JPH054585Y2 - - Google Patents

Description

[Detailed description of the invention] Industrial application field The present invention aims to improve the deceleration performance of vehicles, which is required as vehicle engines become more supercharged and have higher outputs. By absorbing the kinetic energy of the vehicle, it is possible to apply a certain amount of braking that is greater than engine braking, and the foot brake on the axle has a heavy burden, which can reduce vehicle safety and affect vehicle drivability. The present invention relates to a hydraulic retarder device that eliminates factors such as deterioration of brake lining and shortened life of brake lining.

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 lining life, the horsepower absorbed by the auxiliary brake device should also be increased in proportion to the total vehicle weight. That was what was hoped for.

Conventional auxiliary brake systems include engine brakes that utilize the cycles of the most popular engines, and engine brakes that are only applied when the total vehicle weight is very large, or on some special vehicles such as off-road vehicles. There was a retarder device equipped with a retarder, which is a separate device from the cycle.

Conventional retarder devices are built inside the transmission case of vehicles equipped with automatic transmissions, which have a large gross vehicle weight and are said to cause slippage of the torque converter, making engine braking less effective. These included hydraulic retarders, conventional eddy current retarders interposed between the transmission and the axle, and the like.

As shown in Fig. 5, the hydraulic retarder in an automatic transmission consists of a rotor 1' and a stator 2' integrated into the transmission case, and the hydraulic retarder is composed of a rotor 1' and a stator 2' that is integrated into the transmission case. It was also used in the hydraulic oil system that absorbed kinetic energy with a hydraulic retarder during deceleration, and the oil cooler that cooled the hydraulic oil was also shared.

When accelerating, the input shaft 4'
The input from a is sent to the output shaft 4 through the lockup clutch 5', the torque converter 3', the rotor 1' of the hydraulic retarder, the multi-disc clutch 6', and the planetary gear 8' meshing with the ring gear braked by the brake 7'. 'b, and when decelerating,
The rotational force from the output shaft 4'b rotates the rotor 1' of the hydraulic retarder connected by the multi-plate clutch 6', and the kinetic energy is radiated to the working hydraulic pressure circulated by the oil pump 9'. ,
It was damped by absorption.

In addition, the eddy current retarder, as shown in Fig. 6,
A rotor 1'' provided with fins 1''a for air cooling is rotated in the magnetic field of a stator 2'' on which plate magnets 10'' are arranged, and kinetic energy is absorbed by the eddy current generated thereby. Ta. It was large because it was air-cooled to handle electric current, and because it was designed and installed in a position where it could not receive deceleration due to the transmission's gear ratio.

In the figure, 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 use of 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 during deceleration, but when comparing a highly supercharged engine and a non-supercharged engine with the same output engine, the highly supercharged engine has a lower speed than the non-supercharged engine. Braking 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, which reduces vehicle safety and impairs vehicle drivability. This was inconvenient because it caused deterioration and shortened the life of the brake lining.

Therefore, in the case of vehicles equipped with supercharged engines,
Normally, this was dealt with by optimizing the gear ratio of the transmission, but in vehicles equipped with highly supercharged, high-output engines, simply improving the engine brake or the gear ratio of the transmission no longer provides sufficient braking ability. At the same time as the engine output is improved,
It was necessary to take measures to increase negative output, that is, absorption horsepower. In particular, when the total vehicle weight is large, it has become essential to further increase the absorbed horsepower.

By the way, there were some models with specially improved engine brakes, but since the braking ability was left to the improvement of the engine, it was not possible to freely select and design them. There was no such thing, especially in vehicles equipped with normal transmissions.

Conventional retarder devices had a built-in hydraulic retarder to prevent engine braking from being effective due to the torque converter 3' slip loss, as in vehicles equipped with automatic transmissions, but in order to prevent engine braking from occurring due to the torque converter 3' slip loss, some retarder devices had a built-in hydraulic retarder. The hydraulic oil was not designed as such, and the hydraulic oil was shared by the torque converter 3' and the transmission, and the oil cooler for the hydraulic oil was shared. Therefore, since the oil cooler and oil pump are shared, they are large in size, cannot be made compact, and cannot be used to their full capacity, and must be operated at all times. However, even if the hydraulic retarder is operated all the time, the heat dissipated by the hydraulic retarder does not have a sufficient function to be absorbed by the hydraulic fluid circulating therein.

In addition, when it comes to eddy current retarders, the magnetic force decreases when the temperature exceeds 100°C, so they are cooled, but since they handle electric current, cooling water cannot be used, and the fin 1″a
Because of air cooling, the cooling efficiency was poor, the absorption horsepower for braking could not be increased, and in addition, the noise was large and the equipment had to be large.

As described above, all retarder devices are inconvenient for vehicles equipped with highly supercharged, high-output engines. Therefore, the present invention has been developed to provide a unique oil cooler and oil pump that absorb kinetic energy through heat dissipation by a hydraulic retarder in vehicles equipped with a highly supercharged, high-output engine, and to control the operation of the hydraulic oil. By installing a hydraulic retarder with a system on the power line, reliable braking horsepower can be obtained, improving fuel efficiency and reducing engine horsepower loss due to oil pump operation when the hydraulic retarder is not operating. The purpose is to

Means for Solving the Problems The present invention is designed to solve the problem in the circulation circuit of a hydraulic retarder, which absorbs horsepower by absorbing horsepower by radiating kinetic energy into hydraulic oil by rotating a rotor relative to a fixed stator. The hydraulic retarder circulation circuit has a unique oil cooler that cools oil and dissipates heat, and a unique oil pump that supplies and circulates hydraulic oil to the oil cooler and the hydraulic retarder, and a switching valve is provided between the oil pump and the oil cooler. an oil pump equipped with a hydraulic oil switching means that disconnects the flow of hydraulic oil to the oil cooler if the hydraulic oil is below a certain temperature when the hydraulic retarder of the switching valve is switched from operating to non-operating. This is a hydraulic retarder device characterized by reduced horsepower consumption.

Function Therefore, in the present invention, the kinetic energy dissipated by the hydraulic retarder is absorbed into the hydraulic fluid to obtain absorption horsepower for braking, but in order to make the absorbed horsepower effective, it is necessary to operate at an elevated temperature. The oil is cooled using a unique oil cooler.

Therefore, just as the hydraulic retarder circulation circuit has its own oil cooler, a unique oil pump is also provided. However, although it is preferable that the oil pump be operated during braking due to the operation of the hydraulic retarder to increase the hydraulic pressure and obtain braking ability, it is preferable that the oil pump be stopped when not in operation and braking is being performed. However, if the operation is controlled by an electromagnetic clutch or the like, it is difficult to install it within the hydraulic retarder device and to make it compact due to its structure. However, since the hydraulic retarder is installed on the power line, the oil pump can be housed in the hydraulic retarder device for ease of installation and compactness, so that it can rotate together with the hydraulic retarder and be kept in operation at all times. Structurally convenient. The purpose of the oil pump installed in this way is to reduce friction loss and improve fuel efficiency as much as possible.

Therefore, when the hydraulic retarder is activated, the hydraulic oil is circulated between the hydraulic retarder and the oil cooler, and the oil pump applies hydraulic pressure to obtain braking horsepower, and when the hydraulic retarder is not activated, the loss of engine horsepower due to drag resistance is reduced. The hydraulic oil in the hydraulic retarder is drained. In order to reduce horsepower loss as much as possible, the oil pump, which continues to drive even when it is not in operation, is designed to reduce friction loss due to pipe resistance, and to prevent hydraulic oil from flowing even when it is discharged from the oil pump. It is to be. For this purpose, a switching valve operated by air pressure, an actuator, a solenoid valve, a thermostat, etc. is provided between the oil pump and the oil cooler. However, when the switching valve is switched from operating to inactivating the hydraulic retarder, the hydraulic oil may be at a high temperature and require cooling. For such cases, the temperature of the hydraulic oil or the cooling water of the oil cooler is detected, and the flow of hydraulic oil to the oil cooler is made non-conductive only when the temperature of the hydraulic oil is below a certain temperature. The flow of hydraulic oil from the oil pump is bypassed and drained, reducing horsepower consumption by the oil pump.

An embodiment of the present invention will now be described with reference to the drawings. FIG. 1 shows a hydraulic retarder mounted on a power line, FIG. 2 shows an outline of a control circuit for the hydraulic retarder, FIG. 3 shows another form of the same control circuit, and FIG. 4 shows an embodiment in which the control circuit in FIG. 3 is implemented using another switching valve.

As engines become more supercharged and have higher output due to lower fuel consumption, the greater the braking force, the better. A hydraulic retarder absorbs kinetic energy and brakes it.
Installed on the power line, it provides more braking than engine braking even with highly supercharged, high-output engines. By increasing the kinetic energy absorption capacity of the hydraulic retarder and increasing the braking horsepower, it becomes possible to brake a running vehicle to a stop in the same way as a foot brake.

In order to create a hydraulic retarder device that has the above-mentioned kinetic energy absorption capacity and is effective and reliable, the installation position, weight, compactness, and control operations of the device are determined by the hydraulic retarder and the operation that receives heat radiation from the hydraulic retarder. This is an attempt to improve oil cooling and circulation.

In Figure 1, by installing the hydraulic retarder R closer to the engine E than the flywheel F, the gear ratio of the transmission T is utilized to reduce the size and facilitate insertion and removal on the power line. It is installed.

The hydraulic oil of the hydraulic retarder R flows through a unique hydraulic oil system S that is independent of the hydraulic oil systems of the engine E and the transmission part T, and the hydraulic oil system includes a unique oil cooler 11, an oil pump 12, and a switching 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 switching valve 13 is used to switch between activating and deactivating the hydraulic retarder device, and is used to switch between flowing and draining hydraulic oil to the hydraulic retarder and deactivating the hydraulic retarder. At the time of switching, a thermostat or the like detects whether the hydraulic oil temperature is above a certain temperature or the cooling water W to the oil cooler 11 bypasses the flow from the oil pump 12 and drains it to the oil pan 15. There are some that perform a switching operation to disconnect the flow to the oil cooler. The switching operation of the switching valve 13 is performed by an air-operated valve 32 using air pressure from an air tank 31 installed in the vehicle, and other operating means include an actuator or a solenoid valve. You can.

As shown in FIG. 2, the operation mode of the hydraulic retarder described above is as shown in FIG. It absorbs kinetic energy, is cooled by the oil cooler 11 via the switching valve 13a, and circulates to the hydraulic retarder R via the switching valve 13c. On the other hand, oil pump 12
sucks up hydraulic oil from the oil pan 15 and supplies it to the upstream side of the oil cooler 11 via the switching valve 13b to compensate for a drop in hydraulic pressure. Note that it goes without saying that the hydraulic oil discharged from the oil pump 12 is supplied to the oil seal and the bearing.

When the hydraulic retarder is not operating (the flow of hydraulic oil is indicated by the dotted line in the switching valve 13), the hydraulic oil in the hydraulic retarder R is discharged, drained into the oil pan 15 via the switching valve 13a, and flows out from the oil cooler 11. Similarly, the hydraulic oil drained to the oil pan 15 via the switching valve 13c does not flow to the hydraulic retarder R. Then, since the hydraulic retarder becomes empty, the rotor 1 spins idly and there is no braking horsepower.

On the other hand, since the oil pump 12 is built into the hydraulic retarder device, when the hydraulic retarder is activated,
It is driven regardless of when it is not in operation. Therefore, in order to reduce the burden on engine horsepower, the flow of hydraulic oil from the oil pump 12 is drained into the oil pan 15 by the switching valve 13b by reducing friction loss due to pipe resistance in the hydraulic retarder circulation circuit.

However, if the hydraulic oil is still at a high temperature due to heat dissipation from the hydraulic retarder when the hydraulic retarder changes from operating to non-operating, the switching valve 13b is not switched and the oil cooler 11 The hydraulic oil is cooled by flowing into the oil pan 15.
It is recommended to drain the water immediately.

Therefore, the oil pump 12 and the oil cooler 11
The switching valve 13b between detects the temperature of the hydraulic oil or the temperature of the cooling water that cools the hydraulic oil to detect a constant temperature of the hydraulic oil, and when the temperature is below this constant temperature, the switching valve 13b
is switched to drain to the oil pan 15 and disconnect from the oil cooler 11.

FIG. 3 shows another embodiment in FIG. 2, in which hydraulic oil is supplied by the oil pump 12 to the hydraulic retarder circulation circuit when the hydraulic retarder is activated (the flow indicated by the solid line of the switching valve 13). Then, the hydraulic oil flows from the outflow side of the oil cooler 11 to the inflow side of the hydraulic retarder. When the hydraulic retarder is not operating (the flow indicated by the dotted line in the switching valve 13), hydraulic oil initially flows to the oil cooler 11 by the switching valve 13b', is cooled, and is drained to the oil pan 15, but the hydraulic oil When the temperature is below a certain temperature, the switching valve 13
Drain the oil to the oil pan 15 by switching b'.

Other than the above, this circuit is not different from the circuit shown in FIG. 2, and its functions are the same.

FIG. 4 shows the switching valves 13b and 13 between the oil pump 12 and the oil cooler in FIG.
b' is a three-stage switching valve 13d.

The above explanation assumes that the hydraulic retarder is attached to the flywheel, but it can also be attached to any shaft such as the clutch, transmission, or propeller shaft on the power line. Needless to say, it is fine.

Effects of the invention As a result of the above, this invention has been developed to greatly increase braking horsepower even in vehicles equipped with highly supercharged, high-output engines by installing a hydraulic retarder device with a unique oil cooler and oil pump on the power line. This increases the margin for running safety, improves drivability, and reduces the frequency of foot brake use, which is advantageous for fading and the life of the lining. Even on roads with many ups and downs, the brake horsepower is large, so you can safely increase the average vehicle speed when going down slopes, shorten travel time, reduce fuel consumption,
Furthermore, engine horsepower loss caused by drag resistance due to rotation of the rotor when the hydraulic retarder is not in operation or friction loss due to line resistance due to the flow of hydraulic oil due to drive of the oil pump is reduced, resulting in lower fuel consumption.

[Brief explanation of drawings]

Fig. 1 is a diagram of the hydraulic retarder of the present invention installed on a power line, Fig. 2 is a schematic diagram of the control circuit of the hydraulic retarder, Fig. 3 is a schematic diagram of another form of the control circuit, and Fig. 4 FIG. 4 is a schematic diagram showing a configuration in which the switching valve of the control circuit in FIG. 3 is changed. 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...Switching valve, 13a, 1
3b, 13b', 13c, 13d...Switching valve, 15
...Oil pan, 21...Radiator, 22...
Water pump, 31... Air tank, 32...
Air operated valve, 3'...torque converter,
4'a...Input shaft, 4'b...Output shaft, 5'...Lock up clutch,
6'...multi-disc clutch, 7'...brake, 8'...
…Planetary gear, 9…Oil pump, 1″a
...fin, 4"...shaft, 4"c...flange, 10"...magnet.

Claims (1)

[Scope of utility model registration request] A hydraulic retarder circulation circuit that cools the hydraulic oil that has absorbed kinetic energy and radiates heat, in a hydraulic retarder circulation circuit that absorbs horsepower by radiating kinetic energy into the hydraulic oil by rotating the rotor relative to a fixed stator. It has a unique oil cooler and a unique oil pump that supplies and circulates hydraulic oil to the oil cooler and the hydraulic retarder. A switching valve is provided between the oil pump and the oil cooler, and the hydraulic retarder is operated by the switching valve. It is characterized by a hydraulic oil switching means that disconnects the flow of hydraulic oil to the oil cooler if the temperature of the hydraulic oil is below a certain temperature when switching to non-operation, and reduces the horsepower consumption by the oil pump. Hydraulic retarder device.