EP0285877B1 - Ventilsteuereinrichtung - Google Patents

Ventilsteuereinrichtung Download PDF

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Publication number
EP0285877B1
EP0285877B1 EP88104247A EP88104247A EP0285877B1 EP 0285877 B1 EP0285877 B1 EP 0285877B1 EP 88104247 A EP88104247 A EP 88104247A EP 88104247 A EP88104247 A EP 88104247A EP 0285877 B1 EP0285877 B1 EP 0285877B1
Authority
EP
European Patent Office
Prior art keywords
valve
control device
braking operation
adjusting piston
force
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
EP88104247A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0285877A1 (de
Inventor
Siegfried Dipl.-Ing. Tisch (Fh)
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.)
INA Waelzlager Schaeffler OHG
Original Assignee
INA Waelzlager Schaeffler OHG
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 INA Waelzlager Schaeffler OHG filed Critical INA Waelzlager Schaeffler OHG
Publication of EP0285877A1 publication Critical patent/EP0285877A1/de
Application granted granted Critical
Publication of EP0285877B1 publication Critical patent/EP0285877B1/de
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/20—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
    • 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
    • F01L13/0015—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 of a cylinder of an internal combustion engine of a motor vehicle, which is controlled by a camshaft, with an exhaust flap brake, an actuator closing a throttle valve in the exhaust of the cylinder to initiate the braking operation (cf. e.g. DE-A 2 832 526).
  • 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 provide 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 a 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 lash 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 in 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. Between the end of the push rod (9) facing away from the rocker arm (8) and a camshaft (10), a hydraulic valve play compensation element (11) is displaceably mounted in the engine block (12). 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) sen.
  • a compression spring (24) is arranged between the control piston (22) and the rocker arm (8).
  • the throttle valve (4) opens.
  • the control piston (22) 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.
  • the compression spring (24) is present on the rocker arm (8) even when the vehicle is in motion.
  • 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.
  • 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).
  • 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 lash adjuster element (11) via the push rod (9) so 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.
  • a pneumatically or hydraulically actuated membrane arrangement (31) is indicated as a control element (21) in FIG.
  • the arm (29) can also bear against 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) at the beginning of braking operation relative 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 oil line (42) is depressurized when driving. Accordingly, the compression spring (43) the locking 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 achieved before braking operation, 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) is pressed.
  • the raster pin (37) is then pushed out of the toothing (39) by the oil pressure.
  • the raster pin (37) is held against the force of the compression spring (43) by 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 arranged in the clamping cam (48) and is supported against a surface (51) of the adjusting piston (15) opposite the side surface (49).
  • One 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).

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
EP88104247A 1987-04-09 1988-03-17 Ventilsteuereinrichtung Expired EP0285877B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3712020 1987-04-09
DE19873712020 DE3712020A1 (de) 1987-04-09 1987-04-09 Ventilsteuereinrichtung

Publications (2)

Publication Number Publication Date
EP0285877A1 EP0285877A1 (de) 1988-10-12
EP0285877B1 true EP0285877B1 (de) 1989-12-20

Family

ID=6325241

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88104247A Expired EP0285877B1 (de) 1987-04-09 1988-03-17 Ventilsteuereinrichtung

Country Status (5)

Country Link
US (1) US4856474A (enrdf_load_html_response)
EP (1) EP0285877B1 (enrdf_load_html_response)
JP (1) JPS63263208A (enrdf_load_html_response)
DE (2) DE3712020A1 (enrdf_load_html_response)
ES (1) ES2012415B3 (enrdf_load_html_response)

Families Citing this family (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3800945C1 (enrdf_load_html_response) * 1988-01-15 1989-02-16 Daimler-Benz Ag, 7000 Stuttgart, De
DE3839449A1 (de) * 1988-11-23 1990-05-31 Daimler Benz Ag Viertakt-brennkraftmaschine
DE3914698A1 (de) * 1989-05-04 1990-11-08 Daimler Benz Ag Verfahren zur steuerung eines motorbremssystems einer ein fahrzeug antreibenden brennkraftmaschine
DE3922884A1 (de) * 1989-07-12 1991-01-24 Man Nutzfahrzeuge Ag Motorbremse fuer luftverdichtende brennkraftmaschinen
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 (ja) * 1990-02-19 1998-10-22 日立電子株式会社 画像データ分割符号化方法及びその装置
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
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.
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 (de) * 1997-08-21 1998-10-27 Avl List Gmbh Motorbremse einer brennkraftmaschine
KR100760439B1 (ko) * 2001-08-28 2007-09-20 두산인프라코어 주식회사 2중 슬리브 구조를 가진 타펫에 의한 엔진 브레이크 장치
AT500958B1 (de) * 2004-10-18 2006-10-15 Avl List Gmbh Brennkraftmaschine mit einer abgas-motorbremse
DE102006031706B4 (de) * 2006-07-08 2025-10-09 Daimler Truck AG Hydraulisches Ventilspielausgleichselement einer Brennkraftmaschine
DE102007014248A1 (de) * 2007-03-24 2008-09-25 Schaeffler Kg Hubkolbenbrennkraftmaschine mit Motorbremseinrichtung
DE102007014250A1 (de) * 2007-03-24 2008-09-25 Schaeffler Kg Brennkraftmaschine mit Motorbremse
DE102007051302A1 (de) 2007-10-26 2009-04-30 Schaeffler Kg Hubkolbenbrennkraftmaschine mit Motorbremse und zusätzlichem Öffnen eines Auslassventils
CN112963220B (zh) * 2021-02-08 2022-08-02 广西玉柴机器股份有限公司 集成摇臂制动机构的制动气门和制动间隙的调整方法
CN114542230B (zh) * 2022-02-23 2022-11-29 湖南道依茨动力有限公司 缸内制动和气门间隙调整方法、调整结构及发动机

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AT68360B (de) * 1912-05-15 1915-04-10 Hugo Junkers Verfahren und Vorrichtung zur Regelung bzw. Leistungserhöhung von Verbrennungskraftmaschinen.
DE1057385B (de) * 1958-03-08 1959-05-14 Kaelble Gmbh C Brennkraftmaschine mit Motorbremse
US3525317A (en) * 1968-03-07 1970-08-25 White Motor Corp Vehicle engine braking system
US3786792A (en) * 1971-05-28 1974-01-22 Mack Trucks Variable valve timing system
US4158348A (en) * 1977-06-30 1979-06-19 Mason Lloyd R System for retarding engine speed
DE2832526A1 (de) * 1978-07-25 1980-02-07 Maschf Augsburg Nuernberg Ag Viertakt-brennkraftmaschine mit motor-auspuffbremse
DE2852293C2 (de) * 1978-12-02 1980-12-11 Bayerische Motoren Werke Ag, 8000 Muenchen Verfahren und Vorrichtung zum Verhindern des Aufpumpens eines hydraulischen Ventilspielausgleichselementes
US4333430A (en) * 1979-06-15 1982-06-08 Rosquist Von D Engine brake
JPS60152006U (ja) * 1984-03-19 1985-10-09 日産ディーゼル工業株式会社 内燃機関の動弁装置
DE3428627A1 (de) * 1984-08-03 1986-02-13 Daimler-Benz Ag, 7000 Stuttgart Viertakt-brennkraftmaschine
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

Also Published As

Publication number Publication date
JPH039283B2 (enrdf_load_html_response) 1991-02-08
JPS63263208A (ja) 1988-10-31
DE3712020A1 (de) 1988-10-27
ES2012415B3 (es) 1990-03-16
EP0285877A1 (de) 1988-10-12
DE3860012D1 (de) 1990-01-25
US4856474A (en) 1989-08-15

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