EP0193142B1 - Dispositif de frein moteur pour moteur à combustion interne - Google Patents

Dispositif de frein moteur pour moteur à combustion interne Download PDF

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Publication number
EP0193142B1
EP0193142B1 EP86102326A EP86102326A EP0193142B1 EP 0193142 B1 EP0193142 B1 EP 0193142B1 EP 86102326 A EP86102326 A EP 86102326A EP 86102326 A EP86102326 A EP 86102326A EP 0193142 B1 EP0193142 B1 EP 0193142B1
Authority
EP
European Patent Office
Prior art keywords
valve
engine
piston
braking system
spring
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
EP86102326A
Other languages
German (de)
English (en)
Other versions
EP0193142A1 (fr
Inventor
Achim Zur Nieden
Toni Kleinschmidt
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
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kloeckner Humboldt Deutz AG filed Critical Kloeckner Humboldt Deutz AG
Publication of EP0193142A1 publication Critical patent/EP0193142A1/fr
Application granted granted Critical
Publication of EP0193142B1 publication Critical patent/EP0193142B1/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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • F01L9/18—Means for increasing the initial opening force on the valve
    • 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
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L2003/25—Valve configurations in relation to engine
    • F01L2003/258—Valve configurations in relation to engine opening away from cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to an engine brake device for an internal combustion engine according to the preamble of claim 1 or 3.
  • CH-A-310 325 an engine brake device for an internal combustion engine is described, in which the combustion chamber is connected to the exhaust duct via a further closable gas duct, which increases the engine braking power by the blow-off and throttling action.
  • a valve is arranged in the gas duct, which can be actuated simultaneously via a linkage with a throttle valve in the exhaust duct. If the throttle valve is closed, the linkage simultaneously opens the valve in the gas duct and vice versa.
  • the gas channel can also be formed by an annular gap between the valve plate and valve seat.
  • the disadvantage is the complicated and complex control of the engine brake device by means of a linkage, which takes up special fastening points and space in the internal combustion engine and, despite regular lubrication, tends to show signs of failure during extended operation.
  • US-A-3 520 287 describes an engine brake device in which an annular gap is formed between the valve disk and the valve seat of the exhaust valve for the duration of the braking operation.
  • This annular gap is controlled by a hydraulic adjusting device integrated in the oil circuit of the internal combustion engine, oil being conveyed into the adjusting device via a pump in braking operation, whereby the adjusting device opens the annular gap.
  • a disadvantage is the complex control of this engine brake device.
  • the object of the invention is to provide an engine braking device which automatically adjusts itself to normal or braking operation.
  • this is achieved in that the actuating device is acted upon by the gas pressure in the exhaust gas duct in such a way that the further gas duct is open when the throttle valve is closed.
  • valve has a piston which is spring-loaded in the closed position of the valve in the actuating device, the effective piston area of which, in the opening direction of the valve, is acted upon by the gas pressure prevailing in the exhaust duct before the throttle valve in the opening direction of the valve.
  • the force of the spring on the piston surface must be dimensioned such that the valve assigned to the gas channel always remains closed when the throttle valve is open, i.e. that even the maximum ignition pressure in the combustion chamber cannot open the valve.
  • the piston surface facing away from the spring must be chosen so large that the gas pressure in the exhaust duct can move the piston when the throttle valve is closed and thus open the valve.
  • the valve is expediently located close to the combustion chamber, so in normal operation, i.e. When the throttle valve is open, no dead volume affects the function of the engine.
  • An alternative embodiment relates to an engine brake device for an internal combustion engine, in particular for a self-priming or supercharged diesel engine with at least one combustion chamber, which is connected via an outlet valve to an exhaust gas duct, with a hydraulic actuating device integrated into the oil circuit of the internal combustion engine during braking operation of the internal combustion engine between the valve plate and An annular gap is formed in the valve seat of the exhaust valve.
  • a throttle valve which is closed during braking operation is arranged in the exhaust duct and the setting of the annular gap is carried out automatically by the gas pressure in the exhaust duct.
  • the annular gap between the valve plate and the valve seat of the exhaust valve which has a throttle characteristic in relation to the cross section of the exhaust valve, can be defined in a defined manner.
  • a pressure chamber which is closable on the one hand by a counterpressure valve and on the other hand by a control piston is arranged in an oil line to the rocker arm space or valve space, the one limiting side of which forms a piston which is movably sealed in a cylinder in its axial direction.
  • the back pressure valve advantageously consists of a spring-loaded ball arranged in the pressure chamber, which is pressed in the closed position of the back pressure valve by the oil pressure in the pressure chamber onto the inlet of the oil line in the pressure chamber and closes the pressure chamber.
  • the control piston is advantageously connected at its end facing away from the pressure chamber to a membrane which is acted upon by the gas pressure in the exhaust duct against a spring force, such that the gas pressure in combustion mode of the internal combustion engine shifts the membrane with the control piston against the spring force and the control piston unilaterally the pressure chamber closes.
  • the piston expediently sets the rest position of the outlet valve, which position forms an end position, via an adjusting device, and the adjusting device consists of an auxiliary rocker arm, one end of which cooperates with the piston and the other end of which cooperates with the valve stem.
  • the auxiliary rocker arm can advantageously be adjusted in its axial position.
  • FIG. 1 shows an engine brake device according to the invention as a section through a cylinder head 5 with an adjacent cylinder tube 11.
  • the combustion chamber 1 is delimited by the cylinder tube 11, by the cylinder head 5 and by a piston (not shown).
  • the cylinder tube 11 is opposite the cylinder Head 5 sealed by a sealing ring arranged in a groove 29 in the cylinder head 5.
  • the exhaust gas duct 3 In the cylinder head 5 there is the exhaust gas duct 3, the connection to the combustion chamber 1 of which is controlled by an exhaust valve 2 moved by a rocker arm 13.
  • the valve plate 6 is conical and sits in a correspondingly designed valve seat 7.
  • the valve seat 15 is guided in a valve guide 14 which is fastened in the cylinder head 5.
  • valve stem 15 At the upper end of the valve stem 15, a spring plate 28 is attached, via which a valve spring 16 loads the valve in the closed position. Via a rocker arm 13 driven by a camshaft, the valve stem 15 is moved axially against the force of the valve spring 16 in time with the internal combustion engine and the outlet valve 2 is opened, which is closed again by the valve spring 16 when the rocker arm I 1 3 returns.
  • the combustion chamber 1 is connected to the exhaust gas duct 3 via a second gas duct 4 provided in the cylinder head 5 and controlled by a valve 8.
  • valve stem 17 of the valve 8 protrudes through the gas channel 3 and lies parallel to the valve stem of the exhaust valve 2. Its lower end is conical as a valve plate 18 and sits in the associated valve seat 12. The through hole of the valve seat leads into the gas channel 4, which in the Combustion chamber 1 opens.
  • the blow-off cross section of the gas channel 4 has a throttle characteristic in comparison to the effective outlet cross section of the exhaust valve.
  • the blow-off cross-section is preferably less than 1: 3 in diameter ratio or less than 1:10 in area ratio compared to outlet valve.
  • valve stem 17 of the valve 8 protrudes into an adjusting device 19.
  • the valve stem 17 is guided in the lower part 20 of the actuating device and connected to the piston 10, which has three grooves or piston rings 24 on its running surface and divides the interior of the upper part 22 into two subspaces.
  • the side of the piston 10 facing away from the gas channel 4 is loaded by a spring 26.
  • the spring chamber communicates with the atmosphere through a bore 27; the side of the piston 10 opposite the spring 26 is connected to the exhaust duct 3 via a bore 21.
  • This has the same order of magnitude as the braking power with a throttle valve without a gas channel in the two work cycles «pushing out and priming» and is added to this.
  • the gas channel 4 is replaced by an annular gap 4 ′ formed in the closed position of the exhaust valve 2 between the valve plate 6 and the valve seat 7 of the exhaust valve (shown in broken lines).
  • Fig. 2 shows this advantageous embodiment, which is explained below.
  • An exhaust valve 2 arranged in the cylinder head 5 projects through its exhaust shaft 15 through an exhaust duct 3 and sits with its valve plate 6 in a valve seat 7.
  • the rocker arm 13 is actuated by a camshaft 31, the camshaft 31 being connected to the rocker arm 13 via a plunger 43.
  • a rod 44 is arranged in the cylinder head 5, which is screwed into the cylinder head 5 at one end.
  • the rod 44 serves as a fastening for an auxiliary rocker arm 42 which is placed on the rod 44.
  • the rod 44 has two nuts 45 which, together with an abutment 4a, serve as a stop for the auxiliary rocker arm 42.
  • the auxiliary rocker arm 42 is pressed against the nuts 45 by a spring 46 which coaxially surrounds the rod 44.
  • the auxiliary rocker arm 42 is in the manner of a balance beam and is also elastically supported by the spring 46.
  • An arm 48 of the auxiliary rocker arm 42 is U-shaped and lies on the ring 30a, which is on the end face of the valve shaft 15 rests on.
  • a spherical pin 47 of the rocker arm 13 is arranged within the U-shaped arm 48 of the auxiliary rocker arm 42 and acts on the cylindrical extension 30b of the ring 30a.
  • the arm of the auxiliary rocker arm 42 opposite the U-shaped arm 48 rests on a piston 37 which is movably sealingly guided in its axial direction in a cylindrical bore in the cylinder head 5.
  • the movement of the piston 37 is limited by a stop 49.
  • the bottom of the piston 37 facing the exhaust gas duct 3 forms one side of a pressure chamber 36 in the cylinder head 5, the pressure chamber 36 having an inlet 39 and an outlet 40.
  • the inlet 39 is formed by an oil line 34 of the internal combustion engine, which is integrated in the oil circuit of the internal combustion engine.
  • a throttle 32 is arranged in the oil line 34, which throttles the flow of the oil through the oil line 34.
  • the outlet 40 of the pressure chamber 36 merges into a bore 50 arranged parallel to the valve stem 15, which is connected on the one hand to the valve chamber or rocker arm chamber and on the other hand merges into a spring chamber 51.
  • a membrane 41 is arranged in the spring chamber 51 and divides the spring chamber 51 from an adjacent gas chamber 52. Both spaces are separated from one another by the membrane 41 in a gastight manner.
  • a cylindrical control piston 35 is attached to the diaphragm 41, which extends through the spring chamber 51 and projects into the bore 50. The control piston 35 is coupled to the movement of the membrane 41 and seals the outlet 40 of the pressure chamber 36 when the membrane 41 extends in the direction of the spring chamber 51.
  • a compression spring 53 is arranged coaxially around the control piston 35 and acts upon the membrane 41 in the direction of the gas chamber 52.
  • the gas space 52 is connected to the exhaust duct 3 through a bore 54.
  • a counter pressure valve Arranged in the pressure chamber 36 is a counter pressure valve which consists of a spring-loaded ball 38 which, in the closed position of the counter pressure valve, is pressed from the oil pressure in the pressure chamber 36 onto the inlet 39 of the oil line 34 into the pressure chamber 36 and closes it. So that the ball 38 only performs a defined axial change in position, it is held by a conically shaped spring 55.
  • the spring 55 is supported on the one hand on a U-shaped bracket 56 in the pressure chamber 36 and on the other hand on the ball 38.
  • the throttle valve 9 in the exhaust gas duct 3 is open, so that no high gas pressure builds up in the exhaust gas duct 3.
  • the gas pressure in the exhaust duct 3, which acts on the diaphragm 41 via the bore 54, is not sufficient to bulge it against the force of the compression spring 53 in the direction of the spring chamber 51.
  • the control piston 35 does not close the outlet 40 of the pressure chamber 36, so that the oil flowing through the oil line 34 passes unhindered through the pressure chamber 36 into the valve or rocker arm chamber.
  • the piston 37 can yield to the oil pressure and change its position in the direction of the stop 49, and the auxiliary rocker arm 42, so that, despite the open outlet 40, the piston 37 the U-shaped arm 48 of the auxiliary rocker arm 42 is deflected in the direction of the valve seat 7. If the outlet valve 2 returns to the closed position, the auxiliary rocker arm 42 immediately returns to its original position, since the piston 37 presses the oil in the pressure chamber 36 through the outlet 40 into the valve chamber or rocker arm chamber.
  • this process is of subordinate importance for the mode of operation of the engine brake device according to the invention and can also be avoided by suitably coordinating the size of the outlet 40 in connection with the throttle 32. It is important according to the invention that the movement of the outlet valve 2 is unaffected in normal operation.
  • the throttle valve 9 in the exhaust duct 3 is closed, and the gas pressure in the exhaust duct 3 is sufficient to bulge the diaphragm 41 with the control piston 37 attached thereto in the direction of the spring chamber 51 against the force of the compression spring 53.
  • the control piston 37 then closes the outlet 40 of the pressure chamber 36. If the outlet valve 2 is just in the open position, oil flows from the oil line 34 into the pressure chamber 36 and pushes the piston 37 up to a stop 49. If the outlet valve 2 returns to the closed position , then the ring 30a returning to the rest position on the valve stem 15 lifts the U-shaped arm 48 of the auxiliary rocker arm 42 and thereby presses the opposite arm onto the piston 37.
  • a pressure builds up in the pressure chamber 36, which pressures the inlet 39 of the back pressure valve closes when the pressure in the pressure chamber 36 is greater than in the oil line 34.
  • the auxiliary rocker arm 42 can no longer return to its rest position, so that the outlet valve 2 also remains in a certain deflected end position.
  • the end position of the exhaust valve 2 is selected such that the annular gap 4 ′ between the valve plate 6 and the valve seat 7 of the exhaust valve 2 has a throttle characteristic in relation to the cross section of the exhaust valve 2.
  • the setting of the annular gap 4 ' is accordingly carried out automatically by hydraulic means, controlled by the gas pressure in the exhaust gas duct. Furthermore, due to the incompressibility of the oil, the annular gap 4 ′ which determines the throttle cross section can be precisely defined.
  • the nuts 45 on the rod 44 allow the axial position of the auxiliary rocker arm 42 and thus the throttle cross section of the ring channel 4 'to be determined or corrected even after the internal combustion engine has been installed.

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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)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Claims (9)

1. Equipement de frein moteur pour un moteur à combustion interne, en particulier pour un moteur Diesel à alimentation atmosphérique ou bien suralimenté avec au moins une chambre de combustion qui est reliée par une soupape de décharge (2) avec un canal de gaz d'échappement (3) dans lequel est disposé un clapet de laminage (9) qui est fermé lors du fonctionnement en frein moteur, dans lequel la chambre de combustion (1) est reliée avec le canal de gaz d'échappement (3) par un autre canal de gaz (4) qui possède une caractéristique de laminage en fonction de la section de la soupape de décharge (2) et qui est ouverte par une soupape (8) au moyen d'un équipment de réglage pendant la durée du fonctionnement en frein moteur et est fermé de manière étanche pendant la durée du fonctionnement normal, caractérisé en ce que l'équipement de réglage (19) est soumis à la pression de gaz régnant dans le canal de gaz d'échappement (3) de telle sorte qu'en cas de clapet de laminage (9) fermé, l'autre canal de gaz (4) soit ouvert.
2. Equipement de frein moteur selon la revendication 1, caractérisé en ce que la soupape (8) possède dans l'équipement de réglage (19) un piston (10) soumis à l'action d'un ressort dans la position de fermeture de la soupape (8), dont une surface efficace de piston de gaz d'échappement (3) avant le clapet de laminage (9) contre l'action d'un ressort, dans le sens d'ouverture de la soupape (8).
3. Equipement de frein moteur pour un moteur à combustion interne, en particulier pour un moteur Diesel à alimentation atmosphérique ou bien suralimenté, avec une chambre de combustion (1), qui est reliée avec un canal de gaz d'échappement (3) par au moins une soupape de décharge, dans lequel une fente annulaire (4' ) est formée entre plateau de soupape (6) et siège de soupape (7) de la soupape de décharge (2), pour la durée du fonctionnement en frein moteur, cette fente annulaire étant commandé par un équipement de réglage hydraulique intégré dans le circuit d'huile du moteur à combustion interne, caractérisé en ce qu'un clapet de laminage est disposé, qui est fermé en fonctionnement en frein moteur et que le réglage de la fente annulaire (4' ) s'effectue de soi-même, commandé par la pression de gaz régnant dans le canal de gaz d'échappement (3).
4. Equipement de frein moteur selon la revendication 3, caractérisé en ce qu'une enceinte de pression (36) est disposée dans une conduite d'huile (34) dans l'enceinte de culbuteur, respectivement l'enceinte de soupape et peut être obturée, d'un côté, par une soupape de contre pression et, de l'autre côté, par un piston de commande (35) et dont un côté limite forme un piston (37) qui est mobile et guidé de manière étanche dans son déplacement axial dans un cylindre.
5. Equipement de frein moteur selon la revendication 4, caractérisé en ce que la soupape de contre pression est constituée d'une bille (38) chargée par un ressort, disposée dans une enceinte de pression (36), qui lors de la position de fermeture de la soupape de contre pression est pressée dans l'enceinte de pression (36) à l'admission (39) de la conduite d'huile (34), ceci par la pression d'huile.
6. Equipement de frein moteur selon la revendication 4, caractérisé en ce que le piston de commande (35) est relié à son extrémité opposée à l'enceinte de pression avec une membrane (41 ) qui est soumise à la pression de gaz régnant dans le canal d'échappement (3) et opposé à l'action d'un ressort, de telle sorte que la pression de gaz en fonctionnement en frein moteur du moteur à combustion interne déplace la membrane (41) avec le piston de commande (35) contre l'action du piston de commande et que le piston de commande obture l'enceinte de pression (36) sur un côté.
7. Equipement de frein moteur selon l'une des revendications 4 à 6, caractérisé en ce que le piston (37) fixe une position de repos de la soupape de décharge (2) formant une position finale, au moyen d'un équipment de réglage.
8. Equipement de frein moteur selon l'une des revendications 3 à 7, avec une tige de soupape (15) qui est reliée avec la tête de soupape (6) de la soupape de décharge (2), caractérisé en ce que l'équipement de réglage se compose d'un culbuteur auxiliaire (42) dont une extrémité agit avec le piston (37) et l'autre extrémité agit avec la tige de soupape (15).
9. Equipement de frein moteur selon la revendication 8, caractérisé en ce que le culbuteur auxiliaire (42) est réglable dans sa position axiale.
EP86102326A 1985-02-27 1986-02-22 Dispositif de frein moteur pour moteur à combustion interne Expired EP0193142B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3506894 1985-02-27
DE19853506894 DE3506894A1 (de) 1985-02-27 1985-02-27 Motorbremsvorrichtung fuer brennkraftmaschinen

Publications (2)

Publication Number Publication Date
EP0193142A1 EP0193142A1 (fr) 1986-09-03
EP0193142B1 true EP0193142B1 (fr) 1988-04-20

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP86102326A Expired EP0193142B1 (fr) 1985-02-27 1986-02-22 Dispositif de frein moteur pour moteur à combustion interne

Country Status (2)

Country Link
EP (1) EP0193142B1 (fr)
DE (2) DE3506894A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8776738B2 (en) 1997-12-11 2014-07-15 Jacobs Vehicle Systems, Inc Variable lost motion valve actuator and method

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3839449A1 (de) * 1988-11-23 1990-05-31 Daimler Benz Ag Viertakt-brennkraftmaschine
SE466320B (sv) * 1989-02-15 1992-01-27 Volvo Ab Foerfarande och anordning foer motorbromsning med en fyrtakts foerbraenningsmotor
DE4338115C2 (de) * 1993-11-08 1996-04-04 Daimler Benz Ag Motorbremsvorrichtung für eine Brennkraftmaschine
ES2116123T3 (es) * 1995-04-04 1998-07-01 Steyr Nutzfahrzeuge Procedimiento para el frenado por motor con un motor de combustion interna de cuatro tiempos.
EP1038095B1 (fr) * 1997-12-11 2011-11-09 Jacobs Vehicle Systems, Inc. Commande de soupape a mouvement perdu variable et procede afferent
DE19823110C2 (de) * 1998-05-22 2002-02-07 Johannes Siegler Verfahren zur Erhöhung der Audioqualität in Systemen und Baugruppen der digitalen Signalverarbeitung bei Konvertierung der Wortbreite des digitalen Datenwortes
US6418720B1 (en) 2001-08-31 2002-07-16 Caterpillar Inc. Method and a device for engine braking a four stroke internal combustion engine
WO2004081352A1 (fr) * 2003-03-06 2004-09-23 Jenara Enterprises Ltd. Systeme d'actionnement modal variable de soupapes pour moteur a combustion interne et son procede de commande
DE102008032774A1 (de) * 2008-07-11 2010-01-14 Man Nutzfahrzeuge Ag Motorbremseinrichtung und Verfahren zur Motorbremsung mit einer Ventil-Zusatzsteuereinheit

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DE415819C (de) * 1923-06-04 1925-07-01 Richard Krutina Verfahren zum Bremsen von Verbrennungskraftmaschinen
GB443957A (en) * 1934-08-27 1936-02-27 Oswald Wans Improvements in or relating to reversible internal combustion engines
AT177600B (de) * 1951-01-29 1954-02-10 Graef & Stift Automobilfabrik Verfahren und Einrichtung zum Bremsen von Fahrzeugen mit Dieselmotoren
AT183601B (de) * 1951-08-31 1955-10-25 Hans Dipl Ing Dr Techn List Einrichtung zum Bremsen von Fahrzeugen mit schlitzgesteuerten Zweitakt-Brennkraft-maschinen
CH310325A (de) * 1952-11-28 1955-10-15 Saurer Ag Adolph Motorbremse an 4-Takt-Brennkraftmaschinen.
DE1113608B (de) * 1956-03-02 1961-09-07 Richard Haller Motorbremse fuer Brennkraftmaschinen, insbesondere solche von Kraftfahrzeugen
FR1172764A (fr) * 1956-03-02 1959-02-16 Dispositif de freinage pour moteurs à combustion interne, notamment pour véhicules automobiles
US3520287A (en) * 1968-08-09 1970-07-14 White Motor Corp Exhaust valve control for engine braking system
DE2946747A1 (de) * 1979-11-20 1981-05-27 Daimler-Benz Ag, 7000 Stuttgart Motorbremse fuer kraftfahrzeuge
DE3428627A1 (de) * 1984-08-03 1986-02-13 Daimler-Benz Ag, 7000 Stuttgart Viertakt-brennkraftmaschine

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8776738B2 (en) 1997-12-11 2014-07-15 Jacobs Vehicle Systems, Inc Variable lost motion valve actuator and method
US8820276B2 (en) 1997-12-11 2014-09-02 Jacobs Vehicle Systems, Inc. Variable lost motion valve actuator and method

Also Published As

Publication number Publication date
DE3506894A1 (de) 1986-08-28
EP0193142A1 (fr) 1986-09-03
DE3660138D1 (en) 1988-05-26

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