JP2013104379A - Auxiliary brake device - Google Patents
Auxiliary brake device Download PDFInfo
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- JP2013104379A JP2013104379A JP2011249760A JP2011249760A JP2013104379A JP 2013104379 A JP2013104379 A JP 2013104379A JP 2011249760 A JP2011249760 A JP 2011249760A JP 2011249760 A JP2011249760 A JP 2011249760A JP 2013104379 A JP2013104379 A JP 2013104379A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
- F01L3/20—Shapes or constructions of valve members, not provided for in preceding subgroups of this group
- F01L3/205—Reed valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
- F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
- F01L9/22—Valve-gear or valve arrangements actuated non-mechanically by electric means actuated by rotary motors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
- F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
- F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- Geometry (AREA)
- Valve Device For Special Equipments (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
本発明は、一つの補助弁で吸気と排気ができ、制御が簡単な補助ブレーキ装置に関する。 The present invention relates to an auxiliary brake device that can perform intake and exhaust with a single auxiliary valve and is easy to control.
複数の気筒を有する４サイクル式ディーゼルエンジン（以下、単にエンジンという）では、各気筒のシリンダヘッドに、カムシャフトで駆動される吸気弁及び排気弁がそれぞれ設けられる。クランクシャフトに連動するカムシャフトの働きにより、各々の気筒において、吸気行程では吸気弁のみが開放され、圧縮行程と膨張行程では吸気弁及び排気弁が遮断され、排気行程では排気弁のみが開放される。これにより、吸気行程では、吸気マニホールドから吸気ポートを経由してシリンダへ新気が吸入され、排気行程では、シリンダから排気ポートを経由して排気マニホールドへ排気ガスが排出される。 In a four-cycle diesel engine (hereinafter simply referred to as an engine) having a plurality of cylinders, an intake valve and an exhaust valve driven by a camshaft are provided in the cylinder head of each cylinder. Due to the camshaft interlocking with the crankshaft, in each cylinder, only the intake valve is opened during the intake stroke, the intake valve and the exhaust valve are shut off during the compression stroke and the expansion stroke, and only the exhaust valve is opened during the exhaust stroke. The Thereby, in the intake stroke, fresh air is drawn into the cylinder from the intake manifold via the intake port, and in the exhaust stroke, exhaust gas is discharged from the cylinder to the exhaust manifold via the exhaust port.
エンジンを搭載した車両では、圧縮行程中にシリンダ内ガスを排出したり、膨張行程中に新気を吸入したりすることで、いわゆるポンプ仕事を増加させて車両の制動力を得る補助ブレーキを採用することがある。 For vehicles equipped with an engine, an auxiliary brake is used to increase the pump work and increase the braking force of the vehicle by discharging gas in the cylinder during the compression stroke or sucking in fresh air during the expansion stroke. There are things to do.
補助ブレーキにおける吸気と排気に吸気弁や排気弁を使用する場合、燃料を噴射して燃焼させている通常運転時のタイミング（カムシャフトで決まるタイミング）とは異なるタイミングで吸気弁や排気弁を開閉することになるため、吸気弁や排気弁を随時開閉駆動できるアクチュエータを設ける必要があり、機構が複雑化し、制御も複雑となり、コストも増大する（例えば、特許文献１）。 When intake and exhaust valves are used for intake and exhaust in the auxiliary brake, the intake and exhaust valves are opened and closed at a timing different from the normal operation timing (timing determined by the camshaft) in which fuel is injected and burned. Therefore, it is necessary to provide an actuator that can open and close the intake valve and the exhaust valve at any time, which complicates the mechanism, complicates the control, and increases the cost (for example, Patent Document 1).
吸気弁や排気弁とは別途に補助弁（特許文献１の第３弁）を設けて補助ブレーキ作動時のガスの吸入や排出を行うようにすれば、吸気弁や排気弁とは独立に補助弁を構成できるので、機構が簡素になる。しかし、シリンダ内ガスを排気マニホールドに排出し、かつ、吸気マニホールドから新気を吸入するためには、シリンダから排気マニホールドに繋がる配管と、吸気マニホールドからシリンダに繋がる配管と設け、これらの配管にそれぞれ補助弁を設けることになり、２つの補助弁と２つの配管が必要となる。シリンダヘッドには、吸気弁と排気弁（通常、２つずつ）、及び燃料インジェクタが既に配置されているため、２つの補助弁を設ける余裕がない。 If an auxiliary valve (the third valve of Patent Document 1) is provided separately from the intake valve and exhaust valve so that gas can be sucked and discharged when the auxiliary brake is activated, the auxiliary valve is assisted independently of the intake valve and exhaust valve. Since the valve can be configured, the mechanism is simplified. However, in order to discharge the gas in the cylinder to the exhaust manifold and to suck in fresh air from the intake manifold, a pipe connected from the cylinder to the exhaust manifold and a pipe connected from the intake manifold to the cylinder are provided. An auxiliary valve is provided, and two auxiliary valves and two pipes are required. In the cylinder head, an intake valve, an exhaust valve (usually two each), and a fuel injector are already arranged, so there is no room for providing two auxiliary valves.
そこで、本発明の目的は、上記課題を解決し、一つの補助弁で吸気と排気ができ、制御が簡単な補助ブレーキ装置を提供することにある。 SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to solve the above-described problems and provide an auxiliary brake device that can perform intake and exhaust with a single auxiliary valve and is easy to control.
上記目的を達成するために本発明の補助ブレーキ装置は、偶数個の気筒を有するエンジンのための補助ブレーキ装置であって、各気筒のシリンダヘッドに、アクチュエータで開閉駆動される補助弁が設けられると共に、前記補助弁を介してシリンダ内に連通する補助吸排気管がそれぞれ接続され、行程の位相が互いに３６０°異なる気筒の前記補助吸排気管同士がバイパス管で連結されたものである。 In order to achieve the above object, an auxiliary brake device of the present invention is an auxiliary brake device for an engine having an even number of cylinders, and an auxiliary valve that is opened and closed by an actuator is provided in a cylinder head of each cylinder. In addition, auxiliary intake / exhaust pipes communicating with each other in the cylinder via the auxiliary valve are respectively connected, and the auxiliary intake / exhaust pipes of cylinders whose stroke phases are different from each other by 360 ° are connected by a bypass pipe.
全気筒の補助弁が一斉に開閉されてもよい。 The auxiliary valves for all cylinders may be opened and closed simultaneously.
前記補助弁は、吸気弁、排気弁のいずれよりも受圧面積が小さくてもよい。 The auxiliary valve may have a pressure receiving area smaller than either the intake valve or the exhaust valve.
前記補助吸排気管は、互いに逆方向に向けた逆止弁を並列に備えてもよい。 The auxiliary intake and exhaust pipes may include check valves in parallel in opposite directions.
本発明は次の如き優れた効果を発揮する。 The present invention exhibits the following excellent effects.
（１）一つの補助弁で吸気と排気ができる。 (1) Intake and exhaust can be performed with one auxiliary valve.
（２）制御が簡単である。 (2) Control is simple.
以下、本発明の一実施形態を添付図面に基づいて詳述する。 Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.
図１に示されるように、本発明に係る補助ブレーキ装置１は、偶数個の各気筒＃１〜＃４のシリンダヘッド２に、アクチュエータ３で開閉駆動される補助弁４が設けられると共に、補助弁４を介してシリンダ５内に連通する補助吸排気管６がそれぞれ接続され、行程の位相が互いに３６０°異なる気筒の補助吸排気管６同士がバイパス管７で連結されたものである。本実施形態では、補助吸排気管６は、互いに逆方向に向けた逆止弁８，９を並列に備える。 As shown in FIG. 1, an auxiliary brake device 1 according to the present invention is provided with an auxiliary valve 4 that is opened and closed by an actuator 3 in cylinder heads 2 of even-numbered cylinders # 1 to # 4. Auxiliary intake / exhaust pipes 6 communicating with each other in the cylinder 5 via the valve 4 are respectively connected, and the auxiliary intake / exhaust pipes 6 of cylinders whose stroke phases are different from each other by 360 ° are connected to each other by a bypass pipe 7. In this embodiment, the auxiliary intake / exhaust pipe 6 includes check valves 8 and 9 arranged in parallel in opposite directions.
各気筒＃１〜＃４のシリンダ５内にピストン１０が設けられる。ピストン１０に対向するシリンダヘッド２に、吸気弁１１、排気弁１２、燃料インジェクタ１３、補助弁４が設けられる。吸気弁１１及び排気弁１２は、従来通り、図示しないカムシャフトで駆動されるものであり、各行程における開閉動作も従来通りのものである。 Piston 10 is provided in cylinder 5 of each cylinder # 1- # 4. An intake valve 11, an exhaust valve 12, a fuel injector 13, and an auxiliary valve 4 are provided on the cylinder head 2 facing the piston 10. The intake valve 11 and the exhaust valve 12 are conventionally driven by a camshaft (not shown), and the opening / closing operation in each stroke is also conventional.
補助弁４は、吸気弁１１、排気弁１２と同様のポペットバルブで構成されるが、吸気弁１１、排気弁１２のいずれよりも受圧部の面積が小さく形成される。アクチュエータ３には限定はなく、例えば、油圧シリンダ、電磁ソレノイド、モータを用いることができる。 The auxiliary valve 4 is configured by a poppet valve similar to the intake valve 11 and the exhaust valve 12, but the pressure receiving portion is smaller in area than both the intake valve 11 and the exhaust valve 12. The actuator 3 is not limited, and for example, a hydraulic cylinder, an electromagnetic solenoid, or a motor can be used.
補助吸排気管６は、方向を逆にして並列に配置された２つの逆止弁８，９を介してバイパス管７に接続される。バイパス管７は、行程の位相が互いに３６０°異なる２つの気筒の補助吸排気管６に接続される。４気筒エンジンは、あるクランク角度において、圧縮行程に該当する気筒＃１と、膨張行程に該当する気筒＃２と、排気行程に該当する気筒＃３と、吸気行程に該当する気筒＃４とを有する。したがって、バイパス管７は、気筒＃１と気筒＃３の補助吸排気管６の間、及び気筒＃２と気筒＃４の補助吸排気管６の間に設けられる。 The auxiliary intake / exhaust pipe 6 is connected to the bypass pipe 7 via two check valves 8 and 9 arranged in parallel in opposite directions. The bypass pipe 7 is connected to the auxiliary intake and exhaust pipes 6 of two cylinders whose stroke phases are different from each other by 360 °. The four-cylinder engine includes, at a certain crank angle, cylinder # 1 corresponding to the compression stroke, cylinder # 2 corresponding to the expansion stroke, cylinder # 3 corresponding to the exhaust stroke, and cylinder # 4 corresponding to the intake stroke. Have. Therefore, the bypass pipe 7 is provided between the auxiliary intake / exhaust pipes 6 of the cylinder # 1 and the cylinder # 3 and between the auxiliary intake / exhaust pipes 6 of the cylinder # 2 and the cylinder # 4.
以下、本発明の補助ブレーキ装置１の動作を説明する。 Hereinafter, the operation of the auxiliary brake device 1 of the present invention will be described.
図１は、燃料インジェクタ１３から燃料を噴射して燃焼させている通常運転時、すなわち補助ブレーキ装置１の非作動時を示している。通常運転時は、全ての補助弁４が全行程にわたり閉じられている。気筒＃１は、圧縮行程であるため、吸気弁１１と排気弁１２が閉じられている。気筒＃２は、膨張行程であるため、吸気弁１１と排気弁１２が閉じられている。気筒＃３は、排気行程であるため、吸気弁１１が閉じられ、排気弁１２が開かれている。気筒＃４は、吸気行程であるため、吸気弁１１が開かれ、排気弁１２が閉じられている。クランク角度が変わって行程が進んでも各気筒における吸気弁１１及び排気弁１２の開閉動作は従来通りであるので、説明を省略する。 FIG. 1 shows a normal operation in which fuel is injected from the fuel injector 13 for combustion, that is, when the auxiliary brake device 1 is not in operation. During normal operation, all auxiliary valves 4 are closed over the entire stroke. Since the cylinder # 1 is in the compression stroke, the intake valve 11 and the exhaust valve 12 are closed. Since the cylinder # 2 is in the expansion stroke, the intake valve 11 and the exhaust valve 12 are closed. Since the cylinder # 3 is in the exhaust stroke, the intake valve 11 is closed and the exhaust valve 12 is opened. Since the cylinder # 4 is in the intake stroke, the intake valve 11 is opened and the exhaust valve 12 is closed. Even if the crank angle is changed and the stroke is advanced, the opening / closing operation of the intake valve 11 and the exhaust valve 12 in each cylinder is the same as the conventional one, and the description is omitted.
図２〜図５は、補助ブレーキ装置１の作動時を示している。補助ブレーキ装置１の作動時は、燃料インジェクタ１３からの燃料噴射はなく、かつ、全ての気筒の補助弁４が全行程、すなわち全クランク角度にわたり開かれている。 2 to 5 show the operation of the auxiliary brake device 1. During the operation of the auxiliary brake device 1, there is no fuel injection from the fuel injector 13, and the auxiliary valves 4 of all the cylinders are opened over the entire stroke, that is, the entire crank angle.
図２では、気筒＃１が圧縮行程であり、気筒＃２が膨張行程であり、気筒＃３が排気行程であり、気筒＃４が吸気行程である。 In FIG. 2, cylinder # 1 is the compression stroke, cylinder # 2 is the expansion stroke, cylinder # 3 is the exhaust stroke, and cylinder # 4 is the intake stroke.
気筒＃１に注目すると、ピストン１０がシリンダヘッド２に向かって移動しており、シリンダ５の内圧が高まる傾向にある。一方、気筒＃３では、ピストン１０がシリンダヘッド２に向かって移動しているものの、排気弁１２が開いておりシリンダ内ガスが排気ポートへ抜けるので、シリンダ５の内圧は高まらない。このため気筒＃１のシリンダ５の内圧が気筒＃３のシリンダ５の内圧より高くなり、気筒＃１の補助吸排気管６では逆止弁９が開通し、気筒＃３の補助吸排気管６では逆止弁８が開通する。この結果、気筒＃１では、バイパス管７を介して気筒＃３にシリンダ内ガスが排出され、気筒＃３では、気筒＃３にもともとあったシリンダ内ガスに加えて気筒＃１から流入したシリンダ内ガスも排気ポートから排気マニホールドへ排出される。 When attention is paid to the cylinder # 1, the piston 10 moves toward the cylinder head 2, and the internal pressure of the cylinder 5 tends to increase. On the other hand, in cylinder # 3, although the piston 10 is moving toward the cylinder head 2, the exhaust valve 12 is open and the gas in the cylinder escapes to the exhaust port, so the internal pressure of the cylinder 5 does not increase. For this reason, the internal pressure of the cylinder 5 of the cylinder # 1 becomes higher than the internal pressure of the cylinder 5 of the cylinder # 3, the check valve 9 is opened in the auxiliary intake / exhaust pipe 6 of the cylinder # 1, and the reverse of the internal pressure of the auxiliary intake / exhaust pipe 6 of the cylinder # 3. The stop valve 8 is opened. As a result, in the cylinder # 1, the cylinder gas is discharged to the cylinder # 3 via the bypass pipe 7, and in the cylinder # 3, in addition to the cylinder gas originally in the cylinder # 3, the cylinder that has flowed in from the cylinder # 1 The internal gas is also discharged from the exhaust port to the exhaust manifold.
さらに、気筒＃２に注目すると、ピストン１０がシリンダヘッド２から離れるよう移動しており、シリンダ５の内圧が低まる傾向にある。一方、気筒＃４では、ピストン１０がシリンダヘッド２から離れるよう移動しているものの、吸気弁１１が開いており吸気ポートから新気が入るので、シリンダ５の内圧は低まらない。このため気筒＃２のシリンダ５の内圧が気筒＃４のシリンダ５の内圧より低くなり、気筒＃２の補助吸排気管６では逆止弁８が開通し、気筒＃４の補助吸排気管６では逆止弁９が開通する。この結果、気筒＃４では、吸気ポートから新気が吸入されると同時に、新気の一部がバイパス管７に排出され、気筒＃２では、バイパス管７からの新気が吸入される。 Further, paying attention to the cylinder # 2, the piston 10 moves away from the cylinder head 2, and the internal pressure of the cylinder 5 tends to decrease. On the other hand, in cylinder # 4, although the piston 10 moves away from the cylinder head 2, the intake valve 11 is open and fresh air enters from the intake port, so the internal pressure of the cylinder 5 does not decrease. For this reason, the internal pressure of the cylinder 5 of the cylinder # 2 becomes lower than the internal pressure of the cylinder 5 of the cylinder # 4, the check valve 8 is opened in the auxiliary intake / exhaust pipe 6 of the cylinder # 2, and the internal pressure of the auxiliary intake / exhaust pipe 6 of the cylinder # 4 is reversed. The stop valve 9 is opened. As a result, in the cylinder # 4, fresh air is sucked from the intake port, and at the same time, a part of the fresh air is discharged to the bypass pipe 7, and in the cylinder # 2, fresh air from the bypass pipe 7 is sucked.
図３では、気筒＃１が膨張行程であり、気筒＃２が排気行程であり、気筒＃３が吸気行程であり、気筒＃４が圧縮行程である。 In FIG. 3, cylinder # 1 is the expansion stroke, cylinder # 2 is the exhaust stroke, cylinder # 3 is the intake stroke, and cylinder # 4 is the compression stroke.
この場合、圧縮行程にある気筒＃４のシリンダ内ガスがバイパス管７を介して排気行程にある気筒＃２に流入し、気筒＃２の排気ポートから排気マニホールドへ排出される。同時に、吸気行程にある気筒＃３の新気がバイパス管７を介して膨張行程にある気筒＃１に吸入される。 In this case, the in-cylinder gas of the cylinder # 4 in the compression stroke flows into the cylinder # 2 in the exhaust stroke via the bypass pipe 7, and is discharged from the exhaust port of the cylinder # 2 to the exhaust manifold. At the same time, fresh air from cylinder # 3 in the intake stroke is sucked into cylinder # 1 in the expansion stroke via bypass pipe 7.
図４では、気筒＃１が排気行程であり、気筒＃２が吸気行程であり、気筒＃３が圧縮行程であり、気筒＃４が膨張行程である。 In FIG. 4, cylinder # 1 is the exhaust stroke, cylinder # 2 is the intake stroke, cylinder # 3 is the compression stroke, and cylinder # 4 is the expansion stroke.
この場合、圧縮行程にある気筒＃３のシリンダ内ガスがバイパス管７を介して排気行程にある気筒＃１に流入し、気筒＃１の排気ポートから排気マニホールドへ排出される。同時に、吸気行程にある気筒＃２の新気がバイパス管７を介して膨張行程にある気筒＃４に吸入される。 In this case, the in-cylinder gas of the cylinder # 3 in the compression stroke flows into the cylinder # 1 in the exhaust stroke via the bypass pipe 7, and is discharged from the exhaust port of the cylinder # 1 to the exhaust manifold. At the same time, fresh air from cylinder # 2 in the intake stroke is sucked into cylinder # 4 in the expansion stroke via bypass pipe 7.
図５では、気筒＃１が吸気行程であり、気筒＃２が圧縮行程であり、気筒＃３が膨張行程であり、気筒＃４が排気行程である。 In FIG. 5, cylinder # 1 is an intake stroke, cylinder # 2 is a compression stroke, cylinder # 3 is an expansion stroke, and cylinder # 4 is an exhaust stroke.
この場合、圧縮行程にある気筒＃２のシリンダ内ガスがバイパス管７を介して排気行程にある気筒＃４に流入し、気筒＃４の排気ポートから排気マニホールドへ排出される。同時に、吸気行程にある気筒＃１の新気がバイパス管７を介して膨張行程にある気筒＃３に吸入される。 In this case, the in-cylinder gas of the cylinder # 2 in the compression stroke flows into the cylinder # 4 in the exhaust stroke via the bypass pipe 7, and is discharged from the exhaust port of the cylinder # 4 to the exhaust manifold. At the same time, fresh air from the cylinder # 1 in the intake stroke is sucked into the cylinder # 3 in the expansion stroke through the bypass pipe 7.
以上説明したように、本発明に係る補助ブレーキ装置１は、各気筒＃１〜＃４のシリンダヘッド２に補助弁４が設けられると共に各シリンダヘッド２に補助吸排気管６が接続され、行程の位相が互いに３６０°異なる気筒の補助吸排気管６同士がバイパス管７で連結された構成を有することにより、補助弁４が開かれると、常時、圧縮行程にある気筒から排気行程にある気筒を通して排気マニホールドへシリンダ内ガスが排出されると共に、吸気行程にある気筒に吸入される新気がバイパス管７を介して膨張行程にある気筒に吸入される。これにより、ポンプ仕事（ポンピング損失）を増加させて車両の制動力を高めることができる。 As described above, in the auxiliary brake device 1 according to the present invention, the auxiliary valve 4 is provided in the cylinder head 2 of each cylinder # 1 to # 4, and the auxiliary intake / exhaust pipe 6 is connected to each cylinder head 2, so Since the auxiliary intake / exhaust pipes 6 of the cylinders whose phases are different from each other by 360 ° are connected to each other by the bypass pipe 7, when the auxiliary valve 4 is opened, the cylinder is always exhausted from the cylinder in the compression stroke through the cylinder in the exhaust stroke. Gas in the cylinder is discharged to the manifold, and fresh air sucked into the cylinder in the intake stroke is sucked into the cylinder in the expansion stroke via the bypass pipe 7. Thereby, pump work (pumping loss) can be increased and the braking force of the vehicle can be increased.
本発明に係る補助ブレーキ装置１は、上記構成を有することにより、補助弁４を開くだけで、シリンダ内ガスを排気マニホールドに排出することと、吸気マニホールドから新気を吸入することが同時に実現できる。 Since the auxiliary brake device 1 according to the present invention has the above-described configuration, it is possible to simultaneously discharge the in-cylinder gas to the exhaust manifold and intake fresh air from the intake manifold simply by opening the auxiliary valve 4. .
本発明に係る補助ブレーキ装置１は、通常運転時、すなわち補助ブレーキ装置１の非作動時は全ての補助弁４を全てのクランク角度にわたり閉じ、補助ブレーキ装置１の作動時は全ての気筒の補助弁４を全てのクランク角度にわたり開くという制御を行うので、制御が簡単である。 The auxiliary brake device 1 according to the present invention closes all auxiliary valves 4 over all crank angles during normal operation, that is, when the auxiliary brake device 1 is not operated, and assists all cylinders when the auxiliary brake device 1 is operated. Since the control is performed to open the valve 4 over all crank angles, the control is simple.
本発明に係る補助ブレーキ装置１は、吸気弁１１及び排気弁１２が従来通りの動作でよいので、吸気弁１１及び排気弁１２に新規なアクチュエータを追加する必要がなく、制御手順を追加する必要もない。 In the auxiliary brake device 1 according to the present invention, since the intake valve 11 and the exhaust valve 12 may operate as usual, it is not necessary to add a new actuator to the intake valve 11 and the exhaust valve 12, and it is necessary to add a control procedure. Nor.
本発明に係る補助ブレーキ装置１は、補助弁４は、吸気弁１１や排気弁１２よりも受圧部の面積を小さく形成するのが好ましい。受圧部の面積が小さいことにより、筒内圧から受ける抵抗力が小さいので、アクチュエータ３として駆動力が小さい方式を採用することが可能となる。これにより、アクチュエータ３には、油圧シリンダ、電磁ソレノイド、モータなど多様な選択肢が得られる。 In the auxiliary brake device 1 according to the present invention, the auxiliary valve 4 is preferably formed so that the area of the pressure receiving portion is smaller than that of the intake valve 11 and the exhaust valve 12. Since the resistance force received from the in-cylinder pressure is small due to the small area of the pressure receiving portion, it is possible to adopt a method with a small driving force as the actuator 3. Thereby, various options such as a hydraulic cylinder, an electromagnetic solenoid, and a motor can be obtained for the actuator 3.
本実施形態の補助ブレーキ装置１は、補助吸排気管６に逆止弁８，９を並列に備えたが、これらの逆止弁８，９は備えずとも本発明を実施できる。逆止弁８，９が無い場合、補助吸排気管６の構造が簡素になる。逆止弁８，９がある場合、逆止弁８，９のバネによる抵抗力を適切に調整しておくことにより、ポンピング損失を増加させ、車両の制動力をいっそう高めることができる。 Although the auxiliary brake device 1 of the present embodiment includes the check valves 8 and 9 in parallel with the auxiliary intake and exhaust pipe 6, the present invention can be implemented without these check valves 8 and 9. When the check valves 8 and 9 are not provided, the structure of the auxiliary intake / exhaust pipe 6 is simplified. When the check valves 8 and 9 are provided, by appropriately adjusting the resistance force by the springs of the check valves 8 and 9, the pumping loss can be increased and the braking force of the vehicle can be further increased.
本実施形態では、エンジンは４気筒エンジンとしたが、偶数気筒エンジンであれば、行程の位相が互いに３６０°異なる気筒が存在するので、本発明を適用することができる。 In the present embodiment, the engine is a four-cylinder engine. However, if the engine is an even-numbered cylinder engine, there are cylinders whose stroke phases differ from each other by 360 °, and therefore the present invention can be applied.
１ 補助ブレーキ装置
２ シリンダヘッド
３ アクチュエータ
４ 補助弁
５ シリンダ
６ 補助吸排気管
７ バイパス管
８、９ 逆止弁
DESCRIPTION OF SYMBOLS 1 Auxiliary brake device 2 Cylinder head 3 Actuator 4 Auxiliary valve 5 Cylinder 6 Auxiliary intake / exhaust pipe 7 Bypass pipe 8, 9 Check valve
Claims (4)
各気筒のシリンダヘッドに、アクチュエータで開閉駆動される補助弁が設けられると共に、前記補助弁を介してシリンダに連通する補助吸排気管がそれぞれ接続され、
行程の位相が互いに３６０°異なる気筒の前記補助吸排気管同士がバイパス管で連結されたことを特徴とする補助ブレーキ装置。 An auxiliary brake device for an engine having an even number of cylinders,
The cylinder head of each cylinder is provided with an auxiliary valve that is driven to open and close by an actuator, and an auxiliary intake / exhaust pipe that communicates with the cylinder via the auxiliary valve is connected,
An auxiliary brake device, wherein the auxiliary intake and exhaust pipes of cylinders whose stroke phases are different from each other by 360 ° are connected by a bypass pipe.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2011249760A JP5870640B2 (en) | 2011-11-15 | 2011-11-15 | Auxiliary brake device |
| PCT/JP2012/078822 WO2013073429A1 (en) | 2011-11-15 | 2012-11-07 | Auxiliary brake device |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2011249760A JP5870640B2 (en) | 2011-11-15 | 2011-11-15 | Auxiliary brake device |
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| JP2013104379A true JP2013104379A (en) | 2013-05-30 |
| JP5870640B2 JP5870640B2 (en) | 2016-03-01 |
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| Application Number | Title | Priority Date | Filing Date |
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| JP2011249760A Expired - Fee Related JP5870640B2 (en) | 2011-11-15 | 2011-11-15 | Auxiliary brake device |
Country Status (2)
| Country | Link |
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| JP (1) | JP5870640B2 (en) |
| WO (1) | WO2013073429A1 (en) |
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| JPS5343145A (en) * | 1976-09-30 | 1978-04-19 | Mashine Terumitsukusu Esu Ii E | Method and apparatus for rapid pneumatic braking of diesel engine |
| DE2648411A1 (en) * | 1976-10-26 | 1978-04-27 | Motoren Turbinen Union | MULTI-CYLINDER DIESEL ENGINE |
| JPS58143120A (en) * | 1982-02-19 | 1983-08-25 | Kawasaki Heavy Ind Ltd | Crank case compression type two-cycle engine |
| JPS60182323A (en) * | 1984-02-29 | 1985-09-17 | Isuzu Motors Ltd | Power increasing device of exhaust-gas brake |
| JPS62147011A (en) * | 1985-12-19 | 1987-07-01 | Fuji Heavy Ind Ltd | Bypassing device for reduction in knocking |
| JPS63502685A (en) * | 1986-09-13 | 1988-10-06 | エムテーウー・モートレン―ウント・ツルビネン―ウニオン・フリードリッヒスハーフェン・ゲゼルシャフト・ミット・ベシュレンクター・ハフツング | Multi-cylinder diesel internal combustion engine with low compression ratio in the cylinders |
| JPH01116258A (en) * | 1987-10-29 | 1989-05-09 | Isuzu Motors Ltd | Compression top dead center pressure reducing exhaust brake device |
| JPH10157486A (en) * | 1996-12-03 | 1998-06-16 | Mitsubishi Motors Corp | Inter-vehicle distance control device |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0612228Y2 (en) * | 1986-02-14 | 1994-03-30 | 三菱自動車工業株式会社 | 3rd valve engine braking system |
| JP4052215B2 (en) * | 2003-09-18 | 2008-02-27 | マツダ株式会社 | Control device for spark ignition engine |
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2011
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5343145A (en) * | 1976-09-30 | 1978-04-19 | Mashine Terumitsukusu Esu Ii E | Method and apparatus for rapid pneumatic braking of diesel engine |
| DE2648411A1 (en) * | 1976-10-26 | 1978-04-27 | Motoren Turbinen Union | MULTI-CYLINDER DIESEL ENGINE |
| JPS58143120A (en) * | 1982-02-19 | 1983-08-25 | Kawasaki Heavy Ind Ltd | Crank case compression type two-cycle engine |
| JPS60182323A (en) * | 1984-02-29 | 1985-09-17 | Isuzu Motors Ltd | Power increasing device of exhaust-gas brake |
| JPS62147011A (en) * | 1985-12-19 | 1987-07-01 | Fuji Heavy Ind Ltd | Bypassing device for reduction in knocking |
| JPS63502685A (en) * | 1986-09-13 | 1988-10-06 | エムテーウー・モートレン―ウント・ツルビネン―ウニオン・フリードリッヒスハーフェン・ゲゼルシャフト・ミット・ベシュレンクター・ハフツング | Multi-cylinder diesel internal combustion engine with low compression ratio in the cylinders |
| JPH01116258A (en) * | 1987-10-29 | 1989-05-09 | Isuzu Motors Ltd | Compression top dead center pressure reducing exhaust brake device |
| JPH10157486A (en) * | 1996-12-03 | 1998-06-16 | Mitsubishi Motors Corp | Inter-vehicle distance control device |
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|---|---|
| WO2013073429A1 (en) | 2013-05-23 |
| JP5870640B2 (en) | 2016-03-01 |
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