EP0033372B1 - Braking gear for valve controlled internal combustion engines - Google Patents

Braking gear for valve controlled internal combustion engines Download PDF

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Publication number
EP0033372B1
EP0033372B1 EP80107377A EP80107377A EP0033372B1 EP 0033372 B1 EP0033372 B1 EP 0033372B1 EP 80107377 A EP80107377 A EP 80107377A EP 80107377 A EP80107377 A EP 80107377A EP 0033372 B1 EP0033372 B1 EP 0033372B1
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EP
European Patent Office
Prior art keywords
camshaft
cam
control shaft
internal combustion
auxiliary cam
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.)
Expired
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EP80107377A
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German (de)
French (fr)
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EP0033372A1 (en
Inventor
Jürgen Dipl.-Ing. Wahnschaffe
Andreas Deckert
Helmut Müller
Hubert Abermeth
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Kloeckner Humboldt Deutz AG
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Kloeckner Humboldt Deutz AG
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Publication of EP0033372A1 publication Critical patent/EP0033372A1/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • 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
    • 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

Definitions

  • the invention relates to a braking device for a valve-controlled internal combustion engine for motor vehicles, in which each cylinder has at least one exhaust valve which can be controlled in the opening direction via a camshaft with a main cam for driving operation and with an additional cam which engages in braking mode, the additional cam in the plane of the main cam and is arranged so as to be retractable in the camshaft and can be actuated by a control shaft arranged in the axis of rotation of the camshaft.
  • Motor vehicles with a permissible total weight of more than 9 tons have, in addition to the prescribed service brake and parking brake, a third braking device, the so-called engine brake, which is designed as a continuous brake.
  • a known engine brake device (DE-A-1 526 485) has a camshaft with two cams for each exhaust valve, which are arranged one behind the other.
  • the second cam works together with a hydraulic tappet, via which the corresponding exhaust valve can also be operated in braking mode.
  • the second cam is arranged on the camshaft in such a way that it opens the starting valve at or near the end of the compression stroke, so that compressed air is released from the cylinder and energy can escape, which would otherwise move the piston downward during its subsequent expansion stroke . This ensures that the internal combustion engine must be driven even in the phase of the expansion stroke, since the piston moved downward is not moved by the compressed air, but is driven by the moving vehicle via the crankshaft.
  • a generic internal combustion engine is known from GB-A-371 519.
  • the internal combustion engine described there shows a camshaft with an additional cam, which is actuated by a control shaft which is axially displaceable in the camshaft.
  • the additional cam is arranged in the plane of the main cam and retractable in the camshaft.
  • This additional cam is actuated by the axially displaceable control shaft inside the camshaft.
  • the displaceable control shaft is usually moved against spring pressure that the spring force is transmitted to the camshaft and thus to the bearings of the camshaft. This creates high axial forces in the camshaft bearing, so that special axial bearings must be provided for the camshaft and must be dimensioned accordingly in order to absorb the actuating forces of the control shaft.
  • an internal combustion engine which is started with a hand crank.
  • a decompression device is to work with the hand crank during the starting of the internal combustion engine in order to keep the starting forces to be applied low.
  • the decompression device has a wide shaft with centrifugal weight, which is fastened to the camshaft and is axially offset and eccentrically mounted to it and which cooperates with a bolt penetrating the camshaft in the center, the bolt being arranged next to the cam for the exhaust valve in such a way that it is the exhaust valve opens when the centrifugal weight is at rest and can no longer reach when the centrifugal weight is deflected.
  • Such a device which automatically switches on the decompression only during the starting process, that is to say at lower engine speeds, and switches it off automatically at higher engine speeds, that is to say from a low idling engine speed, can be provided with an engine brake device which must be switched on and off arbitrarily by the operator of the engine. not be compared.
  • the object of the present invention is to design the actuating device for the additional cam in the generic internal combustion engine in such a way that the lowest possible load on the camshaft and its bearings occurs.
  • control shaft rotates with the camshaft, has an eccentric in the area of the additional cam and is rotatably mounted relative to the camshaft against the force of a spring, with no axial displacement of the control shaft taking place in that an end face of the control shaft protrudes from the camshaft and is provided with a hydraulically operating clutch, one clutch half being attached to the end face and the other clutch half to the housing of the internal combustion engine.
  • the embodiment of the invention has the advantage that no axial forces occur in the camshaft bearing and by rotating the control shaft without axial displacement accordingly do not have to be intercepted.
  • the lubricating oil is preferably taken from the lubricating oil circuit of the internal combustion engine and is also cooled back there by the recooling device.
  • this embodiment has the advantage that the lubricating oil of the internal combustion engine does not cool down too much during braking, which usually has a negative effect on the wear behavior.
  • a particularly advantageous cooperating with the control shaft additional cam is characterized in that it is constructed essentially cylindrical and is rotatably attached to the control shaft. To guide this additional cam in the main cam, it is advantageous if it widens like a cup in the direction of displacement. Here, it is easily possible to optimize the guide surface for a management task without great manufacturing expenditure.
  • This type of additional cam allows a clear assignment of its position to the position of the control shaft and thus to the operating state of the hydraulic clutch rotating the control shaft.
  • the additional cam is designed in such a way that it closes when top dead center is reached, the advantage is achieved that provision of the cylinders with back pressure from the exhaust system is avoided and even the residual air remaining in top dead center in the cylinder creates a negative pressure generated, which also represents another additional braking effect. Due to these opening and closing conditions, the highest possible brake line is achieved without causing damage to the internal combustion engine as a result of difficulties in lubricating the cylinder.
  • FIG. 1 shows a longitudinal section through a hollow-drilled camshaft 1 which is mounted in an internal combustion engine (not shown) in slide bearings 2 in the housing 3 or cylinder head. At its end, not shown, it is driven by a gearwheel. However, any other type of drive is also possible.
  • a control shaft 6 In the axis of rotation 5 of the camshaft 1, a control shaft 6 is mounted, which rotates with the camshaft 1 and is still relatively rotatable relative to the latter. It has a hydraulically operating coupling 30 on its free end face.
  • the coupling 30 consists of a coupling half 30.1 firmly connected to the control shaft and of a coupling half 30.2 arranged in the housing 3 so as to be screwable.
  • the clutch is supplied with oil from the internal combustion engine via a supply line 31.
  • a gap is provided between the two coupling halves, which serves for the oil flow so that the coupling empties automatically when the oil supply is switched off.
  • the camshaft 1 shown in FIG. 1 also has two cams 11, 12, of which the cam 11 controls an exhaust valve, not shown here, and the cam 12 controls an intake valve, also not shown, of the internal combustion engine. Approximately 160 ° in the direction of rotation of the camshaft in front of the cam tip of the cam 11, the cam has an opening 13 in which an additional cam 14 is arranged so as to be retractable.
  • the additional cam 14 is rotatably attached to an eccentric 32 by gripping its cheeks over the center of the eccentric base circle.
  • the additional cam 14 has a keich-shaped outer contour.
  • the cup-shaped edge 40 also serves as a guide for the additional cam in the opening 13. This also ensures that the additional cam 14 can move back and forth with the control shaft 6 due to its eccentric attachment in the opening 13 due to its eccentric attachment.
  • the hydraulically operating clutch 30 is filled by the supply line 31.
  • the filling creates a frictional connection between the coupling half 30.1 rotating with the camshaft and the standing half 30.2.
  • the control shaft 6 is rotated counter to the force of the spring 33, namely by approximately 180 ° until a further stop 38 (FIG. 3).
  • Both stops 35 and 38 are connected to one another via a semicircular annular groove 39 in which the nose 37 is guided.
  • the eccentric 32 pushes the additional cam 14 out of the opening 13 by the amount of its eccentricity.
  • the additional cam 14 thus comes into operative connection with the outlet valve, so that it is additionally opened.
  • the hydraulically operating clutch 30 is no longer filled with oil through the supply line 31.
  • the oil can now flow out of the hydraulically operating clutch 30 through gaps between the two clutch halves 30.1 and 30.2 and thus returns to the oil sump of the internal combustion engine via corresponding channels.
  • the torsion spring 33 can turn the control shaft 6 back so that the additional cam 14 is retracted.
  • the cam 11 again takes over the control of the exhaust valve in the usual way.

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  • 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)

Description

Die Erfindung bezieht sich auf eine Bremsvorrichtung für eine ventilgesteuerte Brennkraftmaschine für Kraftfahrzeuge, bei welcher jeder Zylinder mindestens ein Auslaßventil aufweist, welches über eine Nockenwelle mit einem Hauptnocken für den Fahrbetrieb und mit einem im Bremsbetrieb zusätzlich eingreifenden Zusatznocken im Öffnungssinne steuerbar ist, wobei der Zusatznocken in der Ebene des Hauptnockens und in der Nockenwelle versenkbar angeordnet ist und durch eine in der Drehachse der Nockenwelle angeordnete Steuerwelle betätigbar ist.The invention relates to a braking device for a valve-controlled internal combustion engine for motor vehicles, in which each cylinder has at least one exhaust valve which can be controlled in the opening direction via a camshaft with a main cam for driving operation and with an additional cam which engages in braking mode, the additional cam in the plane of the main cam and is arranged so as to be retractable in the camshaft and can be actuated by a control shaft arranged in the axis of rotation of the camshaft.

Kraftfahrzeuge mit einem zulässigen Gesamtgewicht von mehr als 9 t r-,issen außer der vorgeschriebenen Betriebsbremse und Feststellbremse noch eine dritte Bremseinrichtung, die sogenannte Motorbremse, die als Dauerbremse ausgebildet ist, aufweisen.Motor vehicles with a permissible total weight of more than 9 tons have, in addition to the prescribed service brake and parking brake, a third braking device, the so-called engine brake, which is designed as a continuous brake.

Eine bekannte Motorbrems-Einrichtung (DE-A-1 526 485) weist eine Nockenwelle mit zwei Nocken für jedes Auslaßventil auf, die hintereinander angeordnet sind. Der zweite Nocken arbeitet mit einem hydraulischen Stößel zusammen, über den das entsprechende Auslaßventil zusätzlich im Bremsbetrieb betätigt werden kann. Der zweite Nocken ist hierbei derart auf der Nockenwelle angeordnet, daß er an oder nahe dem Ende des Kompressionshubes das Anlaßventil öffnet, so daß aus dem Zylinder komprimierte Luft freigegeben wird und damit Energie austreten kann, die sonst den Kolben bei seinem anschließenden Expansionshub abwärts bewegen würde. Damit wird erreicht, daß auch in der Phase des Expansionshubes die Brennkraftmaschine angetrieben werden muß, da der abwärts bewegte Kolben nicht von der komprimierten Luft bewegt wird, sondern von dem sich bewegenden Fahrzeug über die Kurbelwelle angetrieben wird.A known engine brake device (DE-A-1 526 485) has a camshaft with two cams for each exhaust valve, which are arranged one behind the other. The second cam works together with a hydraulic tappet, via which the corresponding exhaust valve can also be operated in braking mode. The second cam is arranged on the camshaft in such a way that it opens the starting valve at or near the end of the compression stroke, so that compressed air is released from the cylinder and energy can escape, which would otherwise move the piston downward during its subsequent expansion stroke . This ensures that the internal combustion engine must be driven even in the phase of the expansion stroke, since the piston moved downward is not moved by the compressed air, but is driven by the moving vehicle via the crankshaft.

Der Nachteil der in der DE-A-1 526485 beschriebenen Vorrichtung besteht allerdings darin, daß zu jedem Auslaßventil auf der Nockenwelle ein mit einem axialen Abstand versehener zweiter Nocken vorgesehen ist, so daß die Nockenwelle wesentlich länger baut als üblich. Da die verlängerte Nockenwelle im Zylinderkopf oder im Motorgehäuse untergebracht werden muß, muß der ganze Motor länger bauen. Dies ist aber bei den heute vorhandenen, beengten Raumverhältnissen aufgrund der Forderung nach hoher Leistungsdichte bei geringst möglichem Raum nur mehr schlecht möglich.The disadvantage of the device described in DE-A-1 526485, however, is that for each exhaust valve on the camshaft there is a second cam provided with an axial distance, so that the camshaft is built much longer than usual. Since the extended camshaft has to be accommodated in the cylinder head or in the engine housing, the whole engine has to build longer. However, given the limited space available today, this is hardly possible due to the demand for high power density with the smallest possible space.

Eine gattungsgemäße Brennkraftmaschine ist aus der GB-A-371 519 bekannt. Die dort beschriebene Brennkraftmaschine zeigt eine Nockenwelle mit einem Zusatznocken, welche durch in eine in der Nockenwelle axial verschiebbare Steuerwelle betätigt wird. Hierbei ist der Zusatznocken in der Ebene des Hauptnockens und in der Nockenwelle versenkbar angeordnet. Betätigt wird dieser Zusatznocken durch die axial verschiebbare Steuerwelle innerhalb der Nokkenwelle. Hierbei ist es von Nachteil, da die verschiebbare Steuerwelle üblicherweise gegen Federdruck verschoben wird, daß die Federkraft sich auf die Nockenwelle und damit auf die Lager der Nockenwelle überträgt. Dadurch entstehen hohe Axialkräfte in der Nockenwellenlagerung, so daß spezielle Axiallager für die Nockenwelle vorgesehen sein müssen, und dementsprechend dimensioniert werden müssen, um die Betätigungskräfte der Steuerwelle abzufangen.A generic internal combustion engine is known from GB-A-371 519. The internal combustion engine described there shows a camshaft with an additional cam, which is actuated by a control shaft which is axially displaceable in the camshaft. Here, the additional cam is arranged in the plane of the main cam and retractable in the camshaft. This additional cam is actuated by the axially displaceable control shaft inside the camshaft. It is disadvantageous here that the displaceable control shaft is usually moved against spring pressure that the spring force is transmitted to the camshaft and thus to the bearings of the camshaft. This creates high axial forces in the camshaft bearing, so that special axial bearings must be provided for the camshaft and must be dimensioned accordingly in order to absorb the actuating forces of the control shaft.

Aus der FR-A-1 461 817 ist weiterhin eine Brennkraftmaschine bekannt, welche mit einer Handkurbel angeworfen wird. Zu diesem Zweck soll während des Anwerfens der Brennkraftmaschine mit der Handkurbel eine Dekompressionseinrichtung arbeiten, um die aufzubringenden Anwerfkräfte gering zu halten. Die Dekompressionseinrichtung weist hierzu eine an der Nockenwelle befestigte und zu ihr axial versetzt und exzentrisch gelagerte weite Welle mit Fliehgewicht auf, die mit einem die Nockenwelle mittig durchdringende Bolzen zusammenwirkt, wobei der Bolzen neben dem Nocken für das Auslaßventil derart angeordnet ist, daß er das Auslaßventil bei in Ruhestellung befindlichem Fliehgewicht öffnet und bei ausgelenktem Fliehgewicht nicht mehr erreichen kann. Eine derartige Vorrichtung, welche die Dekompression nur im Anlaßvorgang, also bei geringeren Drehzahlen selbsttätig einschaltet und bei höheren Drehzahlen, also ab niedriger Leerlaufdrehzahl, selbsttätig ausschaltet, kann mit einer Motorbrems-Einrichtung, die willkürlich von der Bedienungsperson des Motors eingeschaltet und ausgeschaltet werden muß, nicht verglichen werden.From FR-A-1 461 817 an internal combustion engine is also known, which is started with a hand crank. For this purpose, a decompression device is to work with the hand crank during the starting of the internal combustion engine in order to keep the starting forces to be applied low. For this purpose, the decompression device has a wide shaft with centrifugal weight, which is fastened to the camshaft and is axially offset and eccentrically mounted to it and which cooperates with a bolt penetrating the camshaft in the center, the bolt being arranged next to the cam for the exhaust valve in such a way that it is the exhaust valve opens when the centrifugal weight is at rest and can no longer reach when the centrifugal weight is deflected. Such a device, which automatically switches on the decompression only during the starting process, that is to say at lower engine speeds, and switches it off automatically at higher engine speeds, that is to say from a low idling engine speed, can be provided with an engine brake device which must be switched on and off arbitrarily by the operator of the engine. not be compared.

Aufgabe der hier vorliegenden Erfindung ist es, bei der gattungsgemäßen Brennkraftmaschine die Betätigungsvorrichtung für den Zusatznocken derart auszubilden, daß eine möglichst geringe Belastung der Nockenwelle und ihrer Lager auftritt.The object of the present invention is to design the actuating device for the additional cam in the generic internal combustion engine in such a way that the lowest possible load on the camshaft and its bearings occurs.

Diese Aufgabe wird erfindungsgemäß dadurch gelöst, daß die Steuerwelle mit der Nockenwelle umläuft, im Bereich des Zusatznokkens einen Exzenter aufweist und relativ zur Nockenwelle gegen die Kraft einer Feder verdrehbar gelagert ist, wobei keine axiale Verschiebung der Steuerwelle stattfinden kann, daß eine Stirnseite der Steuerwelle aus der Nockenwelle herausragt und mit einer hydraulisch arbeitenden Kupplung versehen ist, wobei die eine Kupplungshälfte an der Stirnseite und die andere Kupplungshälfte an dem Gehäuse der Brennkraftmaschine befestigt ist.This object is achieved in that the control shaft rotates with the camshaft, has an eccentric in the area of the additional cam and is rotatably mounted relative to the camshaft against the force of a spring, with no axial displacement of the control shaft taking place in that an end face of the control shaft protrudes from the camshaft and is provided with a hydraulically operating clutch, one clutch half being attached to the end face and the other clutch half to the housing of the internal combustion engine.

Die erfindungsgemäße Ausführung hat den Vorteil, daß durch ein Verdrehen der Steuerwelle ohne axiale Verschiebung keine Axialkräfte auftreten in der Nockenwellenlagerung und dementsprechend auch nicht abgefangen werden müssen. Zudem entsteht keine mechanische Reibung zwischen Steuerwelle und Nockenwelle bzw. zwischen Steuerwelle und Betätigungsmechanismus, da die hier einzig auftretende hydraulische Reibung in der hydraulischen Kupplung keinen Verschleiß bedingt, sondern lediglich Wärme in dem Hydrauliköl erzeugt. Als Hydrauliköl wird bevorzugt das Schmieröl aus dem Schmierölkreislauf der Brennkraftmaschine entnommen und dort auch durch die Rückkühleinrichtung zurückgekühlt. Zudem hat diese Ausführungsform den Vorteil, daß im Bremsbetrieb das Schmieröl der Brennkraftmaschine nicht zu stark auskühlt, was sich üblicherweise negativ auf das Verschleißverhalten auswirkt.The embodiment of the invention has the advantage that no axial forces occur in the camshaft bearing and by rotating the control shaft without axial displacement accordingly do not have to be intercepted. In addition, there is no mechanical friction between the control shaft and the camshaft or between the control shaft and the actuating mechanism, since the only hydraulic friction occurring here in the hydraulic clutch does not cause wear, but only generates heat in the hydraulic oil. As the hydraulic oil, the lubricating oil is preferably taken from the lubricating oil circuit of the internal combustion engine and is also cooled back there by the recooling device. In addition, this embodiment has the advantage that the lubricating oil of the internal combustion engine does not cool down too much during braking, which usually has a negative effect on the wear behavior.

Ein besonders vorteilhaft mit der Steuerwelle zusammenarbeitender Zusatznocken ist dadurch gekennzeichnet, daß er im wesentlichen zylindrisch aufgebaut ist und an der Steuerwelle drehbar befestigt ist. Zur Führung dieses Zusatznockens im Hauptnocken ist es vorteilhaft, wenn er sich in Verschieberichtung kelchartig erweitert. Hierbei ist es leicht möglich, die Führungsfläche ohne großen fertigungstechnischen Aufwand für eine Führungsaufgabe zu optimieren. Diese Art des Zusatznockens erlaubt eine eindeutige Zuordnung seiner Stellung zur Lage der Steuerwelle und damit zum Betriebszustand der die Steuerwelle verdrehenden hydraulischen Kupplung.A particularly advantageous cooperating with the control shaft additional cam is characterized in that it is constructed essentially cylindrical and is rotatably attached to the control shaft. To guide this additional cam in the main cam, it is advantageous if it widens like a cup in the direction of displacement. Here, it is easily possible to optimize the guide surface for a management task without great manufacturing expenditure. This type of additional cam allows a clear assignment of its position to the position of the control shaft and thus to the operating state of the hydraulic clutch rotating the control shaft.

Versuche haben gezeigt, daß es vorteilhaft ist, die Nockenspitze des Zusatznockens in Drehrichtung der Nockenwelle im Bereich von 160° bis 200° vor der Hauptnockenspitze anzuordnen. Dies bedeutet, daß etwa 80° vor dem oberen Totpunkt im Bremsbetrieb das Auslaßventil geöffnet wird, so daß der Kolben die schon verdichtete Luft durch das Auslaßventil in die Abgasanlage schieben kann, wodurch eine zusätzliche Bremswirkung des Motors erzeugt wird, da sie dort auf die geschlossene Bremsklappe trifft.Experiments have shown that it is advantageous to arrange the cam tip of the additional cam in the direction of rotation of the camshaft in the range from 160 ° to 200 ° in front of the main cam tip. This means that the exhaust valve is opened about 80 ° before top dead center in braking operation, so that the piston can push the already compressed air through the exhaust valve into the exhaust system, which creates an additional braking effect of the engine, since it is there on the closed Brake flap hits.

Ist der Zusatznocken derart ausgebildet, daß er bei Erreichen des oberen Totpunktes schließt, so wird damit der Vorteil erreicht, daß eine Vorsorgung der Zylinder mit Gegendruck aus der Abgasanlage vermieden wird und sogar durch die anschließende Expansion die im oberen Totpunkt im Zylinder verbliebene Restluft ein Unterdruck erzeugt, der ebenfalls einen weiteren Zusatzbremseffekt darstellt. Aufgrund dieser Öffnungs- und Schließverhältnisse wird eine höchstmögliche Bremsleitung erzielt, ohne daß Schäden an der Brennkraftmaschine in Folge von Schwierigkeiten bei der Schmierung im Zylinder auftreten.If the additional cam is designed in such a way that it closes when top dead center is reached, the advantage is achieved that provision of the cylinders with back pressure from the exhaust system is avoided and even the residual air remaining in top dead center in the cylinder creates a negative pressure generated, which also represents another additional braking effect. Due to these opening and closing conditions, the highest possible brake line is achieved without causing damage to the internal combustion engine as a result of difficulties in lubricating the cylinder.

Im folgenden wird die Erfindung anhand eines bevorzugten Ausführungsbeispiels näher erläutert.The invention is explained in more detail below on the basis of a preferred exemplary embodiment.

Es stellen dar:

  • Fig.1 einen Längsschnitt durch eine Nockenwelle mit ihrem Endlager und mit einer Steuerwelle;
  • Fig. einen Querschnitt durch einen Auslaßventilnocken der Nockenwelle gemäß Fig. 1;
  • Fig. 3 eine stirnseitige Ansicht der Nockenwelle gemäß Fig. 1.
They represent:
  • 1 shows a longitudinal section through a camshaft with its end bearing and with a control shaft;
  • Fig. A cross section through an exhaust valve cam of the camshaft according to Fig. 1;
  • 3 shows an end view of the camshaft according to FIG. 1.

In Fig. 1 ist ein Längsschnitt durch eine hohlgebohrte Nockenwelle 1 dargestellt, die in Gleitlagern 2 im Gehäuse 3 oder Zylinderkopf eine hier nicht dargestellten Brennkraftmaschine gelagert ist. Sie wird an ihrem nicht dargestellten Ende über ein Zahnrad angetrieben. Es ist jedoch auch jede andere Antriebsart möglich.1 shows a longitudinal section through a hollow-drilled camshaft 1 which is mounted in an internal combustion engine (not shown) in slide bearings 2 in the housing 3 or cylinder head. At its end, not shown, it is driven by a gearwheel. However, any other type of drive is also possible.

In der Drehachse 5 der Nockenwelle 1 ist eine Steuerwelle 6 gelagert, die sich mit der Nockenwelle 1 dreht und gegenüber dieser weiterhin relativ verdrehbar ist. Sie hat an ihrer freien Stirnseite eine hydraulisch arbeitende Kupplung 30. Die Kupplung 30 besteht aus einer mit der Steuerwelle fest verbundenen Kupplungshäfte 30.1 und aus einer im Gehäuse 3 fest verschraubbar angeordneten Kupplungshälfte 30.2. Die Kupplung wird über eine Zufuhrleitung 31 mit Öl aus der Brennkraftmaschine versorgt. Zwischen beiden Kupplungshälften ist ein Spalt vorgesehen, der dem Öldurchfluß dient, so daß bei Abstellen der Ölzufuhr sich die Kupplung selbsttätig entleert.In the axis of rotation 5 of the camshaft 1, a control shaft 6 is mounted, which rotates with the camshaft 1 and is still relatively rotatable relative to the latter. It has a hydraulically operating coupling 30 on its free end face. The coupling 30 consists of a coupling half 30.1 firmly connected to the control shaft and of a coupling half 30.2 arranged in the housing 3 so as to be screwable. The clutch is supplied with oil from the internal combustion engine via a supply line 31. A gap is provided between the two coupling halves, which serves for the oil flow so that the coupling empties automatically when the oil supply is switched off.

Die in Fig. 1 dargestellte Nockenwelle 1 weist weiterhin zwei Nocken 11, 12 auf, von denen der Nocken 11 ein hier nicht dargestelltes Auslaßventil und der Nocken 12 ein ebenfalls nicht dargestelltes Einlaßventil der Brennkraftmaschine steuert. Etwa 160° in Drehrichtung der Nockenwelle vor der Nockenspitze des Nockens 11 weist der Nocken eine Öffnung 13 auf, in der ein Zusatznocken 14 versenkbar angeordnet ist.The camshaft 1 shown in FIG. 1 also has two cams 11, 12, of which the cam 11 controls an exhaust valve, not shown here, and the cam 12 controls an intake valve, also not shown, of the internal combustion engine. Approximately 160 ° in the direction of rotation of the camshaft in front of the cam tip of the cam 11, the cam has an opening 13 in which an additional cam 14 is arranged so as to be retractable.

Der Zusatznocken 14 ist an einem Exzenter 32 drehbar befestigt, indem er mit seinen Wangen über den Mittelpunkt des Exzentergrundkreises greift. Der Zusatznocken 14 hat eine keichförmige Außenkontur. Der kelchförmige Rand 40 dient gleichzeitig als Führung des Zusatznockens in der Öffnung 13. Damit wird ebenfalls erreicht, daß sich der Zusatznocken 14 bei der Drehbewegung der Steuerwelle 6 aufgrund seiner exzentrischen Befestigung in der Öffnung 13 mit der Steuerwelle 6 hin- und herbewegen kann.The additional cam 14 is rotatably attached to an eccentric 32 by gripping its cheeks over the center of the eccentric base circle. The additional cam 14 has a keich-shaped outer contour. The cup-shaped edge 40 also serves as a guide for the additional cam in the opening 13. This also ensures that the additional cam 14 can move back and forth with the control shaft 6 due to its eccentric attachment in the opening 13 due to its eccentric attachment.

In der in Fig. 1 dargestellten Lage ist der Zusatznocken 14 vollkommen in der Öffnung 13 versenkt, so daß er das Auslaßventil nicht steuern kann. In dieser Stellung wird die Steuerwelle 6 von der Torsionsfeder 33, die in einer ringförmigen Vertiefung 36 in der Nockenwelle 1 eingelassen und zwischen dieser und der Kupplungshälfte 30.1 eingespannt ist, über eine Nase 37 an der Kupplungshälfte 30.1 gegen einen Anschlag 35, der in der Nockenwelle 1 eingelassen ist, gedrückt.In the position shown in Fig. 1, the additional cam 14 is completely sunk in the opening 13 so that it can not control the exhaust valve. In this position, the control shaft 6 of the torsion spring 33, which is embedded in an annular recess 36 in the camshaft 1 and clamped between the latter and the coupling half 30.1, via a nose 37 on the coupling half 30.1 against a stop 35 in the camshaft 1 is pressed in.

Im Fahrbetrieb ist die Kupplung 30 nicht gefüllt. Damit kommt die Torsionsfeder 33 zum Tragen, so daß die Steuerwelle derart verdreht ist, daß der Zusatznocken 14 in seiner eingefahrenen Position beharrt, wie sie in Fig. 1 dargestellt ist.When driving, the clutch 30 is not filled. So that the torsion spring 33 comes into play, so that the control shaft is rotated such that the additional cam 14 remains in its retracted position, as shown in Fig. 1.

Im Bremsbetrieb wird durch die Zufuhrleitung 31 die hydraulisch arbeitende Kupplung 30 gefüllt. Die Füllung erzeugt einen Reibschluß zwischen der mit der Nockenwelle drehenden Kupplungshälfte 30.1 und der stehenden Hälfte 30.2. Dadurch wird die Steuerwelle 6 entgegen der Kraft der Feder 33 verdreht und zwar um ca. 180° bis zu einem weiteren Anschlag 38 (Fig. 3). Beide Anschläge 35 und 38 sind über eine halbkreisförmige Ringnut 39, in der die Nase 37 geführt ist, miteinander verbunden. Bei dieser Drehung schiebt der Exzenter 32 den Zusatznokken 14 aus der Öffnung 13 um den Betrag seiner Exzentrizität hinaus. Damit gelangt der Zusatznocken 14 mit dem Auslaßventil in Wirkverbindung, so daß dieses zusätzlich geöffnet wird.In braking operation, the hydraulically operating clutch 30 is filled by the supply line 31. The filling creates a frictional connection between the coupling half 30.1 rotating with the camshaft and the standing half 30.2. As a result, the control shaft 6 is rotated counter to the force of the spring 33, namely by approximately 180 ° until a further stop 38 (FIG. 3). Both stops 35 and 38 are connected to one another via a semicircular annular groove 39 in which the nose 37 is guided. During this rotation, the eccentric 32 pushes the additional cam 14 out of the opening 13 by the amount of its eccentricity. The additional cam 14 thus comes into operative connection with the outlet valve, so that it is additionally opened.

Das durch die Erfindung erreichte zusätzliche Öffnen des Auslaßventils im Bremsbetrieb aufgrund des Zusatznockens bewirkt nun, daß der derart gesteuerte Kolben der Brennkraftmaschine bei seinem Verdichtungshub einen wesentlichen Teil der angesaugte Luft in die Auslaßleitung schiebt. Bei Erreichen des oberen Totpunktes des Kolbens wird das Auslaßventil durch den Zusatznocken geschlossen. So kann bei anschließender Expansion keine in Form von komprimierter Luft gespeicherte Arbeit mehr den Kolben abwärts bewegen. Um den Abwärtshub nun ausführen zu können, muß die Kurbelwelle anderweitig angetrieben werden. Dies geschieht beim Bremsbetrieb über das Getriebe und die Räder durch das sich bewegende Fahrzeug. Es ist sogar möglich, den Zusatznocken derart anzuordnen, daß bei dem Expansionshub des Kolbens im Zylinder ein leichter Unterdruck entsteht. Dadurch wird die Bremswirkung der Brennkraftmaschine wesentlich erhöht.The additional opening of the exhaust valve achieved by the invention in braking operation due to the additional cam now causes the piston of the internal combustion engine controlled in this way to push a substantial part of the intake air into the exhaust line during its compression stroke. When the top dead center of the piston is reached, the exhaust valve is closed by the additional cam. With subsequent expansion, no work stored in the form of compressed air can move the piston downwards. In order to be able to carry out the downward stroke, the crankshaft must be driven otherwise. This happens during braking operation via the gearbox and the wheels through the moving vehicle. It is even possible to arrange the additional cam in such a way that a slight negative pressure is created in the cylinder during the expansion stroke of the piston. This significantly increases the braking effect of the internal combustion engine.

Wird vom Bremsbetrieb wieder auf Fahrbetrieb umgeschaltet, so wird die hydraulisch arbeitende Kupplung 30 nicht mehr weiter mit Öl durch die Zufuhrleitung 31 gefüllt. Das Öl kann nun aus der hydraulisch arbeitenden Kupplung 30 durch Spalte zwischen den beiden Kupplungshälften 30.1 und 30.2 abfließen und gelangt so über entsprechende Kanäle in den Ölsumpf der Brennkraftmaschine zurück. Durch das Entleeren der Kupplung 30 kann die Torsionsfeder 33 die Steuerwelle 6 wieder zurückdrehen, so daß der Zusatznocken 14 wieder eingefahren wird. Damit übernimmt der Nocken 11 alleine wieder in üblicher Weise die Steuerung des Auslaßventils.If the brake mode is switched back to driving mode, the hydraulically operating clutch 30 is no longer filled with oil through the supply line 31. The oil can now flow out of the hydraulically operating clutch 30 through gaps between the two clutch halves 30.1 and 30.2 and thus returns to the oil sump of the internal combustion engine via corresponding channels. By emptying the clutch 30, the torsion spring 33 can turn the control shaft 6 back so that the additional cam 14 is retracted. Thus, the cam 11 again takes over the control of the exhaust valve in the usual way.

Claims (6)

1. A braking arrangement for a valve-controlled internal combustion engine, in which each engine cylinder is provided with at least one exhaust valve arranged to be moved into its opening position via the camshaft (1) by a main cam (11) operating when the vehicle is in its movable state and additionally by an auxiliary cam (14) operating when the engine is used for braking, in which the auxiliary cam (14) is located in the plane containing the main cam (11), is recessible into the camshaft (1) and is arranged to be actuated by a control shaft (6), characterized in that the control shaft (6) rotates with the camshaft (1), is provided in the region of the auxiliary cam (14) with a lobe (32) and is mounted so as to be rotatable - against the bias of a spring (33) - in relation to the camshaft (1) in such a way as to render its axial displacement impossible, and in that one end face of the control shaft (6) protrudes from the camshaft (1) and is provided with a hydraulically operable clutch (30) one clutch half (30.1) of which is fastened to said end face and the other clutch half (30.2) to the casing (3) of the internal combustion engine.
2. A braking arrangement according to claim 1, characterized in that the auxiliary cam (14) is rotatably secured to the lobe (32) of the control shaft (6).
3. A braking arrangement according to claim 1 or claim 2, characterized in that the auxiliary cam (14) in the direction of its axial displacement is diametrically enlarged like a goblet.
4. A braking arrangement according to claim 3, characterized in that the circumference of the goblet-like enlargement acts as a guide of the auxiliary cam (14) in a recess (13) of the camshaft (1).
5. A braking arrangement according to any of the preceding claims, characterized in that the tip of the auxiliary cam (14) is located within a range of between 160° and 200° in front - viewed in the direction of rotation of the camshaft (1) - of the tip of the main cam.
6. A braking arrangement according to any of the preceding claims, characterized in that the side faces of the auxiliary cam are such that upon reaching the upper dead centre the associated exhaust valve closes.
EP80107377A 1980-02-01 1980-11-26 Braking gear for valve controlled internal combustion engines Expired EP0033372B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19803003566 DE3003566A1 (en) 1980-02-01 1980-02-01 BRAKE DEVICE FOR A VALVE CONTROLLED INTERNAL COMBUSTION ENGINE
DE3003566 1980-02-01

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EP0033372A1 EP0033372A1 (en) 1981-08-12
EP0033372B1 true EP0033372B1 (en) 1983-12-21

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EP (1) EP0033372B1 (en)
DE (1) DE3003566A1 (en)

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DE10038916B4 (en) * 2000-08-09 2004-02-19 Fev Motorentechnik Gmbh Piston engine with gas exchange valves that can be controlled to generate additional braking power

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DE3920528C1 (en) * 1989-06-22 1990-06-07 Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De IC engine camshaft drive - incorporates braking system controlled by microprocessor to eliminate drive chain chatter
IT1255447B (en) * 1991-11-08 1995-10-31 Iveco Fiat ENGINE EQUIPPED WITH A CONTINUOUS BRAKING DEVICE, PARTICULARLY FOR AN INDUSTRIAL VEHICLE.
US5647318A (en) * 1994-07-29 1997-07-15 Caterpillar Inc. Engine compression braking apparatus and method
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US5526784A (en) * 1994-08-04 1996-06-18 Caterpillar Inc. Simultaneous exhaust valve opening braking system
US5787859A (en) * 1997-02-03 1998-08-04 Diesel Engine Retarders, Inc. Method and apparatus to accomplish exhaust air recirculation during engine braking and/or exhaust gas recirculation during positive power operation of an internal combustion engine
US5809964A (en) * 1997-02-03 1998-09-22 Diesel Engine Retarders, Inc. Method and apparatus to accomplish exhaust air recirculation during engine braking and/or exhaust gas recirculation during positive power operation of an internal combustion engine
US5957097A (en) * 1997-08-13 1999-09-28 Harley-Davidson Motor Company Internal combustion engine with automatic compression release
JP4020346B2 (en) * 1998-10-12 2007-12-12 ヤマハ発動機株式会社 Engine decompression mechanism
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DE102007056749A1 (en) * 2007-11-26 2009-05-28 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Valve train of an internal combustion engine with means for engine braking
DE102010011454B4 (en) 2010-03-15 2020-08-06 Schaeffler Technologies AG & Co. KG Reciprocating internal combustion engine with decompression engine brake
DE102010011455A1 (en) 2010-03-15 2011-09-15 Schaeffler Technologies Gmbh & Co. Kg Reciprocating internal combustion engine with adjustable inflating element
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GB2291157A (en) * 1994-07-08 1996-01-17 Outboard Marine Corp Cylinder decompression arrangement in cam shaft
GB2291157B (en) * 1994-07-08 1997-12-03 Outboard Marine Corp Cylinder decompression arrangement in cam shaft
DE10038916B4 (en) * 2000-08-09 2004-02-19 Fev Motorentechnik Gmbh Piston engine with gas exchange valves that can be controlled to generate additional braking power

Also Published As

Publication number Publication date
US4378765A (en) 1983-04-05
US4440126A (en) 1984-04-03
DE3003566A1 (en) 1981-08-06
EP0033372A1 (en) 1981-08-12

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