266results about "Hydrodynamic brakes" patented technology

A brake system is provided for a vehicle equipped with a continuously variable belt transmission (hereafter a “CVT”) having a CVT input shaft and a CVT output shaft. The CVT functions as a clutch-disengagement action for isolating rotation of the CVT output shaft from the CVT input shaft when a rotary speed of the CVT input shaft is reduced to a certain level. The vehicle is equipped with a prime mover driving the CVT input shaft so that an output rotary speed of the prime mover defines the rotary speed of the CVT input shaft. The vehicle includes an accelerator manipulator for controlling the output rotary speed of the prime mover. The brake system can cause a resistance against the rotation of the CVT output shaft using the accelerator manipulator to reduce the output rotary speed of the prime mover to make the CVT function as the clutch-disengagement action.

The invention relates to an automotive drive, comprising a cooling circuit with a coolant, a retarder having a rotor and a stator that together form a toroidal working chamber, with the coolant being the working medium of the retarder. The retarder has an inlet for feeding the working medium from the cooling circuit and an outlet for discharging the working medium into the cooling circuit. The present automotive drive is characterized by the following features: the retarder has an additional evacuation outlet, which communicates with the cooling circuit so as to carry the working medium; a leakage pump is interposed in the connection between the evacuation outlet and the cooling circuit.

The invention relates to a drive unit, comprising an internal combustion engine with a crankshaft; an exhaust line; an exhaust gas turbine which is acted on by the exhaust gas line, which is arranged downstream of the internal combustion engine and has the purpose of transmitting a positive torque to the crankshaft in the traction mode; a hydrodynamic unit which is arranged downstream of the exhaust gas turbine and has two turbine blades which form a torus-shaped working chamber; the hydrodynamic unit has a drive connection to the drive train; and a parking brake is provided for securing the primary turbine wheel of the exhaust gas turbine.

The invention discloses an auxiliary brake device applied to a non-drive axle. The auxiliary brake device applied to the non-drive axle comprises an axle shell of the non-drive axle, wherein shaft heads are respectively fixed at two ends of the axle shell, the outer surface of each shaft head is connected with a wheel hub through a bearing, a hydraulic retarder is arranged between the wheel hub and an end portion of each shaft head, each hydraulic retarder comprises a stator impeller fixed on the outer surface of the end portion of each shaft head and a rotor impeller which is covered outside each stator impeller and fixed with the wheel hub, and a hydraulic oil work cavity is formed between the inner surface of each rotor impeller and the outer surface of each stator impeller. An oil inlet pipe and an oil return pipe are arranged on the axle shell, each shaft head is provided with an axial through hole, each axial trough hole forms a part of an oil pipeline passage of each hydraulic retarder, and the oil inlet pipe and the oil return pipe are communicated with the hydraulic oil work cavities through the axial through holes in the shaft heads. The auxiliary brake device applied to the non-drive axle is capable of effectively improving the brake capacity of vehicles, especially a trailer, a semitrailer, a heavy truck and a large bus, and guarantees driving safety.

A drive train having a hydrodynamic machine and a cooling medium circuit with a liquid or gaseous cooling medium. The hydrodynamic machine has at least one primary impeller, a secondary impeller, at least one control valve, and a control unit. The control unit actuates the at least one control valve in order to control the flow of the working medium into or out of the hydrodynamic machine. The secondary impeller and the at least one primary impeller form a working chamber that can be filled with a working medium. The cooling medium circuit is configured to cool the working medium and the control unit.

Method and arrangement for controlling or regulating total auxiliary brake torque in a motor vehicle. The device includes at least one first auxiliary brake (4) of a first type and at least one second auxiliary brake (4, 6) of a second type that is different from the first type. The second auxiliary brake (4, 6) can take the form of a retarder (4, 6). A control system (10, 17) is provided for controlling or regulating the auxiliary brake. Information is stored in the control system regarding characteristics of the respective auxiliary brake (4, 6) and at least one predefined limit value for maximally permitted auxiliary brake torque. The control system (10, 17) is designed such that, if the limit value is exceeded or if a request is made for the brake force from the auxiliary brakes (4, 6) to be moderated, then this is done by turning down or moderating, in the first place, the brake torque of the retarder (6).

A vehicle transmission retarder control apparatus is provided including an engine, a throttle, a brake, a transmission having an output member with an actual transmission output speed, a speed sensor operable for measuring the actual transmission output speed, a plurality of user-commandable input devices for selecting a desired transmission output speed, and a controller having an algorithm for controlling the amount of retarder request to provide a zero or constant rate of deceleration independently of weight and axle ratio. Additionally, a method is provided for controlling a transmission retarder, including measuring the actual transmission output speed, sensing a desired transmission output speed using a plurality of user-commandable input devices, communicating the actual and desired speeds to a controller, and commanding the retarder to apply a continuously variable opposing torque to the transmission based on the actual and desired output speeds to achieve a constant rate of deceleration.

A drive device for a vehicle having a combustion engine and a multistage manual transmission having first and second sub-transmissions, each of which has a separate input shaft. A first input shaft of the first sub-transmission couples, via a first clutch, the combustion engine or is assigned an electrical machine. A second input shaft of a second sub-transmission couples, via a second clutch, the combustion engine. The first input shaft is additionally assigned a start-up element having at least one hydrodynamic transfer element, which has first and second functional wheels which together form a working chamber. The working chamber can be filled with fluid in order to generate a hydrodynamic transfer torque such that at least one start-up function, affecting the first sub-transmission, can carried out by way of the start-up element.

The invention relates to a coolant circuit of a motor vehicle, comprising: a coolant, especially water or a water mixture; a coolant pump having a coolant outlet; a retarder provided with a central ring, the working medium thereof being the coolant; a reversing valve in the flow direction upstream of the retarder, and a bypass section for bypassing the retarder, such that the retarder can be connected to and disconnected from the coolant circuit. According to the invention, the coolant pump is arranged in the flow direction, upstream of the retarder, in such a way that it pumps coolant into the retarder when the retarder is connected, and pumps coolant past the retarder via the bypass section when the retarder is disconnected. The inventive motor vehicle coolant circuit is characterised in that, when the retarder is connected, the total flow resistance from the outlet of the coolant pump to the central ring of the retarder is lower than the total flow resistance of the coolant circuit to be overcome by the coolant pump in the non-braking mode.

The invention relates to a hydrodynamic retarder comprising - a rotor (1) and a stator (2) which form a working chamber (3) with each other; - a first working medium connection (6); - a second working medium connection (7); and - a working medium container (4) that has an outlet (10), which is connected to the first working medium connection via a line, and an inlet (11), which is connected to the second working medium connection via a line; wherein - the working medium container is made of two housing parts (8, 9), which are joined together along a parting line (12). According to the invention: - the two housing parts together enclose the working medium storage volume; - one of the two housing parts simultaneously forms a part of a retarder housing (14) which supports or forms the stator and partly forms all or some of the working medium-conducting connections between the working medium storage volume and the working chamber; and - a separating plate (13) is inserted between the two housing parts, said separating plate together with one or both of the housing parts forming cavities for the working medium-conducting connections and / or the working medium storage volume.

There is provided a retarder control device which is simple in constitution and can reliably apply braking. An engine rotational speed detector detects an engine rotational speed, gear step detection means detects a gear step of a transmission, an accelerator operation detector detects the operated state of an accelerator, and a retarder controller previously stores automatic braking amount determination data representing the relation between the engine rotational speed and the automatic braking amount of a retarder corresponding to each gear step of the transmission and controls the retarder according to the automatic braking amount of the retarder calculated from the automatic braking amount determination data based on the detected engine rotational speed and gear step of the transmission when the accelerator is judged to be off from the detected operated state of the accelerator.

The invention discloses a hydraulic retarder control system and a control method. The control system comprises a magnetic exchange valve controlling a hydraulic retarder. The control system further comprises a hydraulic retarder stepping switch, a control box, a compressed air pipeline, a vehicle auxiliary loading air chamber and a heat exchanger. The control box is connected to the stepping switch of the hydraulic retarder, and the stepping switch provides working signals for the control box. The magnetic exchange valve is connected to the control box, and the control box sends control commands to the magnetic exchange valve. The magnetic exchange valve is connected to the compressed air pipeline. By employing the hydraulic retarder control system, oil can be rapidly charged and discharged for the hydraulic retarder, and the oil charging rate of the hydraulic retarder can be continuously adjusted according to retarding requirements, thereby bringing high reliability and convenient control.

The invention discloses a cooling-liquid medium type hydraulic retarding device for a vehicle. The cooling-liquid medium type hydraulic retarder comprises a hydraulic retarder and a control unit, wherein the control unit can control the working of the hydraulic retarder; the hydraulic retarder is arranged between a vehicle engine crankshaft and a flywheel, and is provided with a retarding working cavity. The cooling-liquid medium type hydraulic retarding device also comprises an inlet pipeline, an outlet pipeline, a pump, a returning pipeline, an inlet throttling valve and an outlet throttling valve; the liquid outlet end of a returning pipeline, the inlet pipeline, the retarding working cavity, the outlet pipeline and the liquid inlet end of the returning pipeline are communicated in sequence to form a circulating pipeline; the pump is connected in the circulating pipeline which is also communicated with a cooling-liquid cavity of an engine; the inlet throttling valve is connected on the inlet pipeline; the outlet throttling valve is connected with the outlet pipeline; the inlet throttling valve and the outlet throttling valve are respectively connected with the control unit in a control manner. The cooling-liquid medium type hydraulic retarding device disclosed by the invention has the advantages that the cooling liquid of the engine is adopted as a medium, the volume is small, the weight is light, the cost is low, the structure is compact, the installation is convenient and the retarding and braking torque can be effectively provided.

A coolant circuit of a motor vehicle, including the following features: a coolant, especially water or a water mixture; a coolant pump having a coolant outlet; a retarder provided with a central ring, the working medium thereof being the coolant; a reversing valve in the flow direction upstream of the retarder and a bypass section for bypassing the retarder, such that the retarder can be connected to and disconnected from the coolant circuit. According to the invention, the coolant pump is arranged in the flow direction upstream of the retarder in such a way that it pumps coolant into the retarder when the retarder is connected, and pumps coolant past the retarder via the bypass section when the retarder is disconnected.

A rotational speed control device includes a housing containing a viscous fluid, a shaft disposed in the housing and rotatable relative to the housing, a hub assembly secured to the shaft for rotation with the shaft, and a rotor coupled with the shaft by a frictional engagement with the hub assembly. A spring is disposed in the housing and acts on the rotor to bias the rotor axially on the shaft in a low torque direction. A braking torque between the rotor and the housing is varied according to an axial position of the rotor on the shaft.

A hydrodynamic retarder control apparatus includes two valve spools, one, a retarder control valve, functions as a relay valve to control the on / off operation of a hydrodynamic retarder and the other, a regulator valve, functions to control the regulation of pressure at the hydrodynamic retarder. During abnormal periods of operation of the regulator valve, the retarder control valve will also function as a pressure control valve thereby limiting the maximum pressure at the hydrodynamic retarder.

A system for controlling braking of a motor vehicle during downhill driving, in which the vehicle is provided with a service frictional braking device (18) and an auxiliary braking device (25), comprising a retarder brake (26) and a lever (40) for activating the retarder brake by the driver of the vehicle, comprises means (29) adapted to, upon activation of said retarder brake (26) by actuating said lever (40) by the driver for applying a braking action to the vehicle when driving downhill, based upon values of parameters of the driving conditions of the vehicle, calculate whether the auxiliary braking device is able to alone obtain said braking action to be applied to the vehicle. The braking control means (28) is adapted to activate the service frictional braking device to assist said auxiliary braking device when said calculation states that the auxiliary braking device is not able to alone obtain said braking action to be applied to the vehicle.

The invention relates to a method for setting and activating a hydrodynamic retarder (1) of a motor vehicle, in which method the retarder (1) has a regulable hydraulic circuit (15) and means for measuring the hydraulic pressure in the hydraulic circuit (15), and in which method at least one pre-setting takes place in order to generate a braking torque which follows a predefined brake moment characteristic curve which is permanently stored in a control and regulating unit (6) and by means of which the retarder (1) is activated in driving operation. In order to improve the setting accuracy of the braking torque of said retarder, it is provided that the hydraulic pressure in the hydraulic circuit (15) of the retarder (1) is taken into consideration at least during the pre-setting. Additionally provided is a device in which the retarder (1) has a regulable hydraulic circuit (15) with at least one pressure sensor (9), and in which the hydraulic circuit (15) is assigned a control and regulating unit (8) which has a non-volatile data memory and a processor unit in which current input data and stored data can be processed, and in which an output signal for activating an electric valve device (13) and / or an oil filling device of the retarder (1), by means of which a predetermined nominal braking torque (Msoll) can be set, can be generated from the processed data.

A vehicle transmission retarder control apparatus is provided including an engine, a throttle, a brake, a transmission having an output member with an actual transmission output speed, a speed sensor operable for measuring the actual transmission output speed, a plurality of user-commandable input devices for selecting a desired transmission output speed, and a controller having an algorithm for controlling the amount of retarder request to provide a zero or constant rate of deceleration independently of weight and axle ratio. Additionally, a method is provided for controlling a transmission retarder, including measuring the actual transmission output speed, sensing a desired transmission output speed using a plurality of user-commandable input devices, communicating the actual and desired speeds to a controller, and commanding the retarder to apply a continuously variable opposing torque to the transmission based on the actual and desired output speeds to achieve a constant rate of deceleration.

A bearing raceway ring (25) disposed near a mounting section (9) is disposed on the outer periphery of a circular cylinder section (19). A fluid-sealed chamber (40) in which a measurement liquid is hermetically enclosed is provided between a first member (8) and the bearing raceway ring (25) which is disposed near the mounting section (9). Pressure acting on the fluid to be measured changes as the bearing raceway ring (25) moves in the cylinder-axis direction, the bearing raceway ring (25) being disposed near the mounting section (9). The fluid-sealed chamber (40) is provided with a pressure sensor (44) capable of detecting a change in the pressure of the fluid to be measured.

There is provided a retarder control device which is simple in constitution and can reliably apply braking. An engine rotational speed detector detects an engine rotational speed, gear step detection means detects a gear step of a transmission, an accelerator operation detector detects the operated state of an accelerator, and a retarder controller previously stores automatic braking amount determination data representing the relation between the engine rotational speed and the automatic braking amount of a retarder corresponding to each gear step of the transmission and controls the retarder according to the automatic braking amount of the retarder calculated from the automatic braking amount determination data based on the detected engine rotational speed and gear step of the transmission when the accelerator is judged to be off from the detected operated state of the accelerator.

The invention discloses a speed retarder of a proportional valve control pump type medium and low power vehicle, comprising a hydraulic pump driving gear, a hydraulic pump and a proportional overflow valve; wherein an inlet of the hydraulic pump is connected with an oil tank; a rotor of the hydraulic pump is mechanically connected with a hydraulic pump driving gear shaft; and the proportional overflow valve 7 is electrically connected with an ECU and connected with an outlet of the hydraulic pump and a heat exchanger by a hydraulic pipeline. The speed retarder has the beneficial effects that 1. the heat generated by energy loss can be taken away by the hydraulic oil while the vehicle is auxiliarily braked by the speed retarder; 2. the speed retarder is easy to be controlled by a computer so as to provide a stable and accurate braking torque; 3. wear is basically not generated and the service life is long; and 4. power source is not needed and the structure is simple.

A braking apparatus for a vehicle, in particular a heavy goods vehicle, includes a drive axle having a transmission gear, such as a differential, around which an amount of oil for lubrication is variable. The brake apparatus further includes at least one friction brake and at least one retarder that is capable of operating to slow the vehicle through the transmission gear. The braking apparatus comprises a brake operating device for operating the at least one friction brake and the least one retarder, and a determining feature to determine an oil level around the transmission gear. The brake operating device, on operation by a user, is arranged to apply the retarder when the oil level around the transmission gear is above a threshold level, and, if the oil level is below the threshold level, the brake operating device is arranged to initiate an increase in the oil level around the transmission gear.

The invention relates to a method for controlling the power transmission of a hydrodynamic retarder, comprising a circulating rotor having vanes and a stator having vanes or a counter-rotating rotor having vanes circulating in the opposite rotational direction to the rotor, which together form a working chamber that can be filled with operating medium by means of an inlet and that can be emptied by means of an outlet, wherein the working chamber is filled in a brake operation with operating medium and a brake torque is generated with the hydrodynamic retarder and, in a non-braking operation, the working chamber is emptied to a specific residual amount of operating medium and substantially no brake torque is generated with the hydrodynamic retarder.; The invention is characterised by the following step: In the non-braking operation, by means of an idling pump, operating medium is conveyed from an operating medium reserve, which is provided outside the working chamber in an operating medium reserve tank, into the working chamber of the hydrodynamic retarder for the adjustment of the residual amount.

This invention relates to a method for managing the vehicle warm-up phase in a cold start situation. The vehicle is equipped with a hydraulic retarder upstream of the set of gears of the transmission that dissipates heat in the engine coolant. Said method is based on the use of the hydraulic retarder, with the vehicle at a standstill, to accelerate the vehicle warm-up phase, in particular the warming of the cabin, the transmission oil, the oil of the brake cooling system and the engine cooling water.

The present invention relates to a method for setting cooling medium distribution in a cooling circulation of motor vehicle, wherein, the circulation of cooling medium used for cooling a driving motor and / or other device is realized; wherein, a hydraulic retarder is provided in a cooling circulation and comprises a driven main impeller and a secondary impeller that commonly form an annular-surface-shaped operation chamber capable of being filled with or drained with operation medium selectively thereby transferring torque from the main impeller to the secondary impeller through hydraulic force; wherein, the cooling medium of the cooling circulation is simultaneously the operation medium of the hydraulic retarder; and the method comprises a step of: at the instant before the beginning and / or finishing of the stop process of motor vehicle, or the instant after the beginning and / or finishing of the stop process of motor vehicle or the period when the stop process of the motor vehicle begins and / or finishes, always completely or almost completely filling the operation chamber of the hydraulic retarder with operation medium.

The present invention relates to a hydrodynamic brake for a vehicle. A stator (10) and a rotor comprises each an annular recess (14) and a plurality of vanes (18) which are provided in the respective parts of the recess (14). The rotor is arranged to rotate in a direction of rotation such that a relatively high pressure is created on a first side of the respective vanes (18) of the stator (10) and a relatively low pressure of a second side of the respective vane (18) of the stator (10). This pressure difference is used for the supply and the discharge, respectively, of the fluid. The respective supply opening (26) is provided in the stator in the vicinity of said second side of a respective vane and the respective discharge opening (28) is provided in the stator in the vicinity of said second side of a respective vane.