JPS63302152A - Turbine type brake - Google Patents

Abstract

PURPOSE:To obtain an auxiliary brake device without necessity of cooling and troublesome adjustment by connecting the turbine of an air compressor to the crankshaft of an internal combustion engine and providing the suction port of the air compressor with valves for operating the turbine. CONSTITUTION:The crankshaft 2 of an internal combustion engine 1 is connected with the turbine 4 of an air compressor 3 as an auxiliary for a main brake. Also, the output shaft 6 of the crankshaft 2 is connected to a wheel power transmission shaft 7 and provided with an increasing gear 8. Furthermore, the input shaft 9 of the turbine 4 is molded monolithically with the output shaft 10 of the increasing gear 8. On the other hand, the air compressor 3 is so constituted as to have suction and delivery ports 13 and 14 formed on the casing 11 thereof and each valve 5 and 16 for adjusting the opening areas of said ports 13 and 14. And whenever necessary, a switch 23 is turned ON and a driving means 17 is operated, thereby driving each valve 5 and 16 and opening said ports 13 and 14 respectively. According to the aforesaid system, braking power working on the crankshaft 2 is augmented.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a turbine type brake, and more particularly to a turbine type brake provided with an air compressor for deceleration braking.

[Prior Art] -a. In vehicles such as large buses and trucks in which the amount of heat converted by a single movement of the friction lever is large, a device (deceleration brake) to assist the main brake is required. Conventionally, this type of deceleration brake drives an internal combustion engine or a rotating resistor from the input side, that is, from the wheel side, to generate resistance loss.
It was starting to gain braking power.

Among deceleration brakes that utilize rotating opposing bodies, hydraulic and electric retarders are widely known and have been put into practical use.

As shown in FIG. 4, the fluid type retarder a is provided in the middle of a power transmission shaft d that connects the internal combustion engine R and the wheels C.
A thin flow of fluid (water, oil, etc.) is caused between the rotor e fixed on the output side and the stator f fixed on the input side, and the absorbed energy is converted into heat. This fluid is circulated while being cooled by a heat exchanger provided in the fluid tank g. Further, adjustment of the power 11 is performed by adjusting the flow rate of the fluid using a valve i.

In addition, electric retarders rotate a rotor similar to the one above between electromagnets, and dissipate the eddy current (tsukomi current) that occurs when metal moves in a magnetic field in the form of ohmic heat. .

[Problems to be solved by the invention] By the way, in the above-mentioned retarder, the torque on the output side is ultimately converted into thermal energy, and that amount becomes braking energy, so in order to increase the braking efficiency, In this case, a device for cooling the working medium (fluid or rotating resistor) is essential, which poses a major problem in terms of space and cost.

Meanwhile, the present inventors were developing a "turbo compound engine" that recovers exhaust gas and makes effective use of it.

As shown in Fig. 5, this system supplies high-temperature exhaust gas to the turbine of the supercharger installed in the internal combustion engine j to increase its efficiency, and also connects the turbocharger downstream of the turbocharger to the crankshaft m. The engine was designed to increase the engine braking force by installing a power turbine n and using the force required for this drive as a braking force.

According to this proposal, since the cooling devices (g, h) are not required, the above-mentioned problem is solved to some extent. However, since it is a turbine that uses exhaust gas, its braking force naturally has a limit of 11.

In view of the above circumstances, the present invention was devised as a turbine brake in order to provide a deceleration brake that does not require a cooling device and can provide a desired braking force.

[Means for Solving the Problems] The present invention provides an engine in which a turbine of an air compressor is connected to the crankshaft of an internal combustion engine, and a valve for operating the turbine is provided at the intake port of the air compressor. It is.

[Operation] When the crankshaft rotates and drives the turbine of the air compressor, energy corresponding to its characteristics is consumed, and a force is generated to brake the operation of the internal combustion engine, acting as a deceleration brake.

A valve provided at the intake port supplies or stops supplying air to the air compressor, and substantially controls its operation.

[Example] An embodiment of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 shows an embodiment of a turbine brake according to the present invention, in which a turbine of an air compressor 3 is attached to a crankshaft 2 of an internal combustion engine 1 to assist a main brake (not shown). 4 are connected to each other, and a valve 5 for operating the turbine 4 is provided.

The output shaft 6 of the crankshaft 2 is connected to a power transmission shaft 7 for driving wheels (not shown), and has a speed increasing gear 8 for a turbine type brake formed at a predetermined gear ratio. ing. The input shaft 9 of the turbine 4 is integrally formed with the output shaft 10 of the speed increasing gear 8.
It is connected to the crankshaft 2 via.

As shown in FIG. 2, the air compressor 3 includes an impeller 11,
It consists of a casing 12 for accommodating this. A suction port 13 is formed in the casing 12 on the axially outer side of the input shaft 9, and a discharge port 14 is formed on the radially outer side of the impeller 11. The valve 5 is formed as a valve body that is rotatable around a rotation shaft 15 provided in the suction port 13 in order to open or open the suction port 13. That is, it is positioned parallel to or transverse to the air inflow direction B. In addition, in this embodiment, the discharge port 1
4 is also provided with a similar valve 16, and its opening area A can be changed (narrowed down) as appropriate by changing the rotation angle.

These valves 5.16 are equipped with drive means 17, as shown in FIG. 1 above. The driving means 11 is
So that the suction port 13 is open and the discharge port 14 is open,
An air cylinder 18.19 having a biasing force to keep each valve 5.16 in an appropriate position, an air tank 2o for accommodating compressed air having a pressure that maintains the biasing force, and an air cylinder i8. It is formed by a solenoid valve 22 provided in the middle of a supply path 21 for supplying compressed air to 19, and a switch 23 for opening the solenoid valve 22.

The switch 23 includes a neutral switch 24, a clutch switch 25, and a turbine brake switch 26, which are connected in series so that the solenoid valve 22 is opened when all of them are set to rONJ. The neutral switch 24 is turned on when the transmission (not shown) is in a position other than the neutral position, and the clutch switch 25 is turned on when a clutch (not shown) that turns on and off wheel drive is engaged. It is formed to be.

Next, the operation of this embodiment will be explained.

During normal operation, when the crankshaft 2 of the internal combustion engine 1 is rotated, the speed increasing gear 8 increases the rotation speed appropriately.
Turbine 4 is driven.

At this time, if the switch 23 of the solenoid valve 22 is set to rOFFJ, the valve at the inlet 13 is closed and the valve at the outlet 14 is opened, and kinetic energy cannot be given to the air, which drives the air compressor 3. The force required to do this, that is, the braking force of the turbine brake, is minimal (zero) and does not affect the operation of the internal combustion engine 1.

When braking force to supplement the main brake is required before stopping or on a long downhill slope, press the switch 23 of the solenoid valve 22.
Make rONJ. At this time, the engine brake is not working properly. When the solenoid valve 22 is opened, the air cylinders 18 and 19 use compressed air to rotate the valves 5 and 16 against the urging force, opening the inlet port 13 and supplying air into the casing 12 and discharging it. The outlet 14 is narrowed to a predetermined area A. This generates a force acting on the crankshaft 2, that is, a braking force on the internal combustion engine 1, resulting in deceleration.

In this way, by imparting kinetic energy to the air as the working medium, the braking force, which is the energy consumed by this, is obtained, so that the desired deceleration brake can be obtained simply by operating the valve.

The present inventors have conducted experiments to confirm the above-mentioned effects based on the configuration of this example. Uni calculates the relationship between the braking force F obtained by the turbine type brake and the aperture (aperture) area A adjusted by the valve 5.16. The results are shown in FIG. In the figure, the solid line (C) indicates the broken line (D) when the discharge port 14@ is adjusted.
) is the suction port 13 side. As shown in the figure, in both cases, as the area A increases, the braking force increases,
The desired braking force F can be set in advance, but especially when the intake port 13 side is left blank (A=O), the braking force F will not be generated.
It can be seen that this valve 5 functions to control the operation of the turbine brake.

[Effects of the Invention] In summary, according to the present invention, the following excellent effects are achieved.

(1) Instead of using a retarder, which has not traditionally been used as a deceleration brake, the air compressor's turbine is connected to the crankshaft, eliminating the need for a device to cool the working medium.
Space saving and cost reduction of the deceleration brake are achieved.

(2) Since a valve is provided at the intake port of the air compressor, no braking force is generated during normal operation, and deterioration of fuel efficiency can be prevented.

[Brief explanation of the drawing]

Fig. 1 is a configuration diagram showing an embodiment of a turbine type brake according to the present invention, Fig. 2 is a side sectional view showing an air compressor thereof, and Fig. 3 is a diagram showing the aperture area for explaining its operation. FIG. 4 is a configuration diagram showing a hydraulic retarder, which is a conventional deceleration brake, and FIG. 5 is a system diagram of a turbo compound engine. In the figure, 1 is an internal combustion engine, 2 is a crankshaft, 3 is an air compressor, 4 is its turbine, 5 is a valve, and 13 is an intake port.

Claims (2)

[Claims] (1) A turbine brake, characterized in that a turbine of an air compressor is connected to the crankshaft of an internal combustion engine, and a valve for operating the turbine is provided at the intake port of the air compressor. (2) The turbine brake according to claim 1, wherein the air compressor is provided with a constriction portion at its discharge port.