AU592413B2 - Creation of Inventions and Patents with Artificial Intelligence

AU592413B2 – Exhaust brake system provided with a two-stage spring return actuator
– Google Patents

AU592413B2 – Exhaust brake system provided with a two-stage spring return actuator
– Google Patents
Exhaust brake system provided with a two-stage spring return actuator

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Publication number
AU592413B2

AU592413B2
AU70004/87A
AU7000487A
AU592413B2
AU 592413 B2
AU592413 B2
AU 592413B2
AU 70004/87 A
AU70004/87 A
AU 70004/87A
AU 7000487 A
AU7000487 A
AU 7000487A
AU 592413 B2
AU592413 B2
AU 592413B2
Authority
AU
Australia
Prior art keywords
brake system
exhaust brake
cylinder
piston
piston means
Prior art date
1986-03-20
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)

Ceased

Application number
AU70004/87A
Other versions

AU7000487A
(en

Inventor
Yuji Wachi
Ichiro Yanagawa
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)

Jidosha Kiki Co Ltd

Original Assignee
Jidosha Kiki Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
1986-03-20
Filing date
1987-03-13
Publication date
1990-01-11

1987-03-13
Application filed by Jidosha Kiki Co Ltd
filed
Critical
Jidosha Kiki Co Ltd

1987-09-24
Publication of AU7000487A
publication
Critical
patent/AU7000487A/en

1990-01-11
Application granted
granted
Critical

1990-01-11
Publication of AU592413B2
publication
Critical
patent/AU592413B2/en

2007-03-13
Anticipated expiration
legal-status
Critical

Status
Ceased
legal-status
Critical
Current

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Classifications

F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING

F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS

F02D—CONTROLLING COMBUSTION ENGINES

F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits

F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits

F02D9/12—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having slidably-mounted valve members; having valve members movable longitudinally of conduit

F02D9/14—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having slidably-mounted valve members; having valve members movable longitudinally of conduit the members being slidable transversely of conduit

F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING

F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS

F02D—CONTROLLING COMBUSTION ENGINES

F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits

F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits

F02D9/06—Exhaust brakes

Description

AU6 IKALIA COMPLETE SEIC5413 (ORI GINAL) Application Number: Lodged: FOR OFTI-CE USE: Class Int. Class Complete Specification Lodged: Accepted: Published: Priority: his dcment coitaifls te a,411c.)(mernts madeunr neti 49 and is correct for pritin g.
Relted Art: Name of Applicant(s): JIDOSHA KIKI CO., LTD.
t-cdress of Applicant(s): Actual Inventor(s): 10-12, Yoyogi 2-Chome, Shibuya-Ku, Tokyo, JAPAN.
1) Ichiro YANAGAWA 2) Yuji WACHI Address for Service: Kelvin Lord Co., 4 Douro Place, WEST PERTH, Western Australia 6005.
Complete Specification for the invention entitled: “EXHAUST BRAKE SYSTEM The following statement is a full description of this invention, including the best method of performing it known to me/ us Id
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It I- i 0*0 0 0 0 0 0 0t 0004s t lo 3. BACKGROUND OF THE INVENTION: Field of the Invention The present invention relates to a exhaust brake system incorporating a slide type valve.
(ii) Description of the Prior Art Generally, it is known that an exhaust brake system is adapted to render a load upon a prime mover or an engine by closing a valve incorporated on way of the exhaust gas passage of the engine, thus producing a braking effect to 10 be relayed upon the driving wheels of a vehicle, and such an exhaust brake system of this type is employed mainly in a large-sized vehicle such as a motor truck or a motorbus.
For this type of exhaust brake system, there are generally two types of mechanism employed, that is, a slide valve type and a rotary valve type. In the exhaust brake of slide valve type, it is inevitable that a substantial resistance may be rendered upon the sliding motion of the valve elements when used under a large exhaust pressure, which may possibly make the action of a valve element involved not smooth particularly in its returning motion.
In this respect, therefore, suggested and being employed as shown in FIG. 2 is an arrangement of an exhaust brake system such that there are two return springs 3 employed for a valve piston 2 for driving a closing valve 1. In FIG. 2, there are shown provided an exhaust pipe Ir 0 0 0 2 i
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1*11 fill 1111 designated at the reference numeral 4, a valve cylinder at 5, a pressure chamber at 6, an atmospheric pressure chamber at 7 and a piston rod at 8. In this exhaust brake system, when compressed air is introduced into the pressure chamber 6, the valve piston 2 is caused to move along the valve cylinder 5 downwardly as viewed in FIG. 2 against the urging force of the return spring 3, and when the exhaust pipe 4 is closed by the closing valve 1, the exhaust brake is put into operation. And, when compressed air within the pressure chamber 6 is exhausted outside, the valve piston 2 is caused to move upwardly as viewed in FIG. 2 in its return stroke under the urging force of the return spring 3, thereby causing the closing valve 1 to be opened so to release the exhaust brake system. When the valve piston 2 is in its return stroke with the closing valve 1 being put under a current exhaust pressure, there is a relatively large resistance against the sliding motion of the closing valve 1, however, the valve piston 2 may turn to move relatively smoothly in its return motion by virtue of the increased effect of urging given from two return springs 3 as provided in this arrangement.
However, with an increased urging force available from the return springs 3 in this arrangement of the exhaust brake system, the working or opening effort of the valve piston 2 may possibly become short. In order to Ii I I I 3 Compensate for such shortage in the working effort, it would be necessary to have an increased working diameter of the cylinder 5, which is another inconvenience in design.
In coping with such a contradictory requirement, there is proposed such an improvement in the design of the exhaust brake system as typically shown in FIG. 3. This specific construction is contemplated in an attempt to have only the initial returning force of the valve piston d 2 increased, in which a valve cylinder 5 may have an S 0 average diameter, not any in excess from the general design. More specifically, by virtue of such an advantageous arrangement that the valve piston 2 is adapted to bias an auxiliary return spring 9 at the completion of working stroke, the working effort of the valve piston 2 would not become short in practice. On the other hand, however, it I is notable that there is a largest resistance against the sliding motion of the closing valve 1 only at the initial I stage of returning stroke of the valve, which would then lead to a sudden decrease in the pressure differential i 20 across the closing valve 1, once it opens to a certain
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9 textent, thus resulting in a substantial decrease in the resistance against the sliding motion of the valve element.
The arrangement as shown in FIG. 3 is contemplated in consideration of such aspect, in which the valve piston 2 is pushed along with its returning motion by the auxiliary 4 I I Irr~~-usrr~~~ return spring 9 only at the initial stage of returning motion of the piston 2.
With such an improvement in construction of an exhaust brake system as noted above, it is pointed out that this system has such drawbacks as follows. More specifically, it is at the end of a working stroke of the valve piston 2 when it comes to abut upon the auxiliary return spring 9, and this is a very moment that there is produced a greatest differential pressure across the closing valve i, ooal 0 thus having an increased resistance against the sliding 0000 motion of the piston. For this reason, it is required to o o oget the closing valve 1 shut-off as soon as practicably 0, 0possible.
.o It is inevitable, however, that there occurs a substantial decrease in the working effort of the valve piston S2 upon its abutting against the auxiliary ret,,n spring 9, which means a possible deley in the completion of a shutoff action of the closing valve 1.
4. SUMMARY OF THE INVENTION: 20 The present invention is essentially directed to the provision of an efficient and useful resolution to such drawbacks particular to the conventional construction of the exhaust brake system, for the purpose of attaining an increased working effort of a valve piston without any sacrifices of decreasing the returning effort of the piston 5 i
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Ii at a t *f I .4 0 4.~ *6 *4 4 4 I a during its returning stroke from start to ending points.
In accordance with one aspect of the present invention there is provided an exhaust brake system comprising a slidable closing valve disposed in the exhaust gas passage of an engine and connected to a first piston means reciprocally disposed in a cylinder, said first piston means arranged to open or close said valve under pressure of a fluid supplied to said cylinder, said cylinder having an interior cylinder space and a widened additional cylinder space at the end of, and in communication with, said interior cylinder space, a compressed fluid inlet extending into both said interior cylinder space and said widened additional cylinder space, 15 said first piston means being arranged to move from a return position to an active position in said cylinder under pressure of said compressed fluid, a return spring biasing said first piston means to a return position, a resilient means disposed in said widened additional cylinder space, a second piston means disposed in said widened additional cylinder space such that it resiliently deforms said resilient means and arranged to be driven under pressure of said compressed fluid, and a transmitting means arranged to work cooperatively with said second piston means upon relieving pressure of said compressed fluid so as to impose restoring force of said resilient means on said first piston means until it is it ltt 6a urged toward its return position.
In the construction of an exhaust brake system as noted above, when closing the closing valve mechanism by the first valve piston shifting in a working stroke, it is arranged that the second valve piston may also operate in reciprocating motion to force the resilient member to be urged resiliently, while having the first valve piston left unabutting against the resilient member in ill: tC I ii its working stroke. By virtue of such a unique arrangement, there is effected no damping in the working effort of the first valve piston under the resistance of the resilient member, thus providing an unrestricted and smooth closing motion of the closing valve mechanism, and thus resulting in a due response of the exhaust brake system, accordingly.
With this advantageous arrangement to afford a complete working effort of the first valve piston, without having any increased diameter of the pneumatic cylinder, which So*i0 will then contribute to a compact design of the entire i”s” :exhaust brake system. On the other hand, it is also t €t tr .arranged that when opening the closing valve mechanism by the returning motion of the first valve piston, the restoring effect of the resilient member 28 may be let assisting a re,arning motion of the first valve piston by way of the transmitting member. With this arrangement, there is attainable a corresponding increase in the returning effort of the first valve piston, which may substantially contribute to a smooth opening motion of the closing valve mechanism against an increased resistance to the sliding motion of the closing valve mechanism i at thE start of its opening- stroke from the shut-off position, thus resulting in a quick and smooth relieving of the exhaust brake system, accordingly.
Additional features and advantages of the invention 7 3 rn will now become more apparent to those skilled in the art upon consideration of the following detailed description of a preferred embodiment exemplifying the best mode of carrying out the invention as presently perceived.
5. BRIEF DESCRIPTION OF THE DRAWINGS: In the drawings; FIG. 1 is a longitudinal cross-sectional view showing the pneumatic cylinder of an exhaust brake system by way of a preferred embodiment of the invention; and o 0 FIGS. 2 and 3 are longitudinal cross-sectional views showing the prior art exhaust brake systems, respectively.
6. DETAILED DESCRIPTION OF THE INVENTION: ‘tft The present invention will now be more particularly described by way of a preferred embodiment thereof in conjunction with FIG. 1. FIG. 1 shows the pneumatic cylinder assembly of an exhaust brake system, in which like parts are designated at like reference numerals as in FIGS. 2 and 3. Referring specifically to FIG. i, there is shown provided a first cylinder designated at the reference numeral 11 of the exhaust brake system, which H cylinder is closed at its one end with an end portion lla formed integrally with the first cylinder 11 itself, with the other end being closed with a end plate 13 separate from the first cylinder 11. It is seen that there is a boss portion 14 projecting upwardly into the inside of 8 -7 1’
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e a cylinder 5 formed integrally therewith, and that there is a piston rod 8 extending slidably through the boss portion 14. Also, there are bearing bushes 15, 16 and a coupling member 17 fitted together snugly into the recess formed in the boss portion 14, which are designed to all together block exhaust gas from entering. There is seen a pressure chamber 6 formed between a first piston 12 in the first cylinder 11ii and the end portion lla and in communication with a pressure admitting port 18, which is in turn connected to an air storage tank through an electromagnetic valve or the like. With this construction, when the pressure chamber 6 is fed with compressed air, the first valve piston 12 is then biased in a downward working stroke as viewed FIG. 1 against the resilient force from a return spring 19. Incidentally, there is an atmospheric chamber 7 defined between the first valve piston 12 and the end plate 13, which chamber is in communication with the atmosphere by way of an atmospheric valve, not shown.
Also, there are provided a plurality of annular stepped portions having increasing diameters from that of the first cylinder 11 around the base end of the boss portion 14 disposed within the cavity of the cylinder 5, and there is defined a second cylinder 23 with these annular stepped portions and with the opposing inner circumference of the root of the first cylinder 11. There is also a second ii S’i 9 i Ii
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piston 24 of ring type fitted slidably along the inner circumference of the second cylinder 23, which is separated into a pressure chamber 24 and a resilient member chamber 26 by the second piston 24. This pressure chamber 25 is in communication with the pressure admitting port 18 by way of a passage 27 defined longitudinally along the inner circumference of a cylinderical side wall portion llb of the first cylinder 11. On the other hand, there is disposed the resilient member 28 which is comprised of two coned disc springs set back to back each other in the risilient member chamber 26. In operation, when the pressure admitting port 18 is put under pressure of compressed air, the second piston 24 is caused to be shifted downwardly as viewed in FIG. 1 against the resilient force from the resilient member 28, and when the pressure admitting port 18 lets compressed air discharged, the second piston 24 is caused to return upwardly as viewed in FIG. 1 under the effect of assistance with a restoring force from the resilient member 28. The risilient member chamber 26 is placed in communication with the atmospheric chamber 7.
By the way, the second piston 24 is formed integrally with a transmitting member 29 extending upwardly in cylindrical form. This transmitting member 29 is disposed fitting slidably in the inner circumference of the first cylinder 11 in such a manner that it is adapted in function 10 i U U U i~ ‘4
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ii Aj rrrrrm- U-“a to transmit a restoring force of the resilient member 28 in a compressed state to the first valve piston 12 along the direction of its returning stroke, thus assisting its returning motion. The upper end portion 29a of the transmitting member 29 is provided projecting slightly above the upper end of the boss portion 14 so as to have the upper end portion 29a of the transmitting member 29 urged upon by the first valve piston 12 at the end of its working stroke.
10 Also shown in FIG. 1 are a sealing washer 31 adapted to prevent exhaust gas from leak and an exhaust passage for discharging exhaust gas which leaked out.
With such arrangement of the exhaust brake system according to the present invention, when compressed air is fed in through the pressure admitting port 18, the exhaust brake system is put to operation, and when the pressure admitting port 18 is in communication with the atmosphere, the exhaust brake system is then relieved of operation.
More specifically, in operation, when compressed air is fed through the pressure admitting port 18, it is then relayed to the pressure chambers 6 and 25, respectively.
With this pressure urging upon the first valve piston 12 downwardly as viewed in FIG. 1 against the resilient force of the return spring 19, the closing valve mechanism, r 11 -rn-rn not shown, disposed in the exhaust passage of an engine is then caused to be closed so as to stop the passage of exhaust gas therethrough. As a consequence, there is rendered an exhaust pressure upon the engine as a working load, thus effecting the braking operation of the exhaust brake system. At this moment, as the second piston 24 is also caused to be lowered in working motion as viewed in FIG. 1 against a current pressure from the pressure chamber 25, the upper end portion 29a of the transmitting 10 member 29 is then caused to be lowered to a level as high T as that of the upper end portion of the boss portion 14.
In this manner, as the first valve piston 12 does not abut upon the transmitting member 29 at the end of its working stroke, it is advantageous that there is attained a quick and complete closing motion of the closing valve mechanism without any sacrifices of its closing effort as well as the working effort of the first valve piston 12, accordingly.
Next, when the pressure admitting port 18 is put in communication with the atmosphere, compressed air existing in the pressure chambers 6 and 25 is directed outwardly, thus causing the first valve piston 12 to return upwardly as viewed in FIG. 1 under the resilient force from the return spring 19, and thus opening the closing valve mechanism. Consequently, an exhaust gas under pressure which has been working upon the engine is now eliminated to
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4~ 12 i ii AJ1 I”-r relieve the exhaust brake system in operation. At this moment, the second piston 24 is caused to return upwardly in its returning stroke as viewed in FIG. 1 under che restoring effect from the resilient member 28, while effecting the first valve piston 12 to be assisted along with its returning motion by way of the transmitting member 29 provided integrally with the second piston 24.
As the stroke of the second piston 24 is not so long, the restoring e- ect of the resilient member 28 to assist the first valve piston 12 to be shifted along its returning motion is limited only to the initial stage of returning stroke of the first valve piston 12, but since a current differential pressure existing across the closing valve mechanism would soon decrease at a slight opening of the closing valve mechanism, thus reducing a current resistance working upon the sliding motion of the closing valve mechanism, the first valve piston 12 may travel smoothly along its returning stroke rnder the resilient force of the return spring 19 alone, which will thus result in a quick relieving response of the exhaust brake system, accordingly.
While the present invention is described herein by way of a single preferred embodiment thereof, it is to be understood that the present disclosure is to be considered as being exemplary of the principles of the invention, 13 and is not intended to restrict the invention to such embodiment, but rather a variety of changes and modifications may be made in the present invention without departing from the spirit and scope thereof, as described in the body of specification and recited in the appended claims. For instance, while the restoring effect of the resilient member 28 is adapted to work upon the first valve piston 12 only at the start of its returning stroke in this 0 invention to apply this effect of restoring not only in the start of the returning stroke but also in the intermediate of stroke of the first valve piston 12, or further f in continuation to the end of the stroke, in which case it suffices if the stroke of the second piston 24 is make longer correspondingly. While there is employed the resilient member 28 which is comprised of two coned disc
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springs by way of the embodiment of the present invention, it is equally possible in practice to adopt a variety of resilient members such as another type of resilient spring or rubber element, or else an enclosed air cylinder in place of the resilient member 28. Also, while the transmitting member 29 is formed integrally with the second piston 24 in the disclosure of the invention, it may naturally be formed as a separate member from the second piston 24, or as being integrally with the first valve piston 12. More 14 1- c- -a~
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1 i iI specifically, since the purpose of providing the transmitting member 29 resides essentially in the attainment of the restoring effect of the resilient member 28 working in assistance upon the returning motion of the first valve piston 12, there may be a variety of constructions to be practiced to the same effect.
a a 4r O lr 44 15

Claims (4)

1. An exhaust brake system comprising a slidable closing valve disposed in the exhaust gas passage of an engine and connected to a first piston means reciprocally disposed in a cylinder, said first piston means arranged to open or close said valve under pressure of a fluid supplied to said cylinder, said cylinder having an interior cylinder space and a widened additional cylinder space at the end of, and in communication with, said interior cylinder space, a compressed fluid inlet extending into both said interior cylinder space and said widened additional cylinder space, said first piston means being arranged to move from a return position to an active position in said cylinder under pressure of said compressed fluid, a return spring biasing said first piston means to a return position, a resilient means disposed in said widened additional cylinder space, a second piston means disposed in said widened additional cylinder space such that it resiliently deforms said resilient means and arranged to be driven under pressure of said compressed fluid, and a transmitting means arranged to work cooperatively with said second piston means upon relieving pressure of said compressed fluid so as to impose restoring force of said resilient means on said first piston means until it is urged toward its return position. 16a

2. An exhaust brake system as claimed in Claim 1, wherein said resilient means comprises plural coned disc springs set back to back to each other disposed at an end portion of said Q;emtecylinder.

3. An exhaust brake system as claimed in any one of Claims 1 and 2, wherein said transmitting means is formed integrally with said second piston means.

4. An exhaust brake system as claimed in any one of Claims 1 to 3, wherein said second piston means is disposed r2i it l 1o. :I I in position near the end portion of said numtc cylinder. An exhaust brake system substantially as herein- before described with reference to Figure 1 of the accom- panying drawings. DATED MARCH 11, 1987 JIDOSHA KIKI CO., LTD. By their Patent Attorneys KELVIN LORD AND COMPANY PERTH, WESTERN AUSTRALIA ILi 1 4f 1 17

AU70004/87A
1986-03-20
1987-03-13
Exhaust brake system provided with a two-stage spring return actuator

Ceased

AU592413B2
(en)

Applications Claiming Priority (2)

Application Number
Priority Date
Filing Date
Title

JP1986040622U

JPH0430353Y2
(en)

1986-03-20
1986-03-20

JP61-40622

1986-03-20

Publications (2)

Publication Number
Publication Date

AU7000487A

AU7000487A
(en)

1987-09-24

AU592413B2
true

AU592413B2
(en)

1990-01-11

Family
ID=12585632
Family Applications (1)

Application Number
Title
Priority Date
Filing Date

AU70004/87A
Ceased

AU592413B2
(en)

1986-03-20
1987-03-13
Exhaust brake system provided with a two-stage spring return actuator

Country Status (4)

Country
Link

US
(1)

US4825982A
(en)

JP
(1)

JPH0430353Y2
(en)

KR
(1)

KR900006107B1
(en)

AU
(1)

AU592413B2
(en)

Families Citing this family (4)

* Cited by examiner, † Cited by third party

Publication number
Priority date
Publication date
Assignee
Title

JP2660418B2
(en)

1988-03-11
1997-10-08
臼井国際産業株式会社

Sliding exhaust brake device

US5435347A
(en)

1993-07-22
1995-07-25
Donaldson Company, Inc.
Exhaust systems for motorized vehicles

US7744062B2
(en)

2007-03-09
2010-06-29
Fisher Controls International Llc
Apparatus to vary effective spring rate for use in diaphragm actuators

DE102010018611B4
(en)

2010-04-28
2013-02-21
Knorr-Bremse Systeme für Nutzfahrzeuge GmbH

Control cylinder for an engine brake in a turbocharger of a vehicle engine

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Publication number
Priority date
Publication date
Assignee
Title

AU1682676A
(en)

1975-08-23
1978-02-16

Bendix Westinghouse Ltd

Preventing heat transfer in valve

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(en)

1958-06-06
1961-04-06
Harold Cain Smith
Improvements in or relating to exhaust brakes

US3379405A
(en)

1966-01-03
1968-04-23
Acf Ind Inc
Valve

GB1408287A
(en)

1972-11-28
1975-10-01
Girling Ltd
Vehicle wheel brake actuators

US3958592A
(en)

1974-02-06
1976-05-25
Willis Oil Tool Co.
Safety shut-off valve

US4054156A
(en)

1975-02-24
1977-10-18
The Weatherhead Company
Exhaust brake valve

US4601457A
(en)

1985-10-01
1986-07-22
Baker Cac, Inc.
Fluid pressure actuator valve

1986

1986-03-20
JP
JP1986040622U
patent/JPH0430353Y2/ja
not_active
Expired

1987

1987-03-13
AU
AU70004/87A
patent/AU592413B2/en
not_active
Ceased

1987-03-14
KR
KR1019870002320A
patent/KR900006107B1/en
not_active
IP Right Cessation

1987-03-16
US
US07/026,276
patent/US4825982A/en
not_active
Expired – Fee Related

Patent Citations (1)

* Cited by examiner, † Cited by third party

Publication number
Priority date
Publication date
Assignee
Title

AU1682676A
(en)

1975-08-23
1978-02-16
Bendix Westinghouse Ltd
Preventing heat transfer in valve

Also Published As

Publication number
Publication date

US4825982A
(en)

1989-05-02

KR900006107B1
(en)

1990-08-22

JPS62152045U
(en)

1987-09-26

AU7000487A
(en)

1987-09-24

JPH0430353Y2
(en)

1992-07-22

KR870009117A
(en)

1987-10-23

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