JPH1120633A - Retarder - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To obtain a substantially constant large brake torque from a low speed to a high speed and to improve a response at the time of operation. A vehicle-side member and an engine-side rotating member are provided.
3 and a viscous fluid coupling 5 and a clutch 7 arranged in series with each other, and an actuator 9 for connecting and disconnecting the clutch 7.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a retarder used for a large vehicle or the like.

[0002]

2. Description of the Related Art Japanese Unexamined Patent Application Publication No. Hei 3-107531 discloses a retarder 201 as shown in FIG.

[0003] A retarder 201 is a fluid coupling comprising a stator 203 and a rotor 205. The retarder 201 is incorporated in a transmission, and the stator 203 is formed on the flywheel housing 207 side. Further, a clutch 213 is arranged between the rotor 205 and the flywheel 211 connected to the crankshaft 209 of the engine. Also, the crankshaft 209
And the transmission input shaft 215 are connected by a clutch 217.

The hydraulic oil of the retarder 201 is the retarder 20
1 is supplied when activated, and discharged when not activated.

After connecting the clutch 213 and supplying the hydraulic oil to operate the retarder 201, each shaft 209, 2
The rotation of the 15 (wheel) is braked via the rotor 205 of the retarder 201, and the braking force of the retarder 201 enhances the braking force, while reducing the load on the main brake and improving the durability.

[0006]

FIG. 2 is a graph of the braking characteristic with the ordinate representing the brake torque and the abscissa representing the vehicle speed or the number of wheel rotations.
19 is a braking characteristic of the retarder 201.

[0007] As described above, since the retarder 201 is a fluid coupling, as shown by a graph 219, the brake torque at low speed is small. In addition, since it is configured to supply hydraulic oil every time it is activated, there is a time lag until brake torque is generated, and the response is poor.
Hard to use.

Accordingly, an object of the present invention is to provide a retarder which can obtain a substantially constant large brake torque from a low speed to a high speed and has excellent response during operation.

[0009]

According to a first aspect of the present invention, there is provided a retarder comprising: a viscous fluid coupling and a clutch arranged in series between a vehicle body-side member and a rotating member driven by an engine; And an actuator.

Thus, the retarder according to claim 1 is
A viscous fluid coupling and a clutch are arranged in series between a vehicle body-side member and an engine-side rotating member.

Therefore, unlike the conventional example using the fluid coupling, the characteristic of the viscous fluid coupling that generates a large braking force even with a slight differential rotation makes it possible to obtain a sufficient braking torque even at a low speed running and to improve the braking characteristic. Greatly improved.

In addition, due to the characteristics of the viscous fluid coupling in which the increase in the braking force decreases as the differential rotation increases, a substantially constant braking torque can be obtained from a low speed to a high speed. The danger of is avoided.

A viscous fluid coupling using a viscous fluid such as silicon oil has excellent resistance to temperature, and operates normally even at high temperatures.

Also, unlike the conventional example in which hydraulic oil is supplied every time the operation is performed, the retarder using the viscous fluid coupling has excellent response at the time of operation, and a large braking force can be obtained instantaneously.

According to a second aspect of the present invention, there is provided the retarder according to the first aspect, wherein the vehicle body-side member is a housing connected to the vehicle body via a connecting portion, and the rotating member penetrates the housing. The driving shaft transmits the driving force of the engine to the wheel side, and the same effects as those of the first aspect are obtained.

In addition, since the drive shaft, which is a rotating member, penetrates the housing, which is a vehicle body-side member, the retarder is connected by connecting the housing to the chassis and the drive shaft to the propeller shaft. It can be easily placed on the propeller shaft.

According to a third aspect of the present invention, there is provided the retarder according to the first or second aspect, wherein the viscous fluid coupling is disposed between the vehicle body-side member and the clutch hub, and the clutch is connected to the clutch hub. Arranged between the rotating member,
The actuator is disposed inside the vehicle body-side member, and an effect equivalent to that of the first or second aspect is obtained.

Further, since the retarder is unitized by such a configuration, handling such as assembly and removal is easy.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described with reference to FIGS. This embodiment is described in claims 1, 2, and 3.
It has the following features. FIG. 1 shows a retarder 1 according to this embodiment.
Is shown. In addition, members and the like without reference numerals are not shown.

The retarder 1 is located on the propeller shaft of the truck.

As shown in FIG. 1, the retarder 1 includes a housing 3 (body member on the vehicle body side), a viscous fluid coupling 5, a multi-plate clutch 7 (clutch), an actuator 9, and the like.

The housing 3 is connected to the chassis via a ring gear 11 (connection portion) spline-connected to the outer periphery.

The drive shaft 13 (rotating member) is connected to the propeller shaft, passes through the housing 3, and is supported by the housing 3 by each bearing 15.

The viscous fluid coupling 5 is connected to the housing 3
And the clutch hub 17. The clutch hub 17 is supported on the drive shaft 13 by bearings 19.

The housing 3 and the clutch hub 17 are provided with concentric convex portions 21 and 22 and concave portions 25 and 27, and the convex portions 21 and 23 penetrate the concave portions 25 and 27, respectively. A pressure chamber 29 is formed between each of the projections 21 and 23 and each of the recesses 25 and 27, and a silicone oil (a viscous fluid) is sealed in the pressure chamber 29. or,
Seals 31 and 33 for preventing leakage of silicone oil are arranged between the housing 3 and the clutch hub 17.

The multi-plate clutch 7 is disposed between the clutch hub 17 and the drive shaft 13.

The actuator 9 includes a piston 35 movably disposed on the inner periphery of the housing 3 and a cylinder portion 37 formed between the piston 35 and the housing 3.
It is composed of A bearing 39 and a pressing member 41 are disposed between the piston 35 and the multi-plate clutch 7. In addition, a detent means 38 is provided between the piston 35 and the housing 3.

An air pressure supply passage 43 is formed in the housing 3, and air pressure is sent to the cylinder portion 37 from an external air pump via the supply passage 43. Seals 45 and 47 for preventing air from leaking from the cylinder portion 37 are arranged between the piston 35 and the housing 3.

When air pressure is sent to the cylinder portion 37, the multi-plate clutch 7 is pressed by the piston 35 via the bearing 39 and the pressing member 41 to be engaged. At this time, the relative rotation between the multi-plate clutch 7 and the piston 35 is controlled by the bearing 39.
Absorbs.

When the multi-plate clutch 7 is engaged during braking of the vehicle, the rotation of the drive shaft 13 (wheel) is absorbed by the viscous fluid coupling 5 via the multi-plate clutch 7 and the braking force of the vehicle is enhanced.

Thus, the retarder 1 is configured.

Unlike the conventional example, the retarder 1 uses a viscous fluid coupling 5 instead of a fluid coupling.

As is well known, a viscous fluid coupling is
Even when the differential rotation is small (when the vehicle is running at a low speed), a large transmission torque (braking force) is generated. When the differential rotation is increased (when the vehicle is running at a high speed), the transmission torque slows down and becomes almost constant.

The graph 49 in FIG. 2 shows the braking characteristic of the retarder 1. With the above characteristic of the viscous fluid coupling 5, a sufficient braking torque can be obtained as indicated by an arrow 51 even when the vehicle is running at low speed. The braking characteristics are greatly improved.

In addition, the brake torque is substantially constant from low-speed running to high-speed running, and during high-speed running, for example, danger such as wheel locking can be avoided.

The viscous fluid coupling 5 using silicone oil is excellent in temperature resistance and operates normally even at high temperatures.

Further, unlike the conventional example in which hydraulic oil is supplied every time the operation is performed, the retarder 1 using the viscous fluid coupling 5
Has good response at the time of operation, and a large braking force can be obtained instantaneously.

In addition, the drive shaft 13 is
The retarder 1 can be easily arranged on the propeller shaft by connecting the housing 3 to the chassis and connecting the drive shaft 13 to the propeller shaft.

Further, since the viscous fluid coupling 5, the multi-plate clutch 7 and the actuator 9 are arranged inside the housing 3 to form a unit, the retarder 1 can be easily assembled and removed.

The retarder of the present invention can be incorporated in a transfer by, for example, connecting a vehicle body-side member to a transfer case side and a rotating member to a crankshaft side.

If the housing 3 as a vehicle body-side member or the ring gear 11 as a connecting portion is fixed to the chassis via a generator or a flywheel, energy transmitted to the viscous fluid coupling 5 can be regenerated. In this case, it is necessary to provide a relatively rotatable slip ring mechanism in the air pressure supply path indicated by reference numeral 44 in FIG.

[0042]

The retarder according to the first aspect of the present invention has a viscous fluid coupling and a clutch arranged in series between a vehicle-body-side member and an engine-side rotating member, so that the conventional retarder uses a fluid coupling. On the other hand, due to the characteristics of the viscous fluid coupling, sufficient braking torque can be obtained even at low speeds, and the braking characteristics are greatly improved.At the same time, the braking torque is almost constant from low speeds to high speeds. Danger is avoided.

Further, unlike the conventional example, this retarder using a viscous fluid coupling has a good response at the time of operation, a large braking force can be obtained instantaneously, and operates normally even at a high temperature.

According to the second aspect of the invention, the same effect as that of the first aspect is obtained, and the drive shaft is configured to pass through the housing. Therefore, the housing is connected to the chassis, and the drive shaft is connected to the propeller shaft. By linking,
It can be easily placed on the propeller shaft.

According to the third aspect of the invention, the same advantages as those of the first or second aspect can be obtained, and the unitized retarder can be easily assembled or removed.

[Brief description of the drawings]

FIG. 1 is a sectional view showing an embodiment of the present invention.

FIG. 2 is a graph comparing braking characteristics of the embodiment of FIG. 1 and a conventional example.

FIG. 3 is a sectional view of a conventional example.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 retarder 3 housing (body-side member) 5 viscous fluid coupling 7 multi-plate clutch (clutch) 9 actuator 11 ring gear (connection part) 13 drive shaft (rotating member)

Claims (3)

[Claims] 1. A retarder comprising: a viscous fluid coupling and a clutch arranged in series between a vehicle body-side member and a rotating member driven by an engine; and an actuator for connecting and disconnecting the clutch. 2. The invention according to claim 1, wherein the vehicle body side member is a housing connected to the vehicle body side via a connecting portion, and the rotating member penetrates the housing and the wheel side of the engine. A retarder, which is a drive shaft for transmitting a driving force. 3. The invention according to claim 1, wherein the viscous fluid coupling is disposed between the vehicle body side member and the clutch hub, and the clutch is disposed between the clutch hub and the rotating member. A retarder, wherein the retarder is disposed inside the vehicle body-side member.