JPS60142028A - Exhaust brake valve controller - Google Patents

Abstract

PURPOSE:To simplify the structure by reducing the driving pressure to be fed to an air actuator to predetermined level through alternative changeover of two- way and three-way solenoid valves and maintaining the opening of exhaust valve at half-open state when comparated with warming travel. CONSTITUTION:The pressure chamber 21 of air actuator 3 for driving the exhaust brake valve 2 of exhaust tube 1 is coupled through two-way solenoid valve 4 and three-way solenoid valve 5 to a vacuum pump 6. Under exhaust brake operation, main switch 9 is turned on while a warming switch 12 is turned off to excite a three-way solenoid valve 5 thus to communicate the conduits 24, 25, 27 and to full-close the exhaust brake valve 2 by means of the actuator 3. Under warming operation, the warming switch 12 is turned on to excite the solenoid valve 5 thus to half-open the valve 2 by means of the actuator 3 which is detected by a sensor 15 to de-energize the solenoid valve 5 while to excite the solenoid valve 4 thus to reduce the negative pressure in pressure chamber 21 and to maintain the valve 2 in half-open state.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for an exhaust brake valve, and in particular, adjusts the drive pressure supplied to the air actuator of the exhaust brake valve to adjust the opening degree of the exhaust brake valve to a predetermined value suitable for warm-up driving. The present invention relates to a control device for an exhaust brake valve that can be maintained in a half-open state.

In response to energy saving policies, recent diesel engines are shifting from the conventional pre-combustion chamber type and swirl chamber type to the direct injection type. However, because direct injection diesel engines have excellent thermal efficiency, they emit a small amount of exhaust heat (and have poor warm-up performance, which means that they take a long time to warm up, especially in cold weather, and the cabin There were inconveniences such as problems with heating.

In order to solve this problem, the fuel injection system is operated to temporarily increase the exhaust resistance of the engine and supply a large amount of fuel to the combustion chamber, thereby generating a large amount of thermal energy within the combustion chamber. Measures have been proposed to improve warm-up performance.

By the way, there are various types of hand-picks that temporarily increase the exhaust resistance of the engine, but they can be roughly divided into two types. One is a new opening/closing valve for warming up the exhaust pipe, and the other is an existing exhaust brake valve that can also be used for warming up. This latter type is advantageous in that it can be applied without changing the existing exhaust system, but has the disadvantage that the exhaust brake valve control device becomes complicated. For example, the applicant of this application has already proposed the "Egi-Thust Brake Harvest" (Japanese Unexamined Patent Publication No. 56-10
4127) is a system in which a stopper is attached to the rotating shaft of the exhaust brake valve, and the exhaust brake valve is held in a half-open state by the action of the stopper during warm-up operation, but the mechanical structure is complicated. Also, it is difficult to adjust the half-open state of the exhaust brake valve.

Furthermore, the "vehicle warm-up device" (Japanese Patent Application No. 57-229221) already proposed by the applicant of the present invention reduces the driving pressure supplied to the air actuator of the exhaust brake valve using a pressure reducing valve during warm-up operation. This allows the exhaust brake valve to be held in a half-open state, but there is a problem in that the cost of the pressure reducing valve is high, so a considerable increase in cost cannot be avoided.

The present invention was developed in view of the above circumstances, and its purpose is to enable the single-pressure brake valve to be used for warming up without using a pressure reducing valve, and to allow the exhaust flake valve to be opened half-open. It is an object of the present invention to provide a control device for an exhaust brake valve that can easily adjust the state. A control device for an exhaust flake valve that performs switching control includes: a) an air actuator that opens and closes the exhaust brake valve; and b) a first air actuator whose one end is connected to the pressure chamber of the air actuator and whose other end is open to the atmosphere. C) a second air passage whose one end is connected to the middle of the first air 1fff passage and whose other end is connected to a driving pressure source for driving the air actuator; and d) the first air passage. It is arranged at the connection part between the air passage and the second air passage, and opens the first air passage.
a three-way solenoid valve that closes and opens the connection Jljl of the second air passage; e) a three-way solenoid valve that is provided in the middle of the first air passage described in l and opens and closes the first air passage and (f) detection means for detecting that the opening degree of the exhaust brake valve has reached a predetermined half-open state suitable for warm-up driving, and when driving, the three-way solenoid valve described in 2. and the three-way solenoid valves are respectively inactivated, and atmospheric air is introduced into the pressure chamber of the air actuator through the first air passage, and the exhaust brake valve is fully opened, and when the exhaust brake is in operation. , activating the three-way solenoid valve and deactivating the three-way solenoid valve to introduce the driving pressure of the driving pressure source into the pressure chamber of the air actuator through the first air passage and the second air passage. and the opening of the exhaust brake valve is fully closed, and during warm-up operation, the three-way solenoid valve is activated and the three-way solenoid valve is deactivated.'' Pressure is introduced into the pressure chamber of the air actuator through the first air passage and the second air passage, and when the opening of the exhaust brake valve reaches a predetermined half-open state suitable for warm-up driving, It is characterized in that the opening degree of the exhaust brake valve is maintained in the half-open state by detecting it with the detection means and switching the three-way solenoid valve and the three-way solenoid valve to each other based on the detection signal. Located in the exhaust brake valve control device.

An embodiment of the present invention will be described below based on the drawings. Figure 1 schematically shows the configuration of the exhaust brake valve control device, in which 1 is an exhaust pipe, 2 is an exhaust brake valve, 3 is an air actuator, and 4 is a three-way solenoid valve. , 5 is a three-way solenoid valve, 6 is a vacuum pump as a driving pressure source for the air actuator 3, 7 is an air cleaner, 8 is a power source, 9 is a main switch, 10 is a clutch switch, 11 is an accelerator switch, 12 is a warm-up switch,
13 is a relay switch, and 14 is a sensor switch.

A lever 19 is integrally attached to the rotating shaft 18 of the exhaust brake valve 2.
A rod 2o of the air actuator 3 is connected to l.

When negative pressure is introduced into the pressure chamber 21 of the air actuator 3, the diaphragm 22 moves forward in the direction of arrow a in FIG. It is designed to rotate in the direction of

A sensor 15 is inserted into the pressure chamber 21 of the air actuator 3 as a detection means for detecting that the diaphragm 22 has moved forward to a predetermined position. The sensor 15 is configured to indirectly detect each time the opening degree of the exhaust brake valve 2 reaches a predetermined half-open state, and close the sensor switch 14, which is normally open. Note that the sensor switch 14 may be a switch inside the sensor 15, or may be configured as a switch that operates depending on the detection result of the sensor 15.

The pressure chamber 21 of the air actuator 3 and the three-way solenoid valve 4 are connected by a conduit 24, and the three-way solenoid valve 4 and the three-way solenoid valve 5 are further connected by a conduit 25. Also, three-way solenoid valve 5
are connected to the air cleaner 7 and the vacuum pump 6 by conduits 26, 27, respectively.

A first air passage is formed by the pipes 24 to 26, and a second air passage is formed by the pipe 27.

The three-way solenoid valve 5 has three boats 30 as shown in FIG.
~32, and these three boats 30~32 have conduits 2
5 to 27 are connected to each other. The boat 30 communicates with the valve chamber 33, and the boats 31 and 32 communicate with the valve chamber 33.
It communicates with valve seat holes 34 and 35 formed at the top and bottom of the valve, respectively. Inside the valve chamber 33, a compression spring 36 constantly moves the valve chamber 33 downward [
A valve body 37 with a 111 force is housed so as to be movable up and down, and the valve seat holes 34 and 35 are opened and closed by this valve body 37. On the other hand, a solenoid 38 is installed at the bottom of the three-way solenoid valve 5, and a plunger 4o, which is always urged upward by a compression spring 39, is housed in the center hole of the solenoid 38 so as to be able to move up and down. ing. This boulanger 40 and the valve body 37 are connected by a connecting rod 41, and the valve seat hole 34 is connected by the vertical movement of the plunger 40.
35 is designed to open and close. In addition, the compression spring 39
The pressure force of the compression spring 36 is made larger than that of the compression spring 36, and under normal conditions (when the solenoid F38 is not energized), the valve body 37 and the plunger 40 move upward as shown in FIG. When the solenoid 38 is closed and the solenoid 38 is energized, the valve body 37 and the plunger 40 move downward against the compression spring 39 to close the valve seat hole 34.

The three-way solenoid valve 4 has two boats 45°4 as shown in Figure 3.
6, and the conduit 24 to these two bows 1-45.46
．． 25 are connected to each other. Boat 45 is valve chamber 4
The boat 46 also communicates with a valve seat hole 48 formed in the upper part of the valve chamber 47. A valve body 52, which is always urged downward by a pressure UN spring 50, is housed in the valve chamber 47 so as to be able to move up and down. On the other hand, a solenoid 49 is installed at the bottom of the three-way solenoid valve 4.
A plunger 51 is housed in the center hole of the solenoid 49 so as to be movable up and down. And this plunger 51
The valve body 52 and the valve body 52 are connected by a connecting rod 54, and the valve seat hole 48 is opened and closed by the vertical movement of the plunger 51.

In addition, normally (when the solenoid 49 is not energized), the plunger 51 and the valve body 52 move to the lower part to open the valve seat hole 48 as shown in FIG. 3, and when the solenoid 49 is energized,
The plunger 51 and the valve body 52 are configured to move in three directions against the compression spring 50, thereby closing the valve seat hole 48.

An L-shaped ♀III leak hole 53 is formed inside the valve body 52 . Specifically, one end of the leak hole 53 opens into the seat portion of the valve body 52, and the other end opens into a side surface of the valve body 52. Therefore, even if the valve seat hole 48 is blocked by the valve body 52, the holes 1 to 45 and 46 are configured to communicate through the hole 53.

The control device for the exhaust brake valve 2 is configured as described in 1.
In this state, the solenoid 38 of the three-way solenoid valve 5
is in a de-energized state. Therefore, the valve seat hole 35 of the three-way solenoid valve 5 is closed by the valve body 37 as shown in FIG.
The valve seat hole 34 is open. On the other hand, warm-up switch 12
Is it 01? Since the position is F, the solenoid 49 of the three-way solenoid valve 4 is also in a non-energized state, and the valve seat hole 48 is open as shown in FIG. Therefore, the air cleaner 7 and the pipe line 2 are installed in the pressure chamber 21 of the air actuator 3.
Atmospheric pressure is introduced through 4 to 26, and the diaphragm 22 is moved to the first position by the force of the return spring 23.
As shown in the figure, the exhaust brake valve 2 is fully open.

Next, when operating the JJI brake, turn on the main switch 9 and set the warm-up switch 12 to 01.1+. In addition, the accelerator switch 10 and the accelerator switch 11 are set to turn on when the crunch pedal (not shown) and the accelerator pedal are released, and to 0IiF when the accelerator pedal is depressed, and the accelerator switch 11 is set to 0F during normal driving. Therefore, the solenoid 38 of the three-way solenoid valve 5 is in a non-energized state.

However, when the clutch pedal and the accelerator pedal are released I'ii, the Thalasso Tis Inochi lO and the accelerator switch 11 are respectively turned on, and the cathode of the power source 8 is connected to the solenoid F333 of the three-way solenoid valve 5 through the relay contact 56 and switches 9 to 11. . As a result, the solenoid 38 is
A) J magnetized, the plunger 4o moves in the direction 11 in FIG. negative pressure is introduced into the pressure chamber 21 of the core actuator 3 through the lines 24, 25, 27. Then, due to this Komae, the diaphragm 22 is first moved forward in the direction of the arrow a force against the return spring 23, and the exhaust brake valve 2 is rotated in the direction of the arrows 1, 1, 1, 1, 2, and 1, and becomes fully closed. Exhaust brake operation is performed. Note that when the diaphragm 22 moves forward to a predetermined position, the sensor switch 14 is turned on, but since the warm-up switch 12 is turned off, the solenoid 49 of the three-way solenoid valve 4 is not energized.

Next, turn on the warm-up switch 12 and the r! (The cathode of 8 is connected to the solenoid 38 of the three-way solenoid valve 5 through the relay contact 56 and the warm-up switch contact 58. Therefore, the solenoid 38 is energized regardless of the failure of the clutch pedal and the accelerator pedal. On the other hand, since the sensor switch 14 is in the position F until the diaphragm 22 of the air actuator 3 moves forward to the predetermined forward movement position,
The solenoid 49 of the three-way solenoid valve 4 remains in a non-energized state. Therefore, the negative pressure of the vacuum pump [ ) is introduced into the pressure chamber 21 of the air actuator 3 in the same manner as described above, and the diaphragm 22 returns to the spring 2 due to the negative pressure.
3 in the direction of arrow a in FIG. 1, and the exhaust brake valve 2 rotates in the direction indicated by the arrow.

However, when the diaphragm 22 of the air actuator 3 moves forward to a predetermined forward position and the exhaust brake valve 2 becomes a predetermined half-open state suitable for warm-up driving, the sensor 15 detects this and the sensor switch 14 turns ON. become.

As a result, the anode of the power source 8 is connected to the solenoid 60 of the relay 13 through the warm-up switch 4 and the warm-up switch contact 59, and the solenoid 60 is energized, causing the relay contact 56 to reach the position 1 and the relay contact Turn on 57.

Therefore, when the solenoid 38 of the three-way solenoid valve 5 becomes de-energized, the solenoid 49 of the three-way solenoid valve 4 is energized, and fi'WP; 25 and 26 are communicated with each other as shown in FIG.

However, since the solenoid 49 of the three-way electromagnetic valve 4 is energized, the plunger 51 moves toward the negative corner in FIG. 3 against the compression spring 50, and the valve seat hole 48 is closed by the valve body 52.

Therefore, the atmosphere that has entered the boat 46 passes through the leak hole 53 of the valve body 52 and the pipe line 24 and enters the pressure chamber 21 of the air actuator 3 little by little, thereby gradually reducing the negative pressure inside the pressure chamber 21. Become.

When the negative pressure inside the pressure chamber 21 becomes smaller, the diaphragm 22
gradually moves back due to the biasing force of the return spring 23, but when the sensor switch 14 returns to the predetermined return position, the sensor switch 14 becomes the open position 17 again, and the solenoid 38 of the three-way solenoid valve 5 is energized, and the three-way solenoid valve No. 4 solenoid 49 becomes de-energized. Then, the same operation as described above is repeated a hundred times, and the exhaust brake valve 2 is maintained in a predetermined half-open state suitable for warm-up driving. Therefore, smooth warm-up running is possible without applying excessive back pressure to the engine.

The pressure change in the pressure chamber 2j of the air actuator 3 at this time will be explained in more detail based on FIG. When the pressure reaches 8, the sensor switch 14 is turned on. However, even if the sensor switch 14 is turned on, there is inertia of the air flow in the direction of arrow C in FIG. increase After that, the air sucked from the air cleaner 7 is gradually introduced into the pressure chamber 21, and thereby the negative pressure in the pressure chamber 21 is reduced to B-40.
-1D, and when the pressure reaches D, the sensor switch 14 becomes F. Then, the pressure in the pressure chamber 21 becomes E again.
-A -B and the above cycle is repeated. Note that the position where the sensor switch 14 turns ON and F is shifted is due to the inherent characteristics of the sensor switch 14.

Note that even if the three-way solenoid valve 4 is not particularly provided with the leak hole 53, it is possible to maintain the exhaust brake valve 2 in a half-open state. However, when the driving pressure of the air actuator 3 is relatively high, the flow inertia of the air in the pipe and the inertia of the reciprocating portion of the air actuator 3 become large. Rotate further in the fully closed direction from the moving position.
It may move.

If the leak hole 53 were not present, the negative pressure in the pressure chamber 21 of the air actuator 3 would be maintained between B and L in FIG. 4, and the sensor switch 14 would be maintained in the ON state. As a result, the exhaust brake valve 2 is held in a more closed state than the predetermined half-open state suitable for warm-up operation, and as a result, more fuel is consumed than necessary, or
There is a risk of a problem leading to the engine stalling. In order to prevent such problems, the valve body 52
It is desirable to provide a leak hole 53 in the.

Although one embodiment of the present invention has been described above, the present invention is not limited to the above embodiment and can be modified in various ways.

For example, in the second embodiment, the three-way solenoid valve 4 is connected to the pipes 24 and 25.
However, as shown in FIG.
It may be set to 1. The embodiment shown in FIG. 5 is three-sided?
Since the piping configuration except for the Ti magnetic valve 4 is the same as the existing exhaust brake system, there is an advantage that there is no need to change the existing piping configuration when applying the present invention. Further, in the above embodiment, the three-way solenoid valve 4 and the three-way solenoid valve 5
Although these are shown as separate bodies, it goes without saying that a composite solenoid valve in which these are integrated may also be used. Furthermore, in the above embodiment, the sensor 15 detects that the diaphragm 22 of the air actuator 3 has moved forward to a predetermined forward position, and thereby indirectly indicates that the exhaust brake valve 2 is in the predetermined half-open state. However, it is also possible to indirectly detect that the exhaust brake valve 2 is in a predetermined half-open state by detecting the pressure in the pressure chamber 21 of the air actuator 3, the stroke of the rotor 120, etc. . Alternatively, the rotation angle of the rotation shaft 18 of the exhaust brake valve 2 may be detected to directly detect that the exhaust brake valve 2 is in a predetermined half-open state. Furthermore, although the air actuator 3 is driven by negative pressure in the above embodiment, it is also possible to drive it by positive pressure.

As described above, the present invention reduces the driving pressure supplied to the air actuator that opens and closes the exhaust brake valve to a predetermined pressure by alternately operating the three-way solenoid valve and the three-way solenoid valve. Since the opening degree is maintained at a predetermined half-open state suitable for warm-up driving, the exhaust brake valve, air actuator, three-way solenoid valve, piping system, etc. used in the conventional bleed brake system have been changed. There is no need to do so (it is only necessary to arrange a three-way solenoid valve at an arbitrary position in the first air passage (pipe lines 24 to 26), and the cost of the control device for the exhaust solenoid valve can be reduced. In addition, the switching between the three-way solenoid valve and the three-way 7Ii solenoid valve is based on the detection result of the detection means that detects that the opening degree of the JJI brake valve has become a predetermined half-open result suitable for warm-up driving. Therefore, the drive pressure supplied to the air actuator can be changed by changing the installation position of the detection means, the set pressure, etc., and the opening degree of the exhaust brake valve in the half-open state is 1j.
The adjustment can be performed extremely easily and with a positive Mlt.

[Brief explanation of drawings]

The drawings show one embodiment of the present invention, in which Fig. 1 is a schematic configuration diagram of a control device for a 1-no-1 air brake valve, Fig. 2 is a vertical cross-sectional view of a three-way solenoid valve, and Fig. FIG. 4 is a vertical cross-sectional view of the three-way solenoid valve, FIG. 4 is a graph showing changes in the shape of the pressure chamber of the air actuator, and No. 5 B/l is a schematic configuration diagram similar to FIG. 1 showing a modification of the present invention. ■...1/1 trachea, 2...exhaust brake valve, 3...
...Air actuator, 4...Three-way solenoid valve, 5...Three-way solenoid valve,...Vacuum pump, 7...Connier cleaner, 8...
Power supply, 9... Main switch, 10... Clutch switch, 11... Arecel switch, 12... Warm-up switch, 13... Relay isona, 14... Sensor switch, 15... Sensor, 24-26...
Pipe line (first air passage), 27... Pipe line (second air passage). Figure 2 27 Figure 5

Claims (1)

[Scope of Claims] An exhaust brake valve control device that selectively controls the opening degree of the exhaust brake valve to be fully open, fully closed, or half open, comprising: a) controlling the exhaust brake valve as described above; an air actuator that is driven to open and close; b) a first air passage whose flit is connected to the pressure chamber of the air actuator and whose other end is open to the atmosphere; c) one end of which is connected to the pressure chamber of the air actuator; a second air passage connected in the middle and whose other end is connected to a driving pressure source for driving the air actuator indicated by -F, and d) a connecting portion between the first air passage and the second air passage; e) a three-way solenoid valve disposed in the middle of the first air passage, which opens and closes the first air passage and closes and opens a connecting end of the second air passage; a three-way solenoid valve that opens and closes the first air passage; and f) detection means that detects that the opening degree of the exhaust brake valve has reached a predetermined half-open state suitable for warm-up driving. During normal operation, the three-way solenoid valve and the three-way solenoid valve are each inactivated, and atmospheric air is introduced into the pressure chamber of the air actuator through the first air passage to fully open the exhaust brake valve. When the exhaust brake is in operation, the three-way solenoid valve is activated and the three-way solenoid valve is deactivated so that the driving pressure of the driving pressure source is applied to the first air passage and the second air passage. is introduced into the pressure chamber of the air actuator to fully close the opening of the exhaust brake valve, and during warm-up operation, the three-way solenoid valve is activated and the three-way solenoid valve is deactivated. the driving pressure of the driving pressure source is introduced into the pressure chamber of the air actuator through the first air passage and the second air passage, and the opening degree of the exhaust brake valve is set to a predetermined half-open state suitable for warm-up driving. When this occurs, the detection means detects this, and based on the detection signal, the three-way solenoid valve and the three-way solenoid valve are alternately operated to maintain the opening degree of the exhaust brake valve in the half-open state. An exhaust brake valve control device characterized by: