JP2924530B2 - Diesel engine with fuel injection control when exhaust brake is released - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a diesel engine suitable for use in a motor vehicle, and more particularly to a fuel injection control type diesel engine having an exhaust brake device and a fuel injection pump device when the exhaust brake is released.

[0002]

2. Description of the Related Art In an internal combustion engine, an exhaust brake device has been developed in which an exhaust passage is closed to reduce the engine output so that powerful engine braking performance can be exhibited during deceleration. Such exhaust braking devices are already often applied to internal combustion engines for vehicles. In particular, large vehicles tend to demand more engine braking effect, and large vehicles are often equipped with a diesel engine (hereinafter referred to as a diesel engine). Widely used in systems.

The operation of this exhaust brake device is generally controlled by an exhaust brake control switch. When the accelerator is operated during the operation of the exhaust brake, the exhaust brake is released in conjunction with the operation of the accelerator. Is configured. By the way, for example, Japanese Utility Model Laid-Open No. 59-188
When the exhaust brake device is operated, such as the diesel engine exhaust brake device disclosed in Japanese Patent No. 939, the exhaust passage is closed and the fuel supply to the combustion chamber is performed so as to obtain a sufficient braking effect. Some are designed to cut. In this case, an instruction to end the fuel supply cut control is issued at the same time as the exhaust brake release instruction.

[0004]

However, in such a configuration in which the fuel supply cut ends upon the release of the exhaust brake, if the accelerator is operated to accelerate during the operation of the exhaust brake, the exhaust brake is operated in conjunction with the accelerator operation. After the release, a large amount of black smoke (smoke) was generated in the exhaust gas.

One of the causes is that the so-called internal E increases when the back pressure increases during the operation of the exhaust brake and the exhaust gas returns to the combustion chamber.
A GR action occurs and the combustion chamber becomes an inert atmosphere. That is, when the accelerator is operated in this inert atmosphere state, the fuel supply cut control ends, and fuel is injected into the combustion chamber according to the accelerator opening. For this reason,
Oxygen shortage in the combustion chamber temporarily causes incomplete combustion of fuel, and black smoke is generated in the exhaust gas.

Another cause of the large amount of black smoke generated in the exhaust gas is that a response delay occurs when the exhaust brake is released. That is, due to a response delay at the time of release of the exhaust brake, fuel is injected into the combustion chamber while the exhaust brake is operating, that is, while the exhaust passage is closed. As a result, a large amount of fuel is supplied while the combustion chamber is temporarily in shortage of oxygen, and the combustion becomes extremely incomplete.
Black smoke is generated.

Such a delay in the release of the exhaust brake is remarkable when an air circuit or the like is interposed in the operating force transmission system of the exhaust brake device. In general, in a large vehicle equipped with an exhaust brake device, a pneumatic circuit is often used for a main brake system and other operation force transmission systems. Therefore, in such a vehicle, the operation force transmission of the exhaust brake device is usually performed. Use a pneumatic circuit in the system. For this reason, in many vehicles equipped with the exhaust brake device, it is considered that black smoke is generated when the exhaust brake is released due to the response delay of the release of the exhaust brake.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and it is possible to reliably suppress the generation of black smoke in exhaust gas even if a response delay occurs in releasing operation when releasing an exhaust brake. It is an object of the present invention to provide a fuel injection control type diesel engine at the time of brake release.

[0009]

According to the first aspect of the present invention, there is provided a diesel engine having a fuel injection control system at the time of release of an exhaust brake according to the present invention, wherein the diesel engine comprises an exhaust brake device and a fuel injection pump device. A brake device including an exhaust brake valve provided in the exhaust passage, a drive system for opening and closing the exhaust brake valve, and exhaust brake operation / release command means for instructing an operation state of the exhaust brake; The drive system connects the air cylinder, the air cylinder driven by air from the air tank, and the air cylinder and the exhaust brake valve such that the exhaust brake valve opens and closes in accordance with expansion and contraction of the air cylinder. And an exhaust brake actuation / release command interposed in an air passage between the air tank and the air cylinder. And a control valve for controlling the operation of the exhaust brake while adjusting the air condition of the air cylinder in accordance with the command of the stage. An interlocking air cylinder that is driven in conjunction with the air cylinder by adjusting the air condition through the control valve together with the air cylinder and the rack actuator. Accordingly, when the exhaust brake is operated, the control rack is configured to include a rack contact member connected to the interlocking air cylinder so that the position of the control rack is restricted to the side of decreasing the fuel injection amount.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the fuel injection control type diesel engine at the time of release of the exhaust brake further comprises a surge valve provided in the air passage from the control valve to the interlocking air cylinder. It is characterized in that a tank is interposed.

[0011]

According to the first aspect of the present invention, in the diesel engine of the fuel injection control type at the time of release of the exhaust brake, the control valve is operated in response to the command of the exhaust brake operation / release command means in the exhaust brake device. Adjust the air condition of the cylinder. Then, the air cylinder expands and contracts, and in response to this, the exhaust brake valve is opened and closed through the link mechanism, and the operation of the exhaust brake is controlled.

At this time, the air condition of the interlocking air cylinder is also adjusted so as to interlock with the air cylinder through the control valve together with the air cylinder. When the exhaust brake is operated, the control rack of the fuel injection pump device is controlled through the rack contact member. The position is restricted to the fuel injection amount decreasing side. Further, when the operation of the exhaust brake is released, the regulation of the control rack position toward the fuel injection amount decreasing side is also released through the rack contact member.

According to the second aspect of the present invention, the exhaust pressure is controlled by the surge tank so that the air pressure of the interlocking air cylinder is gradually adjusted by the surge tank. The restriction of the control rack position toward the fuel injection amount decreasing side performed through the rack contact member is gradually released.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring to the drawings, an embodiment of the present invention will be described. FIGS. 1 to 4 show a fuel injection control type diesel engine at the time of release of an exhaust brake as a first embodiment of the present invention. FIG. 2 is a schematic configuration diagram showing the exhaust brake device, FIG. 3 is a schematic characteristic diagram showing the control characteristics of the fuel injection amount together with the control state of the exhaust brake, and FIG. FIGS. 5 and 6 are schematic characteristic diagrams showing control characteristics of the fuel injection amount. FIGS. 5 and 6 show a fuel injection control type diesel engine at the time of release of an exhaust brake according to a second embodiment of the present invention, and FIG. Schematic configuration diagram, FIG.
FIG. 4 is a schematic characteristic diagram showing control characteristics of the fuel injection amount.

First, the first embodiment will be described.
As shown in FIG. 1, the present diesel engine (hereinafter, referred to as a diesel engine) includes a fuel injection pump device 10 and an exhaust brake device 60. First, the exhaust brake device 60 will be described. As shown in FIGS.
An exhaust brake valve 61 is provided in the exhaust passage 21 so as to open and close the exhaust passage 21. In this embodiment, an intake silencer valve 91 that opens and closes in conjunction with the exhaust brake valve 61 is provided in the intake passage 24.

In order to open and close the exhaust brake valve 61, a control cylinder (air cylinder) 64 operated by air pressure (air pressure), and a link interposed between the control cylinder 64 and the exhaust brake valve 61. An actuator (drive system) 68 including the mechanism 62 is provided. Further, an air pipe (air passage) is provided between the air tank 70 and the control cylinder 64 for adjusting the air pressure in the control cylinder 64.
65A to 65C and 3-way valve (control valve) 66
Is interposed.

The control cylinder 64 includes a cylinder 6
A piston 64B is provided in 4A, and one end of a piston rod 63 connected to the piston 64B projects outside the cylinder 64A and is connected to a link mechanism 62. A return spring 64C is interposed between the rear surface of the piston 64B and the inner wall of the cylinder 64A, and an air chamber 64D is formed between the front surface of the piston 64B and the inner wall of the cylinder 64A. And this air chamber 64D
An air pipe 65C is connected so as to communicate therewith.

Thus, when air (air) is supplied into the air chamber 64D, the piston 64B and the piston rod 63 move in the extending direction (upward in FIG. 1), and are exhausted through the link mechanism 62. The brake valve 61 is rotated to be in a closed state as shown by a chain line in FIG. When the air in the air chamber 64D is discharged, the return spring 64C moves the piston 64B and the piston rod 63 in the contracting direction (downward in FIG. 1),
The exhaust brake valve 61 is rotated via the link mechanism 62, and is opened as shown by a solid line in FIG.

Similarly, the intake silencer valve 91
Control cylinder (air system)
A cylinder 94 and a link mechanism 92 are provided, and an air pipe 65D is interposed between the three-way valve 66 and the control cylinder 94. And the control cylinder 94 is also similar to the control cylinder 64,
Cylinder 94A, piston 94B, piston rod 9
3, a return spring 94C and an air chamber 94D are provided.

Thus, when air is supplied into the air chamber 94D, the piston 94B and the piston rod 93 move in the extending direction (upward in FIG. 1), and the link mechanism 92 is moved.
The intake silencer valve 91 is rotated via
During that time, as shown by the dashed line, it is closed. When the air in the air chamber 94D is discharged, the return spring 94C causes the piston 94B and the piston rod 9 to move.
3 moves in the contracting direction (downward in FIG. 1), and the intake silencer valve 91 is rotated via the link mechanism 92, and is opened as shown by the solid line in FIG.

The three-way valve 66 has a supply mode in which air from the air tank 70 is supplied to the control cylinders 64 and 94 and a discharge mode in which air in the control cylinders 64 and 94 is discharged. In addition, it can be controlled electrically.
Therefore, as shown in FIG. 2, an electric circuit is provided from the battery 80 to the three-way valve 66.

In the middle of this electric circuit, as shown in FIG. 2, an exhaust brake control switch (= exhaust brake control switch, abbreviated as exhaust control SW in the figure) 41 and an accelerator switch (accelerator SW) 42 and a clutch switch (clutch SW) 44 are interposed. These switches are set on / off as follows.

That is, the exhaust brake control switch 41 is turned on (ON) when the exhaust brake is operated.
The driver can turn it on and off at his own will. The accelerator switch 42 is turned on when the accelerator pedal is not depressed (that is, when the accelerator operation is not performed), and is turned off (off) when the accelerator pedal is depressed. As such, adequate play is provided.

The clutch switch 44 is turned on when the clutch pedal is not depressed, and turned off when the clutch pedal is depressed. That is, it is turned on in a state where the driving force can be transmitted. Further, since the clutch is not disengaged only by slightly depressing the clutch pedal, the clutch switch 44 is appropriately set so that the clutch switch 44 is not turned off by slightly depressing the clutch pedal similarly to the accelerator switch 42. Play is provided. Accordingly, the on / off of the clutch switch 44 substantially corresponds to the engagement / disengagement of the clutch.

The exhaust brake device 60 is controlled by the exhaust brake control switch 41, the accelerator switch 42 and the clutch switch 44 arranged in series as described above.
An exhaust brake switch group 45 is provided as an exhaust brake activation / release command means capable of switching the state between the operation state and the release state of the exhaust brake. When the exhaust brake switch group 45 is turned on, that is, when the switches 41, 4
When both 2 and 44 are on, the 3-way valve 66
Power is supplied to the solenoid or the like, and the exhaust brake valve 61 and the intake silencer valve 91 are closed to operate the exhaust brake. Conversely, if the exhaust brake switch group 45 is off, that is, if any of the switches 41, 42, 44 is off, power supply to the solenoid of the three-way valve 66 is cut off, and the exhaust brake valve 61 is turned off. In addition, the intake silencer valve 91 is opened and the exhaust brake is released.

The fuel injection pump device 10 is a mechanical fuel injection pump device having a fuel injection pump main body 11 and a mechanical injection amount adjusting mechanism 30 provided on the fuel injection pump main body 11. The injection amount adjusting mechanism 30 includes a control rack 12 that is an injection amount adjusting member and an actuator (not shown) that drives the control rack 12. Usually, the actuator requires the control rack 12 in conjunction with operation of an accelerator pedal. To the position corresponding to the accelerator.

Further, a rack actuator 33 for regulating the position of the control rack 12 to the side of decreasing the fuel injection amount is provided separately from the actuator for driving the control rack 12 in such a normal state. The actuator 33 includes a rack stopper (rack contact member) 34 that contacts the end of the control rack 12 and an actuator body 35.

The rack actuator 33 regulates the movement of the control rack 12 so as to maintain a small fuel injection amount.
Is constituted by an air cylinder. That is, the air pressure system of the exhaust brake device 60 is provided with a control cylinder (interlocking air cylinder) 35 that expands and contracts in conjunction with the control cylinder 64.

That is, the control cylinder 35
Air piping 6 for supplying air to control cylinder 64
It is connected to a three-way valve 66 in parallel with the control cylinder 64 via an air pipe 65E branched from 5B. Therefore, when air is supplied to the control cylinder 64, air is also supplied to the control cylinder 35, and when air is discharged from the control cylinder 64, air from the control cylinder 35 is also discharged.

The control cylinder 35 has a diaphragm 35B in a cylinder 35A, and one end of a rod 34A of a rack stopper 34 is connected to the diaphragm 35B. In addition, the diaphragm 3
A return spring 35C is interposed between the rear surface of the cylinder 5A and one inner end surface of the cylinder 35A.
An air chamber 35D is formed between the front surface of 5B and the other inner end surface of the cylinder 35A. And this air chamber 3
An air pipe 65E is connected to communicate with 5D.

Accordingly, the actuator 33 operates in conjunction with the exhaust brake valve 61, and when the exhaust brake valve 61 is closed and the exhaust brake is activated,
The rack stopper 34 is also driven to an operating state, that is, a state in which the control rack 12 is restricted to a side where the fuel injection amount is small. When the exhaust brake valve 61 is opened and the exhaust brake is released, the rack stopper 34 is also returned to the released state, that is, the state in which the control rack 12 is not regulated.

The exhaust-brake release-time fuel injection control type diesel engine according to the first embodiment of the present invention is constructed as described above, so when the exhaust brake switch group 45 is turned on, that is, when the exhaust brake control switch is turned on. 4
1. When the accelerator switch 42 and the clutch switch 44 are both on, power is supplied to the solenoid of the three-way valve 66 and the like, and a supply mode for supplying air from the air tank 70 to the control cylinders 64 and 94 is established.

Thus, the control cylinder 64,
In the state 94, both are supplied with air to be in an extended state, the exhaust brake valve 61 and the intake silencer valve 91 are closed, and the exhaust brake is operated. At this time, together with the control cylinders 64 and 94, the control cylinder 35 is also supplied with air to be in an extended state, in which the rack stopper 34 operates, that is, a state in which the control rack 12 is restricted to the side where the fuel injection amount is reduced. become.

When the exhaust brake switch group 45 switches from on to off, that is, when any of the exhaust brake control switch 41, the accelerator switch 42, and the clutch switch 44 changes from on to off, the solenoid of the three-way valve 66 and the like are turned off. Power supply to
The three-way valve 66 has control cylinders 64, 9
4 is a discharge mode for discharging the air inside.

Thus, the control cylinder 64,
In step 94, the air is exhausted and the exhaust brake valve 61 and the intake silencer valve 91 are opened and the exhaust brake is released. At this time, together with the control cylinders 64 and 94, the control cylinder 35 is also discharged from the air and contracts, and the rack stopper 34 does not act, that is, the regulation of the control rack 12 on the side of reducing the fuel injection amount is released. State.

By the way, as described above, a response delay due to a decrease in the exhaust brake control air pressure (exhaust control air pressure) occurs after the switch to the release state and before the exhaust brake is actually released. This causes a time lag, but in this device, the rack stopper 34 is driven by the exhaust brake control air pressure so as to interlock with the exhaust brake.

Therefore, the amount of fuel is increased in response to the operation of releasing the exhaust brake. Therefore, a problem that a large amount of fuel is injected even when the release of the exhaust brake is not completed is avoided, and the smoke ( black
The amount of smoke is greatly reduced. The release of the exhaust brake is often performed in conjunction with the turning off of the accelerator switch 42 when the driver steps on the accelerator to accelerate the decelerated vehicle again.

That is, as shown in FIG. 3A, during the operation of the exhaust brake, the accelerator pedal is depressed at a general depression speed (0%) from 0 (0%) to the maximum (100%). It is assumed that the driver depresses the pedal at a speed that is normally used to accelerate the accelerator fully open during acceleration. That is, it is assumed that the accelerator opening Acc reaches a maximum after the accelerator switch 42 is turned off by depressing the accelerator pedal.

In the exhaust brake device 60, as shown in FIGS. 3D and 3E, when the accelerator switch 42 is turned off, the control voltage V of the exhaust brake (exhaust) is cut to zero. The exhaust brake control air pressure (exhaust control air pressure) decreases while causing a response delay of substantially time t, and a complete release state of the exhaust brake is realized. Then, at the same time as the decrease in the exhaust control air pressure, the air in the control cylinder 35 is discharged, and the operation of the rack stopper 34 is released. That is, the release of the reduction of the fuel injection amount is performed in conjunction with the release of the actual exhaust brake.

Therefore, in the control for releasing the injection amount suppression simultaneously with the release command of the exhaust brake, the injection amount is represented by q _min with the injection amount characteristic shown by the chain line in FIG. 3B and FIG.
Although increases to q _max from the other hand, in the control of releasing the injection amount control in accordance with the exhaust brake position switch 48, the injection quantity characteristic shown by the solid line in (B) and 4 3, The injection amount increases from q _min to q _max . However, the injection amount q _min is not limited to 0 and is the minimum injection amount required for the engine to operate smoothly.

By operating as described above, in the present diesel engine, the generation of smoke ( black smoke ) in the exhaust gas is reduced as shown in FIG.
It is reduced as shown by the broken line in (F). That is, even after the release command of the exhaust brake, during the response time t, the exhaust brake is not completely released, so that the combustion chamber is in an oxygen-deficient state. During this time, the broken line is shown in FIG. When the injection amount is controlled in accordance with the accelerator opening as described above, an incomplete combustion state occurs and a large amount of smoke ( black smoke ) is generated in the exhaust gas.

On the other hand, in the present engine, even during the response time t, the injection amount is suppressed as shown by the dashed line in FIG. 3 (A). The amount of smoke ( black smoke ) is greatly reduced. In general, when black smoke is generated, complete combustion is not performed, and therefore, when the conventional control of the injection amount is performed when the exhaust brake is released, an engine output corresponding to the supply of fuel can be obtained even if fuel is supplied. Will not be. Therefore, even if the fuel injection amount suppression control is performed during this period, the increase characteristic of the engine speed (see FIG. 3C) hardly changes.
The decrease in acceleration is very small.
The effect of suppressing wasteful consumption of fuel can be expected, and in the present injection amount suppression control, the above-described black smoke reduction can be realized without lowering the acceleration performance by suppressing the injection amount.

Further, the exhaust brake device of this engine is provided with an intake silencer valve 91 which opens and closes in conjunction with the exhaust brake valve 61, so that it is possible to suppress the generation of noise generated when the exhaust brake is operated, and to keep quiet. This has the effect of improving the performance and the effect of improving the exhaust braking performance itself. Next, a second embodiment of the present invention will be described with reference to FIG.
As shown in FIG. 2, in the exhaust-brake release-time fuel injection control type diesel engine, the exhaust brake device 1 of the first embodiment is provided.
The surge tank 36 is provided in the middle of the zero air pipe 65E, and the other parts are configured in the same manner as in the first embodiment.

The exhaust-brake release-time fuel injection control type diesel engine according to the second embodiment of the present invention is constructed as described above, so that the exhaust brake device 60 operates and operates similarly to the first embodiment. At this time, the position of the control rack 12 is regulated by the actuator 33 in conjunction with the exhaust brake. That is, when the exhaust brake switch group 45 is switched from on to off, power supply to the solenoid of the three-way valve 66 is cut off, and
The way valve 66 enters the discharge mode, the exhaust brake valve 61 and the intake silencer valve 91 are opened, and the exhaust brake is released.

At this time, the control cylinder 6
The control cylinder 35 is discharged together with the air 4 and 94 to be in a contracted state, and the air is gently discharged by the surge tank 36 provided in the middle of the air pipe 65E. Therefore, the control cylinder 35 contracts gently. Then, as shown in FIG. 3A, for example, during the operation of the exhaust brake, the accelerator opening Acc is increased from 0 (0%) to the maximum (100%).
%), Assuming that the accelerator pedal is depressed at a general depressing speed, an injection amount characteristic as shown in FIG. 6 is obtained.
It increases in conjunction with the opening of 1, but this increase is not a sudden one but a gradual one.

As a result, the generation of smoke ( black smoke ) in the exhaust gas is reduced substantially in the same manner as the characteristic shown in FIG. 3 (F), but the fuel injection amount is increased in accordance with the setting of the surge tank 36. Since the state can be adjusted, the increase characteristic of the fuel injection amount can be set to an optimum one, and the effect of reducing the generation of smoke can be more reliably obtained. In each of the above embodiments, the shape and size of the air pipe 65E, the cylinder 35A of the control cylinder 35, the diaphragm 35B, the air chamber 35D, etc., and the return spring 35C
By setting such characteristics as the above, the characteristic of increasing the fuel injection amount can be set to an optimum one. In the device of the second embodiment, in addition to this, the increase characteristic of the fuel injection amount can be adjusted by setting the capacity of the surge tank 36, and the effect of reducing the generation of smoke can be obtained very reliably.

It is needless to say that the injection amount suppression control by the present fuel injection pump device can be applied to the intake silencer valve 91 and a diesel engine not having this drive system.

[0048]

As described above in detail, according to the diesel engine of the present invention, the diesel engine having an exhaust brake device and a fuel injection pump device is provided. The exhaust brake device includes an exhaust brake valve provided in an exhaust passage, a drive system for opening and closing the exhaust brake valve, and exhaust brake operation / release command means for commanding an operation state of the exhaust brake. And the drive system comprises: an air tank;
An air cylinder driven by air from the air tank, a link mechanism connecting the air cylinder and the exhaust brake valve such that the exhaust brake valve opens and closes in accordance with expansion and contraction of the air cylinder; and A control valve disposed in an air passage between the air cylinder and the air cylinder to control the operation of the exhaust brake while adjusting the air state of the air cylinder in accordance with a command from the exhaust brake operation / release command means; And a rack actuator capable of driving the position of the control rack of the fuel injection pump device to the side of decreasing the fuel injection amount,
An interlocking air cylinder that is driven in conjunction with the air cylinder by adjusting the air condition through the control valve together with the air cylinder; and A rack contact member connected to the interlocking air cylinder so that the position of the rack is regulated to the side where the fuel injection amount decreases is reduced. black
Smoke ) can be suppressed.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, an air passage from the control valve to the interlocking air cylinder is provided. With the configuration in which the surge tank is interposed, it is possible to more reliably suppress the generation of smoke in the exhaust gas when the exhaust brake of the diesel engine is released.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a fuel injection control type diesel engine when an exhaust brake is released as a first embodiment of the present invention.

FIG. 2 is a schematic configuration diagram showing an exhaust brake device of a fuel injection control type diesel engine at the time of release of an exhaust brake as a first embodiment of the present invention.

FIG. 3 is a schematic characteristic diagram showing a control characteristic of a fuel injection amount of a fuel injection control type diesel engine at the time of release of an exhaust brake according to a first embodiment of the present invention, together with a control state of an engine brake;

FIG. 4 is a schematic characteristic diagram showing a characteristic of a fuel injection amount of a diesel injection control type diesel engine at the time of release of an exhaust brake as a first embodiment of the present invention.

FIG. 5 is a schematic configuration diagram of a fuel injection control type diesel engine at the time of exhaust brake release as a second embodiment of the present invention.

FIG. 6 is a schematic characteristic diagram showing a characteristic of a fuel injection amount of a diesel injection control type diesel engine at the time of release of an exhaust brake according to a second embodiment of the present invention.

[Explanation of symbols]

Reference Signs List 10 mechanical fuel injection pump device 11 fuel injection pump main body 12 control rack 21 exhaust passage 24 intake passage 30 injection amount adjustment mechanism 33 rack actuator 34 rack stopper (rack contact member) 35 control cylinder (actuated air cylinder) as actuator main body 35A Cylinder 35B Diaphragm 35C Return spring 35D Air chamber 36 Surge tank 41 Exhaust brake control switch (exhaust brake control switch or exhaust control SW) 42 Accelerator switch (accelerator SW) as accelerator operation detecting means 44 Clutch switch (clutch SW) 45 Exhaust brake switch group as exhaust brake actuation / release command means 48 Exhaust brake position switch (EXIVE Reposition SW, exhaust brake operating state detecting means) 48A Variable resistor as variable volume switch 49 Command signal generator (command means) 49A Electronic control unit (ECU) as command means 60 Exhaust brake device 61 Exhaust brake valve 62 Link mechanism 63 piston rod 64 control cylinder (air cylinder) 64A cylinder 64B piston 64C return spring 64D air chamber 65A to 65D air piping (air passage) 66 3-way valve (control valve) 67 meter cluster 68 actuator (drive system) 70 air tank 80 battery 81 starter switch (key switch) 82 fuse box 91 intake silencer valve 92 link mechanism 93 piston rod 94 control cylinder (Eashirin ) 94A cylinder 94B piston 94C return spring 94D air chamber

──────────────────────────────────────────────────続 き Continuation of front page (51) Int.Cl. ⁶ identification code FI F02D 43/00 301 F02D 43/00 301H 301Z (58) Fields investigated (Int.Cl. ⁶ , DB name) F02D 41/04 380 F02D 1/02 321

Claims (2)

(57) [Claims] 1. A diesel engine having an exhaust brake device and a fuel injection pump device, the exhaust brake device comprising: an exhaust brake valve provided in an exhaust passage; and a drive system for opening and closing the exhaust brake valve. An exhaust brake actuation / cancellation command means for instructing an operation state of the exhaust brake, wherein the drive system is configured to control an air tank, an air cylinder driven by air from the air tank, and expansion and contraction of the air cylinder. A link mechanism that connects the air cylinder and the exhaust brake valve so that the exhaust brake valve opens and closes in response thereto; and an exhaust brake actuation / release provided through an air passage between the air tank and the air cylinder. A control valve for controlling the operation of the exhaust brake while adjusting the air condition of the air cylinder in accordance with a command from the command means; And a rack actuator capable of driving the position of the control rack of the fuel injection pump device to the side of decreasing the fuel injection amount. The rack actuator, together with the air cylinder, adjusts the air condition through the control valve. An interlocking air cylinder that is driven in conjunction with the air cylinder; and the control rack is connected to the interlocking air cylinder and moves the control rack toward the fuel injection amount decreasing side when the exhaust brake is actuated in accordance with expansion and contraction of the interlocking air cylinder. A fuel injection control type diesel engine at the time of release of an exhaust brake, comprising: a rack contact member connected to the interlocking air cylinder so as to be regulated. 2. The diesel engine according to claim 1, wherein a surge tank is provided in an air passage extending from the control valve to the interlocking air cylinder.