A new water medium retarder

Abstract

The utility model discloses a novel water medium retarder belongs to heavy load traffic transportation engineering technical field, and this water medium retarder includes transmission shaft, and the transmission shaft outside has the rotor impeller of fixed cover joint and the stator impeller of rotation sleeve joint, the inside of rotor impeller is close to stator impeller and is provided with scroll vane, and the liquid hole of being provided with between scroll vane, and the outside of rotor impeller is provided with curve vane, the inside of stator impeller is close to rotor impeller and is provided with interval vane, and the outside end face of rotor impeller is provided with stator impeller liquid inlet groove, and the liquid inlet groove of stator impeller is provided with liquid inlet, and the outside of stator impeller is provided with mounting groove, and the mounting groove is fixedly installed with the spoiler column subassembly, and the top end face of spoiler column subassembly is set as the curved surface of the flow field inner chamber geometric relation consistent of stator impeller, through the curved surface design of spoiler end face, realizes to the braking flow field no damage, to air flow field then can disturb damage, more realizes the adaptive adjustment of retarder water flow and its brake power matching.

Description

Technical Field

[0001] This utility model relates to the field of heavy-duty transportation engineering technology, specifically to a novel water-medium retarder. Background Technology

[0002] A water-based retarder is an energy conversion device that converts mechanical energy into the thermal and pressure energy of the coolant based on the fluid vortex loss effect between the stator and rotor impellers. This device effectively solves the critical safety problem of thermal friction failure caused by overheating of friction materials by diverting the braking load of conventional friction braking systems. It significantly improves the safety of vehicles in continuous braking scenarios such as long downhill slopes. Simultaneously, it can effectively extend the service life of conventional friction braking systems, reduce maintenance frequency, and improve braking economy. The water-based retarder operates in three states: non-retardation braking operation, retarsion braking activation, and retarsion braking unloading.

[0003] However, existing water-based retarder suffers from the following technical bottlenecks that urgently need to be addressed:

[0004] 1. Disturbance and dynamic response hysteresis in the flow field during slow braking

[0005] In the slow braking operation, although the baffle of the traditional fixed baffle can be completely pressed down by the coolant medium, the top of the column and the edge of the mounting hole will still disrupt the braking vortex field and cause a decrease in braking torque.

[0006] The spring-damping system of the baffle column exhibits a response delay characteristic: At the instant the water-medium retarder enters the deceleration braking activation state, the coolant medium in the braking vortex field begins to impact the baffle plate. When the flow field impact force on the baffle plate exceeds the initial holding compression force of the spring, the baffle plate begins to be compressed. As more coolant medium enters the working chambers of the stator and rotor impellers, the intensity of the braking vortex field continuously increases until the flow field impact force on the baffle plate is sufficient to overcome the spring's ultimate compression force and completely compress the baffle plate. This process, from the initial compression of the baffle plate until its complete compression, results in a response delay characteristic in the spring-damping system of the baffle column. This not only affects the loading speed of the braking torque but also causes torque output instability due to flow field intensity fluctuations during continuous braking.

[0007] 2. Residual medium causes vortex loss.

[0008] When the water-medium retarder is in the slow braking unloading state, coolant may remain in the spacer cavity of some stator impeller blades and cannot be discharged. When the vehicle is completely out of braking and enters normal driving mode, the water-medium retarder is in a non-slow braking working state. The coolant remaining in the spacer cavity of some stator impeller blades generates residual liquid vortex resistance torque as the rotor impeller rotates, producing a "dragging force" on the normally driving vehicle and causing unexpected vehicle driving resistance.

[0009] 3. Cooling system energy loss

[0010] The rotor impeller speed is positively correlated with the braking power. A higher rotor impeller speed means more mechanical energy is converted into heat energy in the coolant, but it also means a larger coolant flow rate is required to aid in heat dissipation. The traditional solution is to add an extra water pump in the circulation loop and control the speed of this water pump through a control system to match the coolant flow rate of the water-medium retarder with its braking power. However, this leads to increased system complexity, increased energy consumption due to parasitic power losses of the water pump, and problems with lag in dynamic response. Utility Model Content

[0011] To address the technical problems of traditional water-medium retarders mentioned in the background section, this invention provides a novel water-medium retarder. The technical solution adopted by this invention is as follows:

[0012] A novel water-medium retarder includes a drive shaft connected in series with an engine crankshaft, a rotor impeller fixedly sleeved on the outer side of the drive shaft, and a stator impeller rotatably sleeved on the outer side of the drive shaft next to the rotor impeller.

[0013] The rotor impeller includes vortex blades, liquid outlet holes, and curved blades. Several vortex blades are arranged on the inner side of the rotor impeller near the stator impeller. Several liquid outlet holes are arranged between the vortex blades at the rotor impeller near the shaft center end. Several curved blades are arranged between the liquid outlet holes on the outer side of the rotor impeller.

[0014] The stator impeller includes spacer blades, a stator impeller inlet groove, an inlet, and a mounting groove. A plurality of spacer blades are arranged on the inner side of the stator impeller near the rotor impeller. The stator impeller inlet groove is located on the outer end face of the stator impeller, and a plurality of inlets are provided on the stator impeller inlet groove. The inlets penetrate the stator impeller and the spacer blades. A plurality of mounting grooves are provided on the side of the stator impeller, and a turbulence-disrupting column assembly is fixedly installed within the mounting groove. The turbulence-disrupting column assembly is used to disturb and disrupt the air vortex field between the rotor impeller and the stator impeller, reducing idling losses. The top end face of the turbulence-disrupting column assembly is a curved surface consistent with the geometric relationship of the flow field cavity of the stator impeller.

[0015] Furthermore, the turbulence column assembly includes a stroke cylinder, which is sleeved within the mounting groove. A turbulence column base fixedly disposed at the bottom of the stroke cylinder is fixedly connected to one end of a spring, and a stroke rod is fixedly connected to the other end of the spring. The stroke rod passes through the top cover at the top of the stroke cylinder and is fixedly connected to a turbulence column top block. The top of the turbulence column top block is configured as a curved surface consistent with the geometric relationship of the flow field cavity of the stator impeller. The stator impeller on one side of the mounting groove is also provided with a pressure guiding channel, which connects the flow field of the stator impeller and the interior of the stroke cylinder.

[0016] Furthermore, the stator impeller also includes a stator impeller vent hole and a residual liquid discharge port. The stator impeller vent hole is provided on the outer end face of the stator impeller and penetrates the stator impeller and the spacer blades. Several residual liquid discharge ports are provided in the stator impeller inlet groove near the stator impeller vent hole and penetrate the stator impeller.

[0017] Furthermore, the rotor impeller also includes flange fastening threaded holes and connecting holes, and a plurality of the flange fastening threaded holes and a plurality of the connecting holes are arranged in an array near the shaft end of the rotor impeller.

[0018] Furthermore, a rotor housing is fixedly installed on the outer side of the rotor impeller, and a stator housing is fixedly installed on the outer side of the stator impeller, with the rotor housing abutting against the stator impeller.

[0019] Furthermore, the stator housing includes a coolant inlet and a stator housing inlet groove. An electrically controlled valve for controlling the water medium transport is fixedly installed at the coolant inlet. The stator housing inlet groove is provided on the inner side of the stator housing near the stator impeller. The coolant inlet is connected to the stator housing inlet groove. The stator housing inlet groove and the stator impeller inlet groove are assembled to form an inlet chamber. A stator housing vent is also provided on the outer end face of the stator housing. The stator housing vent is connected to the stator impeller vent. A gas-liquid separation valve is fixedly installed at the stator housing vent on the outer side of the stator housing.

[0020] Furthermore, the rotor housing includes an inner groove and a coolant outlet. The inner groove is provided on the rotor housing near the rotor impeller. The coolant outlet communicates with the inner groove. A one-way valve is fixedly installed at the coolant outlet. The inner groove is assembled with the outer surface of the rotor impeller to form a drain chamber.

[0021] Furthermore, a rotor cover expansion ring is provided at the connection between the outer surface of the drive shaft and the rotor housing, and a rotor lip seal ring is provided on the rotor housing outside the rotor cover expansion ring. The rotor lip seal ring is fixed based on the rotor seal ring pressure plate, and the seal ring pressure plate bolts fix the rotor seal ring pressure plate to the outside of the rotor housing.

[0022] Furthermore, a stator expansion ring is provided at the connection between the outer surface of the drive shaft and the stator impeller. A bearing is provided outside the stator expansion ring. The inner ring of the bearing is sleeved with the outer surface of the drive shaft, and the outer ring of the bearing is sleeved with the inner surface of the stator impeller. A bearing retaining ring for limiting the bearing is provided on the inner surface of the stator housing outside the bearing. The bearing retaining ring is fixedly sleeved on the drive shaft. A stator lip seal is abutted on the outer surface of the bearing retaining ring. Stator housing bolts on the outer side of the stator housing fix the stator housing to the outside of the stator impeller.

[0023] Furthermore, the rotor impeller is fixedly connected to the drive shaft by flange bolts, and a plurality of stator impeller bolts are provided on the outer surface of the stator impeller, which are used to fix the stator impeller to the rotor housing.

[0024] This utility model discloses a novel water-medium retarder, which has at least one of the following beneficial effects:

[0025] 1. By adopting a curved surface design for the top of the turbulence column assembly, and designing the stroke rod as a square, and designing the guide groove inside the top cover as a square structure, it can achieve the effect of not damaging the braking flow field, but disturbing and disrupting the air flow field, while also effectively preventing the rotation of the turbulence column end face, thereby ensuring the turbulence stability of the turbulence column end face. Furthermore, by setting a pressure guiding channel to increase the structure of dual pressure action mode, it has the advantage of fast response speed of the turbulence column.

[0026] 2. Based on the vortex trajectory diagram of the water medium retarder, this invention evenly distributes the liquid outlets of the stator and rotor impeller working chambers on the rotor impeller. The coolant is thrown out from the braking vortex field with a certain centrifugal force. Simultaneously, this invention features curved blades on the outer side of the rotor impeller. As the curved blades rotate, the coolant moves radially from the impeller center to the outer periphery under the action of inertial centrifugal force, increasing both the flow velocity and flow rate. The higher the rotor impeller speed, the faster the flow velocity and the greater the flow rate; conversely, the lower the rotor impeller speed, the lower the flow velocity and the smaller the flow rate. This achieves adaptive adjustment of the water flow rate of the water medium retarder in relation to its braking power.

[0027] 3. This utility model adds curved blades to the outside of the rotor impeller. As the curved blades rotate, the coolant moves radially from the center of the impeller to the outer periphery under the action of inertial centrifugal force, thereby forming a low-pressure zone in the area of ​​the curved blades near the central axis. This low-pressure zone is directly connected to the front end of the rotor lip seal on the rotor impeller side. A connecting hole is designed on the flange face of the drive shaft and the flange face of the rotor impeller to connect the front end of the stator lip seal on the stator impeller side to the low-pressure zone. This reduces the sealing pressure of the lip seals on both sides (rotor impeller side and stator impeller side) of the water medium retarder, thereby solving the technical problem of high-pressure dynamic seal failure of the water medium retarder under high braking power conditions.

[0028] 4. This utility model solves the technical defect of residual vortex loss caused by residual coolant after brake unloading by adding a residual liquid discharge port in the spacer cavity of some blades of the stator impeller.

[0029] 5. This utility model optimizes the structural design of the water medium retarder by externally placing the turbulence column assembly and using a threaded connection to install it into the mounting groove of the stator impeller. This eliminates the need to disassemble the mechanical assembly of the water medium retarder, making it easier to inspect and maintain the turbulence column assembly.

[0030] 6. This utility model designs the coolant outlet on the rotor housing. By removing the fastening bolts on the stator impeller and the rotor housing, the rotor housing can be rotated at a certain angle, thereby meeting the installation angle requirements of coolant inlet and coolant outlet of different manufacturers. This solves the defect of traditional water medium retarder where the installation angle of coolant inlet and outlet water channels in complex engine compartments is not adjustable. Attached Figure Description

[0031] Figure 1 This is a three-dimensional structural diagram of a novel water medium retarder according to the present invention;

[0032] Figure 2 This is a schematic diagram of the first cross-sectional structure of a novel water medium retarder according to the present invention;

[0033] Figure 3 This is a schematic diagram of the second cross-sectional structure of a novel water medium retarder according to the present invention;

[0034] Figure 4 This is a three-dimensional structural diagram of a turbulence column assembly for a novel water medium retarder according to this utility model;

[0035] Figure 5 This is a schematic diagram of the turbulence column assembly of a novel water medium retarder in the pop-up state according to this utility model;

[0036] Figure 6 This is a schematic diagram of the first structure of the stator impeller of a novel water medium retarder according to this utility model;

[0037] Figure 7 This is a schematic diagram of the second structure of the stator impeller of a novel water medium retarder according to this utility model;

[0038] Figure 8 This is a schematic diagram of the first structure of the rotor impeller of a novel water medium retarder according to the present invention;

[0039] Figure 9 This is a schematic diagram of the second structure of the rotor impeller of a novel water medium retarder according to the present invention;

[0040] Figure 10 This is a schematic diagram of the stator housing of a novel water medium retarder according to this utility model;

[0041] Figure 11 This is a schematic diagram of the rotor housing of a novel water-medium retarder according to this utility model.

[0042] The components include: 1. Rotor impeller; 2. Rotor housing; 3. Sealing ring pressure plate bolts; 4. Drive shaft; 5. Rotor cover expansion ring; 6. Rotor sealing ring pressure plate; 7. Rotor lip seal; 8. Stator impeller; 9. Stator housing; 10. Bearing outer ring; 11. Stator lip seal; 12. Bearing retaining ring; 13. Bearing inner ring; 14. Stator housing bolts; 15. Stator expansion ring; 16. Flange bolts; 17. Stator impeller bolts; 18. Turbulence column assembly; 19. Electrically controlled valve; 20. Gas-liquid separator valve; 21. Check valve; 101. Vortex blades; 102. Liquid outlet hole; 10 3. Curved blades; 104. Flange fastening threaded hole; 105. Connecting hole; 201. Inner groove; 202. Coolant outlet; 801. Spacer blades; 802. Stator impeller inlet groove; 803. Inlet; 804. Stator impeller vent hole; 805. Mounting groove; 806. Residual liquid discharge port; 901. Coolant inlet; 902. Stator housing inlet groove; 903. Stator housing vent hole; 181. Stroke cylinder; 182. Baffle column base; 183. Spring; 184. Top cover; 185. Stroke rod; 186. Baffle column top block; 187. Pressure guiding channel. Detailed Implementation

[0043] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0044] As attached Figure 1-11As shown, this utility model discloses a novel water medium retarder, including a drive shaft 4 connected in series with the engine crankshaft, a rotor impeller 1 fixedly sleeved on the outer side of the drive shaft 4, and a stator impeller 8 rotatably sleeved on the outer side of the drive shaft 4 next to the rotor impeller 1.

[0045] The rotor impeller 1 includes vortex blades 101, liquid outlet holes 102, and curved blades 103. The rotor impeller 1 has a plurality of vortex blades 101 arranged on the inner side near the stator impeller 8. The rotor impeller 1 has a plurality of liquid outlet holes 102 arranged between the vortex blades 101 at the shaft end. The rotor impeller 1 has a plurality of curved blades 103 arranged between the liquid outlet holes 102 on the outer side.

[0046] The stator impeller 8 includes spacer blades 801, a stator impeller inlet groove 802, an inlet 803, and a mounting groove 805. The stator impeller 8 has a plurality of spacer blades 801 on its inner side near the rotor impeller 1. The stator impeller inlet groove 802 is provided on the outer end face of the stator impeller 8. The stator impeller inlet groove 802 is provided with a plurality of inlets 803. The inlets 803 penetrate the stator impeller 8 and the spacer blades 801. The stator impeller 8 has a plurality of mounting grooves 805 on its side. A turbulence column assembly 18 (not shown in the figure) is fixedly installed in the mounting groove 805. The turbulence column assembly 18 is used to disturb and destroy the air vortex field between the rotor impeller 1 and the stator impeller 8 to reduce idling loss. The top end face of the turbulence column assembly 18 is set as a curved surface consistent with the geometric relationship of the flow field cavity of the stator impeller 8.

[0047] In this embodiment, the rotor impeller 1 and the stator impeller 8 are assembled to form a working chamber. When the water medium retarder is in the retarding braking working state, the coolant, which serves as the working medium, is transported from the vehicle's cooling system to the stator impeller inlet groove 802 of the stator impeller 8. Under continuous pressure, the coolant enters the working chamber through the inlet 803 in the stator impeller inlet groove 802. Driven by the drive shaft 4 connected in series with the engine crankshaft, the rotor impeller 1 rotates synchronously. Driven by the rotor impeller 1, the coolant undergoes a vortex loss pressurization motion from the central area of ​​the working chamber to the outer area, converting the mechanical energy of the rotor impeller 1 into the heat energy of the coolant. The pressure energy is used to reduce the speed of the drive shaft 4, thereby achieving the purpose of slowing down. At the same time, the top of the turbulence column assembly 18 in the working chamber is compressed into the mounting groove 805 under the action of the flow field pressure, so that the curved surface of the top of the turbulence column top block 186 is smoothly connected with the working chamber, thereby avoiding the influence of the turbulence column assembly 18 on the vortex loss pressurization motion of the coolant. After the coolant undergoes vortex loss pressurization motion in the working chamber, the coolant is thrown out to the outside of the rotor impeller 1 along the evenly distributed outlet holes 102, and undergoes centrifugal motion under the rotation of the curved blades 103. After the next step of collection and return, it finally flows back completely to the vehicle cooling system for heat dissipation and cooling. The curved surface design of the top of the turbulence column assembly 18 in this application achieves the effect of not damaging the braking flow field in the slow braking working state, while disturbing and damaging the air flow field in the non-slow braking working state. This improves the intensity of vortex loss boosting motion in the slow braking working state, and also achieves the effect of the turbulence column assembly 18 disturbing and damaging the air flow field when the retarder is in the non-slow braking working state, thereby reducing idling loss.

[0048] In one embodiment, the turbulence column assembly 18 includes a stroke cylinder 181, which is sleeved within the mounting groove 805. A turbulence column base 182 fixedly disposed at the bottom of the stroke cylinder 181 is fixedly connected to one end of a spring 183, and the other end of the spring 183 is fixedly connected to a stroke rod 185. The stroke rod 185 passes through the top cover 184 at the top of the stroke cylinder 181 and is fixedly connected to a turbulence column top block 186. The top of the turbulence column top block 186 is configured as a curved surface consistent with the geometric relationship of the flow field cavity of the stator impeller 8. The stator impeller 8 on one side of the mounting groove 805 is also provided with a pressure guiding channel 187, which connects the flow field of the stator impeller 8 and the interior of the stroke cylinder 181.

[0049] In this embodiment, the stroke rod 185 is square, and the guide groove inside the top cover 184 is also square. During non-retarded braking operation, the air vortex loss flow field within the working chamber exerts a flow field impact force on the top of the turbulence column. The high-pressure airflow pressure experienced by the bottom plunger of the stroke rod 185 The sum of the forces is less than the spring force of spring 183. At this time, the turbulence column assembly 18 is in the popped-up state. Spring 183 pops up the top block 186 of the turbulence column, causing the top of the top block 186 of the turbulence column to extend beyond the mounting groove 805 into the working chamber. This causes the air vortex loss flow field in the working chamber to be disturbed and disrupted by the top block 186 of the turbulence column, thereby reducing the idling loss of the rotor impeller 1 in the non-deceleration braking working state. When the deceleration braking working state is activated, the flow field impact force exerted by the coolant vortex loss flow field in the working chamber on the top of the turbulence column is... The high-pressure airflow pressure experienced by the bottom plunger of the stroke rod 185 The sum of the forces is greater than the elastic force of spring 183. At this time, the turbulence column assembly 18 is in a state of extreme compression, that is, the top block 186 of the turbulence column is completely retracted into the mounting groove 805, and the top curved surface of the top block 186 of the turbulence column is smoothly connected to the flow field cavity of the stator impeller 8. At this time, the turbulence column assembly 18 will not cause disturbance or damage to the braking flow field, thus solving the problem that the top protrusion of the traditional turbulence column still damages the braking flow field and reduces the braking torque.

[0050] In one embodiment, the stator impeller 8 further includes a stator impeller vent hole 804 and a residual liquid discharge port 806. The stator impeller vent hole 804 is provided on the outer end face of the stator impeller 8, and the stator impeller vent hole 804 penetrates the stator impeller 8 and the spacer blade 801. A plurality of residual liquid discharge ports 806 are provided in the stator impeller inlet groove 802 near the stator impeller vent hole 804, and the residual liquid discharge ports 806 penetrate the stator impeller 8.

[0051] In this embodiment, the stator impeller vent 804 is used to expel air from the working chamber when coolant is delivered to the working chamber, increasing the coolant capacity while preventing air from affecting the intensity of the coolant vortex erosion and pressurization motion. The residual liquid discharge port 806 is used to collect the residual coolant in the stator impeller 8 during slow braking and unloading. When the coolant is delivered to the working chamber, most of the coolant enters the working chamber through the inlet 803 in the stator impeller inlet groove 802, while a small amount of coolant enters the working chamber through the residual liquid discharge port 806 via the stator impeller inlet groove 802.

[0052] In one embodiment, the rotor impeller 1 further includes a flange fastening threaded hole 104 and a connecting hole 105, and a plurality of the flange fastening threaded holes 104 and a plurality of the connecting holes 105 are arranged in an array near the shaft end of the rotor impeller 1.

[0053] In this embodiment, the flange fastening threaded hole 104 is used to fix the rotor impeller 1 and the drive shaft 4 with the flange, thereby realizing that the drive shaft 4 drives the rotor impeller 1 to rotate synchronously. As the curved blade 103 on the outside of the rotor impeller 1 rotates, the coolant moves radially from the center of the rotor impeller 1 to the outer periphery under the action of inertial centrifugal force, thereby forming a low-pressure area in the area of ​​the curved blade 103 near the central axis. This low-pressure area is directly connected to the front end of the rotor lip seal 7 on the rotor impeller 1 side. The connecting hole 105 is used to connect the front end of the stator lip seal 11 on the stator impeller 8 side with the low-pressure area, thereby reducing the sealing pressure of the lip seals on both sides of the water medium retarder (rotor impeller 1 side and stator impeller 8 side).

[0054] In one embodiment, a rotor housing 2 is fixedly installed on the outer side of the rotor impeller 1, and a stator housing 9 is fixedly installed on the outer side of the stator impeller 8, with the rotor housing 2 abutting against the stator impeller 8.

[0055] In this embodiment, by abutting the rotor housing 2 against the stator impeller 8, the coolant in the working chamber is ensured not to leak out, and the rotor impeller 1 is ensured to have a certain rotation space within the rotor housing 2.

[0056] In one embodiment, the stator housing 9 includes a coolant inlet 901 and a stator housing inlet groove 902. An electrically controlled valve 19 for controlling the transport of water medium is fixedly installed at the coolant inlet 901. The stator housing inlet groove 902 is provided on the inner side of the stator housing 9 near the stator impeller 8. The coolant inlet 901 communicates with the stator housing inlet groove 902. The stator housing inlet groove 902 and the stator impeller inlet groove 802 are assembled to form an inlet chamber. A stator housing vent 903 is also provided on the outer end face of the stator housing 9. The stator housing vent 903 communicates with the stator impeller vent 804. A gas-liquid separation valve 20 is fixedly installed at the stator housing vent 903 on the outer side of the stator housing 9.

[0057] In this embodiment, an electrically controlled valve 19 is fixedly installed at the coolant inlet 901. The electrically controlled valve 19 controls the coolant to enter the inlet chamber. The coolant then enters the working chamber from the inlet chamber through the inlet port 803. After the coolant enters the working chamber, the air in the working chamber enters the stator impeller exhaust port 804 under pressure, and enters the gas-liquid separation valve 20 through the stator impeller exhaust port 804 and the stator housing exhaust port 903. The separated air is then discharged to the outside through the gas-liquid separation valve 20.

[0058] In one embodiment, the rotor housing 2 includes an inner groove 201 and a coolant outlet 202. The inner groove 201 is provided on the side of the rotor housing 2 near the rotor impeller 1. The coolant outlet 202 communicates with the inner groove 201. A one-way valve 21 is fixedly installed at the coolant outlet 202. The inner groove 201 is assembled with the outer surface of the rotor impeller 1 to form a drain chamber.

[0059] In this embodiment, the curved blades 103 of the rotor impeller 1 rotate synchronously in the drain chamber formed by the inner groove 201 and the rotor impeller 1. When the water medium retarder is in the slow braking working state, the coolant after undergoing vortex loss and pressurization motion in the working chamber flows along the outlet hole 102 to the outside of the rotor impeller 1. Then, under the drive of the curved blades 103, it undergoes centrifugal pressurization motion. Finally, the coolant with a certain amount of thermal energy and pressure energy is thrown out of the coolant outlet 202 and flows back to the vehicle cooling system through the one-way valve 21.

[0060] Curved blades 103 are added to the back of the rotor impeller 1. As the curved blades 103 rotate, the coolant moves radially from the center of the impeller to the outer periphery under the action of inertial centrifugal force, thereby gaining energy and increasing both the flow velocity and flow rate. The higher the rotational speed of the rotor impeller 1, the faster the flow velocity and the greater the flow rate; the lower the rotational speed of the rotor impeller 1, the lower the flow velocity and the smaller the flow rate. This achieves adaptive adjustment of the water flow rate and braking power of the water medium retarder.

[0061] As the curved blade 103 rotates, the coolant, under the action of inertial centrifugal force, moves radially outward from the center of the rotor impeller 1, thus forming a low-pressure zone in the area of ​​the curved blade 103 near the central axis. This low-pressure zone is directly connected to the front end of the rotor lip seal 7, and through the connecting holes 105 designed on the flange face of the drive shaft 4 and the flange face of the rotor impeller 1, the front end of the stator lip seal 11 on the stator impeller 8 side is connected to the low-pressure zone. This reduces the sealing pressure of the lip seals on both sides of the water medium retarder, thereby solving the technical problem of high-pressure dynamic seal failure caused by the water medium retarder under high braking power conditions.

[0062] In one embodiment, a rotor cover expansion ring 5 is provided at the connection between the outer surface of the drive shaft 4 and the rotor housing 2. A rotor lip seal ring 7 is provided on the rotor housing 2 outside the rotor cover expansion ring 5. The rotor lip seal ring 7 is fixed based on the rotor seal ring pressure plate 6. The seal ring pressure plate bolt 3 fixes the rotor seal ring pressure plate 6 to the outside of the rotor housing 2.

[0063] In this embodiment, the rotor cover expansion ring 5 provides an initial dynamic seal between the outer surface of the drive shaft 4 and the rotor housing 2. The rotor lip seal 7 achieves a secondary dynamic seal primarily by deforming its lip under hydraulic pressure, causing the lip to press tightly against the outer surface of the drive shaft 4. The combined action of the initial dynamic seal of the rotor cover expansion ring 5 and the secondary dynamic seal of the rotor lip seal 7 prevents coolant leakage. The rotor seal pressure plate 6 serves as a mechanical support, ensuring the stability of the dynamic seal of the rotor lip seal 7.

[0064] In one embodiment, a stator expansion ring 15 is provided at the connection between the outer surface of the drive shaft 4 and the stator impeller 8. A bearing is provided on the outer side of the stator expansion ring 15. The inner ring 13 of the bearing is sleeved with the outer surface of the drive shaft 4, and the outer ring 10 of the bearing is sleeved with the inner surface of the stator impeller 8. A bearing retaining ring 12 for limiting the bearing is provided on the inner surface of the stator housing 9 outside the bearing. The bearing retaining ring 12 is fixedly sleeved on the drive shaft 4. A stator lip seal 11 is abutted on the outer surface of the bearing retaining ring 12. The stator housing bolts 14 on the outer side of the stator housing 9 fix the stator housing 9 to the outside of the stator impeller 8.

[0065] In this embodiment, the stator expansion ring 15 has the same function as the rotor cover expansion ring 5, both of which are used to perform the initial dynamic seal of the internal space. The bearing is used to assist the connection between the stator impeller 8 and the drive shaft 4, and can keep the stator impeller 8 fixed while the drive shaft 4 rotates. The bearing retaining ring 12 is used to limit and fix the bearing inner ring 13. The stator lip seal ring 11 is also used for secondary dynamic sealing to prevent the coolant from leaking out.

[0066] In one embodiment, the rotor impeller 1 is fixedly connected to the drive shaft 4 based on flange bolts 16, and a plurality of stator impeller bolts 17 are provided on the outer surface of the stator impeller 8, which are fixedly connected to the stator impeller 8 and the rotor housing 2.

[0067] In this embodiment, the drive shaft 4 drives the rotor impeller 1 to rotate synchronously through the flange bolts 16, and the cavity formed by the stator impeller 8 and the rotor housing 2 facilitates the rotation of the rotor impeller 1.

[0068] The specific implementation method of this novel water-medium retarder is as follows:

[0069] Example 1: When the novel water-medium retarder of this invention is in an idling state, i.e., a non-retardant braking working state, under the control of the vehicle ECU, the electronic control valve 19 is in a closed state. The coolant in the vehicle's cooling system does not enter the interior of the novel water-medium retarder. Therefore, the working medium inside the water-medium retarder is air. The rotor impeller 1 rotates under the drive of the drive shaft 4, and the air inside the water-medium retarder generates air vortex losses under the drive of the rotor impeller 1. At this time, the top block 186 of the turbulence column is subjected to the flow field impact force. The high-pressure airflow generated by the pressure guiding channel 187 at the bottom of the stroke rod 185 is compared with the pressure of the airflow in the high-pressure zone. The sum of the forces is less than the elastic force of spring 183, so the top block 186 of the turbulence column is in a popped-up state and remains there. In this way, the top block 186 of the turbulence column disrupts the air vortex field, thereby reducing the loss of air vortex.

[0070] Example 2: When the novel water-medium retarder of this utility model is in the retarding braking working state, under the control of the vehicle ECU, the electronic control valve 19 is in the open state. The coolant in the vehicle's cooling system enters the inlet chamber formed by the stator housing inlet groove 902 and the stator impeller inlet groove 802 of the stator housing 9 through the coolant inlet 901 equipped with the electronic control valve 19, and enters the working chamber formed by the stator impeller 8 and the rotor impeller 1 through the inlet 803. At this time, the air in the working chamber is discharged from the stator impeller exhaust hole 804 and the stator housing exhaust hole 903, and finally discharged to the outside through the gas-liquid separation valve 20. After the coolant enters the working chamber, under the drive of the rotor impeller 1, the coolant undergoes vortex loss pressurization motion from the central area of ​​the working chamber to the outer area, and converts the mechanical energy of the rotor impeller 1 into the thermal energy and pressure energy of the coolant. At this time, the top block 186 of the turbulence column is subjected to the flow field impact force. The high-pressure airflow generated by the pressure guiding channel 187 at the bottom of the stroke rod 185 is compared with the pressure of the airflow in the high-pressure zone. The sum of the forces is greater than the elastic force of spring 183, so the top block 186 of the turbulence column is in a state of extreme compression and remains there. That is, the top of the curved surface of the top block 186 of the turbulence column smoothly contacts the inner cavity of the flow field of the stator impeller 8. Therefore, the turbulence column assembly 18 will not cause disturbance or damage to the coolant flow field. After the coolant undergoes vortex loss and pressurization motion in the working chamber, it moves along the evenly distributed outlet holes 102 to the drain chamber formed by the outer side of the rotor impeller 1 and the inner groove 201 of the rotor housing 2. In the drain chamber, the coolant undergoes centrifugal pressurization motion driven by the curved blades 103, and finally flows back from the coolant outlet 202 to the vehicle cooling system through the one-way valve 21 for heat dissipation and cooling.

[0071] Example 3: When the novel water-medium retarder of this utility model is in the slow braking unloading state, under the control of the vehicle ECU, the electronic control valve 19 switches from the open state to the closed state. The coolant in the inlet chamber exhibits a "only out, no in" phenomenon. At the same time, the coolant in the working chamber continuously undergoes vortex loss pressurization motion. Most of the coolant continuously flows back to the vehicle's cooling system, and a small amount of coolant flows back along the residual liquid drain port 806 of the stator impeller 8 to the inlet chamber between the stator housing 9 and the stator impeller 8. As the amount of coolant undergoing vortex loss pressurization motion in the working chamber continuously decreases, until finally there is no coolant undergoing vortex loss pressurization motion in the working chamber, the water-medium retarder enters the idling state of Example 1.

Claims

1. A novel water medium retarder characterized in that: It includes a drive shaft (4) connected in series with the engine crankshaft, a rotor impeller (1) is fixedly sleeved on the outer side of the drive shaft (4), and a stator impeller (8) is rotatably sleeved on the outer side of the drive shaft (4) next to the rotor impeller (1). The rotor impeller (1) includes vortex blades (101), liquid outlet holes (102), and curved blades (103). The rotor impeller (1) is provided with a plurality of vortex blades (101) on the inner side near the stator impeller (8). The rotor impeller (1) is provided with a plurality of liquid outlet holes (102) near the shaft center end between the vortex blades (101). The rotor impeller (1) is provided with a plurality of curved blades (103) between the liquid outlet holes (102) on the outer side of the rotor impeller (1). The stator impeller (8) includes spacer blades (801), a stator impeller inlet groove (802), an inlet (803), and a mounting groove (805). A plurality of spacer blades (801) are arranged on the inner side of the stator impeller (8) near the rotor impeller (1). The stator impeller inlet groove (802) is arranged on the outer end face of the stator impeller (8). A plurality of inlets (803) are arranged on the stator impeller inlet groove (802). The inlets (803) penetrate... The stator impeller (8) and the spacer blades (801) are connected. A plurality of mounting grooves (805) are provided on the side of the stator impeller (8). A turbulence column assembly (18) is fixedly installed in the mounting groove (805). The turbulence column assembly (18) is used to disturb and destroy the air vortex field between the rotor impeller (1) and the stator impeller (8). The top end face of the turbulence column assembly (18) is set as a curved surface that is consistent with the geometric relationship of the flow field cavity of the stator impeller (8).

2. A novel water medium retarder as claimed in claim 1, wherein: The turbulence column assembly (18) includes a stroke cylinder (181), which is sleeved in the mounting groove (805). A turbulence column base (182) fixedly disposed at the bottom of the stroke cylinder (181) is fixedly connected to one end of a spring (183), and the other end of the spring (183) is fixedly connected to a stroke rod (185). The stroke rod (185) passes through the top cover (184) at the top of the stroke cylinder (181) and is fixedly connected to a turbulence column top block (186). The top of the turbulence column top block (186) is set as a curved surface that is consistent with the geometric relationship of the flow field cavity of the stator impeller (8). The stator impeller (8) on one side of the mounting groove (805) is also provided with a pressure guiding channel (187), which connects the flow field of the stator impeller (8) and the interior of the stroke cylinder (181).

3. The novel water-medium retarder according to claim 1, characterized in that: The stator impeller (8) also includes a stator impeller vent hole (804) and a residual liquid discharge port (806). The stator impeller (8) is provided with the stator impeller vent hole (804) on its outer end face. The stator impeller vent hole (804) penetrates the rotor impeller (1) and the spacer blade (801). A plurality of residual liquid discharge ports (806) are provided in the stator impeller inlet groove (802) near the stator impeller vent hole (804). The residual liquid discharge ports (806) penetrate the stator impeller (8).

4. A novel water-medium retarder according to claim 1, characterized in that: The rotor impeller (1) also includes flange fastening threaded holes (104) and connecting holes (105). The rotor impeller (1) has a plurality of flange fastening threaded holes (104) and a plurality of connecting holes (105) arranged in an array near the shaft center end.

5. A novel water-medium retarder according to any one of claims 1-3, characterized in that: A rotor housing (2) is fixedly installed on the outside of the rotor impeller (1), and a stator housing (9) is fixedly installed on the outside of the stator impeller (8). The rotor housing (2) abuts against the stator impeller (8).

6. A novel water-medium retarder according to claim 5, characterized in that: The stator housing (9) includes a coolant inlet (901) and a stator housing inlet groove (902). An electrically controlled valve (19) for controlling the transport of water medium is fixedly installed at the coolant inlet (901). The stator housing inlet groove (902) is provided on the inner side of the stator housing (9) near the stator impeller (8). The coolant inlet (901) is connected to the stator housing inlet groove (902). The stator housing inlet groove (902) and the stator impeller inlet groove (802) are assembled to form an inlet chamber. A stator housing exhaust hole (903) is also provided on the outer end face of the stator housing (9). The stator housing exhaust hole (903) is connected to the stator impeller exhaust hole (804). A gas-liquid separation valve (20) is fixedly installed at the stator housing exhaust hole (903) on the outer side of the stator housing (9).

7. A novel water-medium retarder according to claim 5, characterized in that: The rotor housing (2) includes an inner groove (201) and a coolant outlet (202). The inner groove (201) is provided on the side of the rotor housing (2) near the rotor impeller (1). The coolant outlet (202) is connected to the inner groove (201). A one-way valve (21) is fixedly installed at the coolant outlet (202). The inner groove (201) and the outer surface of the rotor impeller (1) are assembled to form a drain chamber.

8. A novel water-medium retarder according to claim 5, characterized in that: A rotor cover expansion ring (5) is provided at the connection between the outer surface of the drive shaft (4) and the rotor housing (2). A rotor lip seal ring (7) is provided on the rotor housing (2) outside the rotor cover expansion ring (5). The rotor lip seal ring (7) is fixed based on the rotor seal ring pressure plate (6). The seal ring pressure plate bolt (3) fixes the rotor seal ring pressure plate (6) to the outside of the rotor housing (2).

9. A novel water-medium retarder according to claim 8, characterized in that: A stator expansion ring (15) is provided at the connection between the outer surface of the drive shaft (4) and the stator impeller (8). A bearing is provided on the outer side of the stator expansion ring (15). The inner ring (13) of the bearing is sleeved with the outer surface of the drive shaft (4), and the outer ring (10) of the bearing is sleeved with the inner surface of the stator impeller (8). A bearing retaining ring (12) for limiting the bearing is provided on the inner surface of the stator housing (9) on the outer side of the bearing. The bearing retaining ring (12) is fixedly sleeved on the drive shaft (4). A stator lip seal (11) is abutted on the outer surface of the bearing retaining ring (12). The stator housing bolts (14) on the outer side of the stator housing (9) fix the stator housing (9) to the outside of the stator impeller (8).

10. A novel water-medium retarder according to claim 8, characterized in that: The rotor impeller (1) is fixedly connected to the drive shaft (4) based on flange bolts (16). The outer surface of the stator impeller (8) is provided with a plurality of stator impeller bolts (17), which are fixedly connected to the stator impeller (8) and the rotor housing (2).

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