EP0285877A1 - Valve control device - Google Patents
Valve control device Download PDFInfo
- Publication number
- EP0285877A1 EP0285877A1 EP88104247A EP88104247A EP0285877A1 EP 0285877 A1 EP0285877 A1 EP 0285877A1 EP 88104247 A EP88104247 A EP 88104247A EP 88104247 A EP88104247 A EP 88104247A EP 0285877 A1 EP0285877 A1 EP 0285877A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- valve
- control device
- braking operation
- cylinder body
- control element
- 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.)
- Granted
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- 238000002485 combustion reaction Methods 0.000 claims abstract description 9
- 230000000903 blocking effect Effects 0.000 claims 2
- 230000006835 compression Effects 0.000 description 18
- 238000007906 compression Methods 0.000 description 18
- 239000012528 membrane Substances 0.000 description 1
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Classifications
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- 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
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- 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
- F01L1/20—Adjusting or compensating clearance
- F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
- F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
- F01L1/245—Hydraulic tappets
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- 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
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- 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
- F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
- F01L2013/0089—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque with means for delaying valve closing
- F01L2013/0094—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque with means for delaying valve closing with switchable clamp for keeping valve open
Definitions
- the invention relates to a valve control device for an exhaust valve controlled by a camshaft of a cylinder of an internal combustion engine of a motor vehicle with an exhaust flap brake, an actuator closing a throttle valve in the exhaust of the cylinder to initiate the braking operation.
- valve control device of the exhaust valves has no automatic valve play adjustment.
- Hydraulic valve lash adjusters are known.
- an adjusting piston loaded with a return spring is guided in a cylinder body.
- the valve clearance compensation element is arranged between the camshaft and a valve of an internal combustion engine.
- valve lash adjusters cannot be used in internal combustion engines with an exhaust flap brake, because the exhaust valve flutters during braking. An adjustment would take place in the case of an automatic valve play compensation element.
- the object of the invention is to propose a valve control device of the type mentioned, by means of which an automatic valve lash adjustment is achieved in an internal combustion engine with an exhaust flap brake, without valve lash compensation taking place during braking operation.
- the above object is achieved in a valve control device of the type mentioned at the outset in that a hydraulic valve clearance compensation element is arranged between the camshaft and the exhaust valve, in which an adjusting piston loaded with a return spring is guided in a cylinder body, and in that a control element is provided which is in the Braking operation holds the adjusting piston in relation to the cylinder body in the adjustment position reached at the beginning of braking operation.
- valve lash adjuster is being adjusted according to the particular circumstances during driving, the valve lash adjuster is ineffective during braking operation.
- control element acts in braking operation on the valve lash adjuster element with a force which is greater than or at least equal to the force of the return spring of the valve lash adjuster element and which is directed in the opposite direction. In braking operation, there is no change in the readjustment position of the readjusting piston.
- control element preferably acts on the rocker arm or the push rod or the adjusting piston itself.
- control element blocks the adjusting piston in relation to the cylinder body during braking operation.
- the control element is then preferably integrated in the valve clearance compensation element.
- An internal combustion engine has a cylinder (1) with an exhaust valve (2).
- a throttle valve (4) is arranged in an exhaust pipe (3). This can be operated by means of a pneumatic working cylinder (5).
- a compressed air reservoir (7) is connected to the working cylinder (5) via an engine brake valve (6).
- a rocker arm (8) is associated with the outlet valve (2), with which a push rod (9) is coupled.
- a hydraulic valve lash compensation element (11) is displaceably mounted in the engine block (12) between the end of the push rod (9) facing away from the rocker arm (8) and a camshaft (10). This is connected to the engine's pressure oil via a bore (13).
- the valve clearance compensation element (11) has a cylinder body (14) in which an adjusting piston (15) is guided.
- An oil pressure chamber (16) is formed in the adjusting piston (15) and is connected to the bore (13) and thus the oil pressure of the engine via channels (17).
- a check valve (18) and a return spring (19) are arranged between the adjusting piston (15) and the cylinder body (14) (cf. FIGS. 6 to 8).
- Such valve clearance compensation elements (11) are commercially available components.
- the cylinder body (14) abuts the camshaft (10).
- the push rod (9) is fixed on the adjusting piston (15).
- a control element (21) is provided on a cylinder head (20), under which the rocker arm (8) is arranged.
- the control element (21) according to FIG. 1 has a control piston (22) which is guided in a pressure chamber (23).
- the pressure chamber (23) is also connected to the engine brake valve (6).
- a compression spring (24) is arranged between the Control piston (22) and the rocker arm (8).
- the exhaust valve (2) flutters during braking.
- the rocker arm (8) does not follow this fluttering movement. It is actuated by the camshaft (10) via the valve lash adjuster (11) and the push rod (9).
- the force exerted on the rocker arm (8) via the compression spring (24) and the control piston (22) is so great that the return spring (19) cannot relax. This ensures that the readjustment position of the readjusting piston (15) with respect to the cylinder body (14) does not change compared to the state which was reached before the braking operation was switched on.
- the throttle valve (4) opens.
- the control piston (2) is relieved and pushed back in the pressure chamber (23).
- the rocker arm (8) rests on the exhaust valve (2).
- the exhaust valve (2) is now controlled by the camshaft (10) via the valve lash adjuster (11), the push rod (9) and the rocker arm (8).
- the force of the compression spring (24) alone is less than the force of the return spring (19), so that the valve clearance compensation element (11) now works in the known manner when driving.
- an actuating arm (25) with a stop surface (26) is provided on the rocker arm (8).
- the stop surface (26) faces the control piston (22) of the control element (21). This is pressed into its rest position of the driving operation by a return spring (27), which is shown in FIG. 3.
- No spring is provided between the control piston (22) and the stop surface (26).
- the pressure chamber (23) is acted upon pneumatically so that the control piston (22) hits the stop surface (26) and thus pressurizes the valve clearance compensation element (11) via the push rod (9) in such a way that the adjusting piston (15) compared to the cylinder body (14) under the action of the return spring (19) is unable to readjust.
- the pneumatic connection of the pressure chamber (23) acts here as a gas pressure spring, which allows the rocker arm (8) to move due to the camshaft (10) during braking.
- control element (21) acts directly on the rocker arm (8).
- an angle lever (28) is provided between the control element (21) and the rocker arm (8) as an intermediate element, one arm (29) of which rests on the rocker arm (8) and the other arm (30) of the control element ( 21) is applied.
- control element (21) is pneumatic or hydraulic actuatable membrane arrangement (31) indicated.
- the arm (29) can also abut the rocker arm (8) with a roller with a sliding or roller bearing.
- a collar (32) is formed on the push rod (9).
- the upper end of the push rod (9) is held on a head (33) of the rocker arm (8).
- 5 shows an electromagnet (35) as the control element (21).
- the electromagnet (35) is dimensioned such that the force exerted by it in braking operation holds the readjusting position of the adjusting piston (15) achieved at the beginning of the braking operation with respect to the cylinder body (14).
- the fork (34) can also be arranged so that it rests directly on the adjusting piston (15).
- control elements (21) and also that of the intermediate elements (28, 34) is designed according to the spatial conditions.
- a pneumatically, hydraulically or electromagnetically operating control element (21) is used for the control system. If a purely mechanical drive of the throttle valve (4) is provided, a mechanical control element (21) is used accordingly.
- control element (21) is integrated in the valve clearance compensation element (11).
- the control element (21) does not act on the rocker arm (8) or the push rod (6) here, but acts directly between the adjusting piston (15) and the cylinder body (14).
- a raster pin (37) is slidably mounted in a transverse bore (36) of the adjusting piston (15). This has a tooth tip (38) at one end. On the inside of the cylinder body (14), a toothing (39) is provided, the length (L) of which is at least equal to the possible adjustment stroke of the adjustment piston (15) in the cylinder body (14).
- the transverse bore (36) is open via a ring channel (40) of the adjusting piston (15) and a bore (41) in the cylinder body (14) to a control oil line (42).
- the locking pin (37) is loaded by means of a compression spring (43) in the direction of a stop ring (44).
- the control works as follows:
- the control oil line (42) is depressurized when driving. Accordingly, the compression spring (43) presses the raster pin (37) against the stop ring (44), its tooth tip (38) not engaging in the toothing (39). If the engine brake valve (6) is actuated, the control oil line (42) is under pressure.
- the raster pin (37) is pressed against the force of the compression spring (43) with its tooth tip (38) into the toothing (39) so that the adjusting piston (15) can no longer move relative to the cylinder body (14).
- An adjustment position of the adjusting piston (15) reached before the braking operation is thus fixed in the cylinder body (14) as long as the braking operation continues.
- the tooth tip (38) engages in the toothing (39).
- the control element (21) according to FIG. 6 can be designed such that the tooth tip (38) of the locking bolt (37) in braking operation by means of the compression spring (43) into the toothing ( 39) pressed becomes.
- the raster pin (37) is then pushed out of the toothing (39) by the oil pressure.
- no control oil line (42) is provided in the exemplary embodiment according to FIG. 7, in comparison to the exemplary embodiment according to FIG. 6, no control oil line (42) is provided.
- the raster pin (37) has an actuating surface (46) facing the blind bore (45).
- the compression spring (43) presses the tooth tip (38) of the locking pin (37) in the direction of the toothing (39).
- the raster pin (37) is held against its force against the force of the compression spring (43) via its actuating surface (46) so that its tooth tip (38) does not engage in the toothing (39).
- the oil pressure in the oil pressure chamber (16) is switched off.
- the compression spring (43) then presses the tooth tip (38) into the toothing (39), so that the adjusting piston (15) is blocked with respect to the cylinder body (14).
- a clamping cam (48) is tiltably mounted on the adjusting piston (15) on a transverse axis (47).
- the clamping cam (48) is open with a side surface (49) to the oil pressure chamber (16).
- a compression spring (50) is in the clamping cam (48) arranged, which is supported against a side (49) opposite surface (51) of the adjusting piston (15).
- An end face (52) of the clamping cam (48) is part-circular and faces an inner surface (53) of the cylinder body (14).
- the oil pressure chamber (16) When the engine is running, the oil pressure chamber (16) is under pressure.
- the side surface (49) of the clamping cam (48) is pressurized and the clamping cam (48) is held against the force of the compression spring (50) in the position shown in FIG. 8, in which the end surface (52) does not hold the inner surface (53) touched.
- the adjusting piston (15) is thus adjustable relative to the cylinder body (14).
- an additional piston can be stored in the adjusting piston (15), which is pressurized by the oil pressure chamber (16) and acts on the side surface (49).
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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)
- Valve-Gear Or Valve Arrangements (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
Bei einer Ventilsteuereinrichtung eines Auslaßventils(2) eines Verbrennungsmotors eines Kraftfahrzeugs mit Auspuffklappenbremse ist im Bremsbetrieb eine Drosselklappe(4) im Auspuff geschlossen. Es soll zwar im Fahrbetrieb, jedoch nicht im Bremsbetrieb ein Ventilspielausgleich erfolgen. Hierfür ist ein hydraulisches Ventilspielausgleichselement(11) vorgesehen, bei dem in einem Zylinderkörper(14) ein mit einer Rückstellfeder(19) belasteter Nachstellkolben(15) geführt ist. Ein Steuerelement(21) hält im Bremsbetrieb den Nachstellkolben(15) gegenüber dem Zylinderkörper(14) in einer bei Beginn des Bremsbetriebs erreichten Nachstellage fest.In a valve control device of an exhaust valve (2) of an internal combustion engine of a motor vehicle with an exhaust flap brake, a throttle valve (4) in the exhaust is closed during braking operation. Valve clearance compensation should take place while driving, but not when braking. A hydraulic valve lash adjuster (11) is provided for this purpose, in which an adjusting piston (15) loaded with a return spring (19) is guided in a cylinder body (14). A control element (21) holds the readjusting piston (15) in relation to the cylinder body (14) in the readjustment position reached at the start of the braking operation in braking operation.
Description
Die Erfindung betrifft eine Ventilsteuereinrichtung für ein von einer Nockenwelle gesteuertes Auslaßventil eines Zylinders eines Verbrennungsmotors eines Kraftfahrzeugs mit einer Auspuffklappenbremse, wobei zum Einleiten des Bremsbetriebs ein Stellglied eine Drosselklappe im Auspuff des Zylinders schließt.The invention relates to a valve control device for an exhaust valve controlled by a camshaft of a cylinder of an internal combustion engine of a motor vehicle with an exhaust flap brake, an actuator closing a throttle valve in the exhaust of the cylinder to initiate the braking operation.
Bei bekannten Kraftfahrzeug-Verbrennungsmotoren mit Auspuffklappenbremse (Motorbremse) weist die Ventilsteuereinrichtung der Auslaßventile keine selbsttätige Ventilspielnachstellung auf.In known motor vehicle internal combustion engines with an exhaust flap brake (engine brake), the valve control device of the exhaust valves has no automatic valve play adjustment.
Es sind hydraulische Ventilspielausgleichselemente bekannt. Bei diesen ist in einem Zylinderkörper ein mit einer Rückstellfeder belasteter Nachstellkolben geführt. Das Ventilspielausgleichselement ist zwischen der Nockenwelle und einem Ventil eines Verbrennungsmotors angeordnet.Hydraulic valve lash adjusters are known. In these, an adjusting piston loaded with a return spring is guided in a cylinder body. The valve clearance compensation element is arranged between the camshaft and a valve of an internal combustion engine.
Bekannte Ventilspielausgleichselemente lassen sich bei Verbrennungsmotoren mit Auspuffklappenbremse nicht einsetzen, denn im Bremsbetrieb flattert das Auslaßventil. Dabei würde bei einem selbsttätigen Ventilspielausgleichselement ein Nachstellen erfolgen.Known valve lash adjusters cannot be used in internal combustion engines with an exhaust flap brake, because the exhaust valve flutters during braking. An adjustment would take place in the case of an automatic valve play compensation element.
Dies hätte jedoch zur Folge, daß beim anschließenden Fahrbetrieb das Auslaßventil nicht mehr vollständig schließen würde. Das Auslaßventil würde dadurch beschädigtHowever, this would have the consequence that the exhaust valve would no longer close completely during the subsequent driving operation. This would damage the exhaust valve
Aufgabe der Erfindung ist es, eine Ventilsteuereinrichtung der eingangs genannten Art vorzuschlagen, durch die bei einem Verbrennungsmotor mit Auspuffklappenbremse ein selbsttätiger Ventilspielausgleich erreicht ist, ohne daß während des Bremsbetriebes ein Ventilspielausgleich erfolgt.The object of the invention is to propose a valve control device of the type mentioned, by means of which an automatic valve lash adjustment is achieved in an internal combustion engine with an exhaust flap brake, without valve lash compensation taking place during braking operation.
Erfindungsgemäß ist obige Aufgabe bei einer Ventilsteuereinrichtung der eingangs genannten Art dadurch gelöst, daß zwischen der Nockenwelle und dem Auslaßventil ein hydraulisches Ventilspielausgleichselement angeordnet ist, bei dem in einem Zylinderkörper ein mit einer Rückstellfeder belasteter Nachstellkolben geführt ist, und daß ein Steuerelement vorgesehen ist, das im Bremsbetrieb den Nachstellkolben gegenüber dem Zylinderkörper in der bei Beginn des Bremsbetriebs jeweils erreichten Nachstellage festhält.According to the invention, the above object is achieved in a valve control device of the type mentioned at the outset in that a hydraulic valve clearance compensation element is arranged between the camshaft and the exhaust valve, in which an adjusting piston loaded with a return spring is guided in a cylinder body, and in that a control element is provided which is in the Braking operation holds the adjusting piston in relation to the cylinder body in the adjustment position reached at the beginning of braking operation.
Dadurch ist erreicht, daß zwar während des Fahrbetriebs mittels des Ventilspielausgleichselements nach den jeweiligen Gegebenheiten eine Nachstellung des Ventils erfolgt und daß jedoch während des Bremsbetriebs das Ventilspielausgleichselement wirkungslos ist.It is thereby achieved that, while the valve lash adjuster is being adjusted according to the particular circumstances during driving, the valve lash adjuster is ineffective during braking operation.
In einer Ausgestaltung der Erfindung beaufschlagt das Steuerelement im Bremsbetrieb das Ventilspielausgleichselement mit einer Kraft, die größer oder mindenstens gleich der Kraft der Rückstellfeder des Ventilspielausgleichselements ist und die dieser entgegengerichtet ist. Im Bremsbetrieb erfolgt damit keine Änderung der Nachstellage des Nachstellkolbens.In one embodiment of the invention, the control element acts in braking operation on the valve lash adjuster element with a force which is greater than or at least equal to the force of the return spring of the valve lash adjuster element and which is directed in the opposite direction. In braking operation, there is no change in the readjustment position of the readjusting piston.
Sind zwischen dem Ventilspielausgleichselement eine Stößelstange und ein Kipphebel angeordnet, dann beaufschlagt das Steuerelement vorzugsweise den Kipphebel oder die Stößelstange oder den Nachstellkolben selbst.If a push rod and a rocker arm are arranged between the valve clearance compensation element, then the control element preferably acts on the rocker arm or the push rod or the adjusting piston itself.
In einer anderen Ausgestaltung der Erfindung blockiert das Steuerelement im Bremsbetrieb den Nachstellkolben gegenüber dem Zylinderkörper. Das Steuerelement ist dann vorzugsweise in das Ventilspielausgleichselement integriert.In another embodiment of the invention, the control element blocks the adjusting piston in relation to the cylinder body during braking operation. The control element is then preferably integrated in the valve clearance compensation element.
Weitere vorteilhafte Ausgestaltungen der Erfindung ergeben sich aus den Unteransprüchen und der folgenden Beschreibung von Ausführungsbeispielen. In der Zeichnung zeigen:
Figur 1 eine Ventilsteuereinrichtung bei einem Verbrennungsmotor mit Auspuffklappenbremse, schematisch, wobei das Steuerelement einen Kipphebel beaufschlagt,Figur 2 eine Teilansicht eines weiteren Ausführungsbeispiels nachFigur 1,Figur 3 eine Teilansicht eines weiteren Ausführungsbeispiels nachFigur 1,- Figur 4 eine Teilansicht eines weiteren Ausführungsbeispiels nach
Figur 1, Figur 5 eine Teilansicht eines Ausführungsbeispiels, bei dem das Steuerelement an einer Stößelstange angreift,Figur 6 ein Ventilspielausgleichselement im Schnitt, in dem das Steuerelement integriert ist,Figur 7 ein weiteres Ausführungsbeispiel nachFigur 6 undFigur 8 ein weiteres Ausführungsbeispiel nachFigur 6.
- FIG. 1 shows a valve control device in an internal combustion engine with an exhaust flap brake, schematically, the control element acting on a rocker arm,
- FIG. 2 shows a partial view of a further exemplary embodiment according to FIG. 1,
- FIG. 3 shows a partial view of a further exemplary embodiment according to FIG. 1,
- FIG. 4 shows a partial view of a further exemplary embodiment according to FIG. 1,
- FIG. 5 shows a partial view of an exemplary embodiment in which the control element acts on a push rod,
- FIG. 6 shows a valve clearance compensation element in section, in which the control element is integrated,
- Figure 7 shows another embodiment of Figure 6 and
- 8 shows a further exemplary embodiment according to FIG. 6.
Ein Verbrennungsmotor weist einen Zylinder(1) mit einem Auslaßventil(2) auf. In einem Auspuffrohr(3) ist eine Drosselklappe(4) angeordnet. Diese ist mittels eines pneumatischen Arbeitszylinders(5) zu betätigen. An den Arbeitszylinder(5) ist über ein Motorbremsventil(6) ein Druckluftspeicher(7) angeschlossen.An internal combustion engine has a cylinder (1) with an exhaust valve (2). A throttle valve (4) is arranged in an exhaust pipe (3). This can be operated by means of a pneumatic working cylinder (5). A compressed air reservoir (7) is connected to the working cylinder (5) via an engine brake valve (6).
Dem Auslaßventil(2) ist ein Kipphebel(8) zugeordnet, mit dem eine Stößelstange(9) gekoppelt ist. Zwischen dem dem Kipphebel(8) abgewandten Ende der Stößelstange(9) und einer Nockenwelle(10) ist ein hydraulisches Ventilspielausgleichselement(11) im Motorblock(12) verschieblich gelagert. Dieses ist über eine Bohrung(13) mit dem Drucköl des Motors verbunden.A rocker arm (8) is associated with the outlet valve (2), with which a push rod (9) is coupled. A hydraulic valve lash compensation element (11) is displaceably mounted in the engine block (12) between the end of the push rod (9) facing away from the rocker arm (8) and a camshaft (10). This is connected to the engine's pressure oil via a bore (13).
Das Ventilspielausgleichselement(11) weist einen Zylinderkörper(14) auf, in dem ein Nachstellkolben(15) geführt ist. Im Nachstellkolben(15) ist ein Öldruckraum(16) ausgebildet, der über Kanäle(17) mit der Bohrung(13) und damit dem Öldruck des Motors verbunden ist. Zwischen dem Nachstellkolben(15) und dem Zylinderkörper(14) sind ein Rückschlagventil(18) und eine Rückstellfeder(19) angeordnet (vgl. Fig. 6 bis 8). Derartige Ventilspielausgleichselemente(11) sind handelsübliche Bauteile.The valve clearance compensation element (11) has a cylinder body (14) in which an adjusting piston (15) is guided. An oil pressure chamber (16) is formed in the adjusting piston (15) and is connected to the bore (13) and thus the oil pressure of the engine via channels (17). A check valve (18) and a return spring (19) are arranged between the adjusting piston (15) and the cylinder body (14) (cf. FIGS. 6 to 8). Such valve clearance compensation elements (11) are commercially available components.
Der Zylinderkörper(14) liegt an der Nockenwelle(10) an. Am Nachstellkolben(15) ist die Stößelstange(9) festgelegt.The cylinder body (14) abuts the camshaft (10). The push rod (9) is fixed on the adjusting piston (15).
An einem Zylinderkopf(20), unter dem der Kipphebel(8) angeordnet ist, ist ein Steuerelement(21) vorgesehen. Das Steuerelement(21) nach Figur 1 weist einen Steuerkolben(22) auf, der in einem Druckraum(23) geführt ist. Der Druckraum(23) ist ebenfalls an das Motorbremsventil(6) angeschlossen. Zwischen dem Steuerkolben(22) und dem Kipphebel(8) ist eine Druckfeder(24) angeordnet.A control element (21) is provided on a cylinder head (20), under which the rocker arm (8) is arranged. The control element (21) according to FIG. 1 has a control piston (22) which is guided in a pressure chamber (23). The pressure chamber (23) is also connected to the engine brake valve (6). Between the Control piston (22) and the rocker arm (8), a compression spring (24) is arranged.
Die Funktionsweise der beschriebenen Steuereinrichtung nach Figur 1 ist etwa folgende:The operation of the described control device according to FIG. 1 is approximately as follows:
In Figur 1 ist der Motorbremsbetrieb gezeigt. Das Motorbremsventil(6) ist betätigt, so daß die mittels des Arbeitszylinders(5) betätigte Drosselklappe(4) das Auspuffrohr(3) geschlossen hält und der Steuerkolben(22) die Druckfeder(24) auf den Kipphebel(8) entgegen der Kraftrichtung der Rückstellfeder(19) drückt.In Figure 1, the engine braking operation is shown. The engine brake valve (6) is actuated so that the throttle valve (4) actuated by means of the working cylinder (5) keeps the exhaust pipe (3) closed and the control piston (22) presses the compression spring (24) on the rocker arm (8) against the direction of force Return spring (19) presses.
Im Bremsbetrieb flattert das Auslaßventil(2). Der Kipphebel(8) folgt dieser Flatterbewegung nicht. Er wird von der Nockenwelle(10) über das Ventilspielausgleichselement(11) und die Stößelstange(9) betätigt. Die über die Druckfeder(24) und den Steuerkolben(22) auf den Kipphebel(8) ausgeübte Kraft ist so groß, daß sich die Rückstellfeder(19) nicht entspannen kann. Dadurch ist gewährleistet, daß sich die Nachstellage des Nachstellkolbens(15) gegenüber dem Zylinderkörper(14) nicht im Vergleich zu dem Zustand verändert, der vor dem Einschalten des Bremsbetriebs erreicht war.The exhaust valve (2) flutters during braking. The rocker arm (8) does not follow this fluttering movement. It is actuated by the camshaft (10) via the valve lash adjuster (11) and the push rod (9). The force exerted on the rocker arm (8) via the compression spring (24) and the control piston (22) is so great that the return spring (19) cannot relax. This ensures that the readjustment position of the readjusting piston (15) with respect to the cylinder body (14) does not change compared to the state which was reached before the braking operation was switched on.
Wird das Motorbremsventil(6) abgeschaltet, dann öffnet die Drosselklappe(4). Außerdem wird der Steuerkolben(2) entlastet und im Druckraum(23) zurückgeschoben. Der Kipphebel(8) liegt am Auslaßventil(2) an. Das Auslaßventil(2) wird nun von der Nockenwelle(10) über das Ventilspielausgleichselement(11), die Stößelstange(9) und den Kipphebel(8) gesteuert. Die Kraft der Druckfeder(24) allein ist kleiner als die Kraft der Rückstellfeder(19), so daß das Ventilspielausgleichselement(11) jetzt, im Fahrbetrieb, in der bekannten Weise arbeitet.If the engine brake valve (6) is switched off, the throttle valve (4) opens. In addition, the control piston (2) is relieved and pushed back in the pressure chamber (23). The rocker arm (8) rests on the exhaust valve (2). The exhaust valve (2) is now controlled by the camshaft (10) via the valve lash adjuster (11), the push rod (9) and the rocker arm (8). The force of the compression spring (24) alone is less than the force of the return spring (19), so that the valve clearance compensation element (11) now works in the known manner when driving.
Beim Ausführungsbeispiel nach Figur 1 ist davon ausgegangen, daß die Druckfeder(24) auch im Fahrbetrieb an dem Kipphebel(8) ansteht. Demgegenüber ist beim Ausführungsbeispiel nach Figur 2 die Druckfeder(24) so gestaltet, daß sie nur im Bremsbetrieb, jedoch nicht im Fahrbetrieb an dem Kipphebel(8) ansteht. In Figur 2 ist der Fahrbetrieb dargestellt. Die Druckfeder(24) ist vom Kipphebel(8) zumindest in der Grundkreisphase abgehoben. Dies vereinfacht die Auswahl und Dimensionierung der Druckfeder(24).In the embodiment of Figure 1 is one of them assumed that the compression spring (24) is present on the rocker arm (8) even when driving. In contrast, in the exemplary embodiment according to FIG. 2, the compression spring (24) is designed such that it is applied to the rocker arm (8) only in braking operation, but not in driving operation. In Figure 2, the driving operation is shown. The compression spring (24) is lifted off the rocker arm (8) at least in the base circle phase. This simplifies the selection and dimensioning of the compression spring (24).
Beim Ausführungsbeispiel nach Figur 3 ist an dem Kipphebel(8) ein Betätigungsarm(25) mit einer Anschlagfläche(26) vorgesehen. Der Anschlagfläche(26) steht der Steuerkolben(22) des Steuerelements(21) gegenüber. Dieser ist mittels einer Rückstellfeder(27) in seine Ruhestellung des Fahrbetriebs gedrückt, die in Figur 3 gezeigt ist. Zwischen dem Steuerkolben(22) und der Anschlagfläche(26) ist keine Feder vorgesehen. Im Falle des Bremsbetriebs wird der Druckraum(23) pneumatisch beaufschlagt, so daß der Steuerkolben(22) auf die Anschlagfläche(26) trifft und damit über die Stößelstange(9) das Ventilspielausgleichselement(11) so druckbeaufschlagt, daß sich der Nachstellkolben(15) gegenüber dem Zylinderkörper(14) unter der Wirkung der Rückstellfeder(19) nicht nachzustellen vermag. Der Pneumatikanschluß des Druckraums(23) wirkt hier als Gasdruckfeder, die im Bremsbetrieb die durch die Nockenwelle(10) bedingte Bewegung des Kipphebels(8) zuläßt.In the exemplary embodiment according to FIG. 3, an actuating arm (25) with a stop surface (26) is provided on the rocker arm (8). The stop surface (26) faces the control piston (22) of the control element (21). This is pressed into its rest position of the driving operation by a return spring (27), which is shown in FIG. 3. No spring is provided between the control piston (22) and the stop surface (26). In the case of braking operation, the pressure chamber (23) is acted upon pneumatically so that the control piston (22) hits the stop surface (26) and thus pressurizes the valve clearance compensation element (11) via the push rod (9) in such a way that the adjusting piston (15) compared to the cylinder body (14) under the action of the return spring (19) is unable to readjust. The pneumatic connection of the pressure chamber (23) acts here as a gas pressure spring, which allows the rocker arm (8) to move due to the camshaft (10) during braking.
Bei den Ausführungsbeispielen nach den Figuren 1 bis 3 wirkt das Steuerelement(21) direkt auf den Kipphebel(8). Beim Ausführungsbeispiel nach Figur 4 ist zwischen dem Steuerelement(21) und dem Kipphebel(8) als Zwischenglied ein Winkelhebel(28) vorgesehen, dessen einer Arm(29) an dem Kipphebel(8) anliegt und dessen anderer Arm(30) vom Steuerelement(21) beaufschlagt ist. Als Steuerelement(21) ist in Figur 4 eine pneumatisch oder hydraulisch betätigbare Membrananordnung(31) angedeutet. Der Arm(29) kann auch mit einer gleit- oder wälzgelagerten Rolle an dem Kipphebel(8) anliegen.In the exemplary embodiments according to FIGS. 1 to 3, the control element (21) acts directly on the rocker arm (8). In the exemplary embodiment according to FIG. 4, an angle lever (28) is provided between the control element (21) and the rocker arm (8) as an intermediate element, one arm (29) of which rests on the rocker arm (8) and the other arm (30) of the control element ( 21) is applied. In Figure 4, the control element (21) is pneumatic or hydraulic actuatable membrane arrangement (31) indicated. The arm (29) can also abut the rocker arm (8) with a roller with a sliding or roller bearing.
Beim Ausführungsbeispiel nach Figur 5 ist an der Stößelstange(9) ein Bund(32) ausgebildet. Das obere Ende der Stößelstange(9) ist an einem Kopf(33) des Kipphebels(8) gehalten. An dem Bund(32) liegt als Zwischenglied eine schwenkbar gelagerte Gabel(34) an, an der das Steuerelement(21) angreift. In Figur 5 ist als Steuerelement(21) ein Elektromagnet(35) gezeigt. Der Elektromagnet(35) ist so dimensioniert, daß die von ihm im Bremsbetrieb ausgeübte Kraft die bei Beginn des Bremsbetriebs erreichte Nachstellage des Nachstellkolbens(15) gegenüber dem Zylinderkörper(14) hält.In the exemplary embodiment according to FIG. 5, a collar (32) is formed on the push rod (9). The upper end of the push rod (9) is held on a head (33) of the rocker arm (8). A pivotable fork (34), on which the control element (21) engages, rests on the collar (32) as an intermediate member. 5 shows an electromagnet (35) as the control element (21). The electromagnet (35) is dimensioned such that the force exerted by it in braking operation holds the readjusting position of the adjusting piston (15) achieved at the beginning of the braking operation with respect to the cylinder body (14).
Die Gabel(34) kann auch so angeordnet sein, daß sie direkt am Nachstellkolben(15) anliegt.The fork (34) can also be arranged so that it rests directly on the adjusting piston (15).
Die Anordnung der Steuerelemente(21) und ebenso die der Zwischenglieder(28,34) wird je nach den räumlichen Gegebenheiten gestaltet. Je nach dem für die Steuerung der Drosselklappe(4) vorgesehenen Antriebssystem wird der Steuerung entsprechend ein pneumatisch, hydraulisch oder elektromagnetisch arbeitendes Steuerelement(21) eingesetzt. Ist ein rein mechanischer Antrieb der Drosselklappe(4) vorgesehen, wird dementsprechend ein mechanisches Steuerelement(21) verwendet.The arrangement of the control elements (21) and also that of the intermediate elements (28, 34) is designed according to the spatial conditions. Depending on the drive system provided for controlling the throttle valve (4), a pneumatically, hydraulically or electromagnetically operating control element (21) is used for the control system. If a purely mechanical drive of the throttle valve (4) is provided, a mechanical control element (21) is used accordingly.
Bei den Ausführungen nach den Figuren 6, 7 und 8 ist das Steuerelement(21) in das Ventilspielausgleichselement(11) integriert.In the embodiments according to FIGS. 6, 7 and 8, the control element (21) is integrated in the valve clearance compensation element (11).
Das Steuerelement(21) beaufschlagt hier nicht den Kipphebel(8) oder die Stößelstange(6), sondern wirkt direkt zwischen dem Nachstellkolben(15) und dem Zylinderkörper(14).The control element (21) does not act on the rocker arm (8) or the push rod (6) here, but acts directly between the adjusting piston (15) and the cylinder body (14).
Beim Ausführungsbeispiel nach Figur 6 ist in einer Querbohrung(36) des Nachstellkolbens(15) ein Rasterbolzen(37) verschieblich gelagert. Dieser weist an seinem einen Ende eine Zahnspitze(38) auf. Innen am Zylinderkörper(14) ist eine Verzahnung(39) vorgesehen, deren Länge(L) dem möglichen Nachstellhub des Nachstellkolbens(15) im Zylinderkörper(14) mindestens gleich ist. Die Querbohrung(36) ist über einen Ringkanal(40) des Nachstellkolbens(15) und eine Bohrung(41) im Zylinderkörper(14) zu einer Steuerölleitung(42) hin offen. Der Rasterbolzen(37) ist mittels einer Druckfeder(43) in Richtung auf einen Anschlagring(44) belastet.In the exemplary embodiment according to FIG. 6, a raster pin (37) is slidably mounted in a transverse bore (36) of the adjusting piston (15). This has a tooth tip (38) at one end. On the inside of the cylinder body (14), a toothing (39) is provided, the length (L) of which is at least equal to the possible adjustment stroke of the adjustment piston (15) in the cylinder body (14). The transverse bore (36) is open via a ring channel (40) of the adjusting piston (15) and a bore (41) in the cylinder body (14) to a control oil line (42). The locking pin (37) is loaded by means of a compression spring (43) in the direction of a stop ring (44).
Die Funktionsweise des Steuerelements ist etwa folgende:
Im Fahrbetrieb ist die Steuerölleitung(42) drucklos. Dementsprechend drückt die Druckfeder(43) den Rasterbolzen(37) gegen den Anschlagring(44), wobei seine Zahnspitze(38) nicht in die Verzahnung(39) eingreift. Wird das Motorbremsventil(6) betätigt, dann steht die Steuerölleitung(42) unter Druck. Der Rasterbolzen(37) wird dabei entgegen der Kraft der Druckfeder(43) mit seiner Zahnspitze(38) in die Verzahnung(39) gedrückt, so daß der Nachstellkolben(15) sich nicht mehr gegenüber dem Zylinderkörper(14) bewegen kann. Damit ist eine vor dem Bremsbetrieb erreichte Nachstellage des Nachstellkolbens(15) im Zylinderkörper(14) fixiert, solange der Bremsbetrieb andauert. Je nach der vor einem Bremsbetrieb erreichten Nachstellage greift die Zahnspitze(38) in die Verzahnung(39) ein.The control works as follows:
The control oil line (42) is depressurized when driving. Accordingly, the compression spring (43) presses the raster pin (37) against the stop ring (44), its tooth tip (38) not engaging in the toothing (39). If the engine brake valve (6) is actuated, the control oil line (42) is under pressure. The raster pin (37) is pressed against the force of the compression spring (43) with its tooth tip (38) into the toothing (39) so that the adjusting piston (15) can no longer move relative to the cylinder body (14). An adjustment position of the adjusting piston (15) reached before the braking operation is thus fixed in the cylinder body (14) as long as the braking operation continues. Depending on the readjustment position reached before braking operation, the tooth tip (38) engages in the toothing (39).
Wenn die Bremsanlage so aufgebaut ist, daß im Bremsbetrieb der Öldruck wegfällt, läßt sich das Steuerelement(21) nach Figur 6 so gestalten, daß die Zahnspitze(38) des Rasterbolzens(37) im Bremsbetrieb mittels der Druckfeder(43) in die Verzahnung(39) gedrückt wird. Im Fahrbetrieb wird dann der Rasterbolzen(37) durch den Öldruck aus der Verzahnung(39) geschoben.If the brake system is constructed in such a way that the oil pressure is eliminated in braking operation, the control element (21) according to FIG. 6 can be designed such that the tooth tip (38) of the locking bolt (37) in braking operation by means of the compression spring (43) into the toothing ( 39) pressed becomes. When driving, the raster pin (37) is then pushed out of the toothing (39) by the oil pressure.
Beim Ausführungsbeispiel nach Figur 7 ist im Vergleich zum Ausführungsbeispiel nach Figur 6 keine Steuerölleitung(42) vorgesehen. In dem Nachstellkolben(15) ist eine zum Öldruckraum(16) hin offene Sackbohrung(45) ausgebildet, die die Querbohrung(36) schneidet. Der Rasterbolzen(37) weist eine der Sackbohrung(45) zugewandte Betätigungsfläche(46) auf. Die Druckfeder(43) drückt die Zahnspitze(38) des Rasterbolzens(37) in Richtung auf die Verzahnung(39).In the exemplary embodiment according to FIG. 7, in comparison to the exemplary embodiment according to FIG. 6, no control oil line (42) is provided. In the adjusting piston (15) there is a blind bore (45) which is open towards the oil pressure chamber (16) and intersects the transverse bore (36). The raster pin (37) has an actuating surface (46) facing the blind bore (45). The compression spring (43) presses the tooth tip (38) of the locking pin (37) in the direction of the toothing (39).
Solange der Öldruckraum(16) und damit die Sackbohrung(45) - im Fahrbetrieb - unter Druck stehen, wird der Rasterbolzen(37) über seine Betätigungsfläche(46) entgegen der Kraft der Druckfeder(43) so gehalten, daß seine Zahnspitze(38) nicht in die Verzahnung(39) greift. Im Bremsbetrieb wird der Öldruck des Öldruckraums(16) abgeschaltet. Die Druckfeder(43) drückt dann die Zahnspitze(38) in die Verzahnung(39), so daß der Nachstellkolben(15) gegenüber dem Zylinderkörper(14) blockiert ist.As long as the oil pressure chamber (16) and thus the blind bore (45) are under pressure while driving, the raster pin (37) is held against its force against the force of the compression spring (43) via its actuating surface (46) so that its tooth tip (38) does not engage in the toothing (39). In braking mode, the oil pressure in the oil pressure chamber (16) is switched off. The compression spring (43) then presses the tooth tip (38) into the toothing (39), so that the adjusting piston (15) is blocked with respect to the cylinder body (14).
Auch beim Abschalten des Motors fällt der Druck im Öldruckraum(16) ab, so daß auch dann der Nachstellkolben(15) gegenüber dem Zylinderkörper(14) blockiert wird. Bei abgeschaltetem Motor kann sich somit der Nachstellkolben(15) weder in der einen noch in der anderen Richtung verschieben. Dies vermindert Klappergeräusche bei einem nachfolgenden Kaltstart des Motors.Even when the engine is switched off, the pressure in the oil pressure chamber (16) drops, so that the adjusting piston (15) is then also blocked with respect to the cylinder body (14). When the engine is switched off, the adjusting piston (15) cannot move in either direction. This reduces rattling noises when the engine is subsequently cold started.
Beim Ausführungsbeispiel nach Figur 8 ist am Nachstellkolben(15) an einer Querachse(47) ein Klemmnocken(48) kippbar gelagert. Der Klemmnocken(48) liegt mit einer Seitenfläche(49) zum Öldruckraum(16) offen. In dem Klemmnocken(48) ist eine Druckfeder(50) angeordnet, die sich gegen eine der Seitenfläche(49) gegenüberliegende Fläche(51) des Nachstellkolbens(15) abstützt. Eine Stirnfläche(52) des Klemmnockens(48) ist teilkreisförmig ausgebildet und steht einer Innenfläche(53) des Zylinderkörpers(14) gegenüber.In the embodiment according to FIG. 8, a clamping cam (48) is tiltably mounted on the adjusting piston (15) on a transverse axis (47). The clamping cam (48) is open with a side surface (49) to the oil pressure chamber (16). A compression spring (50) is in the clamping cam (48) arranged, which is supported against a side (49) opposite surface (51) of the adjusting piston (15). An end face (52) of the clamping cam (48) is part-circular and faces an inner surface (53) of the cylinder body (14).
Im Fahrbetrieb des Motors steht der Öldruckraum(16) unter Druck. Dabei ist die Seitenfläche(49) des Klemmnockens(48) druckbeaufschlagt und der Klemmnocken(48) ist entgegen der Kraft der Druckfeder(50) in der in Figur 8 dargestellten Stellung gehalten, in der die Stirnfläche(52) die Innenfläche(53) nicht berührt. Der Nachstellkolben(15) ist damit gegenüber dem Zylinderkörper(14) verstellbar.When the engine is running, the oil pressure chamber (16) is under pressure. The side surface (49) of the clamping cam (48) is pressurized and the clamping cam (48) is held against the force of the compression spring (50) in the position shown in FIG. 8, in which the end surface (52) does not hold the inner surface (53) touched. The adjusting piston (15) is thus adjustable relative to the cylinder body (14).
Im Bremsbetrieb wird der Öldruck des Öldruckraums(16) abgeschaltet. Die Druckfeder(50) verschwenkt dann den Klemmnocken(48), so daß dessen Stirnfläche(52) auf die Innenfläche(53) trifft. Dadurch ist der Nachstellkolben(15) durch Selbsthemmung in seiner jeweiligen Stellung gegenüber dem Zylinderkörper(14) blockiert. Erst bei erneutem Druckaufbau im Öldruckraum(16) wird der Nachstellkolben(15) gegenüber dem Zylinderkörper(14) wieder frei. Gleiches gilt für den Fall, daß der Motor abgestellt wird. Es ist also auch hier, wie beim Ausführungsbeispiel nach Figur 7, ein Klappern der Einrichtung beim Kaltstart vermindert. Gegenüber dem Steuerelement(21) der Figuren 6 und 7 arbeitet das Steuerelement(21) der Figur 8 stufenlos.In braking mode, the oil pressure in the oil pressure chamber (16) is switched off. The compression spring (50) then pivots the clamping cam (48) so that its end face (52) meets the inner surface (53). As a result, the adjusting piston (15) is blocked in its respective position with respect to the cylinder body (14) by self-locking. Only when pressure builds up again in the oil pressure chamber (16) is the adjusting piston (15) released relative to the cylinder body (14). The same applies in the event that the engine is switched off. Here too, as in the exemplary embodiment according to FIG. 7, rattling of the device on cold start is reduced. Compared to the control element (21) of FIGS. 6 and 7, the control element (21) of FIG. 8 works continuously.
Wenn die direkte Druckbeaufschlagung der Seitenfläche(49) ungenügend ist, kann im Nachstellkolben(15) ein zusätzlicher Kolben gelagert werden, der vom Öldruckraum(16) druckbeaufschlagt wird und auf die Seitenfläche(49) wirkt.If the direct pressurization of the side surface (49) is insufficient, an additional piston can be stored in the adjusting piston (15), which is pressurized by the oil pressure chamber (16) and acts on the side surface (49).
Claims (11)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE3712020 | 1987-04-09 | ||
DE19873712020 DE3712020A1 (en) | 1987-04-09 | 1987-04-09 | VALVE CONTROL DEVICE |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0285877A1 true EP0285877A1 (en) | 1988-10-12 |
EP0285877B1 EP0285877B1 (en) | 1989-12-20 |
Family
ID=6325241
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP88104247A Expired EP0285877B1 (en) | 1987-04-09 | 1988-03-17 | Valve control device |
Country Status (5)
Country | Link |
---|---|
US (1) | US4856474A (en) |
EP (1) | EP0285877B1 (en) |
JP (1) | JPS63263208A (en) |
DE (2) | DE3712020A1 (en) |
ES (1) | ES2012415B3 (en) |
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EP0324085A1 (en) * | 1988-01-15 | 1989-07-19 | Daimler-Benz Aktiengesellschaft | Hydraulic lash adjuster |
WO2008116711A1 (en) * | 2007-03-24 | 2008-10-02 | Schaeffler Kg | Internal combustion engine comprising an engine brake |
WO2008116710A1 (en) * | 2007-03-24 | 2008-10-02 | Schaeffler Kg | Reciprocating internal combustion engine comprising an engine brake device |
WO2009053223A1 (en) * | 2007-10-26 | 2009-04-30 | Schaeffler Kg | Reciprocating internal combustion engine with engine brake and additional opening of an exhaust valve |
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DE3839449A1 (en) * | 1988-11-23 | 1990-05-31 | Daimler Benz Ag | FOUR-STOCK COMBUSTION ENGINE |
DE3914698A1 (en) * | 1989-05-04 | 1990-11-08 | Daimler Benz Ag | METHOD FOR CONTROLLING AN ENGINE BRAKING SYSTEM IN A COMBUSTION ENGINE DRIVING A VEHICLE |
DE3922884A1 (en) * | 1989-07-12 | 1991-01-24 | Man Nutzfahrzeuge Ag | ENGINE BRAKE FOR AIR COMPRESSING ENGINES |
DE3923371C1 (en) * | 1989-07-14 | 1990-06-13 | Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De | IC engine valve control system - can adjust exhaust valve lift to give throttle effect during engine braking |
JP2812773B2 (en) * | 1990-02-19 | 1998-10-22 | 日立電子株式会社 | Image data division encoding method and apparatus |
US5195489A (en) * | 1992-01-03 | 1993-03-23 | Jacobs Brake Technology Corporation | Push rods for pistons in compression release engine retarders |
US5365916A (en) * | 1993-06-23 | 1994-11-22 | Jacobs Brake Technology Corporation | Compression release engine brake slave piston drive train |
EP0736672B1 (en) * | 1995-04-04 | 1998-04-08 | Steyr Nutzfahrzeuge Ag | Engine braking process for a four stroke internal combustion engine |
US5626116A (en) * | 1995-11-28 | 1997-05-06 | Cummins Engine Company, Inc. | Dedicated rocker lever and cam assembly for a compression braking system |
US5845748A (en) * | 1996-12-04 | 1998-12-08 | Diesel Engine Retarders, Inc. | Low restriction exhaust brake |
AT2430U1 (en) * | 1997-08-21 | 1998-10-27 | Avl List Gmbh | ENGINE BRAKE OF AN INTERNAL COMBUSTION ENGINE |
KR100760439B1 (en) * | 2001-08-28 | 2007-09-20 | 두산인프라코어 주식회사 | Engine brake by double sleve typed tappet cylinder |
AT500958B1 (en) * | 2004-10-18 | 2006-10-15 | Avl List Gmbh | INTERNAL COMBUSTION ENGINE WITH AN EXHAUST MOTOR BRAKE |
CN112963220B (en) * | 2021-02-08 | 2022-08-02 | 广西玉柴机器股份有限公司 | Brake valve of integrated rocker arm brake mechanism and method for adjusting brake clearance |
CN114542230B (en) * | 2022-02-23 | 2022-11-29 | 湖南道依茨动力有限公司 | In-cylinder braking and valve clearance adjusting method, adjusting structure and engine |
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-
1987
- 1987-04-09 DE DE19873712020 patent/DE3712020A1/en not_active Withdrawn
-
1988
- 1988-02-23 US US07/159,270 patent/US4856474A/en not_active Expired - Fee Related
- 1988-03-17 DE DE8888104247T patent/DE3860012D1/en not_active Expired - Lifetime
- 1988-03-17 EP EP88104247A patent/EP0285877B1/en not_active Expired
- 1988-03-17 ES ES88104247T patent/ES2012415B3/en not_active Expired - Lifetime
- 1988-04-08 JP JP63085530A patent/JPS63263208A/en active Granted
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
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DE1057385B (en) * | 1958-03-08 | 1959-05-14 | Kaelble Gmbh C | Internal combustion engine with engine brake |
DE2832526A1 (en) * | 1978-07-25 | 1980-02-07 | Maschf Augsburg Nuernberg Ag | Four-stroke IC engine with exhaust gas braking - has stops preventing full exhaust valve closure when brake flap valve is operated |
DE2852293B1 (en) * | 1978-12-02 | 1980-04-17 | Bayerische Motoren Werke Ag | Method and device for preventing inflation of a hydraulic valve lash adjuster |
GB2162580A (en) * | 1984-08-03 | 1986-02-05 | Daimler Benz Ag | Control of exhaust valves and exhaust brake of an internal combustion engine |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0324085A1 (en) * | 1988-01-15 | 1989-07-19 | Daimler-Benz Aktiengesellschaft | Hydraulic lash adjuster |
WO2008116711A1 (en) * | 2007-03-24 | 2008-10-02 | Schaeffler Kg | Internal combustion engine comprising an engine brake |
WO2008116710A1 (en) * | 2007-03-24 | 2008-10-02 | Schaeffler Kg | Reciprocating internal combustion engine comprising an engine brake device |
WO2009053223A1 (en) * | 2007-10-26 | 2009-04-30 | Schaeffler Kg | Reciprocating internal combustion engine with engine brake and additional opening of an exhaust valve |
US8387590B2 (en) | 2007-10-26 | 2013-03-05 | Schaeffler Technologies AG & Co. KG | Reciprocating-piston internal combustion engine with engine brake and additional opening of an exhaust valve |
Also Published As
Publication number | Publication date |
---|---|
JPS63263208A (en) | 1988-10-31 |
ES2012415B3 (en) | 1990-03-16 |
US4856474A (en) | 1989-08-15 |
DE3712020A1 (en) | 1988-10-27 |
JPH039283B2 (en) | 1991-02-08 |
DE3860012D1 (en) | 1990-01-25 |
EP0285877B1 (en) | 1989-12-20 |
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