An integrated hydraulic retarder

Abstract

The utility model discloses a kind of integrated hydraulic retarder is directly increased a cavity structure inside gearbox shell, cavity structure side is communicated with gearbox high-pressure oil cavity, other side is communicated with retarder front stator, retarder rear stator cavity, proportional solenoid valve is installed on retarder rear stator, proportional solenoid valve can be according to the size of opening of retarder internal pressure, temperature and brake pedal position to decide, to decide the flow rate of high-pressure oil of gearbox high-pressure oil cavity into retarder cavity. Cancel accumulator and its supporting parts, reduce cost. Reduce gearbox weight, realize further lightweight structure, eliminate the failure of fastening parts caused by vibration;Cancel accumulator and its fixed, supporting pipeline connecting piece, reduce the risk of gearbox oil leakage, rust. For the vehicle gearbox retarder without compressed air source, vehicle retarder can also participate in vehicle deceleration braking. Simplify structure while overall reliability is strong, suitable for large-scale use and promotion in industry.

Description

Technical Field

[0001] This utility model belongs to the field of gearbox retarders, specifically relating to an integrated hydraulic retarder. Background Technology

[0002] In the prior art, transmissions with retarders are equipped with an accumulator to increase the retarder's response sensitivity. One side of the accumulator is connected to the retarder's internal cavity, and the other side is connected to the vehicle's own compressed air source. The compressed air is switched on and off by a solenoid valve.

[0003] When the vehicle is driving normally, the solenoid valve is closed, and the side of the accumulator that connects to the retarder chamber is filled with oil. When the driver presses the brake pedal, the solenoid valve opens, and the vehicle's compressed air forces the oil in the accumulator chamber into the retarder chamber as quickly as possible, causing the retarder to generate resistance and reduce the vehicle speed.

[0004] This type of accumulator is heavy and needs to be suspended outside the transmission. The accumulator is like a cantilever beam relative to the transmission. There have been cases where vehicle vibration has caused the brackets that fix the accumulator to break, and in severe cases, the transmission housing has cracked. In addition, this type of accumulator also requires some oil pipes to connect the accumulator to the transmission. Some users in the market operate in environments with high humidity and high salt content for many years, and have reported that the brackets that fix the accumulator and the metal joints of the pipes connecting the accumulator have developed severe corrosion, and even leakage. Utility Model Content

[0005] The purpose of this invention is to provide an integrated hydraulic retarder to solve the problems of large weight and insufficient reliability of existing retarders.

[0006] To solve the above-mentioned technical problems, the present invention adopts the following technical solution: An integrated hydraulic retarder includes a gearbox housing and an output shaft; The rear part of the gearbox housing is coaxially and fixedly connected to the rear cover stator. A through hole is provided in the middle of the rear cover stator. One end of the output shaft is rotatably inserted into the gearbox housing through the through hole, and the other end is fixedly fitted with an output shaft flange. The output shaft flange is connected to the drive axle of the vehicle. The cavity formed between the interior of the rear cover stator and the side wall of the gearbox housing is the retarder cavity. The retarder front stator and the retarder rotor are coaxially arranged from front to back inside the retarder cavity. The retarder front stator and retarder rotor are both sleeved on the output shaft, and the gearbox housing is provided with a retarder oil tank at the bottom. The oil inlet of the retarder front stator and the oil outlet of the retarder oil tank are connected by a pipeline, and a solenoid valve is installed on the pipeline; the oil outlet of the retarder front stator is connected to the oil inlet of the retarder rotor. The solenoid valve is connected to the controller of the vehicle.

[0007] This utility model also has the following features: Furthermore, the solenoid valve is a proportional solenoid valve.

[0008] Furthermore, there is an annular space between the outer wall of the output shaft and the through hole of the rear cover stator.

[0009] Compared with the prior art, this utility model has the following technical effects: This utility model discloses an integrated hydraulic retarder that directly adds a cavity structure inside the gearbox housing. One side of the cavity structure communicates with the high-pressure oil chamber of the gearbox, and the other side communicates with the front stator and rear stator cavities of the retarder. A proportional solenoid valve is installed on the rear stator of the retarder. The proportional solenoid valve can determine the size of its opening based on the internal pressure and temperature of the retarder, as well as the position of the brake pedal, thereby determining the flow rate of high-pressure oil from the high-pressure oil chamber of the gearbox into the retarder cavity. When the vehicle is traveling at high speed, the power from the transmission is transmitted to the drive axle wheels via the output shaft and output flange. The retarder rotor is rigidly connected to the output shaft and output flange. When deceleration stops, the brake pedal is released, the controller no longer sends current commands to the solenoid valve, the solenoid valve closes, and the high-pressure oil in the accumulator storage chamber no longer enters the retarder chamber. The oil in the retarder chamber is discharged from the chamber by the centrifugal force of the retarder rotor, and no resistance is generated inside the retarder, thus the retarder's deceleration effect disappears.

[0010] Eliminating the accumulator and its associated components reduces costs. Reducing the gearbox weight allows for further lightweighting, eliminating vibration-induced failure of fasteners. Eliminating the accumulator and its mounting and piping connections also lowers the risk of gearbox oil leaks and rust. The gearbox retarder can also participate in vehicle deceleration and braking even in vehicles without a compressed air source. This simplified structure, combined with high overall reliability, makes it suitable for large-scale industrial use and widespread adoption. Attached Figure Description

[0011] Figure 1 This is an exploded view of the integrated hydraulic retarder of this utility model; Figure 2 This is a cross-sectional view of the integrated hydraulic retarder of this utility model; Figure 3 This is an external view of the integrated hydraulic retarder of this utility model; Figure 4 This is a cross-sectional view of the retarder oil tank of this utility model.

[0012] The meanings of the labels in the diagram are as follows: 1. Gearbox housing; 2. Output shaft; 3. Rear cover stator; 4. Output shaft flange; 5. Retarder cavity; 6. Retarder front stator; 7. Retarder rotor; 8. Retarder oil tank; 9. Solenoid valve. Detailed Implementation

[0013] It should be noted that, unless otherwise specified, all components in this utility model are known components in the prior art. For example, the proportional solenoid valve is a commonly known proportional solenoid valve.

[0014] The following are specific embodiments of the present invention. It should be noted that the present invention is not limited to the following specific embodiments. All equivalent modifications made based on the technical solutions of this application fall within the protection scope of the present invention.

[0015] like Figure 1-3 As shown, an integrated hydraulic retarder is characterized by comprising a gearbox housing 1 and an output shaft 2; The rear part of the gearbox housing 1 is coaxially fixedly connected to the rear cover stator 3. A through hole is provided in the middle of the rear cover stator 3. One end of the output shaft 2 is rotatably inserted into the inside of the gearbox housing 1 through the through hole, and the other end is fixedly fitted with an output shaft flange 4. The output shaft flange 4 is connected to the drive axle of the vehicle. The cavity formed between the interior of the rear cover stator 3 and the side wall of the gearbox housing 1 is the retarder cavity 5. The retarder front stator 6 and the retarder rotor 7 are coaxially arranged from front to back inside the retarder cavity 5. Both the front stator 6 and the retarder rotor 7 are mounted on the output shaft 2, and the lower part of the gearbox housing 1 is provided with a retarder oil tank 8. The oil inlet of the front stator 6 of the retarder is connected to the oil outlet of the oil tank 8 of the retarder through a pipeline, and a solenoid valve 9 is installed on the pipeline; the oil outlet of the front stator 6 of the retarder is connected to the oil inlet of the rotor 7 of the retarder. The solenoid valve is connected to the vehicle's controller.

[0016] Specifically, there is an annular space between the outer wall of the output shaft 2 and the through hole of the rear cover stator 3.

[0017] Specifically, solenoid valve 9 is a proportional solenoid valve.

[0018] When the integrated hydraulic retarder is working, the high-pressure oil generated by the oil pump of the vehicle enters the retarder oil tank 8, so that there is always high-pressure oil in the retarder oil tank 8 during operation.

[0019] When the vehicle is traveling at high speed, the power of the transmission is transmitted to the drive axle wheels via the output shaft and output flange 3. The retarder rotor 7 is rigidly connected to the output shaft 2 and output shaft flange 4.

[0020] When a vehicle traveling at high speed needs to slow down or stop, the driver presses the brake pedal. After receiving the brake pedal position information, the vehicle controller converts the brake pedal position information into a current command to control the opening size of the proportional solenoid valve, and transmits it to the proportional solenoid valve. The proportional solenoid valve then opens or closes accordingly based on the current command.

[0021] When the proportional solenoid valve is opened, the high-pressure oil in the accumulator storage chamber passes through the oil inlet of the retarder front stator 6 and the oil inlet of the retarder rotor 7, and finally enters the retarder cavity 5, forming resistance on the high-speed rotating retarder rotor 7, thereby slowing down the entire vehicle.

[0022] When the deceleration process stops, the brake pedal is released, the vehicle controller no longer sends current commands to the proportional solenoid valve, the solenoid valve closes, the high-pressure oil in the accumulator oil storage chamber no longer enters the retarder chamber, the oil in the retarder chamber 5 is discharged by the centrifugal force of the retarder rotor 7, no longer generating internal resistance, and the deceleration effect disappears.

[0023] This embodiment eliminates the accumulator and its associated components, reducing costs. It also reduces the weight of the transmission, achieving a further lightweight structure and eliminating vibration-induced failure of fasteners. Eliminating the accumulator and its mounting and piping connections reduces the risk of transmission oil leaks and rust. Furthermore, the transmission retarder can participate in vehicle deceleration and braking even in vehicles without a compressed air source.

Claims

1. An integrated hydraulic retarder, characterized in that, Includes gearbox housing (1) and output shaft (2); The rear part of the gearbox housing (1) is coaxially fixedly connected to the rear cover stator (3). The rear cover stator (3) has a through hole in the middle. One end of the output shaft (2) is rotatably inserted into the gearbox housing (1) through the through hole, and the other end is fixedly fitted with an output shaft flange (4). The output shaft flange (4) is connected to the drive axle of the vehicle. The cavity formed between the interior of the rear cover stator (3) and the side wall of the gearbox housing (1) is the retarder cavity (5). The retarder cavity (5) is coaxially arranged from front to back with the retarder front stator (6) and the retarder rotor (7). The retarder front stator (6) and the retarder rotor (7) are both sleeved on the output shaft (2), and the gearbox housing (1) is provided with a retarder oil tank (8) at the bottom. The oil inlet of the front stator (6) of the retarder is connected to the oil outlet of the oil tank (8) of the retarder through a pipeline, and a solenoid valve (9) is installed on the pipeline; the oil outlet of the front stator (6) of the retarder is connected to the oil inlet of the retarder rotor (7). The solenoid valve is connected to the controller of the vehicle.

2. The integrated hydraulic retarder as described in claim 1, characterized in that, The solenoid valve (9) is a proportional solenoid valve.

3. The integrated hydraulic retarder as described in claim 1, characterized in that, There is an annular space between the outer wall of the output shaft (2) and the through hole of the rear cover stator (3).

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