Control system of hydraulic retarder

Abstract

The control system comprises a control unit, an oil tank, an oil pump, a heat exchanger, a two-position three-way slide valve, a two-position three-way proportional pressure control slide valve, a switch electromagnetic valve, a proportional electromagnetic valve, a proportional valve and an air source, the air source is respectively connected with the switch electromagnetic valve and the proportional electromagnetic valve, an air outlet of the switch electromagnetic valve is respectively connected with the two-position three-way slide valve and the two-position three-way proportional pressure control slide valve, and an air outlet of the proportional electromagnetic valve is connected with the proportional valve. During working, under the control of the two-position three-way slide valve and the two-position three-way proportional pressure control slide valve, engine oil can quickly enter the brake cavity to quickly generate brake torque, and the proportional electromagnetic valve can control the opening degree of the proportional valve to adjust the flow of the brake engine oil in the brake cavity so as to adjust the brake force. Therefore, the speed changing box has the advantages that the effect taking 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 a 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 reaction force on the rotating oil. This reaction force is the braking torque of the hydraulic retarder. The braking torque is amplified twice through a 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 for the hydraulic retarder. Through use, it is found that the existing control system for 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 filling rate; oil leakage causing insufficient oil volume and more gearbox oil; and more no-load 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 response speed of the starting time of the braking chamber, prevents oil emulsification, precisely controls the filling rate, prevents oil leakage and oil seepage in the gearbox, and also reduces no-load 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 two-position three-way slide valve, a two-position three-way proportional pressure control slide valve, a switch solenoid valve, a proportional solenoid valve, a proportional valve and a gas source. The inlet of the oil pump is communicated with the fuel tank. The proportional solenoid valve and the switch solenoid valve are respectively electrically connected to the control unit. The outlet of the oil pump, the heat exchanger, the inlet of the two-position three-way slide valve, the first outlet of the 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 two-position three-way proportional pressure control slide valve, the first outlet of the two-position three-way proportional pressure control slide valve, the proportional 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 outlet of the gas source is respectively connected to the inlet of the switch solenoid valve and the inlet of the proportional solenoid valve. The outlet of the switch solenoid valve is respectively connected to the inlet of the two-position three-way slide valve and the inlet of the two-position three-way proportional pressure control slide valve. The outlet gas of the proportional solenoid valve is connected to the inlet of the proportional valve. The proportional solenoid valve adjusts the opening degree of the proportional valve to adjust the flow rate of the braking oil in the braking chamber so as to regulate the braking force.

[0007] Preferably, the gas source is a gas cylinder or an air pump of the whole vehicle.

[0008] 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.

[0009] 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.

[0010] Preferably, the control system further comprises a throttle valve. The inlet of the throttle valve is connected to the second outlet of the two-position three-way slide valve, and the outlet of the throttle valve is connected to the fuel tank.

[0011] Preferably, an oil suction filter element is arranged on the inlet side of the oil pump.

[0012] After adopting the above technical solution, the beneficial effects of the utility model are as follows:

[0013] Due to the control system of the hydraulic retarder of the present utility model, which includes a control unit, a fuel tank, an oil pump, a heat exchanger, a two-position three-way slide valve, a two-position three-way proportional pressure control slide valve, a switch solenoid valve, a proportional solenoid valve, a proportional valve and a gas source, the inlet of the oil pump is connected to the fuel tank, and the proportional solenoid valve and the switch solenoid valve are respectively electrically connected to the control unit; wherein the outlet of the oil pump, the heat exchanger, the inlet of the two-position three-way slide valve, the first outlet of the 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 two-position three-way proportional pressure control slide valve, the first outlet of the two-position three-way proportional pressure control slide valve, the proportional 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 oil inlet branch and the oil outlet branch are the main circulation oil circuits. Wherein the outlet of the gas source is respectively connected to the inlet of the switch solenoid valve and the inlet of the proportional solenoid valve, the outlet of the switch solenoid valve is respectively connected to the inlet of the two-position three-way slide valve and the inlet of the two-position three-way proportional pressure control slide valve, and the outlet gas of the proportional solenoid valve is connected to the inlet of the proportional valve. During operation, under the control of the two-position three-way slide valve and the two-position three-way proportional pressure control slide valve, the oil can quickly enter the braking chamber to quickly generate braking torque, and during the working process, the opening degree of the proportional valve can be controlled by the proportional solenoid 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 response speed of the braking oil chamber to take effect, prevents the emulsification of the oil, accurately controls the filling rate, prevents the transmission from leaking oil and reduces the empty loss. Description of the Drawings

[0014] Figure 1 is a schematic diagram of the control system of the hydraulic retarder in the present utility model;

[0015] In the figure: 1 - fuel tank, 2 - throttle valve, 30 - two-position three-way slide valve, 31 - two-position three-way proportional pressure control slide valve, 4 - heat exchanger, 5 - switch solenoid valve, 6 - oil temperature sensor, 7 - proportional solenoid valve, 8 - oil pump, 9 - oil suction filter element, 10 - braking chamber, 11 - gas source, 12 - proportional valve. Detailed Embodiments

[0016] 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.

[0017] It should be noted that in the description of the present utility model, the terms indicating the direction or positional relationship such as "upper", "lower", "left", "right", "inner", "outer", etc. are based on the direction or positional relationship shown in the drawings. This is only for the convenience of description and does not indicate or imply that the device or component must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present utility model.

[0018] In addition, it should also 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 directly connected or indirectly connected 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.

[0019] 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, a throttle valve 2, a two-way three-position slide valve 30, a two-way three-position proportional pressure control slide valve 31, a switch solenoid valve 5, a proportional solenoid valve 7, a proportional valve 12, and an air source 11. The inlet of the oil pump 8 is communicated with the oil tank 1. The proportional solenoid valve 7 and the switch solenoid valve 5 are respectively electrically connected to the control unit. The air source 11 is a gas cylinder or an air pump of the whole vehicle. The inlet of the throttle valve 2 is connected to the second outlet a2 of the two-way three-position slide valve 30, and the outlet of the throttle valve 2 is connected to the oil tank 1.

[0020] The outlet of the oil pump 8, the heat exchanger 4, the inlet of the two-way three-position slide valve 30, the first outlet a1 of the two-way three-position slide valve 30, and the inlet of the braking chamber 10 of the hydraulic retarder are connected in sequence to form an oil inlet branch. The outlet of the braking chamber 10 of the hydraulic retarder, the inlet of the two-way three-position proportional pressure control slide valve 31, the first outlet b1 of the two-way three-position proportional pressure control slide valve 31, the proportional valve 12, the outlet of the oil pump 8, and the inlet of the heat exchanger 4 are connected in sequence 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 two-way three-position proportional pressure control slide valve 31 is connected to the oil tank 1.

[0021] The air outlet of the air source 11 is respectively connected to the air inlet of the switch solenoid valve 5 and the air inlet of the proportional solenoid valve 7. The air outlet of the switch solenoid valve 5 is respectively connected to the air inlet of the two-way three-position slide valve 30 and the air inlet of the two-way three-position proportional pressure control slide valve 31. The outlet air of the proportional solenoid valve 7 is connected to the air inlet of the proportional valve 12. The proportional solenoid valve 7 adjusts the flow rate of the braking oil in the braking chamber 10 by controlling the opening degree of the proportional valve 12 to adjust the braking force. That is, the control power of the switch solenoid valve 5 and the proportional solenoid valve 7 is the air source 11.

[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, and after passing through the heat exchanger 4, it enters the two-way three-position slide valve 30. Through the control of the two-way three-position 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 two-way three-position proportional pressure control slide valve 31 and the proportional valve 12, thus forming a complete cycle. The present utility model quickly adjusts through the two-way three-position slide valve 30 and the two-way three-position proportional pressure control slide valve 31, enabling the braking chamber 10 to be quickly filled with oil. Therefore, the hydraulic retarder quickly generates braking force, improving the response speed of the starting time. The control of the two-way three-position slide valve 30 and the two-way three-position proportional pressure control slide valve 31 is the high-pressure air controlled by the switch electromagnet, and the air source 11 comes from the air pump of the whole vehicle. In addition, after the control unit obtains the start braking signal from the vehicle, it controls the switch solenoid valve 5 and the air source 11 according to the start signal, and the switch solenoid valve 5 and the air source 11 then control the action switching of the two-way three-position slide valve 30 and the two-way three-position proportional pressure control 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 in the braking chamber 10. By adjusting the opening of the proportional slide valve, the purpose of controlling the oil flow of the braking oil in the oil chamber is achieved. The opening control of the proportional valve 12 is controlled by the pneumatic proportional electromagnet, and the control energy also comes from the high-pressure air. 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 then controls the proportional slide valve according to the real-time braking force.

[0025] Stopping braking: When stopping braking, the two-way three-position slide valve 30 directly switches to the overflow chamber, quickly reducing the braking oil flow entering the braking chamber 10; at the same time, the two-way three-position proportional pressure control slide valve 31 controls the liquid outlet of the braking chamber 10 to communicate with the air, quickly exhausting 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 then controls the action switching of the two-way three-position slide valve 30 and the two-way three-position proportional pressure control slide valve 31 according to the stop signal.

[0026] The present utility model reduces the idling loss, specifically referring to that the liquid outlet of the hydraulic retarder is directly connected to the air in the gearbox, which can reduce the pressure generated by the rotor idling, thereby reducing the idling loss.

[0027] As Figure 1As shown in the figure, 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 path. The oil pressure sensor can detect the oil pressure of the main circulation oil path 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 flow rate of the main circulation oil volume, so as to achieve the purpose of adjusting the oil pressure.

[0028] As Figure 1 shown in the figure, the control system further includes an oil temperature sensor 6, which is electrically connected to the control unit and is arranged on the oil inlet side of the heat exchanger 4. Of course, the oil temperature sensor 6 can be arranged 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.

[0029] As Figure 1 shown in the figure, an oil suction filter element 9 is arranged on the oil inlet side of the oil pump 8. The oil suction port of the oil pump 8 is equipped with the oil suction filter element 9, and the oil pump 8 sucks oil from the gearbox oil tank 1 to prevent the high-pressure oil cavity of the hydraulic retarder from leaking oil into the gearbox and causing insufficient oil in the hydraulic retarder.

[0030] In summary, the utility model has the following advantages:

[0031] 1. It does not adopt the direct charging method of compressed air, reduces the pressure in the cavity, 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;

[0032] 2. It adopts the gas-liquid isolation and electromagnetic control method to prevent the occurrence of oil emulsification;

[0033] 3. It adopts a high-pressure oil storage cavity, an oil pump 8, and a valve group control to improve the starting time of the braking oil cavity and the response speed;

[0034] 4. It uses a proportional valve 12, a proportional solenoid valve 7, and a pressure sensor to accurately control the liquid filling rate of the braking chamber 10;

[0035] 5. A drain valve for the braking chamber 10 is set to quickly drain the oil in the braking chamber 10 and reduce the empty loss;

[0036] 6. An oil suction filter is added to solve the problem of valve sticking caused by oil quality;

[0037] 7. The oil pump is used to suck oil from the gearbox into the braking chamber 10 of the hydraulic retarder, solving the problems of insufficient oil volume caused by oil seepage and increased gearbox oil.

[0038] The above are only the preferred embodiments of the present invention, and are not intended to limit the present invention. Any modifications, improvements equivalent to those of a control system of a hydraulic retarder, etc. made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims

1. A control system for a hydrodynamic retarder, comprising a control unit, a fuel tank, an oil pump, and a heat exchanger, characterized in that, It also includes a two-position three-way slide valve, a two-position three-way proportional pressure control slide valve, a solenoid switch valve, a proportional solenoid valve, a proportional valve and an air source. The inlet of the oil pump is communicated with the fuel tank, and the proportional solenoid valve and the solenoid switch valve are respectively electrically connected to the control unit; The outlet of the oil pump, the heat exchanger, the inlet of the two-position three-way slide valve, the first outlet of the two-position three-way slide valve and the inlet of the hydraulic retarder braking chamber are connected in sequence to form an oil inlet branch; The outlet of the hydraulic retarder braking chamber, the inlet of the two-position three-way proportional pressure control slide valve, the first outlet of the two-position three-way proportional pressure control slide valve, the proportional 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 air outlet of the air source is respectively connected to the air inlet of the solenoid switch valve and the air inlet of the proportional solenoid valve. The air outlet of the solenoid switch valve is respectively connected to the air inlet of the two-position three-way slide valve and the air inlet of the two-position three-way proportional pressure control slide valve. The outlet air of the proportional solenoid valve is connected to the air inlet of the proportional valve; The proportional solenoid valve adjusts the flow rate of the braking oil in the braking chamber by controlling the opening of the proportional valve to regulate the braking force.

2. The control system of the hydrodynamic retarder according to claim 1, characterized in that, The air source is a gas cylinder or an air pump of the whole vehicle.

3. The control system of the hydraulic retarder according to claim 1, characterized in that, The control system also includes an oil pressure sensor which is electrically connected to the control unit and is arranged on the outlet side of the hydraulic retarder braking chamber.

4. The control system of the hydrodynamic retarder according to claim 1, characterized in that, The control system also includes an oil temperature sensor which is electrically connected to the control unit and is arranged on the inlet side of the heat exchanger.

5. The control system of the hydrodynamic retarder according to claim 1, characterized in that, The control system also includes a throttle valve. The inlet of the throttle valve is connected to the second outlet of the two-position three-way slide valve, and the outlet of the throttle valve is connected to the fuel tank.

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

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