JPS621098B2 - - Google Patents

Description

[Detailed description of the invention] The present invention relates to an exhaust brake valve,
In particular, the present invention relates to an exhaust brake valve that allows the vehicle to run while warming up the valve by opening it by a required amount without completely closing the valve.

An example of a conventional exhaust brake system will be described with reference to FIGS. 1 to 3. Reference numeral 1 denotes an exhaust pipe, and exhaust gas is fed through the exhaust pipe 1 along the direction of arrow a. Reference numeral 2 denotes a valve provided in the pipe line of the exhaust pipe 1 to control the opening and closing of the valve.The opening and closing of the valve 2 is controlled by a valve member 5 via a shaft 4 pivotally supported by the support box 3 of the valve 2. This is done by rotating the An actuator 6 provides a rotational driving force to the valve member 5, and is provided on the support box 3. A rod 7 connected to a piston (not shown) in the actuator 6 is fixed to the shaft 4. It is connected to the center of the swinging end of the valve lever 8. Therefore, the reciprocating motion of the piston is converted into a rotational motion of the shaft 4, which opens and closes the valve 4. Numerals 9 and 10 are stopper bolts protruding from one side of the support box 3 to restrict the rotation range of the valve lever 8, and when the valve lever 8 comes into contact with the stopper bolts 9 and 10, the valve 2 is in the fully closed state. and becomes fully open. Reference numeral 11 designates an electromagnetic valve that controls the flow of pressure fluid from the pressure source 12 and shuts off the same, thereby driving and controlling the actuator 6 connected thereto. Further, a power supply path to the electromagnetic valve 11 is conducted through a drive power source 13, a main switch 14, an exhaust brake switch 15, a clutch switch 16, and an accelerator switch 17. Note that 18 is an air cleaner.

Since the conventional device has the above configuration, during normal driving, the main switch 14, clutch switch 16, and accelerator switch 17 are closed, but since the exhaust brake switch 15 is open, the electromagnetic The valve 11 is de-energized, so no pressure fluid is fed to the actuator 6, and the valve lever 8 is moved to the stopper bolt 10.
In other words, the valve 2 is in an open state. Therefore, to use the exhaust brake, it is sufficient to close the exhaust brake switch 15, which energizes the solenoid valve 11, energizes the actuator 6, and moves the rod 7 upward in FIG. Swing the valve lever 8 until it comes into contact with the stopper bolt 9. As a result, the valve 2 becomes fully closed, the flow path of the exhaust gas in the exhaust pipe 1 is cut off, the exhaust pressure increases, and the exhaust gas acts as an exhaust brake.

By the way, after starting the engine in winter or in a cold region, it is necessary to warm it up for a while, but warm-up generally takes a long time, so in order to shorten this time, conventional methods such as
As described in the publication, a warm-up switch circuit is separately formed in parallel with each of the exhaust brake switch 15, clutch switch 16, and accelerator switch 17, and this warm-up switch circuit is closed. It has been proposed that the valve 2 is closed to restrict the discharge of exhaust gas, and the exhaust gas is used to further operate the engine to promote warm-up. However, with this configuration, there is no need to install a separate throttle valve for warm-up, and the state of valve 2 during warm-up is the same as when the exhaust brake is activated, so the vehicle is forced to If the engine was driven, the exhaust gas pressure would rise abnormally, interfering with engine control, and for this reason, warming up could only be done when the engine was idling. Therefore, the vehicle cannot be started unless warm-up is completed, and it is inevitable that a considerable amount of time is required from starting the engine to starting the vehicle.

In view of the above points, the present invention has been made for the purpose of obtaining an exhaust brake valve that makes it possible to run a vehicle while warming up the valve. A warm-up stopper is provided to prevent the member from moving from a predetermined position to a closed position, and a stopper drive mechanism is provided that selectively operates the stopper to both an interfering position and a non-interfering position with the connecting member or valve member. established,
The present invention provides an exhaust brake valve characterized in that the valve drive mechanism is allowed to operate on the condition that the stopper drive mechanism operates.

First, the valve opening/closing control unit according to the present invention will be explained with reference to the embodiment shown in FIGS. is provided, and this is used as the stopper contact portion 8a. Reference numeral 19 denotes a warm-up stopper that can come into contact with this stopper contact portion, and is pivotally supported on the support box 3 via a pin 20, and its rotation is controlled by a wire 21 connected to a stopper drive mechanism (not shown) connected to the other end of the stopper. This can be done via . The reference numeral 22 designates a stopper adjusting bolt projecting downward from the center of the stopper, and in the stopper operating state in which the head of the bolt 22 is locked to the outside of the support box 3, the stopper adjusting bolt 22 is formed at the tip of the warm-up stopper 19. A flat stopper surface 19a is configured to abut against the stopper contact portion 8a of the valve lever 8.
In this state, the valve lever 8 stops at a position slightly apart from the stopper bolt 9, and the valve member 5 brings the valve 2 into a semi-open state, but the amount of opening can be adjusted by expanding and contracting the stopper adjusting bolt 22.

Since this valve opening/closing control section has the above-mentioned configuration, during warm-up operation, as shown in FIG. The stopper 19 is set at a position where the head of the stopper adjustment bolt 22 contacts the support box 3 (hereinafter, this position will be referred to as the warm-up operation position of the warm-up stopper 19). and actuator 6
to urge the rod 7 upward as shown in Figure 5a,
The valve lever 8 may be rotated to a position where the stopper contact portion 8a contacts the stopper surface 19a of the stopper 19. As a result, the valve 2 becomes slightly open rather than fully closed, and the exhaust pressure of the exhaust gas fed from the direction of arrow a increases, so that some of the exhaust gas remains in the combustion chamber of the engine (not shown). , can accelerate warm-up. Furthermore, since the valve 2 is slightly open, the exhaust pressure will not increase abnormally even if the engine speed increases, so it is possible to run the vehicle while warming up.

Next, under normal running conditions, the warm-up stopper 19 is set at a position where the wire 21 is pulled up and the stopper surface 19a does not interfere with the valve lever 8, as shown in FIG. 6a. To apply the exhaust brake, the valve lever 8 is pulled up via the rod 7, as in the conventional device, and the valve member 5 is moved to the sixth position.
It is sufficient to set the state as shown in FIG. b and close the valve 2.

In the above embodiment, the warm-up stopper 19 is made to interfere with the valve lever 8, but instead of this, it may be made to interfere with the rod 7, or the warm-up stopper 19 is made to interfere with the stopper bolt 9.
It may be configured such that it can be inserted and removed between the valve lever 8 and the valve lever 8.

Furthermore, a hole may be formed in the tube wall of the valve 2, and the warm-up stopper 19 may be slidably fitted into the hole, so that the warm-up stopper 9 directly interferes with the valve member 5. In this case, it goes without saying that the stopper 19 does not have a rotating structure as in the above embodiment, but has a parallel moving structure.

Next, the present invention will be explained based on the embodiments shown in FIGS. 7 to 9. The valve 2, actuator 6,
The solenoid valve 11, pressure source 12, power supply 13, main switch 14, exhaust brake switch 15, clutch switch 16, accelerator switch 17, air cleaner 18, etc. are the same as those in the conventional device.

FIG. 7 shows a first embodiment of the present invention, and 23 is a warm-up knob provided on the driver's seat of the vehicle;
24 is an L-shaped arm rotatably attached to a pin 25. The swinging end of the first arm 24a of this L-shaped arm 24 is connected to the warm-up stopper 19 via a wire or rod 26, and the second arm 24b is biased to the left in the figure by a spring 27. At the same time, its swinging end is connected to the warm-up knob 23 via a wire 28. 29 is a limit switch with a movable contact 29a attached to a wire 28, which is connected in parallel to the power supply circuit across the switches 15, 16, and 17, and moving the movable contact 29a to the right in the figure is the ON operation. Become. Therefore, when the limit switch 29 is turned on, the electromagnetic valve 11 is connected to the power source if the main switch 14 is closed.
Note that 30 is a pilot lamp for indicating the operation of the exhaust brake.

Since this device has the above configuration,
When performing warm-up operation, first turn on main switch 14.
After closing the engine and starting the engine, pull the warm-up knob 23 to the right in the figure to connect the warm-up stopper 19 via the wire 28, L-shaped arm 24, and rod 26.
may be set at a position where it interferes with a valve lever (not shown). On the other hand, since the limit switch 29 is closed when the setting operation of the warm-up stopper 19 is completed, the solenoid valve 11 is energized and the pressure fluid from the pressure source 12 is force-fed to the actuator 6, and the valve (not shown) is driven in the closing direction. 5b, and it becomes possible to drive while warming up.

To stop this warm-up operation, press the warm-up knob 2 above.
3 to the left side of the diagram, limit switch 2
When the valve 9 is opened, the power to the solenoid valve 11 is cut off, and as a result, the actuator 6 is brought into a non-energized state and fully opens the valve. On the other hand, the L-shaped arm 24 is rotated clockwise by the spring 27, and the warm-up stopper 1
9 returns to a position where it does not interfere with the valve lever.

Also, during normal driving, the main switch 14, clutch switch 16, and accelerator switch 17 are
is closed, and the exhaust brake switch 15 and limit switch 29 are open.If the exhaust brake switch 15 is closed at this time, the solenoid valve 11 is energized, the actuator 6 is energized, and the valve is activated. When the exhaust brake is fully closed, the exhaust brake operates in exactly the same way as in the conventional system.

FIG. 8 shows a second embodiment, in which the warm-up stopper 1
9 is not driven manually as in the first embodiment, but is driven via an actuator 31, and the biasing force to this actuator 31 is generated by a pressure source 12 that is common to the actuator 11 for driving the valve.
It is controlled by a solenoid valve 32. 33 is a warm-up switch for driving the warm-up stopper 19; 34 is a normally open temperature sensing switch; this temperature sensing switch 34 is connected to a temperature sensing power supply 36 via a normally closed relay contact 35; There is. In this embodiment, the temperature sensing power supply device 36 is connected to a cooling water thermometer, and is configured to supply power to the temperature sensing switch 34 to close it when the cooling water is below a predetermined temperature. It's summery. Therefore, if the main switch 14 and the warm-up switch 33 are closed at this time, the electromagnetic valve 32 is energized, and the warm-up stopper 19 is set to the warm-up operation position via the actuator 31. Therefore, T ₁ is a delay timer, and this timer T ₁
When energized, timer contact t ₁ is turned on after a certain period of time has elapsed.
is closed, and as a result, the self-holding relay _R1 acts to close the self-holding contact _r11 and the contact _r12 , and the solenoid valve 1 that controls the actuator 6 for driving the valve
Power is supplied to 1. By the way, 37 is the normally closed contact 3 when the exhaust brake switch 15 is closed.
This is an abbreviation of the exhaust brake circuit that opens the normally closed contact 35, which forcibly opens the temperature sensing switch 34 and cuts off the power supply to the solenoid valve 32. .

Since the second embodiment has the above configuration, when performing warm-up operation, the main switch 14
Then, the warm-up switch 33 may be closed. At this time, if the temperature of the cooling water is below a predetermined value, the temperature sensing switch 34 is closed via the temperature sensing power supply 36, so the solenoid valve 32 is energized and the warm-up stopper 19 is set to the warm-up operation position. be done. Then, the delay timer _T1 closes the contact _r12 after a predetermined period of time has elapsed since the electromagnetic valve 32 is energized, power is supplied to the electromagnetic valve 11, the valve member is driven via the actuator 6, and the first As in the embodiment, the valve is in a semi-open state and the vehicle is in a warm-up state in which it can run.

However, when the temperature of the cooling water reaches a predetermined value or higher, the temperature sensing switch 34 opens, and the self-holding relay R ₁
is de-energized, so when the self-holding contact _r11 is opened, the contact _r12 is also opened. As a result, the power to the electromagnetic valves 32 and 11 is cut off, the warm-up stopper 19 returns to a position where it does not interfere with the valve lever (not shown), and the valve becomes fully open.

To use the exhaust brake during normal driving, it is sufficient to close the exhaust brake switch 15 in the same way as in the first embodiment, and this opens the normally closed contact 35 via the circuit 37, causing the above-mentioned cooling water to flow through the circuit 37. As in the case where the water temperature exceeds a predetermined value, the contact point 34 opens, so the power to the solenoid valve 32 is cut off, and the warm-up stopper 19 returns to a position where it does not interfere with the valve lever. On the other hand, during this run, clutch switch 16,
Since the accelerator switch 17 is closed, the electromagnetic valve 1 is energized, the valve is fully closed, and the exhaust brake is applied.

FIG. 9 shows a third embodiment.
The stopper detection switch 38 has the same function as the timer _T1 used in the embodiment. When the L-shaped arm 24 rotates and the warm-up stopper 19 is set to the warm-up operation position, the switch 38 is energized and closed by the arm 24, etc., and the main switch 14 and the warm-up Power is supplied to the solenoid valve 11 via a switch 33 and a temperature sensing switch 34. The other configurations are the same as those of the second embodiment.

Therefore, when performing warm-up operation, it is sufficient to close the warm-up switch 33 together with the main switch 14. That is, if the temperature of the cooling water is below a predetermined value, the temperature sensing switch 34 is closed, so power is supplied to the electromagnetic valve 32 and the L-shaped arm 24 rotates. When the warm-up stopper 19 is set to the warm-up operation position, the stopper detection switch 38 is closed and the solenoid valve 11 is energized, so that the valve member is driven via the actuator 6, and as shown in FIG.
Similarly, the valve is set to a half-open state, making it possible to run while warming up the vehicle in the same manner as in the first and second embodiments.

Note that the other operations are the same as those in the first and second embodiments.

As described above, the present invention provides a warm-up stopper to set the exhaust brake valve to a slightly open state rather than a fully closed state, so that it is possible to run the vehicle while warming up the valve, and also, By providing a configuration in which the valve is driven after the start of setting the warm-up stopper to the warm-up operation position, there is an effect that the above-mentioned warm-up operation can be performed safely and reliably.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram showing a conventional exhaust brake system, Fig. 2 is a partially cross-sectional front view showing the connecting part between the actuator and the valve, and Fig. 3 is a partially sectional view showing the actuator and valve. FIG. 4 is a cross-sectional side view of the exhaust valve according to the present invention, and FIG. 5 is a partially cross-sectional front view, and FIG. , a partially sectional front view, Fig. 5b is a cross-sectional view of the valve corresponding to Fig. 5a, and Fig. 6a is a case where the warm-up stopper is not in the warm-up operation position and the exhaust brake is fully closed. Fig. 6b is a sectional view showing the valve in a state corresponding to Fig. 6a, Fig. 7-
FIG. 9 shows the first, second and third embodiments of the present invention, respectively.
It is a circuit diagram showing an example of. DESCRIPTION OF SYMBOLS 1... Exhaust pipe, 5... Valve member, 7... Connecting member (rod), 8... Connecting member (valve lever), 12... Pressure source, 19... Warm-up stopper,
31...actuator, 38...stopper position detection switch, _T1 ...delay timer.

Claims (1)

[Scope of Claims] 1. An exhaust brake valve that includes an exhaust pipe, a valve member that opens and closes the exhaust pipe, and a valve drive mechanism that drives the valve member to open and close, wherein the valve member and the valve drive mechanism A warm-up stopper is provided that prevents the valve member from moving from a predetermined position to the closed position by interfering with the connecting member or the valve member, and the stopper is placed at the position of interference with the connecting member or the valve member and the non-warming stopper. An exhaust brake valve characterized in that a stopper drive mechanism is provided at both interference positions to selectively operate the valve drive mechanism, and the valve drive mechanism is permitted to operate on the condition that the stopper drive mechanism is operated. 2. The exhaust brake valve according to claim 1, wherein the stopper drive mechanism includes an actuator that biases the warm-up stopper, and a pressure source connected to the actuator. 3. The exhaust brake valve according to claim 1 or 2, characterized in that a delay timer is provided so that the valve drive mechanism operates after a predetermined period of time has elapsed since the start of operation of the stopper drive mechanism. 4. Claims 1 or 2, characterized in that a stopper position detection switch is provided to detect that the stopper is set at a predetermined position, and the valve drive mechanism is operated on condition that the detection operation of this switch is activated. Exhaust brake valve as described.