Auxiliary braking control device of engine

Abstract

The utility model discloses an engine auxiliary brake control device which comprises an engine control module ECM, an engine brake controller and a retarder handle switch, the engine control module ECM comprises an ECM-83 pin, an ECM-37 pin and an ECM-43 pin, and the engine brake controller comprises a first brake switch K1, a second brake switch K2 and an ECM loop switch K3. The retarder handle switch comprises a low-gear brake switch S1, a middle-gear brake switch S2 and a high-gear brake switch S3. The ECM-83 pin, the first brake switch K1, the second brake switch K2 and the ECM-37 pin are sequentially connected in series, the ECM-43 pin is connected between the first brake switch K1 and the second brake switch K2, and the ECM loop switch K3 is respectively connected with the first brake switch K1 and the second brake switch K2 in parallel; after the low-gear brake switch S1, the middle-gear brake switch S2 and the high-gear brake switch S3 are connected, low-gear brake load control signals, middle-gear brake load control signals and high-gear brake load control signals are output respectively.

Description

Technical Field

[0001] This utility model belongs to the field of passenger vehicle diesel engine braking technology, specifically an engine auxiliary braking control device. Background Technology

[0002] To extend the service life of brake pads, current bus designs incorporate auxiliary braking systems such as eddy current retarders, transmission hydraulic retarders, engine exhaust braking, and engine compression braking. Engine compression braking, in particular, controls the opening and closing of intake and exhaust valves, transforming the engine from a power output unit into a large, power-consuming compressor. Current technology typically employs two rocker switches to achieve engine compression braking.

[0003] The problem with using a rocker switch is that starting and disengaging the engine brake requires manually pressing the rocker switch, making driving cumbersome and even causing fuel consumption to increase if the switch is forgotten to be turned off. This drawback has prevented the engine's built-in braking function from being widely and effectively developed and utilized. In addition, there are no corresponding rocker switches on the market, and temporary mold making would increase the overall vehicle manufacturing cost and extend the overall vehicle development time. Utility Model Content

[0004] To address the problems existing in the prior art, this utility model provides an engine auxiliary braking control device that converts the control signal input to the engine control module (ECM) into a control signal determined by the pedal depth of the master cylinder or the retarder lever switch position. Pressing and releasing the master cylinder controls the engine braking operation without the need to press the rocker switch, simplifying driver operation, reducing the manufacturing cost of the auxiliary braking system, and extending the service life of the brake pads.

[0005] To achieve the above-mentioned technical objectives, the present invention adopts the following technical solution.

[0006] An engine-assisted braking control device includes an engine control module (ECM), an engine brake controller, a retarder handle switch, and a vehicle grounding harness (S0) connected in sequence. The ECM includes an ECM-83 pin, an ECM-37 pin, and an ECM-43 pin. The engine brake controller includes a first brake switch K1, a second brake switch K2, and an ECM circuit switch K3. The retarder handle switch includes a low-gear brake switch S1, a medium-gear brake switch S2, and a high-gear brake switch S3. The ECM-83 pin, the first brake switch K1, the second brake switch K2, and the ECM-37 pin are connected in series. The ECM-43 pin is connected between the first brake switch K1 and the second brake switch K2. The ECM circuit switch K3 is connected in parallel with both the first brake switch K1 and the second brake switch K2. When the low-gear brake switch S1, the medium-gear brake switch S2, and the high-gear brake switch S3 are turned on, they output low-gear brake, medium-gear brake, and high-gear brake negative control signals, respectively.

[0007] Specifically, the engine brake controller is controlled by the retarder handle switch. The low-gear brake switch S1 connects to the vehicle grounding harness S0, the first brake switch K1 is closed, and the ECM-83 pin, the first brake switch K1, and the ECM-43 pin constitute the low-gear brake control circuit. The low-gear brake switch S1 and the medium-gear brake switch S2 connect to the vehicle grounding harness S0, the first brake switch K1 is open, the second brake switch K2 is closed, and the ECM-37 pin, the second brake switch K2, and the ECM-43 pin constitute the medium-gear brake control circuit. The low-gear brake switch S1, the medium-gear brake switch S2, and the high-gear brake switch S3 connect to the vehicle grounding harness S0, the first brake switch K1 is closed, the second brake switch K2 is closed, the ECM circuit switch K3 is closed, and the ECM-83 pin, the first brake switch K1, the ECM-37 pin, and the ECM-43 pin constitute the high-gear brake control circuit.

[0008] Based on the above technical solution, the engine brake controller is controlled by the brake master cylinder and includes an engine control module (ECM), an engine brake controller, a brake master cylinder, and a vehicle grounding harness (S0) connected in sequence. The brake master cylinder corresponds to the low-gear brake switch (S1) position from the initial position to the 1 / 2 depth position, the brake master cylinder corresponds to the medium-gear brake switch (S2) position at the 1 / 2 depth position, and the brake master cylinder corresponds to the high-gear brake switch (S3) position at the 4 / 5 depth position.

[0009] Specifically, the retarder handle switch is an eddy current retarder handle switch.

[0010] Furthermore, there are two eddy current retarder handle switches, and the two eddy current retarder handle switches are connected in parallel. On long, gentle slopes, the eddy current and engine braking can be made to work simultaneously by adjusting the eddy current retarder handle switches, thereby achieving a constant speed downhill, reducing the heating time of the brake pads, and extending the service life of the brake pads.

[0011] In the low-gear braking control circuit, the engine output accounts for 30% of the total braking output; in the medium-gear braking control circuit, the engine output accounts for 50% of the total braking output; and in the high-gear braking control circuit, the engine output accounts for 80% of the total braking output.

[0012] Compared with the prior art, the present invention has the following beneficial effects:

[0013] This invention converts the control signal input to the engine control module (ECM) into a signal determined by the depth of the brake master cylinder or the position of the retarder lever switch. Pressing or releasing the brake master cylinder controls the engine braking operation without pressing the rocker switch, effectively simplifying driver operation and reducing the manufacturing cost of the auxiliary braking system.

[0014] This utility model device can connect two eddy current retarder handle switches in parallel. On long, gentle slopes, the eddy current and engine braking can work simultaneously by adjusting the eddy current retarder handle switches, achieving a constant speed downhill, thereby reducing the heating time of the brake pads and extending their service life. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of an engine auxiliary braking control device according to the present invention;

[0016] Figure 2 This is a circuit diagram of an engine auxiliary braking control device according to the present invention;

[0017] Figure 3 This is a wiring diagram of the engine brake controller and brake master cylinder of this utility model;

[0018] In the diagram: K15: Positive input to the control terminals of relays R1, R2, R3, and R4, connected to the ON position power supply of the vehicle wiring harness; PA, P1: Normally open contacts of relay R1; PB, P2: Normally open contacts of relay R2; PC, P3: Normally open contacts of relay R3; PD, PE: Normally closed contacts of relay R4; H1, H2, H3, H4: Negative input to the control terminals of relays R1, R2, R3, and R4; P4 is a reserved pin. Detailed Implementation

[0019] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0020] Example 1

[0021] like Figure 1 As shown, an engine auxiliary braking control device includes an engine control module (ECM), an engine brake controller, a retarder handle switch, and a vehicle grounding harness (S0) connected in sequence. The ECM includes an ECM-83 pin, an ECM-37 pin, and an ECM-43 pin. The engine brake controller includes a first brake switch K1, a second brake switch K2, and an ECM circuit switch K3. The retarder handle switch includes a low-gear brake switch S1, a medium-gear brake switch S2, and a high-gear brake switch S3. The ECM-83 pin, the first brake switch K1, the second brake switch K2, and the ECM-37 pin are connected in series. The ECM-43 pin is connected between the first brake switch K1 and the second brake switch K2. The ECM circuit switch K3 is connected in parallel with both the first brake switch K1 and the second brake switch K2. When the low-gear brake switch S1, the medium-gear brake switch S2, and the high-gear brake switch S3 are turned on, they output low-gear brake, medium-gear brake, and high-gear brake negative control signals, respectively.

[0022] In this embodiment, the engine brake controller is controlled by the retarder handle switch. The low-gear brake switch S1 connects to the vehicle grounding harness S0, the first brake switch K1 is closed, and the ECM-83 pin, the first brake switch K1, and the ECM-43 pin constitute the low-gear brake control circuit. The low-gear brake switch S1 and the medium-gear brake switch S2 connect to the vehicle grounding harness S0, the first brake switch K1 is open, the second brake switch K2 is closed, and the ECM-37 pin, the second brake switch K2, and the ECM-43 pin constitute the medium-gear brake control circuit. The low-gear brake switch S1, the medium-gear brake switch S2, and the high-gear brake switch S3 connect to the vehicle grounding harness S0, the first brake switch K1 is closed, the second brake switch K2 is closed, the ECM circuit switch K3 is closed, and the ECM-83 pin, the first brake switch K1, the ECM-37 pin, and the ECM-43 pin constitute the high-gear brake control circuit.

[0023] Working principle:

[0024] like Figure 2As shown, when the driver places the retarder handle switch in the low position, S0-S1 are connected. S1 negatively controls the activation of relay R1. The normally open contact PA (ECM-43 pin) of relay R1 connects with the normally closed contacts PD and PE (first brake switch K1, ECM-83 pin) of relays P1 to R4, forming a low-gear braking control circuit, thus realizing the low-gear braking signal input of the engine brake controller. At this time, the engine braking output accounts for 30% of the total braking output.

[0025] When the driver places the retarder lever switch to the medium position, S0-S1-S2 are connected. S2 negatively engages relay R2 while simultaneously disengaging relay R4. The normally open contact PB (ECM-43 pin) of relay R2 connects with P2 (second brake switch K2, ECM-37 pin) to form the medium-range braking control circuit, and disconnects the normally closed contacts PD and PE (first brake switch K1, ECM-83 pin) of relay R4, thus realizing the medium-range braking signal input of the engine brake controller. At this time, the engine braking output accounts for 50% of the total braking output.

[0026] When the driver places the retarder handle switch to the high position, S0-S1-S2-S3 are connected. S3 negatively controls the activation of relay R3, which connects the PC and P3 contacts, re-energizing the first brake switch K1. The ECM-83 pin and ECM-43 pin form the high-level brake control circuit, realizing the high-level brake signal input of the engine brake controller. At this time, the engine brake output accounts for 80% of the total brake output.

[0027] Example 2

[0028] Based on Example 1, such as Figure 3 As shown, in this embodiment, the retarder handle switch is replaced with a brake master cylinder, thus an engine auxiliary braking control device includes an engine control module (ECM), an engine brake controller, a brake master cylinder, and a vehicle grounding harness (S0) connected in sequence. The brake master cylinder corresponds to the low-gear brake switch (S1) position from the initial position to the 1 / 2 depth position, the brake master cylinder corresponds to the medium-gear brake switch (S2) position at the 1 / 2 depth position, and the brake master cylinder corresponds to the high-gear brake switch (S3) position at the 4 / 5 depth position.

[0029] Example 3

[0030] Based on Example 1, the retarder handle switch in this example is an eddy current retarder handle switch. There are two eddy current retarder handle switches, and the two eddy current retarder handle switches are connected in parallel. Thus, on long and gentle slopes, by adjusting the eddy current retarder handle switch, the eddy current and engine braking can work simultaneously to achieve constant speed downhill, thereby reducing the heating time of the brake pads and extending the service life of the brake pads.

[0031] In summary, this utility model device converts the control signal input to the engine control module (ECM) into a function determined by the master cylinder's pedal depth or the retarder lever switch position. Engine braking can be controlled simply by pressing or releasing the master cylinder or adjusting the retarder lever switch position, eliminating the need to press a rocker switch. This effectively simplifies driver operation and reduces the manufacturing cost of the auxiliary braking system. Furthermore, when using the retarder lever switch position to control engine braking, two eddy current retarder lever switches can be connected in parallel. On long, gentle slopes, adjusting the eddy current retarder lever switches allows the eddy current and engine braking to work simultaneously, achieving a constant speed downhill. This reduces the brake pad heating time and extends the brake pad's lifespan.

[0032] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model in any other way. Any person skilled in the art may make changes or modifications to the disclosed technical content to create equivalent embodiments. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of this utility model without departing from its technical solution shall still fall within the protection scope of this utility model.

Claims

1. An engine auxiliary braking control device, characterized in that, The system includes an engine control module (ECM), an engine brake controller, a retarder handle switch, and a vehicle grounding harness (S0) connected in sequence. The ECM includes ECM-83 pins, ECM-37 pins, and ECM-43 pins. The engine brake controller includes a first brake switch K1, a second brake switch K2, and an ECM circuit switch K3. The retarder handle switch includes a low-gear brake switch S1, a medium-gear brake switch S2, and a high-gear brake switch S3. The ECM-83 pin, the first brake switch K1, the second brake switch K2, and the ECM-37 pin are connected in series. The ECM-43 pin is connected between the first brake switch K1 and the second brake switch K2. The ECM circuit switch K3 is connected in parallel with both the first brake switch K1 and the second brake switch K2. When the low-gear brake switch S1, the medium-gear brake switch S2, and the high-gear brake switch S3 are turned on, they output low-gear brake, medium-gear brake, and high-gear brake negative control signals, respectively.

2. The engine auxiliary braking control device according to claim 1, characterized in that, The low-gear brake switch S1 connects to the vehicle grounding harness S0, the first brake switch K1 is closed, and the ECM-83 pin, the first brake switch K1, and the ECM-43 pin constitute the low-gear brake control circuit. The low-gear brake switch S1 and the medium-gear brake switch S2 connect to the vehicle grounding harness S0, the first brake switch K1 is open, the second brake switch K2 is closed, and the ECM-37 pin, the second brake switch K2, and the ECM-43 pin constitute the medium-gear brake control circuit. The low-gear brake switch S1, the medium-gear brake switch S2, and the high-gear brake switch S3 connect to the vehicle grounding harness S0, the first brake switch K1 is closed, the second brake switch K2 is closed, the ECM circuit switch K3 is closed, and the ECM-83 pin, the first brake switch K1, the ECM-37 pin, and the ECM-43 pin constitute the high-gear brake control circuit.

3. The engine auxiliary braking control device according to claim 2, characterized in that, The system includes an engine control module (ECM), an engine brake controller, a brake master cylinder, and a vehicle grounding harness (S0) connected in sequence. The brake master cylinder corresponds to the low-gear brake switch (S1) position from the initial position to the 1 / 2 depth position, the medium-gear brake switch (S2) position at the 1 / 2 depth position, and the high-gear brake switch (S3) position at the 4 / 5 depth position.

4. The engine auxiliary braking control device according to claim 1, characterized in that, The retarder handle switch is an eddy current retarder handle switch.

5. The engine auxiliary braking control device according to claim 4, characterized in that, There are two eddy current retarder handle switches, and the two eddy current retarder handle switches are connected in parallel.

6. The engine auxiliary braking control device according to claim 2, characterized in that, In the low-gear braking control circuit, the engine output accounts for 30% of the total braking output; in the medium-gear braking control circuit, the engine output accounts for 50% of the total braking output; and in the high-gear braking control circuit, the engine output accounts for 80% of the total braking output.

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