JPS6088827A - Exhaust brake force controller - Google Patents

Abstract

PURPOSE:To enable the downhill movement of a vehicle at a set speed or the stoppage of the vehicle at an optional deceleration, by providing a controller which regulates the degree of opening of an exhaust valve so that the vehicle speed or its change becomes a set value. CONSTITUTION:One end of an exhaust valve 11 provided in the exhaust passage 10 of an engine is coupled to an air cylinder 13 through a linkage 12. A stroke control disk 15 is provided between the linkage 12 and a stopper 14. A control unit 4 receives signals from a rotational frequency sensor 1, a vehicle speed sensor 2 and a speed change ratio sensor 3 and performs a prescribed calculation. To move a vehicle downhill at a set speed, the actual vehicle speed is compared with the set one to drive a servomotor 17 depending on the difference between the compared speeds to turn the disk 15 through gears 16 to control the degree of opening of the exhaust valve 10.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of the Invention] The present invention relates to an automatic exhaust brake force control device that automatically controls the exhaust brake force of a vehicle.

[Prior art and its problems]

Conventionally, the exhaust braking force of an automobile has been designed to exhibit its maximum capacity assuming that the vehicle is loaded, and therefore has the following disadvantages or disadvantages.

1) Particularly on roads with a low coefficient of rolling resistance such as frozen roads, the exhaust braking force may be excessive when the vehicle is empty, causing the vehicle to spin. is virtually unusable.

2) On relatively gentle slopes where the engine brake does not provide enough braking force and the exhaust brake is too effective, the vehicle speed is adjusted solely by turning the exhaust brake switch on and off, making it difficult to operate. It seems to be off.

3) When trying to stop on a national highway at night after seeing a red traffic light ahead, the engine brake is insufficient for deceleration, but the exhaust brake is too effective and the driver stops in front of the driver. In case and M, it is necessary to turn on and off the exhaust brake switch, but in this case, smooth deceleration is difficult.

4) There is a device that uses the dead zone of the accelerator pedal to adjust the exhaust braking force with the foot, but this is not only complicated to operate, but also has a poor accelerator feeling.

[Purpose of the invention]

The present invention has been made in view of the above, and an object of the present invention is to provide an exhaust brake force control device that can lower the vehicle at any speed or decelerate at any deceleration.

[Key points of the invention]

A device for controlling exhaust braking force using an adjusting means for adjusting the opening angle of an exhaust valve is provided with the adjusting means for detecting at least the vehicle speed or a change thereof (acceleration, deceleration) so that this becomes a predetermined set value. By providing a controller for controlling the vehicle speed, it is possible to disembark at a set vehicle speed or stop at a desired deceleration.

[Embodiments of the invention]

Fig. 1 is a configuration diagram showing an embodiment of this invention, Fig. 2A, 2B
Is there a diagram to explain its operation? -), 5th
The figure is a graph showing engine braking capacity and exhaust braking capacity in relation to vehicle speed and deceleration. In Figure 1,
1 is an engine rotation speed sensor, 2 is a vehicle speed sensor, 3 is a sensor that detects changes in vehicle speed, 4 is a control unit, 5 is a gear position indicating device, 10 is an engine exhaust passage,
11 is an exhaust valve (butterfly valve), 12t;j:
Link mechanism, 13 is an air cylinder, 14 is a stopper, 1
5 is a stroke adjustment disk, 16 is a gear box, 17 is a servo motor, 18 is an electromagnetic valve, and 19 is an air tank.

A butterfly valve 11 is provided in the exhaust passage 10 of the engine.
The other end of the valve 11 is engaged with an air cylinder 13 via a link mechanism 12. A stroke adjustment disk 1 is provided between the link mechanism 12 and the stopper 14.
5 is provided, and the disc 15 is connected to a servo motor 17 via a gearbox 16. Therefore, when the valve 18 is opened by the output from the control unit 4, air is supplied from the air tank 19, thereby driving the air cylinder 13 and link machine #112.
moves as shown by the dotted line in the figure and comes into contact with the disk 15 supported by the stopper 14. At this time, since the disk 15 has an inclination in the radial direction as shown in the figure, it is rotated by a predetermined amount via the servo motor 17 and the gear box 16, thereby changing the position of the link mechanism 12 in the left and right direction in the figure. The stroke is adjusted, resulting in a change in the opening angle of the valve 11 and an adjustment of the exhaust braking force.

On the other hand, the control unit 4 performs predetermined calculations based on the engine/engine rotational speed (N), vehicle speed (■), or changes in vehicle speed (acceleration, deceleration) given from the sensors 1 to 3, and also performs the above-mentioned calculations. The exhaust brake force control operation will be described in particular with reference to FIG. 2A.

This embodiment is an example in which the vehicle speed is set and the vehicle exits the vehicle at the set vehicle speed. Therefore, in ■, the target vehicle speed (
Vo) is set. Next, at @, the detected value (V) of the vehicle speed obtained via the sensor 2 in Fig. 1 is compared with the set value vO set at >V.

If so, it will proceed in total, outputting an output in the direction of closing the exhaust valve 11, and also proceeding to V (Vo7, outputting an output in the direction of opening the exhaust pulp), and the detected vehicle speed V will become the set value V.
o. For example, the control unit 4 outputs an amount proportional to the difference between Hv and Vo as a manipulated variable. In (2), it is determined whether or not V=Vo as a result of the adjustment in θ and O. If YES, the state of N continues as it is, and if No, the process proceeds to 6.

At θ, it is determined whether or not deceleration is possible at the initial gear position, and if deceleration is possible, the process returns to @ to repeat the above operation, while if it is determined that deceleration is not possible, shift up or down as shown in ■. Instructions are given to the driver via the instruction device 5 shown in FIG. As shown in Fig. 3, for example, if the relationship between the engine brake and the exhaust flake when the vehicle is dismounted in 5th gear and tails is represented by a dotted line and a solid line, then the distance between the solid line and the dotted line is This is the adjustable range of the exhaust brake in the case of 5th speed.If it is within this range, the adjustment is repeated, and if it is outside the range, an instruction to shift up or down is given. Incidentally, FIG. 6 is a graph showing the engine braking capacity and the exhaust braking capacity in relation to vehicle speed and deceleration. Further, the gear position can be determined from the ratio between the engine rotation speed and the vehicle speed obtained through the sensors 1 and 2.

The above is an example of detecting the vehicle speed and exiting the vehicle at a set vehicle speed, but by detecting the deceleration instead of the vehicle speed, it is possible to decelerate or stop at the set deceleration. The flowchart is shown in FIG. 2B, and the concept is exactly the same as that in FIG. 2A if the vehicle speed and its set value are replaced with the deceleration and its set value. However,
The difference is that when the deceleration α is larger (smaller) than the set value α0, the exhaust valve is operated in the direction of opening (closing). By doing so, it is possible not only to decelerate or stop at a constant deceleration rate, that is, to drive smoothly, but also to save fuel.

In addition, although the stroke control of the air cylinder is performed by the adjustment disk in 5 above, it can also be realized by simple on/off control. Also, instead of controlling the exhaust brake force with the exhaust valve, it is possible to use a sound-muffling valve in the intake path, but in this case, please note that when the valve is closed, the exhaust brake force will decrease. It is necessary.

〔Effect of the invention〕

According to the present invention, since the exhaust brake is automatically controlled by detecting the vehicle speed or its deceleration, it is possible to: 1) Prevent vehicle spin on frozen road surfaces, etc.;

2) The driver is freed from the troublesome task of turning on and off the exhaust brake switch on the exit route, which not only helps reduce driver fatigue, but also improves operability.
Safety is significantly improved.

5) Since the optimal deceleration is selected during normal deceleration and stopping operations, not only does it eliminate the need for complicated operations, but it also enables smooth deceleration and contributes to improved fuel efficiency.

It has various advantages such as.

[Brief explanation of drawings]

Fig. 1 is a configuration diagram showing an embodiment of this invention, Fig. 2A, 2B
This figure is a flowchart for explaining the operation of FIG. 1, and FIG. 3 is a graph showing engine braking capacity and exhaust braking capacity in relation to vehicle speed and deceleration. Description of symbols 1...Engine rotation sensor, 2...Vehicle speed sensor, 3...Speed change rate (acceleration, deceleration) sensor, 4...Control unit ,5・−・
... Gear position indication (display) device, 10 ... Exhaust passage, 11 ... Exhaust valve (butterfly valve)
, 12...Link mechanism, 16...Air cylinder, 14...Stock collar, 15...
・Stroke adjustment disc, 16...Curved gearbox, 17
... Servo motor, 18 ... Solenoid valve,
19...Air tank

Claims (1)

[Claims] An exhaust brake force control device that controls exhaust brake force using an adjustment mechanism that adjusts the opening degree of an exhaust pulp provided in an exhaust passage of an internal combustion engine includes a sensor that detects at least vehicle speed or its rate of change (deceleration); and a controller for controlling the adjustment mechanism to make the detected vehicle speed or deceleration coincide with the set value, and the exhaust brake force control device is characterized in that the vehicle descends at the set vehicle speed or stops at the set deceleration.