JPS6228669Y2 - - Google Patents

Description

[Detailed explanation of the idea] This invention relates to an exhaust brake device.

Conventional exhaust brake devices include, for example, the one known from Japanese Utility Model Application No. 56-57937 and the one shown in FIG.

In Fig. 1, a vacuum solenoid valve 6 is connected in series to a battery 1, an ignition key switch 2, an exhaust brake switch 3, an accelerator switch 4, and a clutch switch 5. A pilot lamp 7 is provided to notify the opening/closing of 3. The solenoid valve 6 is interposed between the vacuum tank 8 and the exhaust brake unit 9, and intermittently introduces negative pressure into the exhaust brake unit 9. Vacuum tank 8 has orifice 10
It communicates with a master bag and a vacuum pump (not shown) via. The exhaust brake unit 9 is composed of a diaphragm mechanism 11 communicating with the solenoid valve 6, a plunger 12 connected to the diaphragm mechanism 11, and an exhaust brake valve 13 whose opening and closing are regulated by the plunger 12 via a rod (not shown). The exhaust brake valve 13 is rotatably provided within an exhaust manifold 15 on the upstream side of the exhaust muffler 14. Further, the solenoid valve 6 communicates with a diaphragm 19 on the exhaust unit 9 side via a plunger 18, which regulates the opening and closing of a shutter valve 17 in the intake manifold 16.

Such an exhaust brake device includes an exhaust brake valve 13 provided in an exhaust manifold 15.
When the exhaust brake system is not activated, it is fully open, and when the exhaust brake system is activated, it is fully closed.

However, with conventional exhaust brake systems, the exhaust valve is fully closed when activated and fully open when not activated, regardless of the vehicle's loading capacity, so the braking effect achieved by the exhaust brake is limited. There was a problem in that the braking force of the exhaust brake, which is constant and operates when the vehicle is empty, becomes excessive and causes the drive wheels to slip, which is dangerous for the driver.

This idea was created by focusing on these conventional problems, and operates the exhaust brake by adjusting the closing degree of the exhaust brake valve installed upstream of the exhaust muffler in the engine's exhaust manifold. The above problem is solved by providing an exhaust brake device with a detection means for detecting light and heavy loads on the vehicle and a control mechanism for controlling the exhaust brake effect based on the light load on the vehicle detected by the detection means. The purpose is

This invention will be explained below based on the drawings. Figures 2, 3 and 4 show a first embodiment of this invention. First, the configuration will be explained.

In Fig. 2, a vacuum solenoid valve 6 is connected in series to a battery 1, an ignition key switch 2, an exhaust brake switch 3, an accelerator switch 4, and a clutch switch 5. A pilot lamp 7 is provided to notify the opening and closing of the switch 3. The solenoid valve 6 is interposed between the vacuum tank 8 and the exhaust brake unit 9, and intermittently introduces negative pressure into the exhaust brake unit 9. The vacuum tank 8 communicates via an orifice 10 with a master bag and a vacuum pump (not shown). The exhaust brake unit 9 includes a diaphragm mechanism 11 and a diaphragm mechanism 11 communicating with the solenoid valve 6.
The exhaust brake valve 12 includes a plunger 12 that is connected to a plunger 12 and is capable of protruding and retracting, and an exhaust brake valve 13 whose rotation angle is regulated by the plunger 12 via a rod (not shown). This exhaust brake valve 1
3 is rotatably provided in the exhaust manifold 15 on the upstream side of the exhaust muffler 14, and the retraction distance of the plunger 12 is proportional to the rotation angle of the exhaust brake valve 13. Further, the solenoid valve 6 communicates with a diaphragm 19 on the exhaust unit 9 side via a plunger 18, which regulates the opening and closing of a shutter valve 17 in the intake manifold 16.

On the other hand, detection means 20 for detecting light and heavy loads on the vehicle
For example, the micro switch and the plunger 12
A solenoid 21 for regulating the backward movement of the exhaust brake solenoid 21 is connected in series to the exhaust brake solenoid valve 6 side of the clutch switch 5. As shown in detail in FIG. 3, the diaphragm mechanism 11 is fixed to a vehicle body (not shown) via a bracket 22, and the solenoid 21 is fixed to a side plate of the bracket 22. This solenoid 21 has a control rod 23 that can be extended and retracted, and this control rod 23 is connected to the diaphragm mechanism 11.
A notch 24 formed in the middle part of the plunger 12 of
It corresponds to A control rod 23, which is energized to the solenoid 21, protrudes and is configured to come into pressure contact with the plunger 12 from the side. The bracket 22, solenoid 21, control rod 23, and notch 24 collectively constitute a control mechanism 25 for controlling the exhaust braking effect. Further, the detection means 20 is fixed to the vehicle body with the following configuration. That is, as shown in detail in FIG. 4, 26 is a vehicle body, 27 is a wheel, and the wheel 27 is rotatably attached to a transaxle 28. 29 is a leaf spring, and both ends of the leaf spring 29 are rotatably supported by the vehicle body 26, respectively. The housing of the transaxle 28 is fixed to the center of a leaf spring 29, and the leaf spring 29 is bent in response to changes in the weight of the vehicle, allowing the transaxle 28 and the vehicle body 26 to move away from each other. 30
Rubber bushes 3 are attached to the vehicle body 26 at both ends.
1 and 32, and a second connecting rod 33 is attached to one end of the first connecting rod 30. A long connecting rubber bushing 34 is supported at one end of the second connecting rod 33, and the distal end of the connecting rubber bushing 34 is fixed to the housing of the transaxle 28. The detection means 20 (for example, a microswitch) fixed to the vehicle body 26 has a push rod 35, which corresponds to one end of the first connecting rod 30. This push rod 35 is pressed by the rotation of the first connecting rod 30, and is configured so that when it is pressed, the detection means 20 is opened, and when it is not pressed, it is closed.

Next, the effect will be explained. When the ignition key switch 2, exhaust brake switch 3, accelerator switch 4, and clutch switch 5 are closed, current is passed from the battery 1 to the solenoid valve 6, and the pilot lamp 7 lights up to notify the driver that the exhaust brake can be operated. The solenoid valve 6 operates and the negative pressure in the vacuum tank 8 is transmitted to the diaphragm mechanisms 11 and 19. This negative pressure causes the diaphragm mechanisms 11 and 19 to operate, and the plunger 12
is retreated toward the diaphragm mechanism 11, and the exhaust brake valve 13 is rotated via a not-shown rod to close the exhaust manifold 15. When the vehicle is empty, the leaf spring 29 is not bent and the transaxle 28 is separated from the vehicle body 26 by a predetermined distance, so that the connecting rubber bushing 34, the second connecting rod 33, and the first connecting rod 30 can rotate. The push rod 35 is no longer pressed and the detection means 20 is closed. Solenoid 2 due to battery 1
1 is excited, and the control rod 23 protrudes and comes into pressure contact with the plunger 12. control rod 2
When the plunger 12, which is pressed from the side by 3, retreats toward the diaphragm mechanism 11, the tip of the control rod 23 engages with the notch 24,
Plunger 12 is prevented from retracting. Therefore, the rotation angle of the exhaust brake valve 13 is regulated accordingly, and the exhaust manifold 15 is not sealed. In this way, the exhaust back pressure of the engine cylinder (not shown) is regulated to a predetermined value or less by the rotation angle of the exhaust brake valve 13, so that the effect of the exhaust brake can be kept low. On the other hand, when the vehicle is loaded with cargo, the leaf spring 29 is deflected and the transaxle 28 approaches the vehicle body 26, so that the connecting rubber bushing 34 is pushed up to the position of the imaginary line, and the second connecting rod 33 is moved up to the position of the imaginary line. Rotate to the position. For this reason, the first connecting rod 3
0 also rotates and presses the push rod 35. Therefore, the detection means 20 is open and the solenoid 21 is not energized. In this way, plunger 1
2 moves backward by the amount of operation of the diaphragm mechanism 11, and the exhaust brake valve 13 seals the exhaust manifold 15. Therefore, the exhaust back pressure of the engine becomes sufficiently high to obtain the necessary braking effect.

FIG. 5 is a diagram showing a second embodiment. One end of a shackle 36 is rotatably supported at one end of the leaf spring 29 in the first embodiment, and the other end of the shank 36 is connected to the vehicle body 29 via a pin 37.
It is rotatably supported. The detection means 20a fixed to the vehicle body 26 corresponds to the center of the shackle 36, and the push rod 35a is pressed by the rotation of the shackle 36, and the detection means 20a opens when it is pressed and closes when it is not pressed. It is configured like this.

When the vehicle is empty, the leaf spring 29 is not bent, the shaft 36 is not rotated, the push rod 35a is not pressed, and the detection means 20
a is closed. Therefore, the solenoid 21 is energized, and the control rod 23 prevents the plunger 12 from retreating, thereby suppressing the exhaust braking effect. On the other hand, when the vehicle is loaded with cargo, the leaf spring 29 is bent, the shackle 36 rotates around the pin 37 toward the detection means 20a, and the push rod 35a
Pressed by. Therefore, the detection means 20a is open and the solenoid 21 is not excited. Therefore, the plunger 12 moves back by the amount of operation of the diaphragm mechanism 11, and the exhaust brake valve 13 seals the exhaust manifold 15. Therefore,
The exhaust back pressure of the engine becomes sufficiently high to provide the necessary braking effect.

FIG. 6 is a diagram showing a third embodiment.

A propeller shaft 38 is rotatably connected to the transaxle 28 in the first embodiment. Detection means 20 fixed to the vehicle body 26
b corresponds to the center part of the propeller shaft 38, and the roller 3 is located at the tip of the push rod 35b.
9 is installed. The propeller shaft 38 is bendable around a constant velocity joint (not shown), and its central portion presses the push rod 35b via a roller 39, and when pressed, the detection means 2
0b is configured to be open and closed when not pressed.

When the vehicle is empty, the leaf spring 29 is not bent, the propeller shaft 38 is not bent, the push rod 35b is not pressed, the detection means 20b is closed, and the solenoid 21 is excited. On the other hand, if the vehicle is loaded with luggage,
The leaf spring 29 is bent, the propeller shaft 28 is bent toward the detection means 20b around a constant velocity joint (not shown), and the push rod 35b is pressed by the propeller shaft 38 via the roller 39. Therefore, the detection means 20b is opened,
Solenoid 21 is never energized.

FIG. 7 is a diagram showing a fourth embodiment.

The lower end of a retractable shock absorber 40, that is, the inner cylinder 41, is fixed to the center of the leaf spring 29 in the fourth embodiment, and the other end, that is, the outer cylinder 42 is fixed to the vehicle body (not shown). . A substantially L-shaped bracket 4 is attached to the side surface of the inner cylinder 41.
3 is fixed thereto, and corresponds to the push rod 35c of the detection means 20c fixed to the side surface of the outer cylinder 42. This push rod 35c moves the bracket 4 due to the movement of the inner cylinder 41 entering the outer cylinder 42.
3, and when pressed, the detection means 2
0c is configured to be open and closed when not pressed.

When the vehicle is empty, the leaf spring 29 is not bent, the shock absorber 40 is not compressed, the push rod 35c is not pressed, the detection means 20c is closed, and the solenoid 21 is excited. On the other hand, if the vehicle is loaded with luggage,
The leaf spring 29 is bent, and the inner cylinder 41 is connected to the outer cylinder 4.
Invade 2. As a result, the bracket 43 presses the push rod 35c, the detection means 20c is opened, and the solenoid 21 is not energized.

As explained above, according to this idea,
The exhaust brake system is equipped with a detection means for detecting the light and heavy loads of the vehicle, and a control mechanism that controls the exhaust brake effect based on the light and heavy loads of the vehicle detected by this detection means. Therefore, an appropriate exhaust braking force can be obtained, and the exhaust braking force will not become excessive when the vehicle is empty, so that safe driving can be achieved.

[Brief explanation of the drawing]

Fig. 1 is a circuit diagram showing a conventional exhaust brake device, Fig. 2 is a circuit diagram showing an exhaust brake device according to this invention, Fig. 3 is an enlarged sectional view of the control mechanism shown in Fig. 2, and Fig. 4 is a side view of the first embodiment of this invention, FIG. 5 is a side view of the second embodiment of this invention, FIG. 6 is a side view of the third embodiment of this invention, and FIG. 7 is a side view of the third embodiment of this invention. FIG. 4 is a side view of the fourth embodiment of the invention. 15... Exhaust manifold, 14... Exhaust muffler, 13... Exhaust brake valve, 20, 20
a, 20b, 20c...detection means, 25...control mechanism.

Claims (1)

[Scope of utility model registration request] In an exhaust brake device that operates an exhaust brake by adjusting the degree of closure of an exhaust brake valve provided upstream of an exhaust muffler in an exhaust manifold of an engine, a detection means for detecting a light or heavy load on a vehicle is provided. An exhaust brake device that has a control mechanism that controls the exhaust brake effect based on the light and heavy load of the vehicle detected by the system.