the outlet of the proportional solenoid valve is connected to the inlet of the proportional slide valve; the proportional solenoid valve adjusts the opening of the proportional slide valve to adjust the flow rate of the braking oil in the braking chamber, so as to adjust the braking force. It can be seen that the present utility model improves the effective time of the braking oil chamber, prevents the emulsification of the oil, accurately controls the filling rate, prevents the transmission from leaking oil and oil leakage, and reduces the no-load loss. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 is a schematic diagram of the control system of the hydraulic retarder in the present utility model;

[0014] In the figure: 1 - fuel tank, 2 - throttle valve, 30 - first two-position three-way slide valve, 31 - second two-position three-way slide valve, 4 - heat exchanger, 5 - switching solenoid valve, 6 - oil temperature sensor, 7 - proportional solenoid valve, 8 - oil pump, 9 - oil suction filter element, 10 - braking chamber, 11 - proportional slide valve. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0015] In order to make the purpose, technical solutions and advantages of the present utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present utility model and are not used to limit the present utility model.

[0016] It should be noted that in the description of the present utility model, the terms indicating the direction or position relationship such as "upper", "lower", "left", "right", "inner", "outer", etc. are based on the direction or position relationship shown in the drawings. This is only for convenience of description and does not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present utility model.

[0017] In addition, it should be noted that in the description of the present utility model, unless otherwise clearly specified and defined, the terms "installation", "connection", and "coupling" 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 an indirect connection through an intermediate medium, and it can be the communication inside two components. For those skilled in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0018] As Figure 1 shown, a control system of a hydraulic retarder includes a control unit, an oil tank 1, an oil pump 8, a heat exchanger 4, and a throttle valve 2. It further includes a first two-position three-way slide valve 30, a second two-position three-way slide valve 31, a switch solenoid valve 5, a proportional solenoid valve 7, and a proportional slide valve 11. The inlet of the oil pump 8 is in communication with the oil tank 1, and the switch solenoid valve 5 and the proportional solenoid valve 7 are respectively electrically connected to the control unit. The inlet of the throttle valve 2 is connected to the second outlet a2 of the first two-position three-way slide valve 30, and the outlet of the throttle valve 2 is connected to the oil tank 1.

[0019] Among them, the outlet of the oil pump 8, the heat exchanger 4, the inlet of the first two-position three-way slide valve 30, the first outlet a1 of the first two-position three-way slide valve 30, and the inlet of the braking chamber 10 of the hydraulic retarder are sequentially connected to form an oil inlet branch; the outlet of the braking chamber 10 of the hydraulic retarder, the inlet of the second two-position three-way slide valve 31, the first outlet b1 of the second two-position three-way slide valve 31, the proportional slide valve 11, the outlet of the oil pump 8, and the inlet of the heat exchanger 4 are sequentially connected to form an oil outlet branch; the oil inlet branch and the oil outlet branch are the main circulation oil circuits. In addition, the second outlet b2 of the second two-position three-way slide valve 31 is connected to the oil tank 1.

[0020] Among them, the control oil outlet of the oil pump 8 is respectively connected to the inlet of the switch solenoid valve 5 and the inlet of the proportional solenoid valve 7. The outlet of the switch solenoid valve 5 is respectively connected to the control oil inlet of the first two-position three-way slide valve 30 and the control oil inlet of the second two-position three-way slide valve 31, and the outlet of the proportional solenoid valve 7 is connected to the inlet of the proportional slide valve 11.

[0021] Among them, the proportional solenoid valve 7 adjusts the opening degree of the proportional slide valve 11 to adjust the flow rate of the braking oil in the braking chamber 10 so as to adjust the braking force.

[0022] As Figure 1 shown, the working principle of the present utility model is as follows:

[0023] Starting Braking: In the main circulation oil circuit, the oil pump 8 sucks oil from the fuel tank 1. After passing through the heat exchanger 4, it enters the first two-position three-way slide valve 30. Controlled by the first two-position three-way slide valve 30, it quickly enters the braking chamber 10 where the rotor and stator are located, quickly generating braking torque. The braking chamber 10 of the hydraulic retarder can be regarded as a pump, which will increase the pressure of the braking oil. The pressurized braking oil returns to the outlet of the oil pump 8 through the second two-position three-way slide valve 31, thus forming a complete cycle. Through the quick adjustment of the first two-position three-way slide valve 30 and the second two-position three-way slide valve 31, the braking chamber 10 is quickly filled with oil, so the hydraulic retarder quickly generates braking force. The control of the first two-position three-way slide valve 30 and the second two-position three-way slide valve 31 is controlled by a switch electromagnet, and the switch solenoid valve 5 is driven by the control oil fluid output by the oil pump 8. In addition, after the control unit obtains the start braking signal from the vehicle, it controls the switch solenoid valve 5 according to the start signal, and the switch solenoid valve 5 controls the action switching of the first two-position three-way slide valve 30 and the second two-position three-way slide valve 31 according to the start signal.

[0024] Braking Force Adjustment: The torque of the rotor and stator in the braking chamber 10 is determined by the oil flow rate in the braking chamber 10. By controlling the opening degree of the proportional slide valve 11 through the proportional solenoid valve 7, the oil flow rate is adjusted to accurately control the liquid filling amount in the braking chamber 10. In addition, the control unit obtains the real-time braking force from the vehicle, transmits the corresponding control signal to the proportional solenoid valve 7 according to the real-time braking force, and the proportional solenoid valve 7 controls the opening degree of the proportional slide valve 11 according to the real-time braking force.

[0025] Stopping Braking: When stopping braking, the first two-position three-way slide valve 30 directly switches to the overflow chamber, quickly reducing the braking oil flow rate entering the braking chamber 10; at the same time, the second two-position three-way slide valve 31 controls the liquid outlet of the braking chamber 10 to communicate with the air, quickly draining the braking oil in the hydraulic retarder. In addition, after the control unit obtains the stop braking signal from the vehicle, it controls the switch solenoid valve 5 according to the stop signal, and the switch solenoid valve 5 controls the action switching of the first two-position three-way slide valve 30 and the second two-position three-way slide valve 31 according to the stop signal.

[0026] As Figure 1 shown, the control system further includes an oil pressure sensor, which is electrically connected to the control unit and is arranged on the oil outlet side of the braking chamber 10 of the hydraulic retarder. Of course, the oil pressure sensor can be arranged at any position on the main circulation oil circuit. The oil pressure sensor can detect the oil pressure of the main circulation oil circuit in real time, convert it into a corresponding pressure signal and then transmit it to the control unit. The control unit can control the proportional solenoid valve 7 according to the pressure signal to adjust the oil pressure of the main circulation oil volume.

[0027] As Figure 1As shown, the control system further includes an oil temperature sensor 6. The oil temperature sensor 6 is electrically connected to the control unit and is provided on the oil inlet side of the heat exchanger 4. Of course, the oil temperature sensor 6 can be provided at any position on the main circulation oil path. The oil temperature sensor 6 can detect the oil temperature of the main circulation oil path in real time, convert it into a corresponding temperature signal and then transmit it to the control unit. The control unit can control the heat exchanger 4 according to the temperature signal to adjust the oil temperature of the main circulation oil volume.

[0028] As Figure 1 shown, an oil suction filter element 9 is provided on the oil inlet side of the oil pump 8, and the oil pump 8 sucks oil from the gearbox oil tank 1 to prevent the high-pressure oil chamber of the hydraulic retarder from leaking oil into the gearbox, resulting in insufficient oil in the hydraulic retarder.

[0029] In summary, the present utility model has the following advantages:

[0030] 1. It does not adopt the direct charging method with compressed air, reduces the cavity pressure, and reduces the risk of seal leakage; a separate isolation cavity is set for the oil seal to reduce the oil pressure in front of the oil seal; the problems of oil leakage and oil seepage in the gearbox are solved;

[0031] 2. It adopts the gas-liquid isolation and electromagnetic control method to prevent the problem of oil emulsification;

[0032] 3. It adopts the high-pressure oil storage cavity, the oil pump 8, and the valve group control to improve the effective time of the brake oil cavity and the response speed;

[0033] 4. It precisely controls the liquid filling rate of the brake cavity 10 by using the proportional spool valve 11, the proportional solenoid valve 7, and the pressure sensor;

[0034] 5. A drain valve for the brake cavity 10 is provided to quickly drain the oil in the brake cavity 10 and reduce the empty loss;

[0035] 6. An oil suction filter is added to solve the problem of valve jamming caused by the oil quality;

[0036] 7. The oil pump is used to suck oil from the gearbox into the brake cavity 10 of the hydraulic retarder to solve the problems of insufficient oil volume caused by oil seepage and an increase in the gearbox oil.

[0037] The above is only the preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent improvements to a control system of a hydraulic retarder, etc. made within the spirit and principle of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. A control system for a hydraulic retarder, comprising a control unit, an oil tank, an oil pump and a heat exchanger, characterized in that: It also includes a first two-position three-way slide valve, a second two-position three-way slide valve, a switch solenoid valve, a proportional solenoid valve and a proportional slide valve, the oil inlet of the oil pump is connected to the oil tank, and the switch solenoid valve and the proportional solenoid valve are electrically connected to the control unit respectively; The oil outlet of the oil pump, the heat exchanger, the oil inlet of the first two-position three-way slide valve, the first oil outlet of the first two-position three-way slide valve and the oil inlet of the hydraulic retarder brake chamber are connected in sequence to form an oil inlet branch; The oil outlet of the hydraulic retarder brake chamber, the oil inlet of the second two-position three-way slide valve, the first oil outlet of the second two-position three-way slide valve, the proportional slide valve, the oil outlet of the oil pump and the oil inlet of the heat exchanger are connected in sequence to form an oil outlet branch; The control oil outlet of the oil pump is connected to the oil inlet of the switch solenoid valve and the oil inlet of the proportional solenoid valve respectively, the oil outlet of the switch solenoid valve is connected to the control oil inlet of the first two-position three-way slide valve and the control oil inlet of the second two-position three-way slide valve respectively, and the oil outlet of the proportional solenoid valve is connected to the oil inlet of the proportional slide valve; The proportional solenoid valve adjusts the brake oil flow in the brake chamber by adjusting the opening of the proportional slide valve to adjust the braking force.

2. The control system of the hydraulic retarder according to claim 1, characterized in that: The control system further comprises an oil pressure sensor, which is electrically connected to the control unit and is arranged at the oil outlet side of the hydraulic retarder brake chamber.

3. The control system of the hydraulic retarder according to claim 1, characterized in that: The control system further comprises an oil temperature sensor, which is electrically connected to the control unit and is arranged at the oil inlet side of the heat exchanger.

4. The control system of the hydraulic retarder according to claim 1, characterized in that: The control system further comprises a throttle valve, an oil inlet of the throttle valve is connected to the second oil outlet of the first two-position three-way slide valve, and an oil outlet of the throttle valve is connected to the oil tank.

5. The control system of the hydraulic retarder according to claim 1, characterized in that: An oil suction filter element is arranged on the oil inlet side of the oil pump.

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