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, a variable 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 and a proportional electromagnetic valve, the variable 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 variable oil pump and the heat exchanger are sequentially connected to form an oil outlet branch; a control oil liquid outlet of the variable oil pump is connected with the switch electromagnetic valve, and the switch electromagnetic valve is connected with the first two-position three-way sliding valve and the second two-position three-way sliding valve. The proportional electromagnetic valve adjusts the flow of brake oil in the brake cavity by controlling the oil flow of the oil outlet of the variable oil pump so as to adjust the braking force. Therefore, the speed changing box has the advantages that the acting time of the brake 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 for 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, and the hydraulic retarder oil with a lower temperature in the oil sump housing is pressed into the working chamber housing through the check valve at the upper oil inlet, and the oil fills the working chamber space between and around the stator and the rotor. In the working chamber, due to the high-speed rotation of 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 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 leading to insufficient oil volume and more gearbox oil; and more idle losses. Summary 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 for a hydraulic retarder, which improves the response speed of the braking chamber starting time, prevents oil emulsification, precisely controls the filling rate, prevents oil leakage and oil seepage in the gearbox, and also reduces 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, and a proportional solenoid valve. The oil pump is a variable oil pump, and the variable oil pump is electrically connected to the proportional solenoid valve. The inlet of the variable 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 variable 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 outlet of the variable 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 variable oil pump is connected to the inlet of the switching solenoid valve, and 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 proportional solenoid valve adjusts the oil flow rate of the braking oil in the braking chamber by controlling the oil flow rate at the outlet of the variable oil pump 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 variable oil pump.

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

[0012] 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, 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, and a proportional solenoid valve. The oil pump is a variable oil pump, and the variable oil pump is electrically connected to the proportional solenoid valve. The inlet of the variable 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. Among them, the outlet of the variable 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 outlet of the variable 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 together form a main circulation oil circuit. Among them, the control oil outlet of the variable oil pump is connected to the inlet of the switching solenoid valve, and 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 proportional solenoid valve adjusts the oil flow in the braking chamber by controlling the oil flow at the outlet of the variable oil pump to adjust the braking force. Therefore, the present utility model improves 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 the no-load loss. 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 - braking chamber. Detailed Embodiments

[0015] In order to make the objectives, 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 directions or positional relationships such as "upper", "lower", "left", "right", "inner", "outer", etc. are based on the directions or positional relationships 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 should not be construed 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 "linkage" 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 switching solenoid valve 5, and a proportional solenoid valve 7. The oil pump 8 is a variable oil pump 8, and the variable oil pump 8 is electrically connected to the proportional solenoid valve 7. The inlet of the variable oil pump 8 is communicated with the oil tank 1. The switching 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 oil 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 variable oil pump 8, the heat exchanger 4, the inlet of the first two-position three-way slide valve 30, the first oil outlet a1 of the first two-position three-way slide valve 30, and the inlet of the braking chamber 9 of the hydraulic retarder are connected in sequence to form an oil inlet branch; the outlet of the braking chamber 9 of the hydraulic retarder, the inlet of the second two-position three-way slide valve 31, the first oil outlet b1 of the second two-position three-way slide valve 31, the outlet of the variable 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 together form a main circulation oil circuit. In addition, the second oil 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 variable oil pump 8 is connected to the inlet of the switching solenoid valve 5, and the outlet of the switching 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. That is, the power of the switching solenoid valve 5 and the proportional solenoid valve 7 is the control oil fluid output by the variable oil pump 8.

[0021] Among them, the proportional solenoid valve 7 adjusts the oil flow in the braking chamber 9 by controlling the oil flow at the outlet of the variable oil pump 8 to regulate 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 variable 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 9 where the rotor and stator are located, and quickly generates a braking torque. The braking chamber 9 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 9 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 variable 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 9 is determined by the oil flow rate in the braking chamber 9. The oil flow rate at the outlet of the variable oil pump 8 is adjusted by the proportional solenoid valve 7 to accurately control the liquid filling amount in the braking chamber 9. 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 variable oil pump 8 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 9; at the same time, the second two-position three-way slide valve 31 controls the liquid outlet of the braking chamber 9 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. The oil pressure sensor is electrically connected to the control unit and is arranged on the oil outlet side of the braking chamber 9 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 in the figure, the control system further includes an oil temperature sensor 6, which 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 in the figure, an oil suction filter element is provided on the oil inlet side of the variable oil pump 8. The variable oil pump 8 sucks oil from the transmission oil tank 1 to prevent the high-pressure oil chamber of the hydraulic retarder from leaking oil into the transmission, 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 filling method of compressed air, reduces the pressure in the cavity, and reduces the risk of seal leakage; a separate isolation cavity is provided 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 transmission 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 a high-pressure oil storage cavity, a variable oil pump 8, and valve group control to improve the activation time of the braking cavity 9 and the response speed.

[0033] 4. It uses a variable oil pump 8, a proportional solenoid valve 7, and a pressure sensor to accurately control the liquid filling rate of the braking cavity 9.

[0034] 5. The variable oil pump 8 reduces the empty loss of the oil pump; a drain valve is provided for the braking cavity 9 to quickly drain the oil in the braking cavity 9.

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

[0036] 7. The variable oil pump 8 is used to suck oil from the transmission into the braking cavity 9 of the hydraulic retarder, solving the problems of insufficient oil volume caused by oil seepage and excessive transmission 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 modification, equivalent improvement of a control system of a hydraulic retarder, etc. made within the spirit and principle of the present utility model shall be included in the protection scope of the present utility model.

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 first two-position three-way slide valve, a second two-position three-way slide valve, a switching solenoid valve and a proportional solenoid valve. The oil pump is a variable oil pump, and the variable oil pump is electrically connected to the proportional solenoid valve. The inlet of the variable 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 variable 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 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 second two-position three-way slide valve, the first outlet of the second two-position three-way slide valve, the outlet of the variable 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 variable oil pump is connected to the inlet of the switching solenoid valve, and 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 proportional solenoid valve adjusts the oil flow rate of the braking oil in the braking chamber by controlling the oil flow rate at the outlet of the variable oil pump to regulate the braking force.

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

3. The control system of the hydraulic retarder according to claim 1, wherein The control system also includes an oil temperature sensor, the oil temperature sensor is electrically connected to the control unit, and the oil temperature sensor is arranged on the inlet side of the heat exchanger.

4. The control system of the hydraulic 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 first two-position three-way slide valve, and the outlet of the throttle valve is connected to the fuel 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 inlet side of the variable oil pump.

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