EP0033372B1 - Système de freinage pour moteurs à combustion interne à soupapes - Google Patents

Système de freinage pour moteurs à combustion interne à soupapes 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
Authority
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
Application number
EP80107377A
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German (de)
English (en)
Other versions
EP0033372A1 (fr
Inventor
Jürgen Dipl.-Ing. Wahnschaffe
Andreas Deckert
Helmut Müller
Hubert Abermeth
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.)
Kloeckner Humboldt Deutz AG
Original Assignee
Kloeckner Humboldt Deutz AG
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Filing date
Publication date
Application filed by Kloeckner Humboldt Deutz AG filed Critical Kloeckner Humboldt Deutz AG
Publication of EP0033372A1 publication Critical patent/EP0033372A1/fr
Application granted granted Critical
Publication of EP0033372B1 publication Critical patent/EP0033372B1/fr
Expired legal-status Critical Current

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Classifications

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

Claims (6)

1. Dispositif de freinage pour un moteur à combustion interne à soupapes commandées pour véhicules automobiles, dans lequel chaque cylindre comporte au moins une soupape d'échappement pouvant être commandée dans le sens de l'ouverture par un arbre à cames (1) avec une came principale (11) pour le fonctionnement de marche et avec une came supplémentaire (14) agissant en plus lors du fonctionnement de freinage, la came supplémentaire (14) étant disposée dans le plan de la came principale (11) en pouvant s'enfoncer dans l'arbre à cames (1) et pouvant être actionnée par un arbre de commande (6) disposé suivant l'axe de rotation (5) de l'arbre à cames (1), caractérisé en ce que l'arbre de commande (6) tourne avec l'arbre à cames (1), comporte un excentrique (32) dans la zone de la came supplémentaire (14) et est monté pour tourner par rapport à l'arbre à cames (1) contre la force d'un ressort (33), aucun déplacement axial de l'arbre de commande ne pouvant alors avoir lieu, en ce qu'un côté frontal de l'arbre de commande (6) sort de l'arbre à cames (1) et est muni d'un accouplement (30) à fonctionnement hydraulique, l'une des moitiés d'accouplement (30.1) étant fixée sur le côté frontal et l'autre moitié d'accouplement (30.2) étant fixée sur le carter (3) du moteur à combustion interne.
2. Dispositif de freinage selon la revendication 1, caractérisé en ce que la came supplémentaire (14) est montée pour tourner sur un excentrique (32) de l'arbre de commande (6).
3. Dispositif de freinage selon la revendication 1 ou 2, caractérisé en ce que la came supplémentaire (14) s'élargit en forme de coupe dans la direction de déplacement.
4. Dispositif de freinage selon la revendication 3, caractérisé en ce que la surface extérieure de l'élargissement en forme de coupe est agencée en tant que guidage de la came supplémentaire (14) dans l'évidement (13) de l'arbre à cames (1).
5. Dispositif de freinage selon l'une quelconque des revendications précédentes, caractérisé en ce que la pointe de came de la came supplémentaire (14) est disposée dans le sens de rotation dans un domaine de 160° à 200° devant la pointe de la came principale.
6. Dispositif de freinage selon l'une quelconque des revendications précédentes, caractérisé en ce que les flancs de la came supplémentaire sont agencés de manière que la soupape d'échappement associée se ferme lorsque le point mort supérieur est atteint.
EP80107377A 1980-02-01 1980-11-26 Système de freinage pour moteurs à combustion interne à soupapes Expired EP0033372B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19803003566 DE3003566A1 (de) 1980-02-01 1980-02-01 Bremsvorrichtung fuer eine ventilgesteuerte brennkraftmaschine
DE3003566 1980-02-01

Publications (2)

Publication Number Publication Date
EP0033372A1 EP0033372A1 (fr) 1981-08-12
EP0033372B1 true EP0033372B1 (fr) 1983-12-21

Family

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Family Applications (1)

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EP80107377A Expired EP0033372B1 (fr) 1980-02-01 1980-11-26 Système de freinage pour moteurs à combustion interne à soupapes

Country Status (3)

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US (2) US4378765A (fr)
EP (1) EP0033372B1 (fr)
DE (1) DE3003566A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2291157A (en) * 1994-07-08 1996-01-17 Outboard Marine Corp Cylinder decompression arrangement in cam shaft
DE10038916B4 (de) * 2000-08-09 2004-02-19 Fev Motorentechnik Gmbh Kolbenbrennkraftmaschine mit Gaswechselventilen, die zur Erzeugung einer zusätzlichen Bremsleistung steuerbar sind

Families Citing this family (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4455977A (en) * 1981-08-31 1984-06-26 Tecumseh Products Company Compression brake system
US4587936A (en) * 1981-09-10 1986-05-13 Honda Giken Kogyo Kabushiki Kaisha Control apparatus for intake and exhaust valves of an internal combustion engine
JPS608407A (ja) * 1983-06-29 1985-01-17 Honda Motor Co Ltd 内燃機関の弁作動制御装置
USRE33499E (en) * 1983-06-29 1990-12-18 Honda Giken Kogyo Kabushiki Kaisha Method and apparatus for the control of valve operations in internal combustion engine
US4696266A (en) * 1985-05-14 1987-09-29 Fuji Jukogyo Kabushiki Kaisha Decompression apparatus for engines
JPH01500920A (ja) * 1986-05-21 1989-03-30 ベネット、オートモーティブ、テクノロジー、プロプライエタリ、リミテッド 気体燃料を使用するエンジンの改良
DE3900739A1 (de) * 1989-01-12 1990-07-19 Man Nutzfahrzeuge Ag Verfahren zur steigerung der motorbremsleistung bei viertakt-hubkolben-brennkraftmaschinen
SE466320B (sv) * 1989-02-15 1992-01-27 Volvo Ab Foerfarande och anordning foer motorbromsning med en fyrtakts foerbraenningsmotor
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 (it) * 1991-11-08 1995-10-31 Iveco Fiat Motore provvisto di un dispositivo di frenatura continua, particolarmente per un veicolo industriale.
US5647318A (en) * 1994-07-29 1997-07-15 Caterpillar Inc. Engine compression braking apparatus and method
US5540201A (en) * 1994-07-29 1996-07-30 Caterpillar Inc. Engine compression braking apparatus and method
US5526784A (en) * 1994-08-04 1996-06-18 Caterpillar Inc. Simultaneous exhaust valve opening braking system
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
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
US5957097A (en) * 1997-08-13 1999-09-28 Harley-Davidson Motor Company Internal combustion engine with automatic compression release
JP4020346B2 (ja) * 1998-10-12 2007-12-12 ヤマハ発動機株式会社 エンジンのデコンプ機構
US6189497B1 (en) 1999-04-13 2001-02-20 Gary L. Griffiths Variable valve lift and timing camshaft support mechanism for internal combustion engines
AT500680B8 (de) * 2004-07-01 2007-02-15 Avl List Gmbh Vorrichtung zum zuschalten einer zusätzlichen nockenerhebung für eine brennkraftmaschine
DE102005023006B4 (de) * 2005-05-19 2019-05-23 Daimler Ag Nockenwellenverstelleinrichtung
DE102007056749A1 (de) * 2007-11-26 2009-05-28 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Ventiltrieb einer Brennkraftmaschine mit Mitteln zur Motorbremsung
DE102010011455A1 (de) 2010-03-15 2011-09-15 Schaeffler Technologies Gmbh & Co. Kg Hubkolbenbrennkraftmaschine mit einstellbarem Aufpumpelement
DE102010011454B4 (de) 2010-03-15 2020-08-06 Schaeffler Technologies AG & Co. KG Hubkolbenbrennkraftmaschine mit Dekompressionsmotorbremse
DE102011005575A1 (de) 2011-03-15 2012-09-20 Schaeffler Technologies Gmbh & Co. Kg Ventiltrieb mit Zusatzhub im Nockengrundkreis

Citations (5)

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Publication number Priority date Publication date Assignee Title
US1439798A (en) * 1921-07-09 1922-12-26 Wright Aeronautical Corp Compression-relief device for internal-combustion engines
GB371519A (en) * 1931-02-18 1932-04-28 Ici Ltd Compression release device for internal-combustion engines
FR1461817A (fr) * 1965-01-12 1966-12-09 Tecumseh Products Co Mécanisme de décompression pour moteurs à combustion interne
DE1526485A1 (de) * 1965-10-01 1970-03-19 Jacobs Mfg Co Bremsvorrichtung fuer Brennkraftmaschinen
FR2298000A1 (fr) * 1975-01-17 1976-08-13 Bernard Moteurs Dispositif de decompression pour faciliter le lancement de moteurs a combustion interne

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FR334619A (fr) * 1903-08-13 1903-12-28 Gustave Cornilleau Came extensible pour la régulation des moteurs
US862448A (en) * 1906-04-20 1907-08-06 Gustave Cornilleau Explosive-engine.
US868765A (en) * 1906-11-19 1907-10-22 Dock Gas Engine Company Internal-combustion engine.
AT33177B (de) * 1907-05-15 1908-06-10 Anciens Etablissements Panhard Verfahren und Einrichtung zum Bremsen von Kraftwagen mittels der Antriebskraftmaschine.
US1080495A (en) * 1912-03-13 1913-12-02 Gen Electric Valve-gear for internal-combustion engines.
GB268984A (en) * 1926-05-13 1927-04-14 Triumph Cycle Co Ltd Improvements in the construction of cams for valve operating mechanism
US2178152A (en) * 1938-03-14 1939-10-31 Clinton L Walker Brake cycle for internal combustion engines
FR55635E (fr) * 1943-02-08 1952-09-02 Groupement Francais Pour Le Developpement Des Recherches Aeronautiques Moteur à deux temps à injection de combustible volatil
DE950037C (de) * 1953-11-12 1956-10-04 Eisen & Stahlind Ag Vorrichtung fuer Viertakt-Motoren mit von der Kurbelwelle angetriebener Steuerwelle zur Ermoeglichung eines wahlweisen Betriebs des Motors als Verdichter
US3144009A (en) * 1962-05-14 1964-08-11 Dick Schoep Variable valve timing mechanism
US3395689A (en) * 1966-09-15 1968-08-06 Studebaker Corp Engine decompression apparatus
US3523465A (en) * 1968-10-31 1970-08-11 William Emory Harrell Adjustable cam shafts
FR2258561B1 (fr) * 1974-01-21 1976-10-08 Renault

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1439798A (en) * 1921-07-09 1922-12-26 Wright Aeronautical Corp Compression-relief device for internal-combustion engines
GB371519A (en) * 1931-02-18 1932-04-28 Ici Ltd Compression release device for internal-combustion engines
FR1461817A (fr) * 1965-01-12 1966-12-09 Tecumseh Products Co Mécanisme de décompression pour moteurs à combustion interne
DE1526485A1 (de) * 1965-10-01 1970-03-19 Jacobs Mfg Co Bremsvorrichtung fuer Brennkraftmaschinen
FR2298000A1 (fr) * 1975-01-17 1976-08-13 Bernard Moteurs Dispositif de decompression pour faciliter le lancement de moteurs a combustion interne

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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 (de) * 2000-08-09 2004-02-19 Fev Motorentechnik Gmbh Kolbenbrennkraftmaschine mit Gaswechselventilen, die zur Erzeugung einer zusätzlichen Bremsleistung steuerbar sind

Also Published As

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

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