JPH054583Y2 - - Google Patents

Description

[Detailed description of the invention] Industrial field of application This invention was developed to absorb the kinetic energy of the vehicle, which is required to increase the deceleration performance of the vehicle as vehicle engines become more highly supercharged and output. The foot brake on the axle puts a heavy load on it, which can reduce the safety of the vehicle, reduce the drivability of the vehicle, and shorten the life of the brake lining. This invention relates to a brake device using a hydraulic retarder, which is equipped with a hydraulic retarder on the power line of the clutch, mechanical transmission, propeller shaft, and differential gear to apply a constant amount of braking that is greater than engine braking. It is something.

Conventional technology In addition to the foot brake that is directly attached to the axle, vehicles have traditionally been equipped with an auxiliary brake device on the power line from the engine to the differential gear, ideally to accelerate the vehicle. It would be good if all the kinetic energy generated by the engine could be absorbed during deceleration, but since this is not possible, a foot brake has been used to stop the vehicle and to decelerate in an emergency. However, although there are no practical inconveniences with the foot brake, from the viewpoint of vehicle safety, drivability, and brake line life, the horsepower absorbed by the auxiliary brake system must also be increased in proportion to the total vehicle weight. That was what was hoped for.

Conventional auxiliary braking devices include engine braking, which uses the most popular engine cycle, and engine braking, which is only applied to cases where the total vehicle weight is very large or to some special vehicles such as off-road vehicles. There was also a retarder device equipped with a retarder, which is a separate device.

As shown in Fig. 5, the conventional retarder device utilizes the hydraulic system of the engine and transmission, and uses the rotor, which is a rotating blade, and the stator, which is a fixed blade, to transfer operating energy to the operation of the hydraulic system. Hydraulic retarders, which absorb heat and dissipate heat, were installed on power lines such as automatic transmissions, clutches, propeller shafts, and differential gears.

In addition to the large gross vehicle weight, vehicles equipped with automatic transmissions have a torque converter that slips and is unable to provide engine braking.
As shown in Fig. 5, a hydraulic retarder is included in the automatic transmission, and the hydraulic oil of the hydraulic system filled in the torque converter 3' absorbs the kinetic energy during deceleration between the rotor 1' and the stator 2'. It is also used in other hydraulic retarders,
Therefore, the oil cooler for cooling the hydraulic oil was also shared.

In the figure, 4'a is an input shaft, 4'b is an output shaft, 5' is a lock-up clutch, 6' is a multi-disc clutch, 7' is a brake,
8' is a planetary gear, and 9' is an oil pump.

In order to reduce the difficulty of fitting the transmission case into the transmission case and the effort required to make it lightweight and compact, some models had a hydraulic retarder attached to the propeller shaft. Since there is no reduction in speed by the transmission gear ratio, it is rather large, making it difficult to obtain space, and in addition, a large oil pan is required to receive leakage of hydraulic oil.

In addition, the retarder device includes, as shown in FIG.
There was an eddy current retarder that rotates a rotor 1'' equipped with fins 1''a for air cooling in a magnetic field and absorbs kinetic energy with the eddy current generated by it. It was usually interposed between the transmission and the axle. In the end, they were forced to be larger because they were not decelerated by the gear ratio of the transmission.

In the figure, 2'' is a stator, and 10'' is a magnet. 4" is a shaft, and 4"c is a flange for attaching to the propeller shaft.

Problems that the invention aims to solve By the way, the need for low fuel consumption, high output, low pollution, etc. has led to the trend toward supercharging in vehicle diesel engines, and the adoption of intercoolers has further accelerated supercharging technology. On the other hand, high-output engines are installed in vehicles with a large gross vehicle weight, and the required deceleration performance of the vehicle must also be increased, and the horsepower absorbed by the auxiliary brake system must also be increased in proportion to the gross vehicle weight. It was wanted.

Conventionally, engine braking is effective to some extent during deceleration, but when comparing a highly supercharged engine and a non-supercharged engine with the same output engine, a highly supercharged engine brakes the vehicle less than a non-supercharged engine. Performance is disadvantageous because the absorbed horsepower is almost proportional to the total displacement of the engine, and the lack of absorbed horsepower places a heavy burden on the foot brake on the axle, reducing vehicle safety and deteriorating vehicle drivability. This was inconvenient because it caused a reduction in the life of the brake lining.

Therefore, it is necessary to improve the engine output and at the same time take measures to increase the negative output, that is, the absorbed horsepower.Especially when the total vehicle weight is large, it is essential to further increase the absorbed horsepower. .

Nevertheless, in the case of vehicles equipped with supercharged engines, this was usually dealt with by optimizing the gear ratio of the transmission, but in the case of vehicles equipped with highly supercharged, high-output engines, engine braking was improved. Even if it is a conventional transmission, it is not possible to freely select and design the braking capacity, and for this reason, there is no vehicle equipped with a normal transmission that can increase the braking performance on the power line.

By the way, some vehicles equipped with automatic transmissions had internal hydraulic retarders because the torque converter caused slippage and the engine brake did not work.
The hydraulic retarder does not function as an independent braking device that can sufficiently absorb kinetic energy through heat radiation.

Even if a special vehicle has a retarder device that dissipates heat and absorbs horsepower for kinetic energy, it is not common, and whether it is a hydraulic retarder or an eddy current retarder, there is no way to absorb heat dissipation. It was not sufficient and could not be used continuously because it did not have an allowable capacity, and when it was used, the allowable limit temperature was immediately exceeded, and there was no way to know this, making it inconvenient as a braking device.

In other words, in conventional hydraulic retarders,
Because the hydraulic oil was shared with the hydraulic oil system of the engine, torque converter, and transmission, and the oil cooler was also shared, it was difficult to significantly lower the hydraulic oil temperature, and it was easy to reach the permissible limit temperature quickly. Ta.

So, let's talk about the hydraulic retarder built into the conventional automatic transmission.The hydraulic retarder is housed inside the transmission case and shares the hydraulic fluid with the torque converter 3', so it has been made more compact. However, the heat dissipation of the hydraulic retarder R consisting of the rotor 1' and the stator 2' easily satisfies the allowable limit temperature, and there is also a space difficulty due to the design of housing the hydraulic retarder in the transmission case. ,
There was an inconvenience in that there was no freedom in designing braking performance.

However, if a hydraulic retarder is attached to a propeller shaft, etc., the hydraulic retarder becomes larger because there is no deceleration due to the gear ratio of the transmission, and furthermore, the oil cooler that cools the hydraulic oil uses engine cooling water. Therefore, it would be inconvenient for the piping to be located further away from the engine.

In addition, in eddy current retarders, the magnetic force decreases when the temperature exceeds 100°C, so the absorption horsepower of kinetic energy by heat radiation is small. could not be used, and even if air cooling was performed using the fins 1''a, the cooling efficiency was poor, the noise was large, and the device had to be large-sized.

Therefore, in vehicles equipped with highly supercharged, high-output engines, even in vehicles equipped with mechanical transmissions other than vehicles equipped with automatic transmissions, the present invention aims to provide a By installing a hydraulic retarder with a unique hydraulic oil system on the power line, the hood brake on the axle cannot be used continuously, and the hood brake works suddenly when used, while the hydraulic oil overheats. It continuously absorbs kinetic energy as much as possible within the range where it does not occur, and can freely select and output reliable braking horsepower depending on the design. To provide a brake device using a hydraulic retarder which can apply a certain amount of braking to a vehicle and has a smooth effect.

Means for Solving Problems The present invention rotates a rotor fixed to a shaft on a power line relative to a stator, thereby dissipating heat to the hydraulic oil stored between the rotor and the stator, and transferring kinetic energy to the hydraulic oil. The hydraulic retarder is equipped with a hydraulic oil system that has its own oil cooler, oil pump, and oil pan that is independent of the hydraulic oil system of the engine and transmission. When the absorbed work exceeds the heat dissipation capacity of the hydraulic oil and the temperature of the hydraulic oil and cooling water rises,
A detection device that detects the temperature of hydraulic oil or cooling water is provided, and a control valve that opens to lower the hydraulic pressure upon activation of the detection device is provided, allowing for heat radiation balance that does not exceed the heat radiation capacity of the hydraulic oil. This brake device uses a hydraulic retarder to prevent the hydraulic pressure from rising above the hydraulic pressure.

In addition, when the work absorbed into the hydraulic oil exceeds the heat dissipation capacity due to continuous use of the hydraulic retarder and the temperature of the hydraulic oil and cooling water rises, the system detects the hydraulic oil temperature or cooling water temperature and lowers the hydraulic pressure. This is a brake system using a hydraulic retarder that opens a control valve and is equipped with an alarm device (sound or light) to signal this to the driver.

Effect: Therefore, the rotation of the rotor attached to the shaft on the power line with respect to the stationary stator,
The kinetic energy is radiated to the hydraulic oil present between the rotor and stator. As the heat is radiated, the temperature of the hydraulic oil increases, and the increased hydraulic oil is cooled by the oil cooler. Since the oil cooler has its own hydraulic oil system that is independent of the engine and transmission, it can obtain a certain amount of absorbed horsepower that is greater than engine braking, and the absorption horsepower has a degree of freedom in design. can be used continuously.

By the way, the hydraulic retarder that is selected and installed according to the design is better if the absorption horsepower is larger, but there is a limit to its capacity, and the temperature of the hydraulic oil increases by absorbing heat dissipated from kinetic energy beyond the temperature at which the hydraulic oil can be cooled by the oil cooler. In addition, when the temperature of the cooling water that cools the hydraulic oil rises and exceeds the heat dissipation capacity of the hydraulic oil, this is detected by the temperature of the hydraulic oil and the temperature of the cooling water that cools the hydraulic oil, and immediately By opening the control valve of the hydraulic oil system and lowering the hydraulic pressure injected into the hydraulic retarder, the drop in hydraulic pressure reduces the ability to absorb kinetic energy despite the rotation of the rotor, and the ability to absorb kinetic energy to the hydraulic oil decreases. Balance the heat dissipation capacity without exceeding it.

Additionally, when the hydraulic oil exceeds its heat dissipation capacity, a light or sound alarm device alerts the driver.

Embodiment Hereinafter, an embodiment of the present invention will be described based on the drawings. FIG. 1 shows the hydraulic retarder installed on the power line, FIG. 2 shows the structure of the hydraulic retarder, and FIG. 3 shows the hydraulic retarder installed on the power line. shows an outline of the control state of the hydraulic retarder.

In Fig. 1, the hydraulic retarder R is installed closer to the engine E than the flywheel section F, and the gear ratio of the transmission section T is utilized to reduce the size, making it easy to design the installation of the hydraulic retarder on the power line. do.

A unique hydraulic oil system S is provided for the hydraulic oil of the hydraulic retarder R, which is independent from the hydraulic oil systems of the engine E and the transmission section T, and the hydraulic oil system S includes an oil cooler 11, an oil pump 12, and a control system. It has a valve 13.

The oil cooler 11 uses engine cooling water W, which is cooled by a radiator 21 and circulated by a water pump 22, for cooling hydraulic oil.

The control valve 13 uses a detector to detect the temperature at which the absorption work of the hydraulic oil of the hydraulic retarder R exceeds the heat dissipation capacity based on the hydraulic oil temperature or the cooling water temperature, and in response to that signal, the air operated valve 13a is opened and the air tank is closed. It is opened and closed by pneumatic operation from 31.

As shown in FIG. 2, the hydraulic retarder R is composed of a rotor 1 with blades and a stator 2 with blades, and a flywheel 43 on the power line.
The stud bolt 44 is tightened so that it can be inserted and removed between the engine starting crank gear 42 and the flywheel 43, and the flywheel housing 45 is attached to the engine E side, that is, the crankshaft 41.
It will be stored inside.

Oil pump 1 that operates with the rotation of rotor 1
The hydraulic oil discharged by the stator 2 is fixed to the rotor 1 and the flywheel housing 45.
It enters from the axial direction of the hydraulic retarder R and exits in the circumferential direction, and is housed in the valve body 46. By controlling the hydraulic pressure inside the hydraulic retarder R by the control valve 13, kinetic energy is transferred to the hydraulic oil. The degree of heat dissipation is controlled.

As shown in FIG. 3, the hydraulic oil leaving the hydraulic retarder R is cooled by the cooling water W of the oil cooler 11 and is returned to the hydraulic retarder R. However, the allowable cooling capacity depends on the size of the oil cooler 11. The heat dissipation work of the hydraulic retarder is determined by the allowable cooling capacity of the cooling water cooled by the radiator. Therefore, the temperature exceeding the absorbing capacity of the hydraulic oil, at which the heat dissipation of the hydraulic retarder cannot be absorbed, is detected by measuring the hydraulic oil temperature or cooling water temperature with a detection device such as a thermostat, and the signal 14 is used. The control valve 1 is activated by the air pressure of the air-operated valve 13a.
3, and by opening it, the hydraulic oil flows out to the oil pan 15, and the hydraulic pressure is released.
When the hydraulic pressure of the hydraulic retarder is attenuated, the heat dissipation to the hydraulic fluid is reduced, thus balancing the absorption work of the hydraulic retarder with the heat dissipation capacity of the hydraulic fluid. By controlling the opening and closing of the control valve 13, it is possible to control the hydraulic pressure so that it does not rise above a level that allows for heat radiation balance.

The oil pump 12 is a device that pumps up hydraulic oil from the oil pan 15 and sends it to the hydraulic retarder in order to increase the decreasing hydraulic pressure.

Furthermore, when one embodiment of the control valve 13 is shown in FIG. 4A, the signal 14 from the detection device is applied to the air-operated valve 13a, and the air pressure 13b from the air tank 31 is opened and closed by the spring force. ,
The pressure regulating valve 13c is opened and closed by the air pressure generated by opening and closing, and at the same time the hydraulic oil is drained into the oil pan, the hydraulic retarder R is opened and closed.
The hydraulic pressure is reduced and regulated.

In addition, as a control valve according to another embodiment, FIG.
As shown in the figure, the circulation system between the hydraulic retarder R and the oil cooler is branched to provide an on-off valve 13d that opens and closes in response to a signal 14, and the pressure of the hydraulic oil that is opened and flows through the on-off valve 13d is regulated by a pressure regulating valve 13e. ,
When the pressure is above a certain level, the hydraulic oil is caused to flow into the oil pan 15, and by flowing out, the working oil pressure of the hydraulic retarder is reduced, and the working oil pressure of the hydraulic retarder is prevented from rising above a level that allows for heat radiation balance.

Although the hydraulic retarder has been described above as being attached to the flywheel, it may be attached to any shaft on the power line, such as the clutch, transmission, or propeller shaft. Needless to say.

Effects of the invention As a result of the above, the present invention can increase the absorption horsepower of kinetic energy in vehicles equipped with highly supercharged, high-output engines by installing a hydraulic retarder with a unique oil cooler used in conjunction with the foot brake. , the deceleration capacity of the vehicle increases, margins for running safety are increased, drivability is improved, and the frequency of use of the foot brake is reduced, resulting in less fading and lining damage. This is advantageous in terms of lifespan, and even on roads with many ups and downs, the above-mentioned absorption horsepower is large, so you can safely increase the average vehicle speed when going down slopes, shorten the travel time, and moreover, the absorption power is reduced even when used continuously. Since the work is controlled so as not to exceed the heat dissipation capacity of the hydraulic oil, it is possible to operate with peace of mind.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing how the hydraulic retarder of the present invention is installed on a power line, FIG. 2 is a structural diagram of the hydraulic retarder, and FIG. 3 is a schematic diagram of the control state of the hydraulic retarder. FIG. 4 is a configuration diagram of a control valve of a hydraulic retarder, in which A is a diagram of one embodiment thereof and B is a diagram of another embodiment. FIG. 5 is a diagram of a conventional hydraulic retarder mounting structure, and FIG. 6 is a diagram of an eddy current retarder structure. E...Engine, R...Hydraulic retarder, F...
Flywheel section, C...Clutch section, T...Transmission section, S...Hydraulic oil system, W...
Cooling water, 1, 1', 1''...Rotor, 2, 2',
2″...Stator, 11...Oil cooler, 12
...Oil pump, 13...Control valve, 13a...
Air operated valve, 13b...pressure regulating valve, 14...signal, 15...oil pan, 21...radiator,
22...Water pump, 31...Air tank,
41...Crankshaft, 42...Crank gear for engine starting, 43...Flywheel, 4
4... Stud bolt, 45... Flywheel housing, 3'... Torque converter, 4'a...
...Input shaft, 4'b...Output shaft, 5'...Lock up clutch, 6'...
...Multi-plate clutch, 7'...Brake, 8'...Planetary gear, 9...Oil pump, 1"a...Fin, 4"...Shaft, 4"c...Flange, 1
0″...Magnet.

Claims (1)

[Claims for Utility Model Registration] 1. By rotating a rotor fixed to a shaft on a power line relative to a stator, heat is radiated to hydraulic oil stored between the rotor and stator, and operating energy is absorbed into the hydraulic oil. A hydraulic retarder is equipped with a hydraulic oil system having its own oil cooler, oil pump, and oil pan, and is equipped with a detection device that detects the hydraulic oil temperature or cooling water temperature, so that the hydraulic pressure is reduced by the operation of the detection device. A control valve is installed that opens when the hydraulic retarder is used continuously, and when the work absorbed into the hydraulic oil exceeds the heat dissipation capacity of the hydraulic oil and the temperature of the hydraulic oil and cooling water rises, the heat dissipation capacity of the hydraulic oil is exceeded. A brake device using a hydraulic retarder that prevents the hydraulic pressure from rising above the hydraulic pressure that allows for heat radiation balance. 2. When the work absorbed into the hydraulic oil exceeds the heat dissipation capacity due to continuous use of the hydraulic retarder and the temperature of the hydraulic oil and cooling water rises, the system detects the hydraulic oil temperature or cooling water temperature and lowers the hydraulic pressure. A brake system using a hydraulic retarder according to claim 1, which is provided with an alarm device that not only opens the control valve but also signals the driver.