CN109113829B - Engine braking device - Google Patents

Engine braking device Download PDF

Info

Publication number
CN109113829B
CN109113829B CN201810919167.6A CN201810919167A CN109113829B CN 109113829 B CN109113829 B CN 109113829B CN 201810919167 A CN201810919167 A CN 201810919167A CN 109113829 B CN109113829 B CN 109113829B
Authority
CN
China
Prior art keywords
rocker arm
push rod
driving
exhaust
pin
Prior art date
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.)
Active
Application number
CN201810919167.6A
Other languages
Chinese (zh)
Other versions
CN109113829A (en
Inventor
姬腾飞
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.)
Individual
Original Assignee
Individual
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.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to CN201810919167.6A priority Critical patent/CN109113829B/en
Publication of CN109113829A publication Critical patent/CN109113829A/en
Application granted granted Critical
Publication of CN109113829B publication Critical patent/CN109113829B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/08—Shape of cams
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

An engine brake device is characterized in that an exhaust cam, a brake cam and a control cam are arranged on a camshaft 1 of an engine, a control pull rod is arranged on an exhaust rocker arm assembly 2, a tappet 7 and a push rod 9 in a V-shaped structure are arranged on a controller body 13, branches on two sides of the push rod 9 are respectively provided with a step, a drive shaft is arranged on the controller body 13, one end of the drive shaft is provided with two drive pins, the other end of the drive shaft is provided with a drive arm 142 and connected with the control pull rod, return pins 15 and electromagnetic valves 17 are arranged on two sides of the push rod 9, when the engine needs to enter a braking state, the electromagnetic valves are powered on and push the push rod 9 to swing to one side of the return pins, under the action of the control cam, the step on the push rod 9 pushes the drive shaft to rotate to enable the exhaust rocker arm to move to a position contacting with the brake cam, in the same manner, the push rod pushes the drive shaft to rotate reversely, so that the rocker arm returns to the contact position with the exhaust cam.

Description

Engine braking device
Technical Field
The invention relates to an engine braking device, belongs to the technical field of automobile engines, and particularly relates to the technical field of engine braking.
Background
Engine braking technology has been available and used for a long time, particularly in heavy duty diesel engines. For heavy trucks, when long-term braking is required, such as when driving on a long downhill slope, a conventional service brake device (brake) is prone to failure due to overheating during long-term use, and thus greatly threatens the driving safety. When a vehicle equipped with the engine braking device runs, a driver starts the engine braking device according to needs, the engine cuts off fuel supply at the moment, the clutch keeps a state of being connected with the power output end of the engine, the vehicle drags the engine to rotate by the kinetic energy of the vehicle, and the engine braking device temporarily converts the engine into an air compressor consuming power by changing the timing and the lift of an air valve, particularly an exhaust valve, so as to realize a braking function. The engine braking device can greatly relieve the working load of the service braking device, greatly improves the running safety of the vehicle, and becomes a necessary configuration for heavy trucks at present.
The engine brake can be divided into compression release type brake and air release type brake, the compression release type brake is that in the compression stroke, when the piston is close to the compression top dead center, the exhaust valve is opened to release the compressed air entering the cylinder, and then the exhaust valve is closed when the piston enters the power stroke after passing through the top dead center. Bleeder brakes release compressed air by holding the exhaust valve slightly open during the non-exhaust stroke or only during the compression stroke of the engine, and generally have higher braking power and are applied more often than bleeder brakes.
At present, the engine braking device is mainly applied to a four-stroke heavy-duty diesel engine, and compression release type engine braking devices are more, in a working cycle (air inlet-compression-work-exhaust) of the four-stroke engine, the piston moves upwards once in each of the compression stroke and the exhaust stroke, theoretically, when the engine is converted into a braking state to work, the compression and exhaust strokes are both released to maximize the braking power, however, most of the compression-release engine brake devices that have been used so far cannot change the timing and lift of the exhaust valve for normal engine operation in the exhaust stroke, and therefore, the compression release of the air entering the cylinder during the compression stroke can only be achieved during one working cycle, resulting in a single braking, while a second braking is not possible during the exhaust stroke. In the technology disclosed at present, the brake is generated by performing compression release on compression and exhaust strokes, a plurality of rocker arms or a complex rocker arm or valve bridge structure is often needed, the structure is complex, the cost is high, and the working reliability is insufficient.
Disclosure of Invention
The invention provides an engine braking device which can realize that a piston is compressed and released to generate braking power in compression and exhaust strokes, namely, the piston moves upwards each time to generate a braking function, so that the effect of the engine braking function is exerted to the maximum, and the engine braking is also called as two-stroke braking.
The engine braking device of the invention consists of a cam shaft, an exhaust rocker arm assembly, a rocker arm shaft, a rocker arm positioning pin, a positioning pin spring and a control mechanism. The exhaust cam and the intake cam which are used for the ignition operation of the engine are arranged on each cylinder on the camshaft, the brake cam is specially used for braking the engine, the control cam is used for controlling the engine to switch between the ignition state and the braking state, three lobes are arranged on the brake cam, the two smaller lobes are symmetrically distributed and used for opening the exhaust valve to release compressed gas when the piston operates to the position near the top dead center each time in the engine braking state, the other larger lobe is used for opening the exhaust valve in the power stroke of the engine to enable exhaust gas to enter the cylinder so as to realize the purpose that the exhaust gas is compressed again and released to generate braking in the exhaust stroke, and the brake cam and the exhaust cam used for the ignition operation of the engine have the same base circle diameter. The control cam has a lobe for actuating the control mechanism to switch the engine between the firing and braking states. The lift of the control cam and the lift of the brake cam and the exhaust cam have the following characteristics: depending on the direction of rotation of the camshaft, the exhaust cam or the brake cam, which is in contact with the exhaust rocker roller, is now in the base circle portion when the control cam is in the rising section of the entire cam. The valve driving end of the exhaust rocker arm assembly is provided with two adjusting bolts and elephant feet which are arranged in parallel with the rocker arm shaft, the distance between the two adjusting bolts is equal to the distance between the center of the exhaust cam and the center of the brake cam, two arc grooves are formed in the rocker arm shaft mounting hole of the exhaust rocker arm, the distance between the two arc grooves is equal to the distance between the center of the exhaust cam and the center of the brake cam, and the exhaust rocker arm is provided with a control pull rod which can pull or push the exhaust rocker arm to move on the rocker arm shaft. The rocker arm shaft is provided with a rocker arm positioning pin and a positioning pin spring, and when the exhaust rocker arm slides between the exhaust cam and the brake cam, the rocker arm positioning pin can respectively position the exhaust rocker arm at a contact position with the exhaust cam or a contact position with the brake cam. The control mechanism comprises a tappet, a tappet positioning pin, a push rod spring, a spring seat, a guide rod, a controller body, a driving shaft, a return pin, a return spring, an electromagnetic valve and the like, wherein the tappet is arranged in a tappet hole of the controller body, the tappet is provided with a guide groove, push rod positioning grooves are formed in two sides of the tappet, the tappet can slide up and down in the tappet hole but cannot rotate when being positioned by the tappet positioning pin in the circumferential direction, and a ball socket is processed at the bottom of the inner hole of the tappet. The push rod is V-shaped, the lower end of the push rod is spherical and is arranged in a ball socket of an inner hole of the tappet, two branches at the upper part of the push rod are respectively provided with a step, the middle part of the push rod is provided with an arc-shaped connecting beam, a push rod spring is arranged above the push rod and is arranged on the guide rod, one end of the push rod spring is pressed on the controller body, the other end of the push rod spring is provided with a spring seat and is pressed on the arc-shaped beam at the middle part of the push rod, and the push rod spring has certain spring force and can enable a transmission system between the push. The driving shaft is arranged in a driving shaft hole of the controller body, the driving shaft is in clearance fit with the driving shaft hole, the driving shaft can rotate in the driving shaft hole, one end of the driving shaft is provided with two driving pins, the other end of the driving shaft is provided with a driving arm, one end of the driving arm is cylindrical and is positioned in a U-shaped groove at one end of a control pull rod on the exhaust rocker arm, and when the driving shaft rotates, the driving arm can pull or push the exhaust rocker arm assembly to move on the driving shaft through the control pull. The controller is characterized in that a return pin, a return spring and an electromagnetic valve are respectively arranged on two sides of a push rod on the controller body, the return pin is arranged in a pin hole and can slide in the pin hole, the return spring is arranged at the rear end of the return pin and generates acting force on the return pin, and the return pin is always kept in contact with the outer side of the push rod under the action of the force of the return spring. The electromagnetic valve is installed on the controller body, a driving shaft of the electromagnetic valve is right opposite to the outer side of the push rod, when the electromagnetic valve is electrified, the driving shaft of the electromagnetic valve extends out to push the push rod, thrust generated by the driving shaft of the electromagnetic valve is larger than acting force of the return spring on the return pin, the driving shaft of the electromagnetic valve can push the push rod to swing to the other side, and when the electromagnetic valve is powered off, the driving shaft of the electromagnetic valve retracts.
The working principle of the device is as follows: when the engine is in an ignition state, the electromagnetic valve is in a power-off state, at the moment, the arc groove on one side of the inner hole of the exhaust rocker arm is positioned by the rocker arm positioning pin, the exhaust rocker arm assembly is positioned at a position where the roller is contacted with the exhaust cam, the exhaust rocker arm opens and closes the exhaust valve according to the valve timing and the lift range in the ignition state of the engine, at the moment, the driving pin on one side, close to the return pin, of one end of the driving shaft is positioned at a higher position, the driving pin on one side, close to the electromagnetic valve, is positioned at a lower. When the camshaft rotates, the control cam drives the tappet and the push rod to move upwards, because the driving pin on one side, close to the return pin, of the driving shaft is at a higher position, the step on the branch, close to the return pin, of the push rod cannot drive the driving pin, in addition, because the push rod is pushed to one side of the electromagnetic valve by the return pin, a gap exists between the inner side surface of the branch, close to the electromagnetic valve, of the push rod and the driving pin on one side, close to the electromagnetic valve, of the driving shaft, and when the push rod moves upwards, the step on the branch, close to one side of the electromagnetic valve, of the push rod cannot drive the driving pin on one side. When the engine needs to be switched to an engine braking working state, the electromagnetic valve is electrified, the electromagnetic valve driving shaft extends out and pushes the push rod to swing to one side of the return pin, at the moment, if the tappet is not positioned at the base circle part of the control cam, the tappet has a certain lift and rises or falls along with the lift of the control cam, at the moment, the step position on the branch of one side of the electromagnetic valve on the push rod is higher than the driving pin, the push rod is kept in contact with the driving pin and slides up and down along with the lift of the tappet, along with the rotation of the cam shaft, when the tappet returns to the base circle part of the control cam, the lifts of the tappet and the push rod are zero at the moment, the two are positioned at the lowest position, the step position on the branch of one side of the electromagnetic valve on the push rod is lower than the driving pin, under the thrust action of the electromagnetic valve driving shaft, the push rod is pushed, when the control cam drives the tappet and the push rod to rise again along with the rotation of the cam shaft, the step on the branch at one side of the electromagnetic valve on the push rod pushes the driving pin at one side of the electromagnetic valve on the driving shaft and enables the driving shaft to rotate, the driving arm at the other end of the driving shaft pulls the control pull rod on the exhaust rocker arm assembly to enable the exhaust rocker arm assembly to overcome the acting force of the rocker arm positioning pin and move towards one side of the brake cam, when the tappet and the push rod reach the maximum lift range, the push rod pushes the driving shaft to rotate by an angle to enable the exhaust rocker arm assembly to move by a distance equal to the distance between the center of the exhaust cam and the center of the brake cam, at the moment, the position of the exhaust rocker arm assembly is positioned at the contact position of the roller and the brake cam by the rocker arm positioning pin through another arc groove on the, when the exhaust rocker arm assembly moves to the position where the roller contacts with the brake cam, the adjusting bolt and the elephant foot of the driving valve or the valve bridge are simultaneously switched to be the other one, the exhaust rocker arm opens and closes the exhaust valve according to the valve timing and the lift of the engine in the braking state, and the engine enters the braking working state. When the tappet and the push rod cross the maximum lift point and fall back downwards, the exhaust rocker arm assembly and the driving shaft cannot change in position due to the action of the rocker arm positioning pin, and the tappet and the push rod are in an empty reciprocating motion state again. When the engine needs to quit the braking working state and return to the ignition working state, the electromagnetic valve is powered off, the driving shaft of the electromagnetic valve retracts, the return pin pushes the push rod to swing to one side of the electromagnetic valve under the action of the return spring, the action process which is the same as that of the engine for converting the engine into the braking working state is adopted, when the tappet is positioned at the base circle part of the control cam, the return pin pushes the push rod to ensure that the step on the branch on one side of the return pin on the push rod is pushed to the lower part of the driving pin on the driving shaft, which is close to one side of the return pin, the step on the branch on one side of the return pin on the push rod pushes the driving pin on one side of the return pin along with the rotation of the cam shaft, the driving shaft rotates towards the other direction, the driving arm at the other end of the driving shaft pushes the exhaust rocker arm assembly to ensure that the exhaust, meanwhile, the position of the exhaust rocker arm assembly is positioned by the rocker arm positioning pin again through the arc groove on the inner hole, the engine returns to the ignition working state, and the tappet and the push rod also return to the empty reciprocating motion state again.
Further, the push rod is I-shaped, one side of the push rod of the driving shaft adopts a gear driving mode, the lower end of the push rod is spherical and is installed in a ball socket of an inner hole of the tappet, two sides above the push rod are respectively provided with a step, a push rod spring is arranged on the push rod, one end of the push rod of the driving shaft is provided with a gear, a driving arm and an exhaust rocker arm assembly at the other end of the driving shaft are the same as those of the push rod, the driving shaft gear is provided with a driving pin, a return gear and a driving shaft gear which are provided with the same driving pin are symmetrically distributed along the axis of the tappet, the driving shaft gear and the return gear have the same tooth number and module, an intermediate gear is simultaneously meshed with the driving shaft gear and the return gear, two sides of the push rod are respectively provided with a: when the engine is in an ignition working state, the push rod is pushed to the electromagnetic valve side by the return pin, the driving pin on the return gear is located at a higher position, the step on the push rod cannot drive the return gear and is in an empty reciprocating motion state, when the engine needs to be switched to a braking state, the electromagnetic valve pushes the push rod to swing to the return pin side, because the driving pin on the driving shaft gear is located at a lower position, when the control cam returns to a base circle position, the push rod is located at a lowest position, the step on the push rod is pushed below the driving pin on the driving shaft gear, the push rod pushes the driving shaft to rotate along with the rotation of the cam shaft, so that the exhaust rocker arm assembly moves towards the direction of the brake cam and is finally located at a position where the roller is contacted with the brake cam, the engine enters a braking working state, and simultaneously, the, the return gear rotates in the same direction as the driving shaft, the driving pins on the return gear are symmetrically moved to lower positions, when the engine needs to exit from the engine braking state, the electromagnetic valve is powered off, the return pin pushes the push rod to swing to the electromagnetic valve side, the push rod pushes the return gear in a manner similar to the previous manner, the return gear drives the driving shaft gear through the intermediate gear to rotate the driving shaft in the other direction, the exhaust rocker arm returns to the contact position with the exhaust cam, the engine exits from the braking working state, and the push rod returns to the empty reciprocating state.
Furthermore, the mode that the control mechanism drives the exhaust rocker arm assembly to move adopts a hydraulic driving mode, and a hydraulic driving medium is engine lubricating oil, and the hydraulic driving mode specifically comprises the following steps: the push rod is I-shaped, the lower end of the push rod is spherical and is arranged in a ball socket of an inner hole of the tappet, two sides above the push rod are respectively provided with a step, a push rod spring is arranged on the push rod, a return pin, a return spring and an electromagnetic valve are respectively arranged on two sides of the push rod, two oil ducts and plungers are symmetrically arranged on a controller body on two sides above the push rod, a hydraulic oil duct is arranged on the controller body above the exhaust rocker arm assembly, two ends of the hydraulic oil duct are respectively communicated with the oil ducts on two sides above the push rod, a driving plunger is arranged in the hydraulic oil duct, a driving structure is arranged below the driving plunger to drive the exhaust rocker arm, the working modes of the push rod, the return pin and the electromagnetic valve are similar to the I-shaped push rod, when the engine is in an ignition working state, the push rod swings to one side of the electromagnetic valve, when the engine needs to exit from the braking working state, the push rod pushes the plunger at one side of the electromagnetic valve in a similar manner to the previous manner to drive the plunger to move towards the other direction, so that the exhaust rocker arm returns to the position contacted with the exhaust cam, the engine exits from the braking working state, and the push rod returns to the empty reciprocating state. An oil inlet and a one-way valve are respectively arranged on the hydraulic oil ducts on the two sides of the driving plunger piston and connected with a lubricating oil duct of the engine so as to supplement the lubricating oil leaked in the hydraulic oil ducts.
Furthermore, the push rod is not directly driven by the electromagnetic valve, but is driven by lubricating oil with certain pressure of the engine, the electromagnetic valve controls the connection and the closing of a lubricating oil channel, the lubricating oil drives the plunger and pushes the push rod to enable the engine to be switched into a braking working state, when the braking working state needs to be quitted, the electromagnetic valve is closed to enable the lubricating oil in the oil channel to be drained, and the return pin pushes the push rod to enable the engine to return to an ignition working state under the action of the return spring.
Furthermore, the exhaust rocker arm assembly is a hinged exhaust rocker arm assembly, the hinged exhaust rocker arm assembly is divided into two parts of a valve side rocker arm and a roller side rocker arm, the valve side rocker arm is of a flat plate structure, the valve driving end of the valve side rocker arm is provided with an adjusting bolt and a elephant foot, the middle of the valve side rocker arm is provided with a rocker arm shaft hole, the valve side rocker arm is provided with a driving plane on a protruding arm on the roller side, the valve side rocker arm is arranged on the rocker arm shaft and enables the valve side rocker arm to be fixed in the axial position, the roller side rocker arm is provided with a roller, a driving plane is arranged on a rocker arm body above the roller and is attached to the driving plane on the valve side rocker arm, the rocker arm shaft mounting hole part of the rocker arm shaft is of a U-shaped structure, the middle of the U-shaped structure is empty, the two side parts are provided with rocker arm shaft holes, the side parts, an arc driving groove is processed on the rocker arm, two arc grooves are arranged in an inner hole of the roller side rocker arm, the distance between the two arc grooves is equal to the distance between the center of the exhaust cam and the center of the brake cam, a positioning pin and a positioning pin spring are arranged on the rocker arm shaft, and the roller side rocker arm can be respectively positioned at the contact position of the roller and the exhaust cam or the brake cam.
Furthermore, the exhaust rocker arm is a hinged rocker arm, the hinged exhaust rocker arm assembly is divided into a valve side rocker arm and a roller side rocker arm, the valve driving end of the valve side rocker arm is provided with an adjusting bolt and elephant feet, a notch is arranged in the middle of the hole part of the rocker arm shaft, rocker arm shaft holes are machined in the two side parts of the notch and sleeved on the rocker arm shaft, the upper part of the roller side part of the valve side rocker arm is connected with a cross beam, a driving plane is machined below the cross beam, and the valve side rocker arm is axially fixed on the rocker arm shaft. The roller side rocker arm shaft hole part is arranged in the middle of the notch part of the valve side rocker arm and can slide axially along the rocker arm shaft in the middle of the valve side rocker arm notch, the slidable distance is equal to the distance between the center of the exhaust cam and the center of the brake cam, the roller side rocker arm is provided with a control pull rod, when the engine is switched between an ignition working state and an engine braking state, the working principle is the same as the mode, the control pull rod pushes or pulls the roller side rocker arm to enable the roller to be switched between the positions of contact with the exhaust cam and the positions of contact with the brake cam, and the position of the valve side rocker arm is unchanged.
The device has the advantages that: 1. the device realizes that the piston is compressed and released to generate braking power in compression and exhaust strokes, namely the piston moves upwards each time to generate a braking action, so that the effect of the engine braking function is exerted to the maximum. 2. For a multi-valve engine with more than one exhaust valve, when the device is operated in a braking state, all the exhaust valves are driven simultaneously to carry out compression release to generate braking, and the braking power per unit displacement of the engine can be obviously improved. 3. The device has simple structure, low cost and easy application.
Drawings
FIG. 1 is a schematic structural view of a first embodiment of the present invention and is shown in an ignition operating state;
FIG. 2 is a schematic structural view of a camshaft of the present invention;
FIG. 3 is a schematic structural view of an exhaust rocker arm assembly of the first embodiment of the present invention;
FIG. 4 is a schematic structural view of a tappet according to a first embodiment of the present invention;
FIG. 5 is a schematic structural view of a drive shaft of the first embodiment of the present invention;
FIG. 6 is a cross-sectional view taken through the center of the camshaft and the center of the lifter for the first embodiment of the present invention in an engine ignition operating condition;
FIG. 7 is a schematic structural view of a putter in accordance with a first embodiment of the present invention;
FIG. 8 is a cross-sectional view taken through the center of the drive shaft and the center of the lifter for the first embodiment of the present invention in an engine ignition operating condition;
FIG. 9 is a cross-sectional view taken through the center of the rocker shaft and the center of the rocker dowel hole of the first embodiment of the present invention during ignition operation of the engine;
FIG. 10 is a schematic illustration of a lifter in an empty reciprocating condition with an engine operating in accordance with a first embodiment of the present invention;
FIG. 11 is a schematic illustration of the engine during a transition from an ignition operating condition to a braking operating condition in accordance with the first embodiment of the present invention;
FIG. 12 is a schematic illustration of the first embodiment of the present invention in a brake application mode;
FIG. 13 is a block diagram of a second embodiment of the present invention and is shown in an ignition mode of operation;
FIG. 14 is a cross-sectional view taken through the center of the camshaft and the center of the lifter for an engine ignition operation in accordance with the second embodiment of the present invention;
FIG. 15 is a schematic structural view of a putter in accordance with a second embodiment of the present invention;
FIG. 16 is a schematic view of the construction of a drive shaft according to a second embodiment of the present invention;
FIG. 17 is a schematic structural view of a third embodiment of the present invention and is shown in an ignition operating state;
FIG. 18 is a cross-sectional view taken through the center of the camshaft and the center of the lifter for the third embodiment of the present invention in an engine ignition operating condition;
fig. 19 is a schematic structural view of a hydraulic oil passage arrangement in a controller body according to a third embodiment of the present invention;
FIG. 20 is a cross-sectional view taken through the center of the rocker arm shaft and the center of the rocker arm dowel hole of the third embodiment of the present invention during ignition operation of the engine;
FIG. 21 is a schematic view of the process of the third embodiment of the present invention for switching from the ignition state to the braking state;
FIG. 22 is a sectional view taken along the center of the camshaft and the center of the lifter in the brake operating state of the third embodiment of the present invention;
FIG. 23 is a cross-sectional view taken through the center of the rocker shaft and the center of the rocker dowel hole of the third embodiment of the present invention during a brake application mode;
FIG. 24 is a schematic view of another configuration of a solenoid valve control of the present invention;
FIG. 25a is a schematic representation of another construction of the exhaust rocker arm assembly of the present invention;
FIG. 25b is a cross-sectional view of an alternative construction of the exhaust rocker arm assembly of the present invention taken through the center of the valve rocker arm;
FIG. 25c is a cross-sectional view of an alternative construction of the exhaust rocker arm assembly of the present invention taken through the center of the rocker shaft and the rocker dowel hole;
FIG. 26a is a schematic representation of a third construction of the exhaust rocker arm assembly of the present invention;
FIG. 26b is a cross-sectional view of a third construction of the exhaust rocker arm assembly of the present invention taken through the center of the valve rocker arm;
FIG. 26c is a cross-sectional view of a third construction of the exhaust rocker arm assembly of the present invention taken through the center of the rocker shaft and control link, FIG. 27 is a schematic structural view of the control mechanism of the present invention employing a design in which the exhaust rocker arm roller is driven by the drive arm, and FIG. 28 is a schematic structural view of the control mechanism of the present invention employing a design in which the exhaust rocker arm roller is driven by the drive pin when hydraulically driven.
Detailed description of the preferred embodiments
Fig. 1 to 12 illustrate the structure and operation of a first embodiment of the present invention, in which the device includes a camshaft 1, an exhaust rocker arm assembly 2, a rocker shaft 3, a rocker arm positioning pin 4, a positioning pin spring 5, and a control mechanism C1 for controlling the engine to switch between an ignition operation state and a braking operation state, as shown in fig. 1.
The camshaft 1 is installed on an engine cylinder cover, a rocker arm shaft 3 is further installed on the engine cylinder cover, a roller type exhaust rocker arm assembly 2 is installed on the rocker arm shaft 3, and the exhaust rocker arm assembly 2 is directly driven by the camshaft 1. Fig. 2 shows the structure of the camshaft 1 according to the invention, the camshaft 1 being provided with, for each cylinder, in addition to an exhaust cam 101 and an intake cam 104 for the operation of the engine in the ignition state, a brake cam 102 dedicated to engine braking and a control cam 103 for controlling the switching of the engine between the ignition and braking states, the brake cam 102 is adjacent to the exhaust cam 101, the brake cam 102 has three lobes, wherein, the smaller two peach tops are distributed symmetrically and used for opening the exhaust valve to release compressed gas when the piston runs to the vicinity of the top dead center every time when the engine is in a braking state, the other larger peach top is used for opening the exhaust valve in the power stroke of the engine to enable waste gas to enter the cylinder, to achieve a recompression release on the exhaust stroke to generate braking, the brake cam 102 has the same base diameter as the exhaust cam 101. The control cam 103 has a lobe for driving the control mechanism C1 to switch the engine between the ignition and braking operating states, and the cam lift phase of the control cam 103 and the lift phases of the brake cam 102 and the exhaust cam 101 have the following characteristics: depending on the direction of rotation of the camshaft 1, the exhaust cam 101 or the brake cam 102, which is in contact with the exhaust rocker roller at this time, is in the base circle portion when the lift of the control cam 103 is in the entire rising section. Fig. 3 shows the structure of the exhaust rocker arm assembly 2 in this embodiment, the valve driving end of the exhaust rocker arm assembly 2 has two adjusting bolts and elephant feet 201 arranged in parallel with the rocker shaft 3, the distance between the two adjusting bolts is equal to the distance between the center of the exhaust cam 101 and the center of the brake cam 102, two circular arc grooves 202 are arranged on the rocker shaft mounting hole of the exhaust rocker arm assembly 2, the distance between the two circular arc grooves 202 is equal to the distance between the center of the exhaust cam 101 and the center of the brake cam 102, a control pull rod 203 is arranged on the exhaust rocker arm assembly 2, one end of the control pull rod 203 is fixed on the exhaust rocker arm through a nut, the other end of the control pull rod 203 is in a U-shaped groove structure, and the control pull rod 203 can pull or push the exhaust rocker arm assembly 2 to. Fig. 9 shows the structure of the rocker shaft 3 in this embodiment, the rocker shaft 3 is provided with a rocker positioning pin 4 and a positioning pin spring 5, one end of the rocker positioning pin 4 is of a spherical structure, the positioning pin spring 5 and the rocker positioning pin 4 are installed in a pin hole on the rocker shaft, and the spherical end of the rocker positioning pin 4 faces the outside of the pin hole. When the exhaust rocker arm assembly 2 slides on the rocker shaft 3 and any one of the arc grooves 202 passes through the rocker positioning pin 4, under the action of the positioning pin spring 5, the spherical end of the rocker positioning pin 4 is clamped into the arc groove 202 to position the axial position of the exhaust rocker arm assembly 2 on the rocker shaft 3, and when the axial force applied to the exhaust rocker arm assembly 2 reaches a certain degree, the arc groove 202 on the exhaust rocker arm assembly 2 presses the spherical end of the rocker positioning pin 4 and enables the rocker positioning pin 4 to retract into the rocker shaft pin hole, so that the exhaust rocker arm assembly 2 can cross over the rocker positioning pin 4 to slide on the rocker shaft 3.
A control mechanism C1 for controlling the switching of the engine between the ignition working state and the braking working state is arranged above the camshaft 1, and the control mechanism C1 comprises a tappet 7, a tappet positioning pin 8, a push rod 9, a push rod spring 10, a spring seat 11, a guide rod 12, a controller body 13, a driving shaft 14, a return pin 15, a return spring 16 and an electromagnetic valve 17. A tappet hole and a driving shaft hole are processed on the controller body 13, the tappet 7 is installed in the tappet hole of the controller body 13, fig. 4 shows the structure of the tappet 7, the tappet 7 is a cup-shaped cylinder, a ball socket 70 is processed at the bottom of the inner hole, push rod positioning grooves 71 are formed at two sides of the tappet 7, a guide groove 72 for preventing the rotation of the tappet is further arranged on the tappet 7, the tappet positioning pin 8 is installed outside the tappet hole of the controller body, and the front end of the tappet positioning pin extends out of the guide groove 72 of the tappet 7, as shown in fig. 8, so as to prevent the rotation of the tappet in the tappet hole. The driving shaft 14 is installed in a driving shaft hole of the controller body, fig. 5 shows the structure of the driving shaft 14, and the driving shaft 14 is composed of a spindle 141, a driving arm 142, a bolt 143, a positioning pin 144, a driving pin 145a and a driving pin 145 b; one end of the spindle 141 extends out of two arms in a fork shape, the two arms are respectively provided with a driving pin 145a and a driving pin 145b, the other end of the spindle 141 is provided with a driving arm 142, the driving arm 142 is mounted with the spindle 141 through a bolt 143 and a positioning pin 144, one end of the driving arm 142 is fixed on the spindle 141, the other end of the driving arm 142 is cylindrical and is positioned in a U-shaped groove at one end of a control pull rod 203 on the exhaust rocker arm assembly 2, and when the driving shaft 14 rotates, the driving arm 142 on the driving shaft 14 can pull or push the exhaust rocker arm assembly 2 to move on the rocker shaft 3 through the control pull rod 203. As shown in fig. 6, a push rod 9, a push rod spring 10, a spring seat 11 and a guide rod 12 are installed between the tappet 7 and the driving shaft 14, fig. 7 shows the structure of the push rod 9, the push rod 9 is V-shaped, the lower end of the push rod is spherical, the push rod 9 is installed in a ball socket 70 in the tappet 7, the upper two branches of the push rod 9 are respectively provided with a step 91a and a step 91b, and the middle part of the push rod is provided with an arc beam 92. As shown in fig. 6, the guide rod 12 is installed above the push rod 9, one end of the guide rod is fixed on the controller body 13 through a nut, the push rod spring 10 is installed on the guide rod 12, the spring seat 11 is installed at the lower end of the push rod spring 10, one end of the push rod spring 10 is pressed on the controller body 13, the other end of the push rod spring is pressed on the arc beam 92 in the middle of the push rod 9 through the spring seat 11, and the push rod spring 10 has a certain spring force and can keep the transmission system between the push rod 9 and the tappet 7 and the control cam 103 in contact with each other all the time when the camshaft 1 rotates. As shown in fig. 1 and 6, a return pin 15, a return spring 16 and an electromagnetic valve 17 are respectively installed on both sides of the push rod 9 on the controller body 13, the return pin 15 is installed in a pin hole on the controller body 13 and can slide in the pin hole, and the return spring 16 is installed at the rear end of the return pin 15 and generates an acting force on the return pin 15, so that the return pin 15 is always kept in contact with the outer side of the push rod 9. The electromagnetic valve 17 is installed on the controller body 13, a driving shaft of the electromagnetic valve 17 is right opposite to the outer side of the push rod 9, when the electromagnetic valve 17 is powered on, the driving shaft of the electromagnetic valve extends out, the thrust generated by the driving shaft of the electromagnetic valve is larger than the acting force of the return spring 16 on the return pin 15, so that the driving shaft of the electromagnetic valve 17 can push the push rod 9 to swing to the other side, and when the electromagnetic valve is powered off, the driving shaft of the electromagnetic valve retracts.
In a first embodiment of the present invention, the working principle and working process of the device are as follows: when the engine is in an ignition working state, as shown in fig. 1, 6 and 9, the circular arc groove 202 on the inner hole of the exhaust rocker arm assembly 2 on the side close to the driving shaft 14 is positioned by the rocker arm positioning pin 4, so that the exhaust rocker arm assembly 2 is in a position where the roller is in contact with the exhaust cam 101, and the exhaust rocker arm assembly 2 opens and closes the exhaust valve according to the valve timing and lift of the engine ignition state, at this time, the driving pin 145a on one end of the driving shaft 14 on the side close to the return pin 15 is in a higher position, the driving pin 145b on the side close to the electromagnetic valve 17 is in a lower position, and the return pin 15 pushes the push rod 9 to the electromagnetic valve 17 under the action of the return spring 16. When the camshaft 1 rotates, the control cam 103 drives the tappet 7 and the push rod 9 to ascend, and when the push rod 9 ascends until the maximum lift is reached, as shown in fig. 10, since the driving pin 145a on the driving shaft 14 is at a high position, the step 91a on one side branch of the push rod 9 just contacts with the driving pin 145a until the push rod reaches the maximum lift, the step 91a on the push rod 9 cannot drive the driving shaft 14 during the ascending of the push rod 9, and the step 91b on the other side branch of the push rod 9 cannot drive the driving shaft 14 due to a gap with the driving pin 145b, so that the tappet 7 and the push rod 9 are in an empty reciprocating state at this time, and the driving shaft 14 is in a stationary state. When the engine needs to be switched to the engine braking operation state, the electromagnetic valve 17 is energized, the driving shaft of the electromagnetic valve extends and pushes the push rod 9 to swing to the return pin 15 side, at this time, if the tappet 7 is not in the base circle portion of the control cam 103, the tappet 7 and the push rod 9 will have a certain lift, at this time, the step 91b on the push rod 9 will be higher than the driving pin 145b on the driving shaft 14, the step 91b on the push rod 9 will not drive the driving shaft 14, at this time, the push rod 9 will be in a state that one side branches against the driving pin 145b to slide up or down along with the lift of the control cam 103, as the camshaft 1 rotates, when the tappet 7 returns to the base circle portion of the control cam 103, the lift of the tappet 7 and the push rod 9 is zero, both are in the lowest position, at this time, the step 91b on the push rod 9 is in a position just lower than the driving pin 145b on the, under the thrust action of the driving shaft of the electromagnetic valve 17, the step 91b on the push rod 9 is pushed to be below the driving pin 145b on the driving shaft 14, as shown in fig. 11, when the control cam 103 pushes the tappet 7 and the push rod 9 to ascend again with the rotation of the camshaft 1, the step 91b on the push rod 9 pushes the driving pin 145b on the driving shaft 14 and causes the driving shaft 14 to rotate, the driving arm 142 at the other end of the driving shaft 14 pulls the control pull rod 203 on the exhaust rocker arm assembly 2, the exhaust rocker arm assembly 2 moves to one side of the brake cam 102 against the action force of the rocker arm positioning pin 4, when the tappet 7 and the push rod 9 reach the maximum lift, the push rod 9 pushes the driving shaft 14 to rotate by an angle to cause the exhaust rocker arm assembly 2 to move by a distance equal to the distance between the center of the exhaust cam 101 and the center of the brake cam 102, and at this time, the position of the exhaust rocker arm assembly 2 is positioned by the rocker Meanwhile, as the valve driving end of the exhaust rocker arm assembly 2 is provided with two adjusting bolts and elephant feet 201 which are arranged in parallel with the rocker shaft, when the exhaust rocker arm assembly 2 moves to the position where the roller is contacted with the brake cam 102, the adjusting bolts and elephant feet for driving a valve bridge or a valve are simultaneously switched to another one, the exhaust rocker arm assembly 2 opens and closes an exhaust valve according to the valve timing and the lift of the engine braking state, and the engine enters a braking working state. When the control cam 103 falls back down beyond the maximum lift point along with the rotation of the camshaft 1, the push rod 9 falls back down along with the cam lift under the action of the push rod spring 10, and the positions of the exhaust rocker arm assembly 2 and the driving shaft 14 will not change due to the action of the rocker positioning pin 4, as shown in fig. 12, the tappet 7 and the push rod 9 will be in an empty reciprocating state again. When the engine needs to exit the braking operation state and return to the ignition operation state, the electromagnetic valve 17 is powered off, the electromagnetic valve driving shaft retracts, under the action of the return spring 16, the return pin 15 pushes the push rod 9 to swing to one side of the electromagnetic valve 17, by adopting the same action process as the engine is converted into the braking operation state, when the tappet 7 is positioned at the base circle part of the control cam 103, the return pin 15 pushes the push rod 9, the step 91a on the push rod 9 is pushed below the driving pin 145a on the driving shaft 14, and as the camshaft 1 rotates, the step 91a on the push rod 9 pushes the driving pin 145a on the driving shaft 14 and enables the driving shaft 14 to rotate in the other direction, the driving arm 142 at the other end of the driving shaft 14 pushes the control pull rod 203 on the exhaust rocker arm assembly 2, so that the exhaust rocker arm assembly 2 moves to one side of the exhaust cam 101 and finally returns to the position where, meanwhile, the exhaust rocker arm assembly 2 is positioned by the rocker arm positioning pin 4, the engine returns to an ignition working state, and the tappet 7 and the push rod 9 also return to an empty reciprocating state again.
Fig. 13 to 16 illustrate a schematic structural diagram of a second embodiment of the present invention, in which the only difference from the first embodiment is a control mechanism, and the control mechanism C2 in this embodiment is different from the control mechanism C1 in the first embodiment in that: as shown in fig. 13, 14 and 15, the push rod 9 in the control mechanism C2 is I-shaped, as shown in fig. 15, the lower end of the push rod 9 is spherical, two sides of the upper side of the push rod 9 are respectively provided with a step 91a and 91b, the middle part of the push rod 9 is provided with a step 92, the controller body 13 is provided with a push rod spring 10, the push rod spring 10 is a sheet-shaped structure, one end of the push rod spring is provided with a U-shaped groove, and the U-shaped groove is clamped on the step 92 in the middle part of the push rod 9, so that the transmission chain from the control cam 103 to the push rod 9 is always kept in contact during operation, and meanwhile, the push rod 9 cannot rotate because the U-shaped groove in one end of the push rod spring 10 is clamped on the step 92 in the middle part of the push rod 9, so that. Fig. 16 illustrates the structure of the driving shaft 14 in this embodiment, a gear driving manner is adopted on one side of the push rod of the driving shaft 14, a driving shaft gear 146 is processed on one end of the push rod of the spindle 141 of the driving shaft 14, the driving arm 142, the bolt 143 and the positioning pin 144 on the other end are the same as those in the first embodiment, a driving pin 146a is installed on the driving shaft gear 146, another return gear 147 and the driving shaft gear 146 are symmetrically distributed around the axis of the tappet 7, a driving pin 147b is installed on the return gear 147, the driving shaft gear 146 and the return gear 147 have the same number of teeth and module, an intermediate gear 148 is simultaneously engaged with the driving shaft gear 146 and the return gear 147, and the two sides of the push rod 9 are respectively provided with a return pin 15, a return spring 16 and an electromagnetic valve 17. The working process of this embodiment is similar to that of the first embodiment, and can be understood by referring to the description of the working process and principle of the first embodiment, and the working process is as follows: when the engine is in the ignition working state, as shown in fig. 13 and 14, the push rod 9 is pushed to the solenoid valve 17 side by the return pin 15, at this time, the driving pin 147b on the return gear 147 is located at a higher position, the driving pin 146a on the driving shaft gear 146 is located at a lower position, the step 91b on the push rod 9 cannot drive the driving pin 147b on the return gear 147, the intermediate gear 148 and the driving shaft 14 are all in the stationary state, and the tappet 7 and the push rod 9 are in the idle reciprocating state. When the engine needs to be switched to a braking operation state, the electromagnetic valve 17 is energized, the driving shaft of the electromagnetic valve pushes the push rod 9 to swing to one side of the return pin 15, at this time, if the tappet 7 is not located on the base circle portion of the control cam 103, the push rod 9 will be in a state that one side abuts against the driving pin 146a to slide upwards or downwards along with the lift of the control cam 103, as the camshaft 1 rotates, when the control cam 103 returns to the base circle position, the step 91a on the push rod 9 is just below the driving pin 146a, the step 91a on the push rod 9 will be pushed to the lower side of the driving pin 146a, as the camshaft 1 rotates, the push rod 9 will push the driving pin 146a to rotate the driving shaft 14, the driving arm 142 at the other end of the driving shaft 14 will pull the control rod 203 on the exhaust rocker arm assembly 2, so that the exhaust rocker arm assembly 2 moves towards the brake cam 102 and finally is located at a, the engine enters a braking operation state, and during the rotation of the driving shaft 14, the driving shaft gear 146 drives the return gear 147 through the intermediate gear 148, so that the return gear 147 rotates in the same direction as the driving shaft 14, and the driving pins 147b on the return gear 147 symmetrically move to a lower position. When the engine needs to exit from the engine braking operation state, the electromagnetic valve 17 is powered off, the electromagnetic valve driving shaft retracts, under the action of the return spring 16, the return pin 15 pushes the push rod 9 to swing to one side of the electromagnetic valve 17, the push rod 9 pushes the return gear 147 in a manner similar to the foregoing process of switching to the braking operation state, the return gear 147 drives the driving shaft gear 146 through the intermediate gear 148, the driving shaft 14 rotates in the other direction, the exhaust rocker arm assembly 2 returns to the position contacting with the exhaust cam 101, the engine exits from the braking operation state and returns to the ignition operation state, and the tappet 7 and the push rod 9 return to the empty reciprocating state again. Further, the driving arm 142 on the driving shaft 14 in this embodiment does not directly drive the exhaust rocker arm assembly 2, but drives the roller 210 on the exhaust rocker arm assembly, as shown in fig. 27, the controller body 13 is provided with a slide rod 131 and a driving slot 132, the driving slot 132 is mounted on the slide rod 131 and can slide axially along the slide rod, the driving slot 132 is provided with two slot-shaped structures which are respectively clamped on the exhaust rocker arm roller 210 and the lower end of the driving arm 142, the space of the roller mounting part on the exhaust rocker arm assembly 2 in the roller axial direction is greater than the thickness of the roller, the exhaust rocker arm roller 210 is mounted on the roller shaft and can slide axially, and the distance that the left and right can slide is equal to the distance from the center of the exhaust cam 101 to the center of the brake cam 102. When the engine needs to enter the braking operating state or exit the braking operating state, according to the same working principle and process, the driving arm 142 pushes the driving clamping groove 132 to slide left on the sliding rod 131, and then the driving clamping groove 132 pushes the exhaust rocker roller 210 to slide left and right on the roller shaft, so that the exhaust rocker roller 210 is switched between the contact state with the exhaust cam 101 and the contact state with the brake cam 102, and the engine enters the braking state and exits the braking state.
Fig. 17 to 20 illustrate a schematic configuration of a third embodiment of the present invention. In this embodiment, the only difference from the first and second embodiments is the control mechanism and the exhaust rocker arm assembly, and the control mechanism C3 in this embodiment is different from the control mechanism in the first and second embodiments in that: in the control mechanism C3 of the present embodiment, the exhaust rocker arm assembly 2 is driven to move by hydraulic driving, and the hydraulic medium is lubricating oil of the engine, as shown in fig. 17, 18, 19 and 20. The push rod 9 is in an I shape similar to that of the second embodiment, the lower end of the push rod 9 is a spherical surface, two steps 91a and 91b are respectively arranged on two sides of the upper part of the push rod 9, and a step 92 is further arranged in the middle of the push rod 9. Two oil channels are symmetrically arranged on the controller body 13 above the push rod 9 by taking a tappet axis as a center, as shown in fig. 18, a plunger 18a and 18b and a damping ring 18c and 18d are respectively arranged in the two oil channels, the damping ring 18c and 18d respectively generate certain resistance to the plunger 18a and 18b, and the resistance is large enough to prevent the plunger 18a and 18b from moving under the action of lubricating oil with certain pressure of an engine. Meanwhile, a hydraulic oil passage is provided above the exhaust rocker arm of the controller body 13 and communicates with the oil passages where the plungers 18a and 18b are located through two oil passages on the controller body, and the communication of the oil passages on the controller body 13 is shown in fig. 19. A driving plunger 19 is arranged in a hydraulic oil duct above an exhaust rocker arm of the controller body 13, as shown in fig. 20, a driving pin 20 is arranged below the driving plunger 19, a driving groove 204 is arranged on the exhaust rocker arm assembly 2, the driving pin 20 is inserted into the driving groove 204 of the exhaust rocker arm assembly 2, the exhaust rocker arm assembly 2 can be driven to move left and right, and the exhaust rocker arm is allowed to normally swing during operation, an oil inlet 21 and a one-way valve 22 are respectively arranged on the hydraulic oil ducts on two sides of the driving plunger 19, and are communicated with a lubricating oil duct with certain pressure of an engine to supplement lubricating oil leaked in the hydraulic oil ducts. The working process of the embodiment is as follows: the operation of the tappet 7, the push rod 9, the push rod spring 10, the return pin 15 and the solenoid valve 17 is similar to that of the second embodiment, and referring to the description of the second embodiment, when the engine is in the ignition operation state, the push rod 9 swings to the solenoid valve 17 side under the action of the return spring 16, the plunger 18b on the solenoid valve 17 side is at the higher position, the plunger 18a on the return pin 15 side is at the lower position, the step 91b on the push rod 9 cannot drive the plunger 18b, the oil passage in the controller body 13 is filled with lubricating oil, due to the action of the damping rings 18c and 18d, the plungers 18a and 18b are in the stationary state, and the push rod 9 is in the state that one side surface of the upper end of the push rod 9 leans against the side surface of the plunger 18b to perform the empty reciprocating motion along. When the engine needs to enter a braking operation state, the electromagnetic valve 17 is energized, a driving shaft of the electromagnetic valve pushes the push rod 9 to swing to one side of the return pin 15, at this time, if the tappet 7 is not at the base circle part of the control cam 103, the push rod 9 will be in a state that one side surface of the upper end is attached to the side surface of the plunger 18a to slide upwards or downwards along with the lift of the control cam 103, when the control cam 103 returns to the base circle position, the push rod 9 is at the lowest position, at this time, the step 91a on the push rod 9 is just at a position lower than the lower end surface of the plunger 18a, the step 91a on the push rod is pushed to the lower side of the plunger 18a, as shown in fig. 21, along with the rotation of the camshaft 1, the push rod 9 will push the plunger 18a to go upwards, the plunger 18a hydraulically drives the driving plunger 19 to move through the oil passage in the controller body 13, the driving pin 20 on the driving plunger 19 drives the exhaust As shown in fig. 22 and 23, when the engine is in a braking operation state and the push rod 9 is in an empty reciprocating state, the plunger 18b is moved down symmetrically by the hydraulic pressure in the oil passage of the controller body 13 during the process of moving the driving plunger 19 toward the braking cam 102, when the engine needs to exit the braking operation state, the solenoid valve 17 is de-energized and the solenoid valve driving shaft is retracted, the return pin 15 swings the push rod 9 toward the solenoid valve 17 side under the action of the return spring 16, the push rod 9 pushes the solenoid valve side plunger 18b to move the driving plunger 19 in the other direction and return the exhaust rocker arm assembly 2 to the position of contacting the exhaust cam 101, and the engine exits the braking operation state and returns to an ignition operation state, the tappet 7 and the push rod 9 will again return to the empty reciprocating state. Further, in the present embodiment, the driving pin 20 on the driving plunger 19 does not directly drive the exhaust rocker arm assembly 2, but drives the roller 210 on the exhaust rocker arm assembly, as shown in fig. 28, the driving pin 20 is installed on the driving plunger 19, one end of the driving pin 20 is in a groove structure and is clamped on the exhaust rocker arm roller 210, a space of the roller installation position on the exhaust rocker arm assembly 2 in the roller axial direction is greater than the thickness of the roller, the exhaust rocker arm roller 210 is installed on the roller shaft and can slide along the roller axial direction, and the slidable distance is equal to the distance from the center of the exhaust cam 101 to the center 102 of the brake cam. When the engine needs to enter the brake working state or exit the brake working state, the driving pin 20 pushes the exhaust rocker roller 210 to switch between the contact state with the exhaust cam 101 and the contact state with the brake cam 102 according to the same working process, so that the engine brake and the exit of the engine brake are realized.
Fig. 24 illustrates another structure of the control mode of the solenoid valve in the present invention, as shown in fig. 24, the push rod 9 is not directly driven by the solenoid valve 17, but driven by lubricating oil with a certain pressure in the engine, a brake pin hole is provided in the original solenoid valve position on the controller body, a brake pin 171 is installed in the brake pin hole, an oil inlet is provided on the brake pin hole and communicates with a lubricating oil passage 172 with a certain pressure in the engine, the solenoid valve 17 is disposed on the lubricating oil passage 172 and can control the on and off of the lubricating oil passage, the diameter of the brake pin 171 ensures that the brake pin 171 can push the push rod 9 to swing to the side of the return pin 15 under the pressure of the lubricating oil in the engine, the push rod 9 can be a V-shaped push rod or an I-shaped push rod in the previous embodiment, when the engine needs to enter the braking operation state, the solenoid valve 17 is, the brake pin 171 pushes the push rod 9 to swing to one side of the return pin 15 under the pressure of lubricating oil, the subsequent working process is the same as the previous one, when the engine needs to quit the braking working state, the electromagnetic valve 17 closes the lubricating oil passage and lets the lubricating oil in the oil passage be drained, and the return pin 15 pushes the push rod 9 to make the engine return to the ignition working state under the action of the return spring 16. This structure enables one solenoid valve 17 to control the control device of a plurality of cylinders at the same time, reduces the number of solenoid valves, makes the cost lower, and is applicable to all the embodiments described above.
Fig. 25a, 25b and 25c illustrate another structure of the exhaust rocker arm assembly 2 according to the present invention, and as shown in fig. 25a, 25b and 25c, the exhaust rocker arm assembly 2 is a hinged exhaust rocker arm, the exhaust rocker arm assembly 2 is divided into two parts, namely, a valve-side rocker arm 2a and a roller-side rocker arm 2b, the valve-side rocker arm 2a is a flat plate-shaped structure, the valve-driving end of the valve-side rocker arm 2a is provided with an adjusting bolt and an elephant foot 201, the middle of the valve-side rocker arm is provided with a rocker shaft hole, the upper part of the rocker shaft hole is provided with a positioning pin 205, the valve-side rocker arm 2a is provided with a driving plane 2a1 on the roller-side protruding arm, and the valve-side rocker arm 2a is mounted on the rocker shaft 3 and is fixed. The roller side rocker arm 2b is provided with a roller, a rocker arm body above the roller is provided with a driving plane 2b1 which is jointed with a driving plane 2a1 on the valve side rocker arm, the rocker arm shaft mounting hole part of the roller is in a U-shaped structure, the middle of the U-shaped structure is hollow, rocker arm shaft holes are processed on two side parts of the U-shaped structure, a rocker arm shaft mounting hole part near one side of a driving shaft of the control mechanism extends out, an arc-shaped protrusion is arranged above the extending part, an arc-shaped driving groove 204 is processed on the extending part, two arc-shaped grooves 202 are arranged on the rocker arm shaft hole of the extending part of the roller side rocker arm 2b, the function is the same as that of the previous embodiment, the distance between the two arc-shaped grooves 202 is equal to the distance between the center of the exhaust cam 101 and the center of the brake cam 102, the rocker arm shaft 3 is provided with a rocker arm positioning pin 4 and a positioning pin, the roller side rocker arm 2b is not provided with a control pull rod, and a driving arm on a driving shaft can directly drive the roller side rocker arm 2b to move through a driving groove 204, so that the engine can be switched between an ignition working state and a braking state, and the position of the valve side rocker arm 2a is not changed. The structure omits a control pull rod on the rocker arm, and only needs one adjusting bolt and the elephant foot 201, so that the structure is simpler, and the structure is suitable for all the embodiments.
Fig. 26a, 26b, and 26c illustrate a third structure of the exhaust rocker arm assembly 2 according to the present invention, and as shown in fig. 26a, 26b, and 26c, the exhaust rocker arm assembly 2 is a hinged rocker arm, the exhaust rocker arm assembly 2 is divided into two parts, namely, a valve-side rocker arm 2a and a roller-side rocker arm 2b, the valve-driving end of the valve-side rocker arm 2a is provided with an adjusting bolt and a elephant foot 201, the middle of the hole portion of the rocker arm shaft is provided with a notch, two side portions of the notch are provided with rocker shaft holes, and are sleeved on a rocker shaft 3, the valve-side rocker arm 2a is connected with a cross beam at the upper portion of the roller-side portion, a driving plane 2a1 is arranged below the cross beam, and the valve-side rocker arm 2a is axially fixed. A roller is arranged on the roller side rocker arm 2b, a driving plane 2b1 is processed on the rocker arm body above the roller, the rocker shaft hole portion of the roller-side rocker arm 2b is fitted into the rocker shaft hole portion notched structure portion of the valve-side rocker arm 2a in abutment with the drive flat surface 2a1 on the valve-side rocker arm, and is slidable in the axial direction of the rocker shaft in the notched structure portion of the valve-side rocker arm 2a, the slidable distance is equal to the distance between the center of the exhaust cam 101 and the center of the brake cam 102, the roller side rocker arm 2b is provided with a control pull rod 203 and a rocker arm positioning pin 205 and a positioning pin spring, the control pull rod 203 extends out of the valve side rocker arm through a hole on the valve side rocker arm 2a, two arc grooves 302 are processed on the rocker arm shaft, the roller-side rocker arm 2b can be positioned at a position where the roller contacts the exhaust cam 101 and the brake cam 102, respectively. When the engine is switched between the ignition operation state and the engine braking state, the operating principle is the same as in embodiment 1 or embodiment 2 described above, and the control rod 203 pushes or pulls the roller-side rocker arm 2b to switch the roller between contact with the exhaust cam 101 and contact with the brake cam 102, without changing the position of the valve-side rocker arm 2 a. The structure enables the moving part of the exhaust rocker arm to have smaller structure and lighter weight, is beneficial to the working reliability of the device, only needs one adjusting bolt and the elephant foot 201, and is suitable for all the embodiments.

Claims (10)

1. The utility model provides an engine braking device, includes camshaft (1), exhaust rocking arm assembly (2), rocking arm axle (3), rocking arm locating pin (4), locating pin spring (5), and control mechanism, characterized by: the exhaust cam (101), the brake cam (102) and the control cam (103) are arranged on at least one cylinder on the camshaft (1), the brake cam (102) is provided with three lobes, the brake cam (102) and the exhaust cam (101) have the same base circle diameter, the control cam (103) drives a control mechanism and controls the engine to be switched between an ignition state and a braking state through the control mechanism, the control cam (103) is provided with one lobe, and the cam lift of the control cam (103) and the lift of the brake cam (102) and the exhaust cam (101) have the following characteristics: according to the rotating direction of the camshaft (1), when the control cam (103) is located in the ascending section process of the whole cam, the exhaust cam (101) or the brake cam (102) which is in contact with the exhaust rocker arm roller at the moment is located at a base circle part, the rocker arm shaft (3) is provided with a rocker arm positioning pin (4) and a positioning pin spring (5), one end of the rocker arm positioning pin (4) is of a spherical structure, the rocker arm positioning pin (4) and the positioning pin spring (5) are installed in a pin hole in the rocker arm shaft, the spherical end of the rocker arm positioning pin (4) faces the outer side of the pin hole, and the control mechanism is arranged above the camshaft (1).
2. An engine braking apparatus according to claim 1, characterized in that: the control mechanism comprises a tappet (7), a tappet positioning pin (8), a push rod (9), a push rod spring (10), a spring seat (11), a guide rod (12), a controller body (13), a driving shaft (14), a return pin (15), a return spring (16) and an electromagnetic valve (17), wherein a tappet hole and a driving shaft hole are processed on the controller body (13), the tappet (7) is arranged in the tappet hole of the controller body (13) and driven by a control cam (103), push rod positioning grooves (71) are formed in two sides of the tappet (7), a guide groove (72) for preventing the rotation of the tappet is further arranged on the tappet (7), the driving shaft (14) is arranged in the driving shaft hole of the controller body, one end of the driving shaft (14) extends out of two arms in a fork shape, a driving pin (145a) and a driving pin (145b) are respectively arranged on the two arms, and a driving arm (142) is arranged at the other end of the driving shaft, the driving arm (142) is connected with a control pull rod (203) on the exhaust rocker arm assembly (2), the push rod (9) is of a V-shaped structure, the lower end of the push rod is spherical, two branches at the upper part of the push rod are respectively provided with a step (91a) and a step (91b), the middle part of the push rod is provided with an arc beam (92), a push rod spring (10), a spring seat (11) and a guide rod (12) are arranged above the push rod (9), one end of the guide rod (12) is fixed on the controller body (13), the push rod spring (10) is arranged on the guide rod (12), one end of the push rod spring (10) is pressed on the controller body (13), the other end of the push rod spring is pressed on the arc beam (92) at the middle part of the push rod (9) through the spring seat (11), two sides of the push rod (9) are respectively provided with a return pin (15), a return spring (16) and an electromagnetic valve (17), the return pin (15) and the return spring (16) are arranged in, the push rod can slide in the pin hole, the return pin (15) is always kept in contact with the outer side of one side branch of the push rod (9) by the acting force of the return spring (16) on the return pin (15), the electromagnetic valve (17) is installed on the controller body (13), the driving shaft of the electromagnetic valve (17) is just opposite to the outer side of the other side branch of the push rod (9), the driving shaft of the electromagnetic valve (17) extends out when the electromagnetic valve is electrified, and the thrust force generated by the driving shaft of the electromagnetic valve (17) is larger than the acting force of the return spring (16) on the return pin (15).
3. An engine braking apparatus according to claim 1, characterized in that: the control mechanism comprises a tappet (7), a push rod (9), a push rod spring (10), a controller body (13), a driving shaft (14), a return pin (15), a return spring (16), an electromagnetic valve (17), a gear and the like, wherein the tappet (7) in the control mechanism is arranged in a tappet hole of the controller body (13) and is driven by a control cam (103), the push rod (9) in the control mechanism is I-shaped, the lower end of the push rod is spherical, two sides of the upper end of the push rod are respectively provided with a step (91a) and a step (91b), the middle part of the push rod (9) is provided with a step, the push rod spring (10) is arranged on the controller body (13), the push rod spring (10) is of a sheet structure, one end of the push rod spring (10) is provided with a U-shaped groove and clamped on the step at the middle part of the push rod (9), one end of the driving shaft (14, the other end of the push rod is provided with a driving arm (142), a driving pin (146a) is installed on the driving shaft gear (146), a return gear (147) and the driving shaft gear (146) are symmetrically distributed along the axis of the tappet (7), a driving pin (147b) is installed on the return gear (147), the driving shaft gear (146) and the return gear (147) have the same number of teeth and the same modulus, an intermediate gear (148) is simultaneously meshed with the driving shaft gear (146) and the return gear (147), a return pin (15), a return spring (16) and an electromagnetic valve (17) are respectively arranged on two sides of the push rod (9), and thrust generated by the driving shaft when the electromagnetic valve (17) is electrified is larger than acting force of the return spring (16) on the return pin (15).
4. An engine braking apparatus according to claim 1, characterized in that: the control mechanism comprises a tappet (7), a push rod (9), a push rod spring (10), a controller body (13), a driving shaft (14), a return pin (15), a return spring (16), an electromagnetic valve (17), plungers (18a) and (18b), a driving plunger (19), a driving pin (20) and the like, the exhaust rocker arm assembly (2) in the control mechanism is driven by hydraulic power in a moving mode, a hydraulic medium is lubricating oil of an engine, the tappet (7) in the control mechanism is installed in a tappet hole of the controller body (13) and is driven by a control cam (103), the push rod (9) is I-shaped, two sides of the upper end of the push rod (9) are respectively provided with a step (91a) and a step (91b), the push rod spring (10) is arranged above the push rod (9), and the push rod spring (10) is of a sheet structure, one end of the push rod spring (10) is provided with a U-shaped groove and clamped on a step in the middle of the push rod (9), two sides of the push rod (9) are respectively provided with a return pin (15), a return spring (16) and an electromagnetic valve (17), an upper controller body (13) of the push rod (9) is symmetrically provided with two oil passages by taking a tappet axis as a center, the two oil passages are respectively internally provided with a plunger (18a) and a plunger (18b) and a damping ring (18c) and a damping ring (18d), the damping rings (18c) and (18d) respectively generate certain resistance to the plungers (18a) and (18b), the plungers (18a) and (18b) cannot move under the action of lubricating oil with certain pressure of an engine, a hydraulic oil passage is arranged above an exhaust rocker arm of the controller body (13) and is communicated with the oil passages where the plungers (18a) and the plunger (18b) are located through the two oil passages on the controller body, a driving plunger (19) is arranged in a hydraulic oil duct above an exhaust rocker arm of the controller body (13), a driving pin (20) is arranged below the driving plunger (19), the driving pin (20) is inserted into a driving groove (204) of the exhaust rocker arm assembly (2), and the hydraulic oil ducts on two sides of the driving plunger (19) are respectively provided with an oil inlet (21) and a one-way valve (22) which are communicated with a lubricating oil duct with certain pressure of an engine.
5. An engine braking apparatus according to any one of claims 2 to 4, characterized in that: the controller body (13) is provided with a brake pin hole, a brake pin (171) is arranged in the brake pin hole, an oil inlet is formed in the brake pin hole and is communicated with a lubricating oil channel (172) with certain pressure of an engine, the electromagnetic valve (17) is arranged on the lubricating oil channel (172) and controls the lubricating oil channel to be switched on and switched off, the diameter of the brake pin (171) ensures that the brake pin (171) can push the push rod (9) to swing to one side of the return pin (15) under the pressure of lubricating oil of the engine, and the electromagnetic valve (17) controls the lubricating oil channel of the control mechanism of at least one cylinder.
6. An engine braking apparatus according to claim 1, characterized in that: the valve driving end of the exhaust rocker arm assembly (2) is provided with two adjusting bolts and a elephant foot (201) which are arranged in parallel with the rocker arm shaft (3), the distance between the two adjusting bolts is equal to the distance between the center of the exhaust cam (101) and the center of the brake cam (102), two arc grooves (202) are formed in a rocker arm shaft mounting hole of the exhaust rocker arm assembly (2), the distance between the two arc grooves (202) is equal to the distance between the center of the exhaust cam (101) and the center of the brake cam (102), a control pull rod (203) is arranged on the exhaust rocker arm assembly (2), one end of the control pull rod (203) is fixed on the exhaust rocker arm through a nut, the other end of the control pull rod is of a U-shaped groove structure, and the control pull rod (203) can pull or push the exhaust rocker arm assembly (2) to move on the rocker arm shaft (3.
7. An engine braking apparatus according to claim 1, characterized in that: the exhaust rocker arm assembly (2) is of a hinged structure, the exhaust rocker arm assembly (2) is divided into two parts, namely a valve side rocker arm (2a) and a roller side rocker arm (2b), the valve side rocker arm (2a) is of a flat plate-shaped structure, an adjusting bolt and a elephant foot (201) are arranged at the valve driving end of the valve side rocker arm, a rocker arm shaft hole is machined in the middle of the valve side rocker arm, a positioning pin (205) is arranged at the upper part of the rocker arm shaft hole, a driving plane (2a1) is machined on an extending arm of the valve side rocker arm (2a), the valve side rocker arm (2a) is arranged on a rocker arm shaft (3) and is fixed in the axial position, a roller is arranged on the roller side rocker arm (2b), a driving plane (2b1) is machined on a rocker arm body above the roller and is attached to a driving plane (2a1) on the valve side rocker arm (2a), the rocker arm shaft mounting hole part is of a U-shaped, two side parts are processed with rocker shaft holes, a rocker shaft mounting hole part at one side close to a control mechanism driving shaft extends, an arc-shaped protrusion is arranged above the extending part, an arc-shaped driving groove (204) is processed on the arc-shaped protrusion, two arc-shaped grooves (202) are arranged on the rocker shaft hole of the extending part of the roller side rocker arm (2b), the distance between the two arc-shaped grooves (202) is equal to the distance between the center of the exhaust cam (101) and the center of the brake cam (102), a rocker positioning pin (4) and a positioning pin spring are arranged on the rocker shaft (3), and the roller side rocker arm (2b) can be positioned at the position where the roller is contacted with the exhaust cam (101) and the brake cam (102) respectively.
8. An engine braking apparatus according to claim 1, characterized in that: the exhaust rocker arm assembly (2) is of a hinged structure, the exhaust rocker arm assembly (2) is divided into two parts, namely a valve side rocker arm (2a) and a roller side rocker arm (2b), an adjusting bolt and a elephant foot (201) are arranged at the valve driving end of the valve side rocker arm (2a), a notch is formed in the middle of the hole part of the rocker arm shaft, rocker arm shaft holes are machined in the two side parts of the notch and are sleeved on a rocker arm shaft (3), the upper part of the roller side rocker arm (2a) on one side of the roller is connected with a cross beam, a driving plane (2a1) is machined below the cross beam, the valve side rocker arm (2a) is axially fixed on the rocker arm shaft, a roller is arranged on the roller side rocker arm (2b), a driving plane (2b1) is machined on the rocker arm body above the roller and is attached to the driving plane (2a1) on the valve side rocker arm (2a), and the roller side rocker arm (2b) is installed in the hole part of the rocker arm shaft of the rocker The gap structure part of the rocker arm (2a) on the valve side can slide along the axial direction of a rocker shaft, the sliding distance is equal to the distance between the center of the exhaust cam (101) and the center of the brake cam (102), the rocker arm (2b) on the roller side is provided with a control pull rod (203), a rocker positioning pin (205) and a positioning pin spring, the control pull rod (203) extends out of the rocker arm on the valve side through a hole on the rocker arm (2a) on the valve side, the rocker shaft is provided with two arc grooves (302), the distance between the two arc grooves (302) is equal to the distance between the center of the exhaust cam (101) and the center of the brake cam (102), and the rocker arm (2b) on the roller side can be respectively positioned at the position where the roller is contacted with the exhaust cam (101) and the brake cam (102).
9. An engine braking apparatus according to claim 2 or 3, characterized in that: the controller body (13) is provided with a sliding rod (131) and a driving clamping groove (132), the driving clamping groove (132) is installed on the sliding rod (131) and can slide along the axial direction of the sliding rod, the driving clamping groove (132) is provided with two groove-shaped structures which are respectively clamped on an exhaust rocker roller (210) and the lower end of a driving arm (142), the space of the position, in the axial direction of the roller, of the roller installed on the exhaust rocker assembly (2) is larger than the thickness of the roller, the exhaust rocker roller (210) is installed on a roller shaft and can slide along the axial direction of the roller, and the slidable distance is equal to the distance from the center of the exhaust cam (101) to the center (102) of the.
10. The engine braking apparatus according to claim 4, wherein: the exhaust rocker arm assembly is characterized in that a driving pin (20) is installed on the driving plunger (19), one end of the driving pin (20) is of a groove-shaped structure and clamped on an exhaust rocker arm roller (210), the space of the roller installation part on the exhaust rocker arm assembly (2) in the axial direction of the roller is larger than the thickness of the roller, the exhaust rocker arm roller (210) is installed on a roller shaft and can axially slide along the roller, and the slidable distance is equal to the distance from the center of the exhaust cam (101) to the center (102) of the brake cam.
CN201810919167.6A 2018-08-09 2018-08-09 Engine braking device Active CN109113829B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201810919167.6A CN109113829B (en) 2018-08-09 2018-08-09 Engine braking device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201810919167.6A CN109113829B (en) 2018-08-09 2018-08-09 Engine braking device

Publications (2)

Publication Number Publication Date
CN109113829A CN109113829A (en) 2019-01-01
CN109113829B true CN109113829B (en) 2020-09-15

Family

ID=64852359

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201810919167.6A Active CN109113829B (en) 2018-08-09 2018-08-09 Engine braking device

Country Status (1)

Country Link
CN (1) CN109113829B (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110685768B (en) * 2019-10-18 2021-07-20 姬腾飞 Variable valve driving device of engine and engine
CN114043975B (en) * 2021-11-03 2024-01-30 浙江吉利控股集团有限公司 Braking force amplifying device, braking system and vehicle

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101672206A (en) * 2008-09-12 2010-03-17 中国第一汽车集团公司 Engine braking device
KR101091514B1 (en) * 2009-07-03 2011-12-08 기아자동차주식회사 Bias spring and an assembling structure of enginebreak
CN102102559B (en) * 2011-03-10 2014-09-24 奚勇 Compression releasing engine braking method and device
DE102013215946A1 (en) * 2013-08-12 2015-02-12 Avl List Gmbh Valve operating device for changing the valve lift
KR20150041373A (en) * 2013-10-08 2015-04-16 두산인프라코어 주식회사 Device for exhaust brake of engine
DE102014008378A1 (en) * 2014-06-05 2015-12-17 Daimler Ag Engine braking device for an internal combustion engine
CN108071443B (en) * 2017-11-29 2020-01-14 大连理工大学 Variable-mode continuously variable valve mechanism

Also Published As

Publication number Publication date
CN109113829A (en) 2019-01-01

Similar Documents

Publication Publication Date Title
KR101101556B1 (en) Lost motion system and method for fixed-time valve actuation
JP5344821B2 (en) System and method for variable valve actuation in an internal combustion engine
US5626116A (en) Dedicated rocker lever and cam assembly for a compression braking system
KR100575042B1 (en) Engine valve actuation system
US6253730B1 (en) Engine compression braking system with integral rocker lever and reset valve
US20170241305A1 (en) Engine Braking Method and System
KR20090028792A (en) Variable valve actuation and engine braking
US3859970A (en) Engine retarder brake
CN113279834B (en) In-cylinder brake mechanism and method for engine
CN104454178A (en) Engine braking method
CN109113829B (en) Engine braking device
CN110566308A (en) reset slide valve type rocker arm mechanism for engine braking and braking method thereof
US4333430A (en) Engine brake
CN107939472B (en) Two-stroke compression release type braking device of integrated engine and braking method thereof
CN204476493U (en) Duplicated crank engine braking apparatus
CN111699304B (en) Rocker arm mechanism
CN108708791B (en) Cam sliding type engine braking device
CN213684263U (en) Novel compression release type engine in-cylinder brake device
CN104712397B (en) Composite rocker arm engine braking device
FI121245B (en) Control arrangements for the valve drive machinery and method for controlling the closing movement of the valve drive machinery
CN204476492U (en) Engine braking apparatus
JPS5924254B2 (en) engine brake device
US10746063B2 (en) System and method for actuating an engine valve of an internal combustion engine
CN109162785B (en) Cam-driven engine braking device and braking method thereof
GB2543413A (en) Valve actuating apparatus for an internal combustion engine

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant