JPH0442505Y2 - - Google Patents

Description

[Detailed description of the invention] Industrial field of application This invention is an automotive vehicle that is configured to operate when the rotor temperature in a disc brake or the drum temperature in a drum brake reaches a high temperature above a specific value. The present invention relates to an exhaust brake device for use in automobiles.

Prior Art Automotive exhaust brakes are brake devices that assist the so-called service brakes, such as disc brakes or drum brakes, which are installed in each vehicle.They constrict the engine's exhaust pipe and increase the resistance during the exhaust stroke of the piston. This is a well-known device that brakes the running of a vehicle. In addition, as a conventional example of detecting and warning of a rise in rotor temperature or drum temperature due to excessive use of the so-called service brake, there is a conventional example of the Utility Model Application No. 59-1-1 filed by the applicant of the present application.
There is a device called No. 131399. However, the idea in the same issue only detects the rise in rotor temperature and warns the driver.

Problems that the invention aims to solve: When a vehicle is traveling on a slope with a large negative slope or a long downhill slope, when traveling with heavy cargo, or when driving at excessive speed. When the vehicle is running, excessive use of the service brake cannot be avoided even with slight deceleration, and there is a problem in that the temperature of the rotor or drum rises in a short period of time. In other words, there is a problem in that the lining wears out extremely quickly, leading to loss of braking function. Furthermore, even if a temperature rise in the rotor or drum is detected and a warning is given to the driver, there is a problem that the warning will not be effective at all unless the driver who receives the warning takes action.

Means to Solve the Problem This idea combines a rotor or drum temperature detection device with a service brake and an exhaust brake, and when the rotor or drum temperature reaches a high temperature above a certain value, the service brake is activated. The object of the present invention is to provide an exhaust brake device for an automobile that solves the above-mentioned problems by forming the exhaust brake to operate in conjunction with the operation of the service brake when the brake pedal of the vehicle is depressed. be.

That is, a butterfly valve is provided in the middle of the exhaust pipe of the engine, an air cylinder is connected to the valve stem of the butterfly valve via a lever, and a solenoid valve supplies pressurized air to the air cylinder, a temperature detection device, and a service. The brake pedals for brake operation are electrically interlocked, and while the rotor or drum is in the normal temperature range below a certain value, only the service brake is activated by pressing the brake pedal, and the temperature of the rotor or drum is reduced. When the temperature exceeds a certain value, the service brake and exhaust brake are activated in parallel by depressing the brake pedal.

Embodiments This invention will be explained in detail based on illustrated embodiments.

FIG. 1 is an operational system diagram of the automobile exhaust brake device according to this invention, and FIG. 2 is a circuit diagram. In the figure, 1 is a power supply, 2 is a temperature detection device, 3 is a temperature switch, 4 is a brake petal switch, 5 is an exhaust brake lever switch, 6 is a clutch petal switch, 7 is an accelerator petal switch, 8 is a transmission switch, 9 10 is a solenoid valve, 10 is a valve actuator, and 11 is an exhaust brake valve.

The power source 1 is formed by a battery installed in the vehicle. Further, as shown in FIG. 3, the temperature detection device 2 is provided with a heat receiving plate 13 facing the friction surface of a rotating disc rotor in a disc brake or a rotating drum in a drum brake with a distance therebetween. A cylindrical temperature-sensitive case 14 is formed integrally with the heat-receiving plate and has a rod-shaped temperature-sensing element tightly fitted inside. The temperature switch 3 detects magnetic or temperature changes at a specific temperature detected by the temperature detection device 2 through an amplification circuit comparison circuit, and turns on at the specific detected temperature, and turns off at a specific temperature or lower. ”. The brake pedal switch 4 is formed to be turned "ON" when the brake pedal is depressed and turned "OFF" when the brake pedal is released, just like a stop lamp switch. Exhaust brake lever switch 5
is operated when attempting to operate the exhaust brake system even in a temperature range below a specific temperature detected by temperature detection device 2, and is manually turned "ON" by the driver.
Formed so that it can be switched to "OFF". Used when switching on long downhill runs. In this case, the exhaust brake lever switch 5 and the temperature switch 3 are provided in parallel, and the temperature switch 3 is set to "ON".
If the brake pedal switch 4 is in the "ON" or "OFF" state, the connection up to the brake petal switch 4 is set to "ON" or "OFF". The clutch petal switch 6 is formed so that it is turned "OFF" when the clutch petal is depressed, and turned "ON" when the clutch petal is released.
In other words, the exhaust brake is configured so that it does not operate when the engine and drive shaft are separated.
The accelerator pedal switch 7 is configured to be turned "OFF" when the accelerator pedal is depressed, and turned "ON" when the accelerator pedal is released.
The transmission switch 8 is formed so that it is turned "OFF" when the transmission is in a neutral lever position, and turned "ON" when the transmission is in a lever position other than neutral. In this case, the clutch petal switch 6, the accelerator petal switch 7, and the transmission switch 8 are connected in series, so that if any of the switches is OFF, the exhaust brake device will not operate.

The solenoid valve 9 is a 3-port, 2-position solenoid switching valve for air, and one port is used as an exhaust port to the atmosphere. One port of the solenoid valve 9 is connected to the air tank installed on the vehicle, and the other port is connected to the air tank installed on the vehicle.
The port contacts the valve actuator 10.
The valve actuator 10 is formed by a single-acting cylinder with a spring, and connects a piston rod to a lever 15 of the exhaust brake valve. In this case, the mutual relationship between the solenoid valve 9 and the actuator 10 is formed as follows. That is, when the circuit is "ON", the solenoid valve 9 connects the air tank and the valve actuator 10 to cause the piston to protrude, and when the circuit is "OFF", the solenoid valve 9 connects the valve actuator 10 to the atmosphere, and releases the air. The port from the tank is formed to be closed. Also valve actuator 10
When the piston is connected to the atmosphere, the elastic force of the spring causes the piston to return to its original state.

As shown in FIGS. 4 and 5, the exhaust brake valve 11 includes a casing 16 formed into a cylindrical body with flanges at both ends and having the same inner diameter as the exhaust pipe of the engine.
A disk 17 is provided which fits loosely into the inner circumferential surface of the casing 16 with a slight gap, and a boss portion 18 is formed on the large diameter of the disk 17 and penetrates concentrically with the axis of the boss portion 18. A hole 19 is formed. Also, a main body portion 20 that fits into the through hole 19 in a sliding manner.
A valve stem 23 is provided, in which a bearing part 21 is connected to both sides of the main body part 20 and formed to have a slightly small diameter, and an engaging part 22 is formed in one of the bearing parts 21 and extends concentrically. to form. That is, the disk 17 is fitted into the casing 16, and the bearing part 21 is fitted with slight play into the bearing boss parts 24, which are formed in a pair facing each other on the diameter of a large circle at the center between the ends of the casing 16. , valve stem 23, disk 1
The valve stem 23 and the disk 17 are integrally formed with a rotation stopper 25 provided therethrough. Further, the engaging portion 22 of the valve stem 23 is formed to protrude from the bearing boss portion 24 of the casing 16, and a lever 15 formed in the shape of a width plate is formed on the engaging portion 22.
and the other end to the piston rod of the valve actuator 10. In this case, with the piston rod of the valve actuator 10 fully protruding, the disk 1
7 is concentric with the inner circumferential surface of the casing 16, and the outer circumferential edge of the disk 17 engages with the inner circumferential surface of the casing 16 so as to face the inner circumferential surface of the casing 16 with a slight gap,
When the valve actuator 10 is restored by the elastic force of the spring, the disk 17 rotates 90 degrees so that both surfaces are parallel to the axis of the casing 16, forming an exhaust passage inside the casing 16.

In this automobile exhaust brake device, when the temperature of the rotor or drum in the brake reaches a high temperature exceeding a certain temperature value, the brake pedal is depressed by pressing the brake pedal regardless of whether the exhaust brake lever switch 5 is in the "ON" or "OFF" state. Therefore, when the transmission switch 8 is in the "ON" state, that is, the vehicle is running, the solenoid valve 9 is activated, the valve actuator 10 is operated, and the exhaust brake 11 is closed, and the exhaust brake is used together with the service brake. It is braked by the device. Further, in a state where the engine and the drive shaft are separated by depressing the clutch pedal 6, the exhaust brake valve 11 does not operate. Furthermore, even when the vehicle is being accelerated by depressing the accelerator pedal 7, the exhaust brake valve 11 does not operate.

This invention is constructed as claimed in the utility model registration based on the above-mentioned embodiment, so that when the braking conditions for the service brake become severe due to vehicle speed, payload, and downhill gradient, the service brake works in conjunction with the service brake. This makes it possible to operate the exhaust brake and maintain a safe speed. It can also be operated by pressing and releasing the brake pedal, so no special skills are required. Furthermore, when the brake temperature becomes high, the brake can be activated by normal brake pedal operation regardless of the driver's will, thereby preventing unexpected danger due to insufficient braking. In addition, since the load on the service brake is reduced, it is possible to provide a practical exhaust brake device for automobiles that reduces pad wear and rotor or drum wear, and prevents deterioration of brake function, which also has practical benefits. .

[Brief explanation of the drawing]

Figure 1 is a system diagram of the exhaust brake device, Figure 2 is its circuit diagram, Figure 3 is an explanatory diagram of the temperature detection device,
FIG. 4 is a front view showing a partially sectional view of the exhaust brake valve in the open state, and FIG. 5 is a cross-sectional view showing the exhaust brake valve in the closed state. 1...Power source, 2...Temperature detection device, 3...Temperature switch, 4...Brake petal switch, 5...
...Exhaust brake lever switch, 6...Clutch petal switch, 7...Accelerator petal switch, 8...Transmission switch, 9...
Solenoid valve, 10... Valve actuator, 11...
...Exhaust brake valve, 15...Lever, 16...Casing, 17...Disc, 23...Valve stem.

Claims (1)

[Scope of utility model registration request] A power supply 1 formed by a battery installed on the vehicle and a friction surface of a rotating disc rotor in a disc brake or a rotating drum in a drum brake are installed separately from each other and the temperature of the friction surface of the disc rotor or drum exceeds a specific temperature. A temperature detection device 2 that detects temperature, a temperature switch 3 that turns on when the temperature exceeds a certain temperature detected by the temperature detection device 2, and a temperature switch 3 that is connected in series with the temperature switch 3 and turns on when the brake pedal is depressed and brakes. Brake petal switch 4, which turns OFF when the pedal is released, is connected in parallel with temperature switch 3 and brake petal switch 4, and can be turned OFF or ON manually.
Exhaust brake lever switch 5, which turns OFF when the clutch pedal is pressed, and Clutch petal switch 6, which turns OFF when the clutch pedal is released, turns OFF when the accelerator pedal is pressed.
The accelerator pedal switch 7, which turns ``ON'' when the accelerator pedal is released, and the transmission switch 8, which turns ``OFF'' in a neutral position and ``ON'' in a position other than neutral, are connected in series, and are turned ``ON''. The solenoid valve 9 is connected to the solenoid valve 9 which connects the air tank and the valve actuator 10 and connects the valve actuator 10 to the atmosphere and shuts off the air tank when turned "OFF".
A valve actuator 10 communicates with the air tank and protrudes the piston rod by switching, and communicates with the atmosphere and restores itself with the elastic force of a spring. A disk 17 rotates within a casing 16 connected to the exhaust pipe of the engine. An exhaust brake valve 11 is provided with a valve rod 23 that rotates integrally with the piston rod of the valve actuator 10 and the exhaust brake valve 11 so that the disk 17 closes when the air tank and the valve actuator 10 communicate with each other. An exhaust brake device for an automobile, characterized in that it is formed by providing a lever 15 with a valve stem 23 connected thereto.