CN113775724B

CN113775724B - Enhanced hydraulic retarder for commercial vehicle

Info

Publication number: CN113775724B
Application number: CN202111263657.3A
Authority: CN
Inventors: 沈燕红
Original assignee: Shandong Taixin Automobile Technology Co ltd
Current assignee: Shandong Taixin Automobile Technology Co ltd
Priority date: 2021-08-13
Filing date: 2021-10-28
Publication date: 2023-05-02
Anticipated expiration: 2041-10-28
Also published as: CN113531080A; CN113775724A

Abstract

The invention relates to an enhanced hydraulic retarder for a commercial vehicle, and belongs to the technical field of vehicle accessories. The hydrodynamic retarder comprises a shell, a power transmission mechanism, a counter braking force generating mechanism, an oil supply mechanism and a heat exchange mechanism, wherein the power transmission mechanism comprises a gear spline main shaft, a middle turbine, a main bearing and a secondary bearing, the middle turbine is connected to the middle of the gear spline main shaft through spline fit, the middle turbine is a double-sided turbine, the counter braking force generating mechanism comprises a front turbine, a rear turbine and a rear turbine fixing seat, a turbine cavity is formed between the rear turbine fixing seat and the front side surface of the shell, the gear spline main shaft transversely penetrates through the center of the front side surface of the shell, and the middle turbine is located between the front turbine and the rear turbine. The hydraulic retarder has the advantages that the counter braking force is generated by the middle turbine, the front turbine and the rear turbine, the retarding effect is better, and the control is more accurate.

Description

Enhanced hydraulic retarder for commercial vehicle

Technical Field

The invention relates to the technical field of vehicle accessories, in particular to an enhanced hydraulic retarder for a commercial vehicle.

Background

In the use of the hydraulic retarder, the automobile retarder for reducing the downhill running speed of the automobile through the hydraulic device is used, and the large commercial truck uses exhaust braking for a long time on a downhill, so that the hub of the truck is heated and heated, the braking effect of the truck is poor, and the braking force is lost when the braking effect of the truck is severe, so that the running safety is affected. The hydraulic retarder can play a good auxiliary role in long-distance braking of the commercial truck. The existing hydrodynamic retarder in the market at present is generally composed of a stator, a rotor, an oil pump, an oil storage tank and a heat exchanger. The stator is a retarder shell and is connected with the rear end of the speed changer or the frame, the rotor is connected with the transmission shaft of the vehicle through a hollow shaft, and blades are cast on the rotor and the stator. In operation, pressure is applied to the reservoir by operation of the control valve to charge working fluid into the working chamber between the rotor and stator. When the rotor rotates, a torque is applied to the stator by the working fluid, and the counter torque of the stator becomes the braking torque of the rotor. The kinetic energy of the automobile is consumed by friction of the working fluid and impact on the stator to be converted into heat energy, so that the temperature of the working fluid is increased. The working fluid is introduced into the heat exchanger to circulate, transfer heat to the cooling water, and then is discharged through the engine cooling system.

At present, the hydraulic retarder which is marketed and publicly reported in China has the common defects that: 1. the normal use of commercial vehicles with a load capacity of more than 50 tons cannot be fully satisfied. 2. The normal running of the freight traffic vehicle on a slope with a running speed of more than 80Km/H and a steepness of more than 6% of the downhill is not satisfied. 3. The oil consumption of the commercial vehicle with the hydraulic retarder is increased by approximately 2% -5%. 4. And when the temperature is too high, the high-temperature protection is carried out for too long, so that the downhill slowing is affected.

Disclosure of Invention

In order to solve the problems in the prior art, the invention designs the hydraulic retarder for the commercial vehicle, which can meet the long-distance retarding braking auxiliary requirement of the commercial vehicle with a large load and has better use effect.

The technical scheme adopted by the invention is as follows: the hydrodynamic retarder comprises a shell, a power transmission mechanism, a counter braking force generating mechanism, an oil supply mechanism and a heat exchange mechanism, wherein the power transmission mechanism comprises a gear spline main shaft, a middle turbine, a main bearing and an auxiliary bearing, a transmission gear is integrally formed at the front side end of the gear spline main shaft, the middle turbine is connected to the middle part of the gear spline main shaft through spline fit, the middle turbine is a double-sided turbine, and a plurality of turbine blades are uniformly distributed on annular surfaces on the front side and the rear side of the middle turbine along the circumferential direction;

the counter braking force generating mechanism comprises a front turbine, a rear turbine and a rear turbine fixing seat, wherein the rear turbine fixing seat is positioned at the rear side inside the shell, the rear turbine is fixed on the front side surface of the rear turbine fixing seat, the front turbine is fixed on the inner side of the front side surface of the shell, and a central through hole is formed in the centers of the front turbine and the rear turbine;

the gear spline main shaft penetrates through the center of the front side surface of the shell along the axial direction and penetrates through the center through holes of the front turbine and the rear turbine, the gear spline main shaft is connected with the center through hole of the front turbine in a sealing way, a gap is reserved between the gear spline main shaft and the center through hole of the rear turbine, the gear spline main shaft is connected with the front side surface of the shell through a main bearing and is connected with the center of the rear turbine fixing seat through a secondary bearing, the middle turbine is positioned between the front turbine and the rear turbine, the turbine surfaces of the front turbine and the rear turbine are respectively opposite to the turbine surfaces of the front side and the rear side of the middle turbine to form two turbine cavities, and a plurality of through oil holes are formed in the center ring of the middle turbine to be communicated with the turbine cavities on the two sides;

the oil supply mechanism comprises a gear oil pump and an oil way control valve, the gear oil pump is connected to the rear side of a rear turbine fixing seat, a valve body of the oil way control valve is connected between the rear turbine fixing seat and a rear cover of a machine shell through a peripheral flange, a high-pressure oil cavity is formed between the front side of the valve body and the rear turbine fixing seat, an oil flowing hole is formed in the rear turbine fixing seat and is communicated with a high-pressure oil cavity and a turbine cavity, a normal-pressure oil cavity is formed between the rear side of the valve body and the rear cover, oil ways for feeding and discharging the high-pressure oil cavity and the normal-pressure oil cavity are arranged in the valve body and are communicated with the normal-pressure oil cavity and the high-pressure oil cavity, and the opening and closing of each oil way are controlled through movement of a valve core, and the front end in the middle of the valve body is butted with the gear oil pump, and the gear oil pump is used for supplying power for feeding and discharging the normal-pressure oil cavity and the high-pressure oil cavity;

the rear side end of the gear spline main shaft is integrally formed with a rotary shifting head, and the rotary shifting head is inserted into the gear oil pump to drive the gear oil pump to operate.

The rotor in the turbine cavity of the hydraulic retarder adopts a double-sided turbine and is provided with a front turbine and a rear turbine, when the hydraulic retarder works, working fluid is flushed into two sides of the double-sided turbine, braking torque is generated by acting on two sides of the double-sided turbine, braking force output by the outside is increased, and the retarding requirement of long-distance braking of a large-load vehicle is met. The oil inlet amount in the turbine cavity is controlled by the gear oil pump and the oil way control valve of the oil supply mechanism, so that the control precision is high and the controllability is strong.

Further, the front fixed turbine and the rear fixed turbine respectively comprise annular blade fixing surfaces, the outer edges of the annular rings of the blade fixing surfaces are connected with the outer edges of the turbines, the inner edges of the annular rings are connected with the inner edges of the turbines, the blade fixing surfaces are arc-shaped concave surfaces and are smooth curved surfaces, a plurality of thick turbine blades are connected to the front fixed turbine and the rear fixed turbine, the plurality of turbine blades are uniformly distributed along the circumferential direction of the blade fixing surfaces, the radial direction is set, the axial inclination angles are the same, the front end surfaces of the turbine blades are radial straight surfaces and are axial inclined surfaces, the inner side ends and the outer side ends of the front end surfaces of the turbine blades are respectively connected with the inner edges and the outer edges of the turbines, and the front fixed turbine and the rear fixed turbine are respectively provided with a through turbine exhaust hole which is a folded hole formed by butt joint of two sections of straight holes. The front fixed turbine and the rear fixed turbine are simple and thick in whole structure, thick in blades and high in bending resistance and shear strength, and the requirement of large braking torque is met.

Furthermore, the inner edge of the turbine of the front turbine is of a circular ring structure, a plurality of through fixing holes are uniformly distributed on the inner edge of the turbine of the front turbine along the circumferential direction, and the front turbine is fixedly connected to the inner side of the front side surface of the shell through bolts passing through the fixing holes; the back side of back turbine is connected with a plurality of impeller fixed columns along circumference equipartition, the center department of impeller fixed column is opened along the axial has internal thread fixed orifices, and the impeller fixed column passes through the enhancement seat and is connected with the turbine outer fringe, back turbine is fixed on the turbine fixing base after through its back side's impeller fixed column bolted connection. The impeller fixing column is connected with the outer edge of the turbine in a reinforcing way through the reinforcing seat, so that the structure is stable, and the rear turbine is ensured to be stably arranged on the rear turbine fixing seat.

Further, the turbine blades on two sides of the middle turbine are uniformly arranged on two side annular curved surfaces of the double-sided concave circular ring of the middle turbine along the circumferential direction, the number of the turbine blades on two sides is the same, the turbine blades are arranged in a staggered manner, the axial inclination directions of the turbine blades on two sides of the middle turbine are opposite to the inclination directions of the turbine blades of the front fixed turbine or the rear fixed turbine which are opposite to each other respectively.

Further, the gear oil pump comprises an oil pump seat, an oil pump outer ring, an oil pump inner ring and a central positioning shaft, wherein the outer diameter of the oil pump inner ring is smaller than the inner diameter of the oil pump outer ring, the oil pump inner ring is positioned in the inner ring of the oil pump outer ring, the oil pump inner ring is an external tooth gear ring, the oil pump outer ring is an internal tooth gear ring, tooth profiles of the oil pump outer ring and the oil pump inner ring are involute tooth profiles, the oil pump outer ring and the oil pump inner ring are meshed with each other, the gear oil pump outer ring and the oil pump inner ring are arranged in a pump cavity of the oil pump seat, and the center of the oil pump inner ring is concentrically matched with the rear side plate of the oil pump seat through the central positioning shaft, so that the oil pump inner ring always rotates around a central axis; the outer fringe of the oil pump seat of gear oil pump is equipped with round screw thread fixed orifices and with back turbine fixing base threaded connection, back turbine fixing base constitutes the front shroud of gear oil pump, open in the center department of oil pump inner circle has waist shape hole, the rotatory plectrum of hydraulic retarber gear spline main shaft rear end inserts the block in the waist shape hole of oil pump inner circle, and it is rotatory to drive the oil pump inner circle by the rotation of gear spline main shaft, and the mutual meshing of tooth on oil pump inner circle and the oil pump outer lane drives oil pump outer lane and the synchronous rotation of oil pump inner circle, and the rotational speed of both is different, symmetrically open on the posterior lateral plate of the pump chamber of gear oil pump has inlet port and oil outlet, the trompil position of inlet port and oil outlet corresponds negative pressure cavity and the pressure boost cavity region in the pump chamber.

Further, the oil way control valve further comprises a valve core, a cylinder and a valve core reset spring, wherein the middle part of the valve body is a central through hole, the valve core is positioned in the central through hole and can slide along the axis of the valve core, the valve core is a piston of the cylinder, and the valve core is pushed to move by the cylinder; the valve core reset spring is a pressure spring and is fixed between the valve core and the cylinder, and the valve core reset spring is made of spring steel; the inside oil circuit that is equipped with into, goes out high-pressure oil pocket and ordinary pressure oil pocket, the oil circuit and the oil circuit of gear oil pump, cooling cycle oil flows into and flows out oil circuit and oil circuit control valve oil circuit of oil circuit control valve, oil circuit and the oil circuit of gear oil pump are equipped with the trompil respectively on the front side terminal surface of the valve body of oil circuit control valve, oil inlet and the oil circuit of gear oil pump dock the trompil of oil circuit and oil circuit on the front side terminal surface of valve body respectively.

Further, the hydraulic retarder still includes the bellytank that independently sets up, the bellytank includes the oil tank barrel, open at the top surface middle part of oil tank barrel has the top interface of internal thread, open the bottom of the front panel of oil tank barrel has the lower part interface of internal thread, top interface threaded connection has the ventilation cap, lower part interface threaded connection has leads oil pipe, the inside of oil tank barrel is provided with the buffering mesh board, the horizontal slope of buffering mesh board sets up the oil tank barrel internal partition into upper and lower two parts, the bellytank passes through the normal pressure oil pocket that leads oil pipe connection oil feeding mechanism. The auxiliary oil tank effectively increases the working oil reserve of the hydraulic retarder, meets the application requirements of the double brake cavities, is independently arranged, and is convenient to maintain compared with an integral oil tank of the traditional hydraulic retarder. The inclined buffering mesh plate is arranged in the tank body and is used for buffering the impact on the ventilation cap at the top of the tank body when oil rapidly enters the tank body.

Furthermore, the joint of the main bearing and the auxiliary bearing of the gear spline main shaft and the gear spline main shaft is respectively provided with a tightening nut, the tightening nuts are used for adjusting working play of the main bearing and the auxiliary bearing on the gear spline main shaft, the tightening nuts of the main bearing and the auxiliary bearing are respectively provided with a stop washer and an elastic washer, the stop washers are made of metal materials and used for preventing the tightening nuts from loosening after long-time use, and the elastic washers are made of spring steel and used for eliminating gaps generated in the use process of the main bearing and the auxiliary bearing and contact stress inside the bearing.

Further, the middle surface circumference of gear spline main shaft is provided with the connecting spline, the middle turbine passes through the spline cooperation and connects the connecting spline department at gear spline middle part, and the junction both sides of middle turbine and gear spline main shaft are provided with the circlip respectively and fix, prevent middle turbine in-process axial displacement, the material of circlip is spring steel.

Further, the heat exchange mechanism comprises a heat exchanger, a high-temperature oil pipe and a low-temperature oil pipe, one end of the high-temperature oil pipe is in threaded connection with a high-temperature oil outlet of the retarder, the high-temperature oil outlet is communicated with the turbine cavity, the other end of the high-temperature oil pipe is in threaded connection with a high-temperature oil inlet of the heat exchanger, one end of the low-temperature oil pipe is in threaded connection with a low-temperature oil inlet of the retarder, the low-temperature oil inlet is communicated with a cooling circulating oil flow oil inlet of the valve body, and the other end of the low-temperature oil pipe is in threaded connection with a low-temperature oil outlet of the heat exchanger.

Compared with the prior art, the invention discloses an enhanced hydraulic retarder for a commercial vehicle, which is characterized in that:

1. the service life is long: the whole device only has slight abrasion of gears, gear pumps and bearings during working, other parts are not abraded, and the service lives of main parts are longer than 10 years;

2. safety and reliability: the whole product of the invention has no vibration, no impact and no pollution under working or non-working state, and is harmless to external devices and environment;

3. the control precision is higher: the valve core is pushed by the air cylinder to accurately control the opening and closing of the oil way, so that the accurate control of the counter braking force is realized, the whole generation process of the counter braking force is controllable, and the working safety is high

4. The application range is wide: for devices for long-term downhill movement, such as trucks, buses, military vehicles, tanks and the like, the product of the invention can be used for downhill retarding and safe running;

5. the energy consumption is low, the gear oil pump is powered by the gear spline main shaft of the connected hydrodynamic retarder, the gear spline main shaft is connected with the power shaft gear of the vehicle, a power mechanism is not required to be additionally arranged, the energy consumption is not generated, the energy consumption is low in a non-working state, and the product hardly generates energy consumption to an external device after the product is out of working;

6. the reaction torque is large: compared with other similar products, the reaction torque of the product of the invention on an external device can reach to 8000N.m, so that the downhill speed of the downhill movement device can be effectively controlled, and the braking requirement of a large-load vehicle can be met.

Drawings

Fig. 1 is a schematic view of a direct view structure of an enhanced hydrodynamic retarder for a commercial vehicle

FIG. 2 is a schematic view of a tangential structure of an enhanced hydrodynamic retarder for a commercial vehicle

FIG. 3 is a schematic view of a power transmission mechanism

FIG. 4 is a schematic perspective view of a forward turbine

FIG. 5 is a schematic perspective view of a front view of a rear turbine

FIG. 6 is a schematic rear perspective view of a rear turbine

FIG. 7 is a schematic perspective view of an intermediate turbine

FIG. 8 is a schematic view of a section structure of an oil supply mechanism

FIG. 9 is a schematic sectional view of a gear oil pump

FIG. 10 is a schematic view of a cut-out structure of a gear oil pump

FIG. 11 is a schematic perspective view of a gear oil pump

FIG. 12 is a schematic view of the structure of the auxiliary fuel tank

Fig. 13 is a schematic perspective view of an enhanced hydrodynamic retarder for a commercial vehicle

In the figure, 1 casing, 2 power transmission mechanism, 3 counter braking force generating mechanism, 4 oil supplying mechanism, 5 heat exchanging mechanism, 6 auxiliary oil tank, 11 rear cover, 12 assembly sealing ring, 21 gear spline main shaft, 22 middle turbine, 23 main bearing, 24 auxiliary bearing, 25 transmission gear, 26 rotary shifting head, 221 circlip, 222 double-sided concave circular ring, 223 oil passing hole, 231 tightening nut, 232 braking gasket, 233 elastic washer, 31 front fixed turbine, 32 rear fixed turbine, 33 rear fixed turbine fixing seat, 34 turbine cavity, 301 blade fixing surface, 302 turbine outer edge, 303 turbine inner edge, 304 turbine blade, 305 turbine exhaust hole, 306 impeller fixing column, 307 reinforcing seat, 308 fixing hole, 309 central through hole, 41 gear oil pump, 42 oil path control valve, 43 normal pressure oil cavity, 44 high pressure oil cavity, 411 pump seat, 412 oil pump inner ring, oil pump outer ring, 414 central positioning shaft, 420 valve body, 421 cylinder, 422 valve core, 423 core reset spring, 51 heat exchanger, 52 high temperature oil inlet pipe, 53 low temperature oil tank, 61, 62 cap, 63 air guide oil pipe, 63

Detailed Description

The invention will be further described with reference to the accompanying drawings and specific examples. The technical solutions in the embodiments of the present invention are clearly and completely described, and the described embodiments are only some embodiments, but not all embodiments, of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention disclosed herein without departing from the scope of the invention.

As shown in fig. 1, 2 and 11, the present invention discloses an embodiment of an enhanced hydraulic retarder for a commercial vehicle, which comprises a housing 1, a power transmission mechanism 2, a counter braking force generating mechanism 3, an oil supply mechanism 4, a heat exchange mechanism 5 and a secondary oil tank 6.

As shown in fig. 3, the power transmission mechanism 2 includes a gear spline main shaft 21, a middle turbine 22, a main bearing 23, and a sub bearing 24. The front side end of the gear spline main shaft is integrally formed with a transmission gear 25, the middle surface is circumferentially provided with a connecting spline 26, and the rear side end is integrally formed with a rotary shifting head 26. The middle turbine 22 is connected to a connecting spline 26 in the middle of the gear spline 21 through spline fit, and circlips 221 are respectively arranged on two sides of the connecting position of the middle turbine 21 and the gear spline main shaft 26 to fix, so that the middle turbine 21 is prevented from moving axially in the using process, and the circlips 221 are made of spring steel.

The main bearing 23 and the auxiliary bearing 24 are respectively connected to the front side and the rear side of the gear spline main shaft 21, the connection parts are respectively provided with a tightening round nut 231, and the tightening round nut 231 is used for adjusting the working play of the main bearing 23 and the auxiliary bearing 24 on the gear spline main shaft 21. The tightening nuts 231 of the main bearing 23 and the sub bearing 24 are respectively provided with a stop washer 232 and an elastic washer 233, and the stop washer 232 is made of metal and is used for preventing the tightening nuts 231 from loosening after long-term use. The elastic washer 233 is made of spring steel, and is used for eliminating gaps generated by the main bearing 23 and the auxiliary bearing 24 in the use process and contact stress inside the bearing.

The counter braking force generating mechanism 3 includes a front turbine 31, a rear turbine 32, and a rear turbine holder 33. The rear turbine mount 33 is located at the inner rear side of the casing 1. The rear turbine 32 is fixed on the front side of the rear turbine fixing base 33, the front turbine 31 is fixed on the inner side of the front side of the casing 1, and central through holes 309 are respectively formed at the centers of the front turbine 31, the rear turbine 32 and the rear turbine fixing base 33, and the central through holes of the front turbine 31, the rear turbine 32 and the rear turbine fixing base 33 are coaxially arranged. The front turbine 31 and the rear turbine 32 are located on the front and rear sides of the intermediate turbine 22, respectively, to form two turbine chambers 34.

As shown in fig. 4, 5 and 6, the front turbine 31 and the rear turbine 32 each include a circular blade fixing surface 301, and the circular outer edge of the blade fixing surface 301 is connected to the turbine outer edge 302 and the circular inner edge is connected to the turbine inner edge 303. The blade fixing surface 301 is concave in an arc shape and is a smooth curved surface, and a plurality of thick turbine blades 304 are connected to the blade fixing surface. The plurality of turbine blades 304 on the turbine are uniformly distributed along the circumferential direction of the blade fixing surface 301, are radially arranged, and have the same axial inclination angle and direction. The front end surfaces of the turbine blades 304 are radial straight surfaces and are inclined in the axial direction, and the inner and outer ends of the front end surfaces of the turbine blades 304 are respectively connected with the turbine inner edge 303 and the turbine outer edge 302. The blade fixing surfaces 301 of the front turbine 31 and the rear turbine 32 are respectively provided with a turbine exhaust hole 305 penetrating through the center of the inner side edge of one turbine blade 304, the turbine exhaust holes 305 are folded holes formed by butt joint of two sections of straight holes, and the outer sides of the folded holes are respectively butt jointed with vent holes of which the two sides are arranged on the fixed turbine fixing seats.

The turbine inner edge 303 of the front turbine 31 is of a circular ring structure, a plurality of through fixing holes 308 are uniformly distributed on the turbine inner edge along the circumferential direction, and the front turbine 31 is fixedly connected to the inner side of the front side surface of the casing 1 through bolts passing through the fixing holes 308. The highest protruding part of back side of back turbine 32 is circumference equipartition and is connected with a plurality of impeller fixed columns 306, and the center department of impeller fixed column 306 is opened along the axial has internal thread fixed orifices, and impeller fixed column 306 passes through reinforcement seat 307 and turbine outer fringe 302 to be connected, and back turbine 32 passes through the impeller fixed column 306 bolted connection of its back side on back turbine fixing base 33.

Referring to fig. 7, the turbine blades 304 on both sides of the intermediate turbine 22 are uniformly disposed on both annular curved surfaces of the double-sided concave ring 222 of the intermediate turbine 22 in the circumferential direction, and the number of the turbine blades 304 on both sides is the same, and the axial inclination directions are opposite. The axial direction of inclination of the turbine blades 304 on both sides of the intermediate turbine 22 is opposite to the direction of inclination of the turbine blades 304 of the respective opposite front turbine 31 or rear turbine 32. A plurality of through oil holes 223 are formed in the center ring of the intermediate turbine 22 to communicate with the turbine chambers 34 on both sides.

As shown in fig. 8 to 11, the oil supply mechanism 4 is located at the rear of the casing 1, and includes a gear oil pump 41 and an oil path control valve 42, the gear oil pump 41 is connected to the rear side of the rear turbine fixing seat 33, a valve body 420 of the oil path control valve 42 is connected between the rear turbine fixing seat 33 and the rear cover 11 of the casing 1 through a peripheral flange, a high-pressure oil chamber 44 is formed between the front side of the valve body 420 and the rear turbine fixing seat 33, and a normal-pressure oil chamber 43 is formed between the rear side of the valve body 420 and the rear cover 11.

The gear oil pump 41 includes an oil pump seat 411, an oil pump outer ring 413, an oil pump inner ring 412, and a center positioning shaft 414. The outer diameter of the oil pump inner ring 412 is smaller than the inner diameter of the oil pump outer ring 413, and the oil pump inner ring 412 is located in the inner ring of the oil pump outer ring 413. The oil pump inner ring 412 is an external tooth gear ring, the oil pump outer ring 413 is an internal tooth gear ring, the tooth profiles of the oil pump outer ring 412 and the oil pump inner ring 413 are involute tooth profiles, and the two are meshed with each other and are arranged in a pump cavity of the oil pump seat 411. The center of the oil pump inner ring 412 is concentrically matched with the rear side plate of the oil pump seat 411 through a center positioning shaft 414, so that the oil pump inner ring 412 always rotates around the central axis. The outer edge of the oil pump seat 411 of the gear oil pump 41 is provided with a circle of external threads and is in threaded connection with the rear turbine fixing seat 33, and the rear turbine fixing seat 33 forms a front cover plate of the gear oil pump 41. Oil inlet holes and oil outlet holes are symmetrically formed in the rear side plate of the pump cavity of the gear oil pump 41, and the opening positions of the oil inlet holes and the oil outlet holes correspond to the areas of the negative pressure chamber and the pressurizing chamber in the pump cavity.

The oil passage control valve 42 further includes a cylinder 421, a spool 422, and a spool return spring 423. The middle part of the valve body 420 is a central through hole, the valve core 422 is positioned in the central through hole and can slide along the axle center of the valve core 422, meanwhile, the valve core 422 is a piston of the air cylinder 421, and the air cylinder 421 pushes the valve core 422 to move. The spool return spring 423 is a compression spring, and is fixed between the spool 422 and the cylinder 421, and is made of spring steel. The valve body 420 of the oil passage control valve 42 is internally provided with oil passages for feeding and discharging the high-pressure oil chamber and the normal-pressure oil chamber, an oil inlet passage and an oil outlet passage of the gear oil pump 41, a cooling circulation oil feeding and discharging oil passage and an oil passage control valve oil passage, the oil inlet passage and the oil outlet passage of the gear oil pump 41 are respectively provided with holes on the front side end face of the valve body 420 of the oil passage control valve 42, and the oil inlet hole and the oil outlet hole of the gear oil pump 41 are respectively butted with the oil inlet passage and the oil outlet passage of the gear oil pump 41 and the holes on the front side end face of the valve body 420.

The gear spline main shaft 21 of the power transmission mechanism 2 penetrates from the middle of the front side of the casing 1, and passes through the center through holes 309 of the front turbine 31, the rear turbine 32 and the rear turbine holder 33 in order. Wherein the gear spline main shaft 21 is in airtight connection with the central through hole of the front turbine 31, and a gap is reserved between the gear spline main shaft and the central through hole of the rear turbine 32. The front part of the gear spline main shaft 21 is connected with the front side surface of the machine shell 1 through a main bearing 23, and an assembly sealing ring 12 is arranged at the joint of the front side surface and the front side surface. The rear part of the gear spline main shaft 21 is connected with a rear turbine fixing seat 33 through a secondary bearing 24. A waist-shaped hole is formed in the center of the oil pump inner ring 412, and the rotary shifting head 26 at the rear end of the gear spline main shaft 21 is inserted into and clamped in the waist-shaped hole of the oil pump inner ring 412. The intermediate turbine 22 is located in the middle of the turbine chamber 34, and turbine surfaces on the front and rear sides thereof are respectively opposed to turbine surfaces of the front turbine 31 and the rear turbine 32, thereby forming two turbine chambers 34. The middle part of the rear turbine fixing seat 33 is provided with an oil flowing hole which is communicated with the high-pressure oil cavity 44 and the turbine cavity 34. The rotation of the gear spline main shaft 21 drives the oil pump inner ring 412 to rotate, the teeth on the oil pump inner ring 412 and the oil pump outer ring 413 are meshed with each other, the oil pump outer ring 413 and the oil pump inner ring 412 are driven to synchronously rotate, and the rotation speeds of the oil pump inner ring and the oil pump outer ring 413 are different, so that power is provided for the oil inlet and outlet of the normal-pressure oil cavity 43 and the high-pressure oil cavity 44 through the oil way control valve 42.

The heat exchange mechanism 5 includes a heat exchanger 51, a high-temperature oil inlet pipe 52, and a low-temperature oil outlet pipe 53, and the heat exchanger 51 is connected to a cooling system of the vehicle through a circulation line. The two ends of the high-temperature oil inlet pipe 52 are respectively connected with the high-temperature oil inlet of the heat exchanger 51 and the high-temperature oil outlet of the turbine cavity 34 in a threaded manner, the two ends of the low-temperature oil outlet pipe 53 are respectively connected with the low-temperature oil outlet of the heat exchanger 51 and the low-temperature oil inlet of the retarder in a threaded manner, and the low-temperature oil inlet is communicated with the cooling circulation oil flow inlet of the valve body 420.

As shown in fig. 12, the auxiliary fuel tank 6 is independently provided and includes a fuel tank body 61, a top interface of internal thread is provided in the middle of the top surface of the fuel tank body 61, and a lower interface of internal thread is provided at the bottom of the front panel of the fuel tank body 61. The top interface is threaded with a vent cap 62 and the lower interface is threaded with an oil conduit 63. The inside of the tank body 61 is provided with a buffering mesh plate 64, and the buffering mesh plate 64 is transversely and obliquely arranged inside the tank body 61 to divide the tank body 61 into an upper part and a lower part. The auxiliary oil tank 6 is connected to the normal pressure oil chamber of the oil supply mechanism 4 through an oil conduit 63. The ventilation cap 62 is only ventilated and is not ventilated with oil, so as to maintain the pressure stability when the oil is introduced into and discharged from the oil tank cylinder 61.

The enhanced hydrodynamic retarder disclosed by the invention transmits external power to the gear spline main shaft 21 of the power transmission mechanism 2 through a gear transmission mechanism outside a vehicle, so that the gear spline main shaft 21 drives the intermediate turbine 22 matched with the gear spline main shaft in a spline manner to rotate together. When a working instruction for starting the retarder is entered, firstly the cylinder 421 of the oil supply mechanism 4 of the retarder works to push the valve core 422 to displace, an oil path entering the high-pressure oil cavity is opened, the gear oil pump 41 starts to operate under the drive of the gear spline main shaft 21, the oil of the normal-pressure oil cavity is pumped into the high-pressure oil cavity, and the cooled low-temperature oil also enters the high-pressure oil cavity together. Oil entering the high-pressure oil cavity enters the turbine cavity 34 from the middle parts of the rear turbine 32 and the middle turbine 22 in sequence under the action of pressure difference, so that the inner space of the turbine cavity 34 is filled with oil in a short time; the amount of oil entering the turbine chamber 34 is controlled by how much the spool 422 is displaced, and how much the spool 422 is displaced is controlled by the magnitude of the inflation pressure in the cylinder 421 and the magnitude of the spring force of the spool return spring 423. The reaction force applied to the outside by the retarder reaction force generating means can be changed as long as the pressure of the compressed gas introduced into the cylinder 421 is changed. Since the turbine chamber 34 is filled with oil, the intermediate turbine 22 and the blades of the front turbine 31 and the rear turbine 32 on both sides thereof are relatively rotated, the oil is agitated to move, a reverse resistance is generated by the centrifugal force, the reverse resistance acts on the intermediate turbine 22 to prevent the intermediate turbine 22 from rotating, the resistance is transmitted to the spline main shaft 21 which is in spline fit with the intermediate turbine 22, the resistance acts on the external gear transmission mechanism through the gear transmission of the spline main shaft 21, and a reverse acting force is given to the external mechanism, and the external mechanism moves at a constant speed when the acting force is equal to the rotation torsion of the external mechanism, and the external mechanism decelerates when the acting force is larger than the rotation torsion of the external mechanism until the external mechanism stops finally.

The reverse torque force generated by the stirring of the oil by the intermediate turbine 22 and the front and rear fixed turbines consumes part of the work done by the external transmission mechanism, and the part of the consumed work is converted into heat energy to be transferred to the oil, and then the heat energy is transferred to the whole mechanism by the oil. In order not to continuously raise the temperature of the oil and the whole mechanism, the oil is introduced into the heat exchange mechanism 5, and heat of the oil is exchanged to the cooling medium through the heat exchanger 51, so that the temperature of the oil and the whole mechanism is balanced after raising to a certain degree. The heat generated during operation is dissipated to the outside by the heat exchange mechanism 5. High-temperature high-pressure oil in the turbine working cavity flows into a heat dissipation through cavity in the main body of the heat exchanger 51 through a high-temperature oil inlet and a high-temperature oil inlet pipe 52 under the action of pressure difference, and as the heat dissipation through cavity is a small cavity formed by overlapping a plurality of heat conduction sheets and a plurality of heat conduction spacers, a part of the small cavities are mutually communicated to form a uniform cavity, and only high-temperature medium (oil is called as heat dissipation through cavity in the cavity) is circulated in the cavity; the other small cavities are communicated with each other to form another uniform cavity, and only a low-temperature medium (water is called as heat absorption through cavity in the cavity) flows through the cavity; the two through cavities are separated by a spacer and are not communicated with each other. The inlet and outlet of the two-way cavity are respectively a high-temperature oil inlet, a low-temperature oil outlet, a high-temperature cooling medium outlet and a low-temperature cooling medium inlet. The high-temperature oil flowing in the heat dissipation through cavity is fully contacted with the surfaces of the heat conduction sheet and the heat conduction spacer, and the heat of the high-temperature oil is transferred to the heat conduction sheet and the heat conduction spacer in a conduction and radiation mode; meanwhile, the low-temperature cooling medium (usually water) entering from the low-temperature cooling medium inlet enters the heat absorption through cavity in the heat exchanger 51 main body, heat on the surfaces of the heat conduction sheet and the heat conduction spacer which are fully contacted with the low-temperature cooling medium is transferred to the cooling medium in a conduction and radiation mode, and after the cooling medium flows out of the heat exchanger main body, the cooling medium flows into the external air-cooled radiator through the external conduit and dissipates the heat into the external atmosphere, so that the whole heat exchange process is completed. The cooled oil flows back to the normal pressure oil chamber of the oil supply mechanism through the low temperature oil outlet pipe 53, and continues to participate in the generation of the counter braking force.

When the working order of the retarder is closed, the cylinder 421 is exhausted and reset, the valve core 422 is reset by the pushing of the valve core reset spring 423, the oil path entering the high-pressure oil cavity is closed, meanwhile, the oil path entering the normal-pressure oil cavity is opened, after the normal-pressure oil cavity is full of oil, the redundant oil enters the oil tank cylinder 61 of the auxiliary oil tank 6, 80% -90% of the oil in the turbine cavity is discharged, the reverse torsion force generated by the middle turbine 22 disappears, the external gear transmission mechanism is not subjected to reaction force, and work is not lost.

The foregoing is merely illustrative of the present invention and is not intended to limit the scope of the invention, i.e., all such modifications and variations are within the scope of the invention as defined in the appended claims and their equivalents.

Claims

1. The utility model provides a commercial automobile-used enhancement hydraulic retarber, hydraulic retarber includes casing, power transmission mechanism, counter braking force generation mechanism, oil feed mechanism and heat exchange mechanism, its characterized in that, power transmission mechanism includes gear spline main shaft, middle turbine, main bearing and auxiliary bearing, gear spline main shaft's front side end integrated into one piece has drive gear, middle turbine passes through spline fit connection at gear spline main shaft's middle part, middle turbine is two-sided turbine, all extends circumference equipartition on the annular surface of its front and back both sides and has a plurality of turbine blades;

the gear spline main shaft transversely penetrates through the center of the front side surface of the shell and penetrates through central through holes of the front fixed turbine and the rear fixed turbine, the gear spline main shaft is connected with the central through hole of the front fixed turbine in a sealing way, a gap is reserved between the gear spline main shaft and the central through hole of the rear fixed turbine, the gear spline main shaft is connected with the front side surface of the shell through a main bearing and is connected with the center of a rear fixed turbine fixing seat through a secondary bearing, the middle turbine is positioned between the front fixed turbine and the rear fixed turbine, the turbine surfaces of the front fixed turbine and the rear fixed turbine are respectively opposite to the front turbine surface and the rear turbine surface of the middle turbine to form two turbine cavities, and a plurality of through oil holes are formed in the central circular ring of the middle turbine to be communicated with the turbine cavities on two sides;

the rear side end of the gear spline main shaft is integrally formed with a rotary shifting head, and the rotary shifting head is inserted into the gear oil pump to drive the gear oil pump to operate;

the gear oil pump comprises an oil pump seat, an oil pump outer ring, an oil pump inner ring and a central positioning shaft, wherein the outer diameter of the oil pump inner ring is smaller than the inner diameter of the oil pump outer ring, the oil pump inner ring is positioned in the inner ring of the oil pump outer ring, the oil pump inner ring is an external tooth gear ring, the oil pump outer ring is an internal tooth gear ring, the tooth profiles of the oil pump outer ring and the oil pump inner ring are involute tooth profiles, the oil pump outer ring and the oil pump inner ring are meshed with each other and are arranged in a pump cavity of the oil pump seat, and the center of the oil pump inner ring is concentrically matched with the rear side plate of the oil pump seat through the central positioning shaft so that the oil pump inner ring always rotates around a central axis; the outer fringe of the oil pump seat of gear oil pump is equipped with round external screw thread and with back turbine fixing base threaded connection, back turbine fixing base constitutes the front shroud of gear oil pump, open in the center department of oil pump inner circle has waist shape hole, the rotatory plectrum of hydraulic retarber gear spline main shaft rear end inserts the block in the waist shape hole of oil pump inner circle, and it is rotatory to drive the oil pump inner circle by the rotation of gear spline main shaft, and the mutual meshing of tooth on oil pump inner circle and the oil pump outer lane drives oil pump outer lane and the synchronous rotation of oil pump inner circle, and the rotational speed of both is different, open symmetrically has inlet port and oil outlet on the posterior lateral plate of gear oil pump, the trompil position of inlet port and oil outlet corresponds negative pressure cavity and the pressure boost cavity region in the pump chamber.

2. The hydraulic retarder for commercial vehicles according to claim 1, wherein the front turbine and the rear turbine respectively comprise circular blade fixing surfaces, the circular outer edges of the blade fixing surfaces are connected with the outer edges of the turbines, the inner edges of the circular rings are connected with the inner edges of the turbines, the blade fixing surfaces are arc-shaped concave and smooth curved surfaces, a plurality of thick turbine blades are connected on the blade fixing surfaces, the plurality of turbine blades are uniformly distributed along the circumferential direction of the blade fixing surfaces, are radially arranged, the axial inclination angles and the axial directions are the same, the front side end surfaces of the turbine blades are radial straight surfaces and are axially inclined surfaces, the inner side ends and the outer side ends of the front side end surfaces of the turbine blades are respectively connected with the inner edges of the turbines and the outer edges of the turbines, the blade fixing surfaces of the front turbine and the rear turbine are respectively provided with a through turbine exhaust hole, and the turbine exhaust hole is a folded hole formed by butt joint of two sections of straight holes.

3. The enhanced hydrodynamic retarder for a commercial vehicle according to claim 2, wherein the turbine inner edge of the front turbine is of a circular ring structure, a plurality of through fixing holes are uniformly distributed on the turbine inner edge along the circumferential direction, and the front turbine is fixedly connected to the inner side of the front side surface of the casing through bolts passing through the fixing holes; the back side of back turbine is connected with a plurality of impeller fixed columns along circumference equipartition, the center department of impeller fixed column is opened along the axial has internal thread fixed orifices, and the impeller fixed column passes through the enhancement seat and is connected with the turbine outer fringe, back turbine is fixed on the turbine fixing base after through its back side's impeller fixed column bolted connection.

4. The enhanced hydrodynamic retarder for a commercial vehicle according to claim 3, wherein the turbine blades on both sides of the intermediate turbine are uniformly arranged on both side annular curved surfaces of the double-sided concave circular ring of the intermediate turbine in the circumferential direction, the number of the turbine blades on both sides is the same, the turbine blades on both sides are alternately arranged, the axial inclination directions are opposite, and the axial inclination directions of the turbine blades on both sides of the intermediate turbine are opposite to the inclination directions of the turbine blades of the respective opposite front turbine or rear turbine.

5. The hydraulic retarder for commercial vehicles according to claim 4, wherein the oil path control valve further comprises a valve core, a cylinder and a valve core return spring, the middle part of the valve body is a central through hole, the valve core is positioned in the central through hole and can slide along the axis of the valve core, the valve core is a piston of the cylinder, and the valve core is pushed by the cylinder to move; the valve core reset spring is a pressure spring and is fixed between the valve core and the cylinder, and the valve core reset spring is made of spring steel; the inside oil circuit that is equipped with into, goes out high-pressure oil pocket and ordinary pressure oil pocket, the oil circuit and the oil circuit of gear oil pump, cooling cycle oil flows into and flows out oil circuit and oil circuit control valve oil circuit of oil circuit control valve, oil circuit and the oil circuit of gear oil pump are equipped with the trompil respectively on the front side terminal surface of the valve body of oil circuit control valve, oil inlet and the oil circuit of gear oil pump dock the trompil of oil circuit and oil circuit on the front side terminal surface of valve body respectively.

6. The enhanced hydraulic retarder for a commercial vehicle according to claim 5, further comprising an independently arranged auxiliary oil tank, wherein the auxiliary oil tank comprises an oil tank cylinder body, a top interface with internal threads is formed in the middle of the top surface of the oil tank cylinder body, a lower interface with internal threads is formed in the bottom of a front side panel of the oil tank cylinder body, a ventilation cap is connected with the top interface in a threaded manner, an oil guide pipe is connected with the lower interface in a threaded manner, a buffering mesh plate is arranged in the oil tank cylinder body, the buffer mesh plate transversely inclines to divide the interior of the oil tank cylinder body into an upper part and a lower part, and the auxiliary oil tank is connected with a normal pressure oil cavity of an oil supply mechanism through the oil guide pipe.

7. The hydrodynamic retarder of claim 6, wherein the joint of the main bearing and the auxiliary bearing of the gear spline main shaft and the gear spline main shaft is respectively provided with a tightening nut, the tightening nuts are used for adjusting working play of the main bearing and the auxiliary bearing on the gear spline main shaft, the tightening nuts of the main bearing and the auxiliary bearing are respectively provided with a stop washer and an elastic washer, the stop washer is made of metal materials and is used for preventing the tightening nuts from loosening after long-time use, and the elastic washer is made of spring steel and is used for eliminating gaps generated by the main bearing and the auxiliary bearing in the use process and contact stress inside the bearing.

8. The hydraulic retarder for enhancing a commercial vehicle according to claim 7, wherein a connecting spline is circumferentially arranged on the surface of the middle part of the gear spline main shaft, the middle turbine is connected to the connecting spline of the gear spline middle part through spline fit, elastic check rings are respectively arranged on two sides of the connecting part of the middle turbine and the gear spline main shaft to fix, axial movement of the middle turbine in the using process is prevented, and the elastic check rings are made of spring steel.

9. The enhanced hydrodynamic retarder for a commercial vehicle according to claim 8, wherein the heat exchange mechanism comprises a heat exchanger, a high temperature oil pipe and a low temperature oil pipe, one end of the high temperature oil pipe is in threaded connection with a high temperature oil outlet of the retarder, the high temperature oil outlet is communicated with the turbine cavity, the other end of the high temperature oil pipe is in threaded connection with a high temperature oil inlet of the heat exchanger, one end of the low temperature oil pipe is in threaded connection with a low temperature oil inlet of the retarder, the low temperature oil inlet is communicated with a cooling circulation oil flow oil inlet of the valve body, and the other end of the low temperature oil pipe is in threaded connection with a low temperature oil outlet of the heat exchanger.