EP0383088A1 - Engine brake for lorries - Google Patents
Engine brake for lorries Download PDFInfo
- Publication number
- EP0383088A1 EP0383088A1 EP90101744A EP90101744A EP0383088A1 EP 0383088 A1 EP0383088 A1 EP 0383088A1 EP 90101744 A EP90101744 A EP 90101744A EP 90101744 A EP90101744 A EP 90101744A EP 0383088 A1 EP0383088 A1 EP 0383088A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- line
- engine
- cylinder
- valve
- brake according
- 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
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
-
- 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
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/38—Pumps characterised by adaptations to special uses or conditions
-
- 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 according to the preamble of claim 1.
- exhaust brake is known as an engine brake system.
- a shut-off device in the exhaust By closing a shut-off device in the exhaust, the pushing-out work of the piston is increased in that a counterpressure is built up in the exhaust pipes, against which the piston must push out.
- Engine braking systems are also known which make the compression work of the compression stroke usable for braking by blowing off in the area of the ignition TDC (decompression braking). This is usually done by slightly opening the outlet valve (but it can also be done by an additional small valve).
- the most common decompression brake is the Jacobs brake.
- the pump stroke is used to open the exhaust valve slightly in the TDC.
- the device itself thus comprises a (separate) hydraulic system with master piston, driven by the cam of the pump nozzle drive (or by the valve cams or bumpers of the external engine cylinders).
- the engine oil is used as hydraulic fluid.
- the opening and closing of the exhaust valve is controlled by electronics and solenoid valves.
- This additional hydraulic system is a rather complicated device. It also requires additional design measures, due to the housing containing the control and the elements, which is placed on the cylinder head. The disadvantage of this engine brake is the complex additional component.
- the object of the invention is therefore to propose a decompression brake of the type mentioned at the outset, which is designed to be substantially simpler and therefore cheaper, d. H. which can be done without major design changes if possible. In addition, it should be easy to combine with the usual exhaust brake.
- the injection pump as a master cylinder, there is a very simple hydraulic device in which the number of additional control devices or actuators is small.
- actuators for example the actuating piston, can also be made smaller because of the high pressure.
- Figure 1 shows schematically the engine brake system (the decompression brake) of the invention.
- the exhaust valves 14 of a direct-injection diesel engine with engine cylinder 13, engine piston 15 and piston combustion chamber 16
- the top dead center in the area of the ignition TDC
- the energy absorbed by the engine during the compression stroke is not during of the expansion stroke is returned to the engine.
- the opening of the exhaust valve 14 takes place via a hydraulic device, which consists of an actuating cylinder controlling the exhaust valve 7 with actuating piston 4 (acts on the thumb of the rocker arm), a control line 3 and a master cylinder with master piston 1.
- a hydraulic device which consists of an actuating cylinder controlling the exhaust valve 7 with actuating piston 4 (acts on the thumb of the rocker arm), a control line 3 and a master cylinder with master piston 1.
- the hydraulic actuation of the actuating pistons 4 is caused by the injection pump elements as master pistons 1.
- Diesel fuel is used as hydraulic fluid.
- the use of the engine's own injection pump itself as a controlled master cylinder 1 (master cylinder) is so advantageous because the start of delivery of the same before the end of the compression stroke at 15 to 30 ° KW before TDC, where the opening of the exhaust valve 14 is desired.
- the delivery pressure achievable by the injection pump 1 is high, it reaches up to 1000 bar, and can therefore exert a sufficient opening force on the outlet valve 14. Because of the high pressure level in the actuating cylinder, the actuating piston 4 has a small (approx. 10 mm) diameter. The delivery volume (stroke volume) per working cycle of the injection pump 1 is sufficient to give the actuating piston 4 a maximum stroke of approximately 2.5 mm.
- a switch 6 is arranged in the one present between injection pump 1 and injection nozzle 5 Injection line 2. This allows the fuel to flow unhindered to the injector 5 in the engine mode and to the actuating cylinder 4 in the braking mode. In the latter case, the first part of the injection line 2 is converted into the control line 3, more precisely 3a. The rest of the control line 3 is formed by an additional line 3b (starting from the switch 6 and leading to the actuating cylinder 4). A check valve 7 is provided in this line 3b after the switch 6. This prevents the backflow of the fuel and thus no disturbance in the injection line 2. Thus, the outlet valve 14 remains open by the actuating piston 4 of the hydraulic system. Under certain circumstances, the injection pump's own check valve may also be sufficient.
- a valve 10 is present in a branch line 8 to the control line 3. This is acted upon by the pressure of the motor cylinder 13 via a pressure line 9.
- the engine cylinder pressure can be influenced by an additional exhaust brake system (exhaust flap), which improves the braking performance.
- the valve 10 controlled by the pressure of the engine cylinder 13 causes the exhaust valve 7 to close when the pressure in the engine cylinder 13 drops below a certain level.
- the backflow of fuel from the working cylinder 4 (via a drain line 11) is prevented by the valve 10 for as long.
- the closing of the exhaust valve 7 is initiated when the desired minimum exhaust cylinder pressure is undershot (in the exemplary embodiment at approximately 5.7 bar).
- the drain line 11 (leak line) of the valve 10 is connected to the leak line 5 a of the injection nozzle 5.
- the leak lines 5a, 11 lead to a hydraulic fluid reservoir 12. From this, the injection pump 1 is also fed via a line 17.
- FIG. 2 shows the working diagram (pV diagram) of a combined compression and extension brake cycle.
- the cylinder pressure is plotted on the ordinate and the stroke volume on the abscissa.
- V H means stroke volume and V K compression volume).
- the inlet valve E s closes and the compression takes place until the outlet valve 14 opens through the actuating piston 4 of the hydraulic system, as a rule before or possibly after the TDC (the latter with a small accelerator pedal pressure, ie not full delivery of the fuel quantity) (c , A ö1 ).
- the outlet opening pressure depends, among other things, on the compression ratio of the engine, on the start of delivery of the injection pump and on the possible boost pressure. Without considering a possible boost pressure, this pressure is set at approximately 30 bar in the exemplary embodiment when the fuel quantity is full.
- this point is approx. 15 to 30 ° KW before TDC.
- the pressure in the engine cylinder drops to the pressure determined by the valve 10 (e, A s1 ).
- the opening pressure of the valve 10 is suitably chosen so that it is slightly above the pressure in the exhaust pipe.
- the pressure here is between 3 and 4.5 bar due to the closed extension brake flap.
- the expansion begins at point e and continues until the exhaust valve is opened again by the normal charge exchange control (f).
- the final expansion pressure runs below atmospheric pressure.
- the charge change f - g - h - a - b is known to be characterized by a high back pressure.
- the high-pressure and low-pressure work surfaces formed by the changes in condition are negative, that is, they destroy work.
- the size of the negative high pressure working loop depends on the pressure built up behind the working cylinder (actuating cylinder 4). If the pressure is less than to open the outlet valve 14 immediately after the start of delivery, that is, for opening before TDC is necessary, the outlet valve 14 is opened after TDC during expansion with a decreasing pressure in the engine cylinder. This shortens the negative high pressure loop. It even becomes zero if the funding is canceled. It follows that with "accelerate" this work surface can theoretically be controlled according to the driving or braking conditions.
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)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
Die Erfindung bezieht sich auf eine Motorbremse gemäß dem Oberbegriff des Anspruchs 1.The invention relates to an engine brake according to the preamble of
Als Motorbremssystem ist die sogenannte Auspuffbremse bekannt. Durch das Schließen eines Absperrorgans im Auspuff wird die Ausschiebearbeit des Kolbens dadurch erhöht, daß in den Auspuffrohren ein Gegendruck aufgebaut wird, gegen den der Kolben ausschieben muß.The so-called exhaust brake is known as an engine brake system. By closing a shut-off device in the exhaust, the pushing-out work of the piston is increased in that a counterpressure is built up in the exhaust pipes, against which the piston must push out.
Auch sind Motorbremssysteme bekannt, die die Kompressionsarbeit des Verdichtungstaktes durch Abblasen im Bereich des Zünd-OT zum Bremsen nutzbar machen (Dekompressionsbremsen). Dies geschieht in der Regel durch leichtes Öffnen des Aulaßventils (es kann aber auch durch ein zusätzliches kleines Ventil erfolgen).Engine braking systems are also known which make the compression work of the compression stroke usable for braking by blowing off in the area of the ignition TDC (decompression braking). This is usually done by slightly opening the outlet valve (but it can also be done by an additional small valve).
Natürlich ist es auch möglich, beide Bremssysteme zu kombinieren.Of course it is also possible to combine both brake systems.
Die am häufigsten verbreitete Dekompressionsbremse ist die Jacobs-Bremse. Bei dieser wird (bevorzugt bei Motoren mit Pumpedüse-Einspritzsystemen) durch Aufsetzen einer Hydraulikeinheit auf den Zylinderkopf der Pumpenhub zum geringen Öffnen des Auslaßventils im Zünd-OT herangezogen. Die Einrichtung selbst umfaßt also ein (separates) Hydrauliksystem mit Geberkolben, angetrieben vom Nocken des Pumpendüsenantriebs (oder von den Ventilnocken bzw. Stoßstangen der fremden Motorzylinder). Als Hydraulikfluid findet das Motoröl Anwendung.The most common decompression brake is the Jacobs brake. In this case (preferably in engines with pump nozzle injection systems), by placing a hydraulic unit on the cylinder head, the pump stroke is used to open the exhaust valve slightly in the TDC. The device itself thus comprises a (separate) hydraulic system with master piston, driven by the cam of the pump nozzle drive (or by the valve cams or bumpers of the external engine cylinders). The engine oil is used as hydraulic fluid.
Das Öffnen und das Schließen des Auslaßventils wird mit Elektronik und Magnetventilen gesteuert.The opening and closing of the exhaust valve is controlled by electronics and solenoid valves.
Dieses zusätzliche Hydrauliksystem bildet eine recht komplizierte Einrichtung. Auch erfordert es zusätzliche konstruktive Maßnahmen, bedingt durch das die Regelung und die Elemente beinhaltende Gehäuse, welches auf den Zylinderkopf aufgesetzt ist. Somit ist der Nachteil dieser Motorbremse der aufwendige Zusatzbauteil.This additional hydraulic system is a rather complicated device. It also requires additional design measures, due to the housing containing the control and the elements, which is placed on the cylinder head. The disadvantage of this engine brake is the complex additional component.
Aufgabe der Erfindung ist es deshalb, eine Dekompressionsbremse der eingangs erwähnten Art vorzuschlagen, die wesentlich einfacher und damit billiger ausgestaltet ist, d. h. die möglichst ohne größere Konstruktionsänderung ausgeführt werden kann. Zudem soll diese problemlos mit der üblichen Auspuffbremse kombinierbar sein.The object of the invention is therefore to propose a decompression brake of the type mentioned at the outset, which is designed to be substantially simpler and therefore cheaper, d. H. which can be done without major design changes if possible. In addition, it should be easy to combine with the usual exhaust brake.
Erfindungsgemäß wird diese Aufgabe durch die gekennzeichneten Merkmale des Patentanspruches 1 gelöst.According to the invention, this object is achieved by the characterized features of
Durch die Anwendung der Einspritzpumpe als Geberzylinder liegt eine sehr einfach ausgebildete hydraulische Vorrichtung vor, bei der die Anzahl der zusätzlichen Steuereinrichtungen bzw. Stellorgane gering ist. Auch können diese Stellorgane, beispielsweise der Betätigungskolben, wegen des Hochdrucks, kleiner ausgeführt werden.By using the injection pump as a master cylinder, there is a very simple hydraulic device in which the number of additional control devices or actuators is small. These actuators, for example the actuating piston, can also be made smaller because of the high pressure.
Vorteilhafte und förderliche Weiterbildungen der Erfindung lassen sich den Unteransprüchen entnehmen.Advantageous and beneficial developments of the invention can be found in the subclaims.
Nachstehend wird anhand der Zeichnung die Erfindung näher erläutert. Es zeigt:
Figur 1 eine schematische Darstellung des Motorbremssystems undFigur 2 einen kombinierten Kompressions- und Ausschubbremszyklus, dargestellt in einem Arbeitsdiagramm.
- Figure 1 is a schematic representation of the engine braking system and
- Figure 2 shows a combined compression and extension brake cycle, shown in a working diagram.
Die Figur 1 zeigt schematisch das Motorbremssystem (die Dekompressionsbremse) der Erfindung. Hierbei werden die Auslaßventile 14 eines direkt einspritzenden Dieselmotors (mit Motorzylinder 13, Motorkolben 15 sowie Kolbenbrennraum 16) nahe des oberen Totpunktes (im Bereich des Zünd-OT) des Kompressionshubes geringfügig geöffnet, so daß die durch den Motor während des Kompressionshubes absorbierte Energie nicht während des Expansionshubes an den Motor zurückgegeben wird.Figure 1 shows schematically the engine brake system (the decompression brake) of the invention. Here, the
Die Öffnung des Auslaßventils 14 (bzw. der Auslaßventileinrichtungen) erfolgt über eine hydraulische Vorrichtung, welche aus einem das Auslaßventil 7 steuernden Betätigungszylinder mit Betätigungskolben 4 (wirkt auf den Daumen des Kipphebels) einer Steuerleitung 3 sowie einem Geberzylinder mit Geberkolben 1 besteht. Erfindungsgemäß wird die hydraulische Betätigung der Betätigungskolben 4 von den Einspritzpumpenelementen als Geberkolben 1 verursacht. Als Hydraulikfluid findet der Dieselkraftstoff Anwendung. Die Verwendung der motoreigenen Einspritzpumpe selbst als gesteuerter Geberzylinder 1 (Masterzylinder) ist deshalb so vorteilhaft, weil der Förderbeginn derselben vor dem Ende des Kompressionshubes bei 15 bis 30 ° KW vor OT liegt, wo eben das Öffnen des Auslaßventils 14 gewünscht wird.The opening of the exhaust valve 14 (or the exhaust valve devices) takes place via a hydraulic device, which consists of an actuating cylinder controlling the
Der durch die Einspritzpumpe 1 erreichbare Förderdruck ist hoch, er reicht bis 1000 bar, und kann somit eine ausreichende Öffnungskraft auf das Auslaßventil 14 ausüben. Wegen des hohen Druckniveaus im Betätigungszylinder hat der Betätigungskolben 4 einen kleinen (ca. 10 mm) Durchmesser. Das Fördervolumen (Hubvolumen) pro Arbeitszyklus der Einspritzpumpe 1 reicht aus, dem Betätigungskolben 4 einen maximalen Hub von ca. 2,5 mm zu geben.The delivery pressure achievable by the
In der zwischen Einspritzpumpe 1 und Einspritzdüse 5 vorliegenden Einspritzleitung 2 ist eine Weiche 6 angeordnet. Diese läßt im Motorbetrieb den Kraftstoff unbehindert zur Einspritzdüse 5 und im Bremsbetrieb zum Betätigungszylinder 4 strömen. Im letzteren Fall wird also der erste Teil der Einspritzleitung 2 zur Steuerleitung 3, genauer gesagt 3a, umfunktioniert. Der Rest der Steuerleitung 3 wird durch eine zusätzliche (von der Weiche 6 abgehende und zum Betätigungszylinder 4 führende) Leitung 3b gebildet. In dieser Leitung 3b ist nach der Weiche 6 ein Rückschlagventil 7 vorgesehen. Dieses verhindert die Rückströmung des Kraftstoffes und somit keinerlei Störung in der Einspritzleitung 2. So bleibt das Auslaßventil 14 durch den Betätigungskolben 4 der Hydraulik geöffnet. Unter Umständen kann auch das einspritzpumpeneigene Rückschlagventil ausreichend sein.In the one present between
In einer Abzweigleitung 8 zur Steuerleitung 3 liegt ein Ventil 10 vor. Dieses wird vom Druck des Motorzylinders 13 über eine Druckleitung 9 beaufschlagt. Der Motor-Zylinderdruck kann durch ein zusätzliches Auspuffbremssystem (Auspuffklappe) beeinflußt werden, was die Bremsleistung verbessert.A
Das vom Druck des Motorzylinders 13 gesteuerte Ventil 10 läßt das Auslaßventil 7 schließen, wenn der Druck im Motorzylinder 13 unter einem bestimmten Pegel sinkt. Die Rückströmung des Kraftstoffs aus dem Arbeitszylinder 4 (über eine Abflußleitung 11) wird hierbei durch das Ventil 10 ebensolange verhindert. Das Schließen des Auslaßventils 7 wird beim Unterschreiten des gewünschten minimalen Ablase-Zylinderdrucks (im Ausführungsbeispiel bei ca. 5,7 bar) eingeleitet.The
Die Abflußleitung 11 (Leckleitung) des Ventils 10 ist an die Leckleitung 5a der Einspritzdüse 5 angeschlossen. Die Leckleitungen 5a, 11 führen zu einem Hydraulikfluid-Vorratsbehälter 12. Aus diesem wird auch über eine Leitung 17 die Einspritzpumpe 1 gespeist.The drain line 11 (leak line) of the
In der Figur 2 ist das Arbeitsdiagramm (p-V-Diagramm) eines kombinierten Kompressions- und Ausschubbremszyklus dargestellt. Hierbei ist auf der Ordinate der Zylinderdruck und auf der Abszisse das Hubvolumen aufgetragen. (VH bedeutet hierbei Hubvolumen und VK Kompressionsvolumen).FIG. 2 shows the working diagram (pV diagram) of a combined compression and extension brake cycle. The cylinder pressure is plotted on the ordinate and the stroke volume on the abscissa. (V H means stroke volume and V K compression volume).
Nach dem Ansaugvorgang a-b schließt das Einlaßventil Es und die Kompression erfolgt, bis das Auslaßventil 14 durch den Betätigungskolben 4 der Hydraulik in der Regel vor oder eventuell auch nach dem OT (letzteres bei kleinem Gaspedaldruck, d. h. nicht voller Lieferung der Kraftstoffmenge) öffnet (c, Aö1). Der Auslaßöffnungsdruck hängt u. a. vom Verdichtungsverhältnis des Motors, vom Förderbeginn der Einspritzpumpe und vom eventuellen Ladedruck ab. Ohne die Berücksichtigung eines eventuellen Ladedrucks wird dieser Druck bei voller Kraftstoffmenge im Ausführungsbeispiel auf ca. 30 bar festgesetzt.After the suction process, the inlet valve E s closes and the compression takes place until the
Im Interesse einer akzeptablen Bremsleistung liegt dieser Punkt ca. 15 bis 30 ° KW vor OT. Nach dem Öffnen des Auslaßventils 14 fällt der Druck im Motor-Zylinder (Punkt d) bis auf den durch das Ventil 10 bestimmten Druck ab (e, As1). Der Öffnungsdruck des Ventils 10 ist zweckmäßig so gewählt, daß er wenig über dem Druck im Auspuffrohr liegt. Hier beträgt der Druck wegen der geschlossenen Ausschubbremsklappe zwischen 3 und 4,5 bar. Die Expansion fängt im Punkt e an und läuft bis zum wiederholten Öffnen des Auslaßventils durch die normale Ladungswechselsteuerung ab (f). Der Expansionsenddruck läuft bis unter Atmosphärendruck. Der Ladungswechsel f - g - h - a - b ist bekannterweise durch hohen Ausschubgegendruck charakterisiert.In the interest of an acceptable braking performance, this point is approx. 15 to 30 ° KW before TDC. After opening the
Wie ersichtlich sind die durch die Zustandsänderungen gebildeten Hoch- und Niederdruck-Arbeitsflächen negativ, also arbeitsvernichtend. Die Größe der negativen Hochdruck-Arbeitsschleife hängt vom aufgebauten Druck hinter dem Arbeitszylinder (Betätigungszylinder 4) ab. Wenn der Druck kleiner ist als zum Öffnen des Auslaßventils 14 gleich nach dem Förderbeginn, also für das Öffnen vor OT notwendig ist, wird das Auslaßventil 14 nach dem OT während der Expansion bei einem abnehmenden Druck im Motorzylinder geöffnet. Die negative Hochdruckschleife wird dadurch verkürzt. Sie wird sogar - bei abgestellter Förderung - Null. Es folgt daraus, daß mit "Gasgeben" diese Arbeitsfläche theoretisch dem Fahr- bzw. Bremsverhältnissen entsprechend gesteuert werden kann.As can be seen, the high-pressure and low-pressure work surfaces formed by the changes in condition are negative, that is, they destroy work. The size of the negative high pressure working loop depends on the pressure built up behind the working cylinder (actuating cylinder 4). If the pressure is less than to open the
Claims (9)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE3904497A DE3904497C1 (en) | 1989-02-15 | 1989-02-15 | |
DE3904497 | 1989-02-15 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0383088A1 true EP0383088A1 (en) | 1990-08-22 |
EP0383088B1 EP0383088B1 (en) | 1993-05-26 |
Family
ID=6374111
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP90101744A Expired - Lifetime EP0383088B1 (en) | 1989-02-15 | 1990-01-29 | Engine brake for lorries |
Country Status (6)
Country | Link |
---|---|
US (1) | US5000146A (en) |
EP (1) | EP0383088B1 (en) |
JP (1) | JPH02233814A (en) |
DE (2) | DE3904497C1 (en) |
RU (1) | RU1828499C (en) |
ZA (1) | ZA899937B (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO1996035861A1 (en) * | 1995-05-12 | 1996-11-14 | Caterpillar Inc. | Compression braking system |
FR2737536A1 (en) * | 1995-08-04 | 1997-02-07 | Daimler Benz Ag | ENGINE BRAKE FOR A DIESEL INTERNAL COMBUSTION ENGINE |
US5713331A (en) * | 1994-12-21 | 1998-02-03 | Mannesmann Rexroth Gmbh | Injection and exhaust-brake system for an internal combustion engine having several cylinders |
CN105386810A (en) * | 2015-12-31 | 2016-03-09 | 潍柴动力股份有限公司 | Motor brake system |
Families Citing this family (26)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3909822A1 (en) * | 1989-03-25 | 1990-09-27 | Bosch Gmbh Robert | Device for actuation and control of the valves of an internal combustion engine |
US5215054A (en) * | 1990-10-22 | 1993-06-01 | Jenara Enterprises Ltd. | Valve control apparatus and method |
EP0608521B1 (en) * | 1993-01-25 | 1995-12-27 | Steyr Nutzfahrzeuge Ag | Engine brake for heavy goods vehicle 4 stroke engine |
DE59303199D1 (en) * | 1993-01-25 | 1996-08-14 | Steyr Nutzfahrzeuge | Engine brake in a 4-stroke internal combustion engine of a commercial vehicle |
EP0608522B1 (en) * | 1993-01-25 | 1995-11-15 | Steyr Nutzfahrzeuge Ag | Engine brake for heavy goods vehicle 4 stroke engine |
DE4407585C2 (en) * | 1994-03-08 | 1996-09-19 | Mtu Friedrichshafen Gmbh | Variable valve timing |
DE4423657C2 (en) * | 1994-07-06 | 1997-10-02 | Daimler Benz Ag | Actuating device for an engine brake valve of an internal combustion engine |
US5647318A (en) | 1994-07-29 | 1997-07-15 | Caterpillar Inc. | Engine compression braking apparatus and method |
US5540201A (en) | 1994-07-29 | 1996-07-30 | Caterpillar Inc. | Engine compression braking apparatus and method |
US5526784A (en) | 1994-08-04 | 1996-06-18 | Caterpillar Inc. | Simultaneous exhaust valve opening braking system |
DE4433258C1 (en) * | 1994-09-19 | 1996-03-07 | Daimler Benz Ag | Engine brake for a diesel engine |
DE19514116A1 (en) * | 1995-04-14 | 1996-10-17 | Daimler Benz Ag | Device for controlling air compressed in a cylinder of an internal combustion engine |
DE19600562C1 (en) * | 1996-01-09 | 1997-05-22 | Daimler Benz Ag | Direct injection internal combustion engine |
US5735242A (en) * | 1996-04-17 | 1998-04-07 | Cummins Engine Company, Inc. | Fuel pressure activated engine compression braking system |
US6104977A (en) * | 1997-06-04 | 2000-08-15 | Detroit Diesel Corporation | Method and system for engine control |
US6085721A (en) * | 1998-04-03 | 2000-07-11 | Diesel Engine Retarders, Inc. | Bar engine brake |
DE10024268B4 (en) * | 2000-05-17 | 2012-11-29 | Robert Bosch Gmbh | Device for gasoline direct injection in a reciprocating internal combustion engine |
US20030037765A1 (en) | 2001-08-24 | 2003-02-27 | Shafer Scott F. | Linear control valve for controlling a fuel injector and engine compression release brake actuator and engine using same |
US6854442B2 (en) * | 2002-12-02 | 2005-02-15 | Caterpillar Inc | Rotary valve for controlling a fuel injector and engine compression release brake actuator and engine using same |
CN100549432C (en) * | 2006-03-27 | 2009-10-14 | 曼B与W狄赛尔公司 | Common rail hydraulic system |
DE102007014250A1 (en) | 2007-03-24 | 2008-09-25 | Schaeffler Kg | Internal combustion engine with engine brake |
DE102007014248A1 (en) | 2007-03-24 | 2008-09-25 | Schaeffler Kg | Reciprocating internal combustion engine with engine braking device |
DE102007033424A1 (en) | 2007-07-18 | 2009-01-22 | Man Nutzfahrzeuge Ag | Self-cleaning exhaust aftertreatment system |
DE102007051302A1 (en) | 2007-10-26 | 2009-04-30 | Schaeffler Kg | Reciprocating internal combustion engine with engine brake and additional opening of an exhaust valve |
DE102007061005A1 (en) | 2007-12-18 | 2009-06-25 | Man Nutzfahrzeuge Ag | A method for improving the hydrolysis of a reducing agent in an exhaust aftertreatment system |
DE102008039504A1 (en) | 2008-08-23 | 2010-02-25 | Schaeffler Kg | Four-stroke internal combustion engine, has crankcase and cylinder, where one transmission element or hydraulic valve-play compensating element is attached in component inserted in transmission element |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4150640A (en) * | 1977-12-20 | 1979-04-24 | Cummins Engine Company, Inc. | Fluidic exhaust valve opening system for an engine compression brake |
US4741307A (en) * | 1987-02-17 | 1988-05-03 | Pacific Diesel Brave Co. | Apparatus and method for compression release retarding of an engine |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3367312A (en) * | 1966-01-28 | 1968-02-06 | White Motor Corp | Engine braking system |
US3547087A (en) * | 1968-08-09 | 1970-12-15 | White Motor Corp | Engine valve control for braking operation |
US4158348A (en) * | 1977-06-30 | 1979-06-19 | Mason Lloyd R | System for retarding engine speed |
US4398510A (en) * | 1978-11-06 | 1983-08-16 | The Jacobs Manufacturing Company | Timing mechanism for engine brake |
US4384558A (en) * | 1981-08-03 | 1983-05-24 | Cummins Engine Company, Inc. | Engine compression brake employing automatic lash adjustment |
US4697558A (en) * | 1986-02-18 | 1987-10-06 | Meneely Vincent A | Compression relief engine brake |
US4711210A (en) * | 1986-12-29 | 1987-12-08 | Cummins Engine Company, Inc. | Compression braking system for an internal combustion engine |
-
1989
- 1989-02-15 DE DE3904497A patent/DE3904497C1/de not_active Expired - Fee Related
- 1989-12-28 ZA ZA899937A patent/ZA899937B/en unknown
-
1990
- 1990-01-29 EP EP90101744A patent/EP0383088B1/en not_active Expired - Lifetime
- 1990-01-29 DE DE9090101744T patent/DE59001521D1/en not_active Expired - Fee Related
- 1990-01-31 RU SU904742939A patent/RU1828499C/en active
- 1990-02-09 JP JP2028613A patent/JPH02233814A/en active Pending
- 1990-02-09 US US07/477,596 patent/US5000146A/en not_active Expired - Fee Related
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4150640A (en) * | 1977-12-20 | 1979-04-24 | Cummins Engine Company, Inc. | Fluidic exhaust valve opening system for an engine compression brake |
US4741307A (en) * | 1987-02-17 | 1988-05-03 | Pacific Diesel Brave Co. | Apparatus and method for compression release retarding of an engine |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5713331A (en) * | 1994-12-21 | 1998-02-03 | Mannesmann Rexroth Gmbh | Injection and exhaust-brake system for an internal combustion engine having several cylinders |
WO1996035861A1 (en) * | 1995-05-12 | 1996-11-14 | Caterpillar Inc. | Compression braking system |
FR2737536A1 (en) * | 1995-08-04 | 1997-02-07 | Daimler Benz Ag | ENGINE BRAKE FOR A DIESEL INTERNAL COMBUSTION ENGINE |
CN105386810A (en) * | 2015-12-31 | 2016-03-09 | 潍柴动力股份有限公司 | Motor brake system |
Also Published As
Publication number | Publication date |
---|---|
EP0383088B1 (en) | 1993-05-26 |
US5000146A (en) | 1991-03-19 |
RU1828499C (en) | 1993-07-15 |
DE3904497C1 (en) | 1990-01-25 |
ZA899937B (en) | 1990-11-28 |
DE59001521D1 (en) | 1993-07-01 |
JPH02233814A (en) | 1990-09-17 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
DE3904497C1 (en) | ||
DE3779943T2 (en) | FUEL INJECTION CONTROL DEVICE. | |
EP0840009B1 (en) | High pressure pump | |
DE69115298T2 (en) | Method for operating a hydraulically operated and electronically controlled injection unit. | |
DE19581047B4 (en) | Hydraulically operated electronically controlled fuel injector | |
DE102007000246B4 (en) | Fuel pressure control | |
DE10064055A1 (en) | Control device for high pressure fuel pump and for direct injection engine | |
DE69103323T2 (en) | Valve control device for an internal combustion engine. | |
DE19720731A1 (en) | Fuel injector with vibration damper for directly injected petrol engine | |
EP2217795B1 (en) | Fuel injection system for an internal combustion engine, comprising a hydrocarbon injector | |
DE10024268B4 (en) | Device for gasoline direct injection in a reciprocating internal combustion engine | |
DE69923108T2 (en) | Fuel system and pump for use in such a system | |
DE19528792C1 (en) | Brake for diesel engine | |
DE19882042B4 (en) | Control device and control method for a cam-driven, electronically controlled pump-injector unit | |
EP1316718A2 (en) | Fuel injection system for internal combustion engine | |
DE3382635T2 (en) | METHOD AND DEVICE FOR THE ACCURATE CONTROL OF FUEL INJECTION IN AN INTERNAL COMBUSTION ENGINE. | |
DE102004030452A1 (en) | Method and device for operating an internal combustion engine | |
DE69114864T2 (en) | ACTUATING AND VALVE ARRANGEMENT FOR A HYDRAULICALLY ACTUATED ELECTRONICALLY CONTROLLED INJECTION UNIT. | |
DE2719668A1 (en) | Low compression ratio four stroke Diesel engine - has two groups of cylinders one of which is used for precompression at part load | |
EP0670424B1 (en) | Injection system for injecting a fuel and an additional liquid into the combustion chambers of an internal combustion engine | |
DE2913909C2 (en) | ||
WO1996008644A1 (en) | Fuel-injection system for a two-stroke internal-combustion engine | |
DE3612700A1 (en) | FUEL FEEDING SYSTEM FOR A TURBOCHARGED MACHINE WITH INTERNAL COMBUSTION | |
DE112006000194B4 (en) | Method and control device for operating an internal combustion engine | |
DE10204129B4 (en) | Method and device for controlling a drive unit with an internal combustion engine |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): DE FR GB IT SE |
|
17P | Request for examination filed |
Effective date: 19900927 |
|
17Q | First examination report despatched |
Effective date: 19920120 |
|
ITF | It: translation for a ep patent filed |
Owner name: DE DOMINICIS & MAYER S.R.L. |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): DE FR GB IT SE |
|
ET | Fr: translation filed | ||
REF | Corresponds to: |
Ref document number: 59001521 Country of ref document: DE Date of ref document: 19930701 |
|
GBT | Gb: translation of ep patent filed (gb section 77(6)(a)/1977) |
Effective date: 19930624 |
|
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
26N | No opposition filed | ||
EAL | Se: european patent in force in sweden |
Ref document number: 90101744.2 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: SE Payment date: 19961209 Year of fee payment: 8 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 19961230 Year of fee payment: 8 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: GB Payment date: 19970120 Year of fee payment: 8 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 19970311 Year of fee payment: 8 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 19980129 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 19980130 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: FR Free format text: THE PATENT HAS BEEN ANNULLED BY A DECISION OF A NATIONAL AUTHORITY Effective date: 19980131 |
|
GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 19980129 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 19981001 |
|
EUG | Se: european patent has lapsed |
Ref document number: 90101744.2 |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: ST |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED. Effective date: 20050129 |