Retarderanordnung

Abstract

Arrangement of a retarder on a vehicle with a chassis (1) which at least partially consists of a backbone-like support tube, which in turn consists of at least one hollow support body and an axle distribution gearbox (2) in which a drive force transmission device and a connecting shaft (13) are arranged, wherein the retarder (4) is connected to the support tube via a transmission device which consists of a gearbox (3) of the retarder (4) whose housing carries a drive gear (10) on the drive shaft (9) which engages with an output gear (11) arranged on the drive shaft (12), characterized in that the drive gear (10) and the output gear (11) are helical.

Description

Technical area

[0001] The technical solution concerns the arrangement of a retarder according to the general term of an independent protection claim.

[0002] Electromagnetic retarders are frequently used in trucks and buses. The electromagnetic retarder functions as a so-called relief brake. State of the art

[0003] The closest prior art is based on document CZ9920U1 of the same applicant entitled "Arrangement of a Retarder on a Vehicle" (hereinafter referred to as D1). D1 describes a retarder transmission arranged between an electromagnetic retarder and a vehicle transfer case with a support tube. According to D1, the first gear on a connecting shaft extending from the rear axle transfer case engages with a second gear in the retarder transmission housing on the output shaft of the retarder transmission, the second end of the output shaft of the retarder transmission being connected to the retarder. The braking effect of the retarder is thus transmitted to the shaft with the output gear, from there to the first gear and the connecting shaft, from there to the bevel gear set of the axle transfer case, and further to the vehicle wheels. As shown in D1 Fig. As can be seen in Figure 3, the first gear is connected to the second gear via a spur gear connection, resulting in a high noise level. In this specific design, only one gear ratio is available. The retarder gearbox housing is manufactured as a welded structure. The weldability of the materials used must be considered in the welded construction. In D1, the interface or the essential area between the gearbox and the retarder is not defined. Furthermore, the design according to D1 specifies the use of the retarder in front of the first rear axle or the second rear axle. However, installation in front of the first rear axle is only possible if the retarder gearbox is not used. Although the text of D1 mentions installing the retarder behind the rear axle, this is practically impossible under the given circumstances.Regarding lubrication, the D1 version has several lubrication troughs with a pipe that distributes the oil to the required places. The essence of the technical solution

[0004] The objective of the presented technical solution is to eliminate at least some of the shortcomings of the current state of the art. This objective is achieved by arranging a retarder on a vehicle with a chassis that is at least partially formed by a support tube in a backbone design. This support tube, in turn, consists of at least one hollow support body and a distribution gearbox housing containing a device for transmitting the drive force and a connecting shaft. The retarder is connected to the support tube via a transmission device formed by a retarder gearbox with a housing in which a drive gear is arranged on the drive shaft and meshes with an output gear arranged on the output shaft. According to the presented technical solution, the drive gear and the output gear are helical gears.One advantageous solution is to design the retarder gearbox housing as a cast part.

[0005] Another advantageous solution is that the retarder gearbox housing consists of two parts connected by screws.

[0006] Another advantageous solution is that the retarder gearbox housing is equipped with a uniform flange for mounting various electromagnetic retarders.

[0007] Another advantageous solution is that the retarder gearbox housing is equipped with a pair of adjacent lubrication troughs.

[0008] The main difference lies in the use of helical gearing in the retarder gearbox with interlocking gears, the drive gear and the driven gear. This allows a greater braking torque to be transmitted from the electromagnetic retarder to the retarder gearbox and subsequently to the vehicle chassis, while also achieving a lower noise level. The presented technical solution also offers the possibility of changing the gear ratio in the retarder gearbox, enabling up to three gear ratios. Furthermore, it allows for the standardization of components. Specifically, this involves the use of a standardized flange for mounting the electromagnetic retarder to the retarder gearbox. This makes it possible, among other things, to mount several types of electromagnetic retarders on a single retarder gearbox. Additional advantages include reduced manufacturing costs and simplified assembly of the unit.This leads to a reduction in the manufacturing and assembly costs of the unit. Explanation of the drawings

[0009] The technical solution is explained in more detail using specific examples shown in the drawings. These illustrate: Fig. 1 Side view of the chassis, Fig. 2 retarder gearboxes with electromagnetic retarder in cross-section, Fig. 3 Gearbox scheme, Fig. Figure 4 is a schematic top view of a preferred embodiment, Fig. Figure 5 shows a section of the retarder gearbox with marked lubrication troughs. Examples of the implementation of a technical solution

[0010] The presented technical solution deals with the mounting of the retarder 4 and the transmission of the braking torque Mk from the electromagnetic retarder 4 to the backbone chassis 1. In vehicles with the backbone chassis concept 1, the electromagnetic retarder 4 is mounted on the axle drive 2 of the last axle of the vehicle via the gearbox 3 of the retarder 4 ( Fig. 1) From there, the braking torque Mk of the electromagnetic retarder 4 is transmitted to the chassis 1. The gearbox 3 of the retarder 4 compensates for the difference in axle spacing í between the electromagnetic retarder 4 and the axle drive 2 of the vehicle axle, while simultaneously maintaining the vehicle's ground clearance. The gearbox 3 of the retarder 4 also includes a flange 14, which is standardized here, thus enabling compatible connection and installation of several different types of electromagnetic retarders 4. 4 is connected to the gearbox 3 of the retarder 4. When the electromagnetic retarder 4 is activated, the braking torque Mk is transmitted to the drive shaft 9, to which the drive gear 10 is rigidly connected. The braking torque is then transmitted to the output gear 11, which is rigidly connected to the output shaft 12 ( Fig. 3) A connecting shaft 13 is inserted into the output shaft 12, which transmits the braking torque Mk to the chassis 1 ( Fig. 2) In one type of gearbox 3 of the retarder 4, it is therefore possible to change the transmission ratios by changing the number of teeth of the drive gear 10 and the output gear 12.

[0011] The change in the transmission ratio is related to the change in the mounting of the lubrication troughs 15 in the gearbox housing 3 of the retarder 4 ( Fig. 5) at a different position. The presented solution also has only one pair of lubrication troughs 15, arranged side by side. The lubrication troughs 15 are mounted in the gearbox housing 3 of the retarder 4 and positioned near the drive gear 10. The lubrication troughs 15 consist of three parts, which are subsequently fitted with a lubrication tube. Alternatively, it is possible to mount the gearbox housing 3 of the retarder 4 on the main frame 1 with the usual auxiliary gearbox 8 not at the axle differential 2, but at the end of the main frame tube 1. The two-part casting of the gearbox housing 3 of the retarder 4, which is connected by bolts, allows for simpler manufacturing and assembly than the prior art solution. The main advantage is the use of a casting, since with a casting there is no limitation imposed by the input material, which is defined by a specific material and dimensions.If a re-machining of the gearbox housing 3 of the retarder 4 is required, the same casting can always be used, with only the machining being adjusted. In contrast, for a welded part, according to the state of the art, the entire semi-finished product must be modified (e.g., the material thickness or its dimensions). It is also possible, for example, to incorporate lubrication holes into the casting during the casting process. With a welded part, these must be created or machined separately. The flange 14 is required to attach the electromagnetic retarder 4 itself to the gearbox 3 of the retarder 4. The use of the flange 14 is necessary here because it serves as an intermediate piece for attaching the electromagnetic retarder 4 to the gearbox 3 of the retarder 4 during assembly.

[0012] In contrast to the prior art, the presented solution defines an interface or surface between the gearbox 3 of the retarder 4 and the axle differential 2 as a cast part of the gearbox housing 3 of the retarder 4, whereby the connection dimensions of the installation space already correspond to the dimensions of the gearbox 3 of the retarder 4. Unlike the prior art, the presented solution has a connecting shaft 13 that protrudes from the rear axle differential housing 2. However, the output gear 11 is not attached to this shaft; instead, the connecting shaft 13 is connected to the output shaft 12 of the gearbox 3 of the retarder 4. Furthermore, unlike the prior art, in the presented solution the braking effect from the retarder 4 is additionally transmitted via a drive gear to the drive shaft 9, onto which the drive gear 10 is pressed.The braking torque Mk is transmitted from the drive wheel 10 to the output wheel 11, which is pressed onto the output shaft 12, into which the connecting shaft 13 is inserted and is connected to the output shaft 12 and the axle differential 2 via a splined connection (. Fig. 2) The presented solution therefore defines the area between the gearbox housing 3 of the retarder 4 and the differential as a cast part of the gearbox housing 3 of the retarder 4, with the connection dimensions already corresponding to the dimensions of the gearbox housing 3 of the retarder 4. Furthermore, the new solution uses a pair of lubrication channels 15, which ensure the lubrication of the bearings and are fixedly arranged in the gearbox housing 3 of the retarder 4. The presented solution also uses an assembly of lubrication channels 15 and lubrication tubes, which are inserted into pre-drilled channels in the gearbox housing 3 of the retarder 4 and distribute the oil throughout the entire unit. Reference symbol list 1 chassis 2 axle differential 3 Retarder gearboxes 4 delayers 8 additional equipment 9 Drive shaft 10 Drive gear 11 driven gear 12 driven shaft 13 Connecting shaft 14 flange 15 scraper channels Mk braking torque

Claims

[1] Arrangement of a retarder on a vehicle with a chassis (1) which at least partially consists of a backbone-like support tube, which in turn consists of at least one hollow support body and an axle distribution gearbox (2) in which a drive power transmission device and a connecting shaft (13) are arranged, wherein the retarder (4) is connected to the support tube via a transmission device which consists of a gearbox (3) of the retarder (4) the housing of which carries a drive gear (10) on the drive shaft (9) which engages with an output gear (11) arranged on the drive shaft (12), characterized by , that the drive gear (10) and the output gear (11) are helical. [2] Arrangement according to claim 1, characterized by , that the gearbox housing (3) of the retarder (4) is designed as a cast part. [3] Arrangement according to claim 2, characterized by, that the casting of the gearbox housing (3) of the retarder (4) is in two parts and connected by screws. [4] Arrangement according to any one of claims 1 to 3, characterized by , that the gearbox housing (3) of the retarder (4) is provided with a uniform flange (14) for mounting different electromagnetic retarders (4). [5] Arrangement according to any one of claims 1 to 4, characterized by , that the gearbox housing (3) of the retarder (4) is provided with a pair of adjacent lubrication troughs (15).

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