Brake system

Abstract

The utility model provides a braking system which comprises a driving motor (1), and the output end of the driving motor (1) is connected with a speed change device (3) through an input shaft (2). The device is characterized in that an auxiliary braking device (5) is also arranged between the driving motor (1) and the speed change device (3); a hydrodynamic retarder front-arranged structure is adopted, space is reserved for the output end of the speed change device, and the problem that the installation space of a power takeoff, an emergency pump and the like is limited is solved; the hydraulic retarder is connected with the input shaft of the speed change device in parallel, the overall axial size is not lengthened, and arrangement of the whole vehicle is facilitated; the hydraulic retarder is arranged between the two motors, the overall radial size is not increased, and arrangement of the whole vehicle is facilitated; the hydraulic retarder is directly connected with the input shaft of the speed change device, the braking efficiency is higher, and the braking feedback is faster.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the technical field of new energy heavy truck drive system, and specifically relates to a brake system. BACKGROUND

[0002] The hydraulic retarder is an auxiliary brake device widely applied to heavy vehicles and engineering equipment, which absorbs the kinetic energy of the vehicle through the conversion of liquid kinetic energy, thereby effectively solving the problems of brake pad overheating and brake failure caused by continuous braking, and prolonging the service life of the brake, improving the operation efficiency, reducing the labor intensity of the driver, and greatly improving the safety, economy and comfort of the vehicle.

[0003] Generally, the hydraulic retarder is parallel or serial to the output shaft of the gearbox, which reduces the space arrangement of the output end of the gearbox and causes difficulties in the installation of the power takeoff, emergency pump and the like.

[0004] Therefore, aiming at the high-speed double-motor parallel double-intermediate shaft large-torque drive system, the utility model provides a hydraulic retarder front brake system. UTILITY MODEL CONTENTS

[0005] In order to solve the defects and deficiencies in the prior art, the utility model provides a brake system.

[0006] The technical scheme provided by the utility model is as follows:

[0007] A brake system, the system comprises a drive motor, and the output end of the drive motor is connected with a speed changer through an input shaft; characterized in that: an auxiliary brake device is further arranged between the drive motor and the speed changer.

[0008] As a further preferred embodiment of the utility model, the drive motor comprises a first motor and a second motor arranged on the same side of the speed changer, and the first motor can work alone or the first motor and the second motor work simultaneously.

[0009] As a further preferred embodiment of the utility model, the speed changer (3) selects a double-intermediate shaft gearbox, and the output end of the double-intermediate shaft is coupled through a coupling gear pair (6).

[0010] As a further preferred embodiment of the utility model, the output end of the auxiliary brake device is connected with the input shaft through a brake gear pair.

[0011] As a further preferred embodiment of the utility model, the brake gear pair comprises a brake driving gear fixedly connected with the output end of the auxiliary brake device, and a brake driven gear fixedly connected with the input shaft, and the brake driving gear and the brake driven gear are correspondingly engaged.

[0012] As a further preferred embodiment of the utility model, the auxiliary braking device selects a hydraulic retarder.

[0013] As a further preferred embodiment of the utility model, the auxiliary braking device and the driving motor are arranged on the same side of the speed changing device.

[0014] As a further preferred embodiment of the utility model, the auxiliary braking device is connected in parallel with the input shaft.

[0015] As a further preferred embodiment of the utility model, the auxiliary braking device is arranged between the two driving motors.

[0016] As a further preferred embodiment of the utility model, the auxiliary braking device is connected only with the input shaft close to the first motor.

[0017] Compared with the prior art, the utility model has the beneficial effects including:

[0018] 1) The utility model provides a braking system, adopts a hydraulic retarder front structure, leaves out space for the output end of the speed changing device, and solves the problem of limited installation space of the power takeoff, emergency pump and the like.

[0019] 2) The utility model provides a braking system, the hydraulic retarder is connected in parallel with the input shaft of the speed changing device, the overall axial dimension is not lengthened, and this is beneficial to overall vehicle arrangement.

[0020] 3) The utility model provides a braking system, the hydraulic retarder is arranged between the two motors, the overall radial dimension is not lengthened, and this is beneficial to overall vehicle arrangement.

[0021] 4) The utility model provides a braking system, the hydraulic retarder is directly connected with the input shaft of the speed changing device, the braking efficiency is higher, and the braking feedback is more rapid. BRIEF DESCRIPTION OF DRAWINGS

[0022] Figure 1 The utility model provides a braking system's structural schematic view;

[0023] In the drawing:

[0024] 1-driving motor;EM1-first motor;EM2-second motor;

[0025] 2-input shaft;

[0026] 3-speed changing device;

[0027] 4-braking gear pair;41-braking driving gear;42-braking driven gear;

[0028] 5-auxiliary braking device;

[0029] 6-Coupled gear pair. Detailed Implementation

[0030] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0031] In the description of this utility model, it should be noted that the terms "upper," "lower," "inner," "outer," "front end," "rear end," "both ends," "one end," and "the other end," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0032] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," and "connected," etc., should be interpreted broadly. For example, "connected" 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; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0033] [First Embodiment]

[0034] like Figure 1 The diagram shows a braking system provided in the first embodiment of this utility model. The system includes a drive motor 1, and the output end of the drive motor 1 is connected to a transmission device 3 through an input shaft 2. In this embodiment, two drive motors 1 are provided and are located on the same side of the transmission device 3. The drive motor 1 includes a first motor EM1 and a second motor EM2. The first motor can work independently or the first motor and the second motor can work simultaneously, thereby enabling the first motor EM1 to output power to the transmission device 3 independently, or the first motor EM1 and the second motor EM2 to output power to the transmission device 3 together. In this embodiment, the dual motors are preferably high-speed motors.

[0035] like Figure 1As shown, the transmission device 3 in this embodiment is a dual intermediate shaft high torque transmission, and the output ends of the dual intermediate shafts are coupled through a coupling gear pair 6. The coupling gear pair 6 is located in front of the output end OUT of the transmission device 3, so that when the first motor and the second motor work together, the power is output from the output end OUT of the transmission device 3 after the power is combined through the coupling gear pair 6. At the same time, when braking the output power of the first motor, the output power of the second motor can also be braked through the coupling gear pair 6. Those skilled in the art should know that, depending on the actual application, the transmission device 3 can also be selected from other types of transmissions that include dual motors.

[0036] The key improvement of this embodiment compared to the prior art is that an auxiliary braking device 5 is also provided between the drive motor 1 and the transmission device 3. In this embodiment, the auxiliary braking device 5 is a hydraulic retarder. By adopting a front-mounted structure for the hydraulic retarder, space is left for the output end of the transmission device, thus solving the problem of limited installation space for the power take-off, emergency pump, etc.

[0037] like Figure 1 As shown, the output end of the auxiliary braking device 5 is connected to the input shaft 2 through the brake gear pair 4, and is directly connected to the input shaft of the transmission device through the hydraulic retarder, resulting in higher braking efficiency and faster braking feedback.

[0038] like Figure 1 As shown, the brake gear pair 4 in this embodiment includes a brake drive gear 41 fixedly connected to the output end of the auxiliary braking device 5, and a brake driven gear 42 fixedly connected to the input shaft 2. The brake drive gear 41 and the brake driven gear 42 mesh with each other. When encountering situations such as long downhill slopes where the hydraulic retarder needs to intervene, the auxiliary braking device 5 starts to work. Through the corresponding meshing brake drive gear 41 and brake driven gear 42, the kinetic energy of the input shaft 2 is absorbed, and the input shaft 2 is braked slowly, directly cutting off the power source of the gearbox 3.

[0039] like Figure 1 As shown, in this embodiment, the auxiliary braking device 5 and the drive motor 1 are located on the same side of the transmission device 3, and the auxiliary braking device 5 is connected in parallel with the input shaft 2, so that the overall axial dimension is not increased, which is beneficial to the overall vehicle layout.

[0040] Meanwhile, the auxiliary braking device 5 is located between the two drive motors 1, so that the overall radial dimension is not increased, which is beneficial to the overall vehicle layout.

[0041] Since the output ends of the dual intermediate shafts of the transmission device 3 in this embodiment are coupled through the coupling gear pair 6, the auxiliary braking device 5 in this embodiment is only connected to the input shaft 2 close to the first motor. In this way, whether the two motors work at the same time or only the first motor 1 works alone, the transmission 3 can be slow-speed braked.

[0042] The specific working process of this embodiment is as follows:

[0043] When the first motor EM1 outputs power alone, or when the first motor EM1 and the second motor EM2 jointly output power to drive the transmission device 3, when encountering situations such as long downhill slopes that require the intervention of the auxiliary braking device 5, the auxiliary braking device 5 starts to work, absorbs the kinetic energy of the input shaft 2, and performs slow braking on the input shaft 2, directly cutting off the power source of the transmission device 3. In this way, whether both motors work at the same time or only the first motor EM1 works alone, the transmission device 3 can be slow braked.

[0044] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A braking system, the system comprising a drive motor (1), the output end of the drive motor (1) being connected to a transmission device (3) via an input shaft (2); characterized in that: An auxiliary braking device (5) is also provided between the drive motor (1) and the transmission device (3).

2. The braking system according to claim 1, characterized in that: The drive motor (1) includes a first motor (EM1) and a second motor (EM2) located on the same side of the transmission device (3), and the first motor can work alone or the first motor and the second motor can work simultaneously.

3. A braking system according to claim 2, characterized in that: The transmission device (3) is a dual intermediate shaft transmission, and the output ends of the dual intermediate shafts are coupled through a coupling gear pair (6).

4. A braking system according to claim 1, characterized in that: The output end of the auxiliary braking device (5) is connected to the input shaft (2) through the brake gear pair (4).

5. A braking system according to claim 4, characterized in that: The brake gear pair (4) includes a brake drive gear (41) fixedly connected to the output end of the auxiliary braking device (5) and a brake driven gear (42) fixedly connected to the input shaft (2). The brake drive gear (41) and the brake driven gear (42) mesh with each other.

6. A braking system according to claim 1, characterized in that: The auxiliary braking device (5) is a hydraulic retarder.

7. A braking system according to claim 1, characterized in that: The auxiliary braking device (5) and the drive motor (1) are located on the same side of the transmission device (3).

8. A braking system according to claim 1, characterized in that: The auxiliary braking device (5) is connected in parallel with the input shaft (2).

9. A braking system according to claim 2, characterized in that: The auxiliary braking device (5) is located between the two drive motors (1).

10. A braking system according to claim 3, characterized in that: The auxiliary braking device (5) is connected only to the input shaft (2) near the first motor.

Images