EP0593908A1 - Frein moteur avec freinage des gaz d'échappement - Google Patents

Frein moteur avec freinage des gaz d'échappement Download PDF

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Publication number
EP0593908A1
EP0593908A1 EP93114986A EP93114986A EP0593908A1 EP 0593908 A1 EP0593908 A1 EP 0593908A1 EP 93114986 A EP93114986 A EP 93114986A EP 93114986 A EP93114986 A EP 93114986A EP 0593908 A1 EP0593908 A1 EP 0593908A1
Authority
EP
European Patent Office
Prior art keywords
tappet
pressure medium
pressure
pressure chamber
piston
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
Application number
EP93114986A
Other languages
German (de)
English (en)
Other versions
EP0593908B1 (fr
Inventor
Erwin Dipl.-Ing. Haas
Harald Dr. Dipl.-Ing. Schlögl
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.)
MAN Truck and Bus Osterreich AG
Original Assignee
Steyr Nutzfahrzeuge 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 Steyr Nutzfahrzeuge AG filed Critical Steyr Nutzfahrzeuge AG
Publication of EP0593908A1 publication Critical patent/EP0593908A1/fr
Application granted granted Critical
Publication of EP0593908B1 publication Critical patent/EP0593908B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • 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
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/08—Shape of cams

Definitions

  • the invention relates to a device for increasing the engine braking power of 4-stroke reciprocating internal combustion engines in motor vehicles, with air sucked in via the intake valves in the first cycle and compressed in the second cycle through the exhaust valves additionally opened at the end of the compression stroke into the exhaust line against one in there Throttle position adjusted throttle valve can be pushed out, with the camshaft on both sides of an exhaust cam actuating a stroke-transmitting tappet in braking operation, the additional exhaust valve opening and closing controlling brake cams are arranged, with which the tappet can be brought into active connection by special device parts for braking operation, in normal operation but out of action is held.
  • Such a device for increasing the engine braking power is known from CH-PS 306 146.
  • a camshaft is used there, on the exhaust cams and on both sides of the camshaft there are two brake cams, each offset by 180 °. These cams act on an exhaust valve via a stroke-transmitting tappet and other parts of the valve train.
  • a special mechanical device is provided for controlling the plunger during braking.
  • a mechanically pivotable shaft which carries a lever with a pin for each outlet valve and an intermediate piece mounted on the latter and tapering into tongues.
  • the shaft is pivoted with the lever to such an extent that the tongues of the intermediate piece are not between the ram-side run-up surfaces and the brake cams, but only remain in contact with the brake cams under the action of a tension spring with their front ends.
  • the shaft is rotated in opposite directions via the lever, as a result of which the tongues of the intermediate piece are pushed into the effective area of the brake cams between them and the contact surfaces of the tappet.
  • the plunger is subdivided into a first plunger part, which is only in contact with the exhaust cam during normal operation with a central piston, and a second plunger part, which cooperates only with the brake cams only in braking operation, which is partially immersed in the first low-leakage along whose piston can be moved between two end positions with limited stroke and, in its end position withdrawn during normal operation, can be blocked hydraulically or hydromechanically by supplying pressure medium to a front pressure chamber opposite the piston, from this end position after the blocking has been released by supplying pressure medium can be moved into its extended end position in a rear-side, rear pressure chamber and can be held there during the braking operation due to hydraulic blocking of the rear pressure chamber in a stroke-effective connection with the first tappet part, as well as according to A Cancellation of this pressure chamber blocking for transition from braking to normal operation by the brake cams can be pressed again in the direction of its retracted end position and can be blocked again in this by hydraulic pressure medium supply to the front pressure chamber.
  • Another advantage of the solution according to the invention is based on the fact that, due to its design, an engine braking power can be achieved which is in the range of twice the engine power.
  • FIGS. 1A, 1B, 2A, 2B, 3A, 3B, 4A, 4B, 5A, 5B, 6A, 6B, 7A, 7B, 8A and 8B the valve drives are only shown in connection with an exhaust valve, as is the case for the Identification of the conditions for normal charge changes or braking operation seems necessary, since the same conditions apply to the other exhaust valves of the internal combustion engine.
  • the exhaust pipe of the vehicle with a throttle valve and associated control system for its adjustment in the open and throttle position are only shown in FIGS. 1A, 1B and 2A, 2B, since the same conditions are present in the other exemplary embodiments.
  • the device according to the invention for increasing the engine braking power in motor vehicles is generally applicable to all 4-stroke reciprocating piston internal combustion engines whose gas exchange valves are controlled by a valve train having a camshaft and stroke-transmitting members.
  • This universal applicability can also be seen in the drawing, because there the device according to the invention according to FIGS. 1A, 1B and 7A, 7B is part of a camshaft 1, which is located from below and is controlled by a rocker arm drive with hydraulic valve clearance compensation, according to FIGS. 2A, 2B, 5A, 5B and 8A, 8B part of a bottom one 3A, 3B part of an overhead camshaft 1 made of bucket tappet control without valve lash adjustment, shown in FIGS. 4A, 4B part of an overhead camshaft 1 made of controlled rocker arm drive and according to FIGS. 6A, 6B Part of a rocker arm drive with a camshaft that acts directly on the rocker arm via the built-in tappet 1.
  • the outlet valve controlled by the valve train shown in each case is designated by 2.
  • the exhaust port 2 associated with the exhaust valve 2 communicates via an elbow 6, which is connected to the outside of the cylinder head, with an exhaust gas line 7, in which a throttle valve 8 is installed.
  • the latter is rotatably mounted, in normal operation of the 4-stroke reciprocating piston internal combustion engine set to full passage (see FIGS. 1A and 2A), for braking operation, however, adjustable in a throttle position in which the passage cross section of the exhaust pipe 7 is completely or largely blocked.
  • this is assigned an actuating mechanism, in particular a servomotor 9, which receives its commands from an electronic regulating and control device 10, which is an independent component or the on-board computer responsible for the operational management of the internal combustion engine Motor vehicle can act.
  • actuating mechanism in particular a servomotor 9, which receives its commands from an electronic regulating and control device 10, which is an independent component or the on-board computer responsible for the operational management of the internal combustion engine Motor vehicle can act.
  • exhaust cams 11 On both sides of an outlet cam 11 there are brake cams 13, 14 which are of the same design and are also arranged at the same angle in relation to the latter.
  • the brake cams 13, 14 preferably designed in such a way that the exhaust valves 2 are opened at a crankshaft running angle of 160 ° after TDC and closed again at a crankshaft running angle of 400 ° after TDC and remain in the open position via this angular path at a constant distance from their closed position.
  • the cam height of the brake cams 13, 14 is preferably dimensioned so that the opening stroke of the exhaust valves 2 in braking operation is only about 1/6 to 1/5 of that which is predetermined by the exhaust cams 11 by their maximum height.
  • the tappet according to the invention is generally characterized in that it is in a first tappet part 15, which is in contact with the associated exhaust cam 11 in a stroke-effective manner only with a central piston 16 during normal operation of the internal combustion engine, and only with the brake cams 13, 14 in braking operation cooperating second plunger part 17 is divided.
  • This second plunger part 17 is partially immersed in the first plunger part 15, with little leakage along the piston 16 of which it is movable with limited stroke between two end positions.
  • the second tappet part 17 in its retracted end position (see FIGS.
  • 1A, 2A, 3A, 4A, 5A, 6A, 7A, 8A is hydraulic or hydromechanical by supplying pressure medium to a front pressure chamber 18 opposite the piston 16 of the first plunger part 15 can be blocked.
  • the second plunger part 17 is out of this end position after this blocking has been released by supplying pressure medium to a rear pressure chamber 19 which is provided on the rear side and into its extended end position necessary for braking operation (see FIGS. 1B, 2B, 3B, 4B, 5B, 6B, 7B, 8B) displaceable and in this front end position during braking operation due to hydraulic blocking of the rear pressure chamber 19 in a stroke-effective connection with the first tappet part 15.
  • said pressure chamber blocking can be removed and then the second tappet part 17 can be pressed again by the brake cams 13, 14 in the direction of its retracted end position, in which it can then be blocked again by hydraulic pressure medium supply to the front pressure chamber 18.
  • the first plunger part 15 consists of an annular cylindrical bushing 20 with a base 21, on which the shaft 22 projecting out of the bushing 20 and arranged coaxially with the latter protrudes at the front of the piston 16 connects.
  • the first tappet part 15 - to enable hydraulic valve lash compensation - consists of two main parts, the one main part being formed by an annular cylindrical bushing, which at one end has a base 23 formed integrally therewith and 23 other main part by the coaxially arranged in the bushing 24, there at the bottom 23 indirectly hydraulically supported piston 16 is formed.
  • the piston 16 of the first plunger part 15, which is prefabricated as an independent component, is guided along the inner wall of the bush 24 with little leakage with a circular-cylindrical pressure plate 26 in the rear end region of the piston shaft 25.
  • valve lash compensation pressure chamber 27 which is limited in connection with the bushing 24 and its base 23 and in which - as can be seen from FIGS. 1A and 1B - a prestressed compression spring 28 can be installed and which - in order to bring about constant valve lash compensation - is permanently supplied with pressure medium of certain pressure.
  • the first plunger part 15 is formed by a one-piece base body, which consists of a circular-cylindrical printhead 29 and a shaft 30 of the piston 16 which adjoins the latter at the front.
  • This first plunger part 15 designed in this way is guided in an axially displaceable manner with little leakage in a receiving sleeve 32 fixed in a bearing block 31.
  • the piston 16 of the first plunger part 15 protrudes from this receiving sleeve 32.
  • the outlet valve 2 is firmly connected with its shaft.
  • first plunger part 15 is supported on the rear 34 of the compression sleeve 33 on the bottom 34 of the receiving sleeve 32.
  • the first tappet part is pressed permanently in the direction of the outlet cam 11 by the compression spring 33 in order to ensure a reliable control contact.
  • the first tappet part 15 is designed for a sliding stroke transmission from the camshaft 1.
  • the first plunger part 15 with the front of the end plate 35 is constantly in contact with the exhaust cam 11. With its rear side, the end plate 35 forms the stop marking the front extended end position of the second plunger part 17 in braking operation and the front boundary of the front Pressure chamber 18.
  • the second plunger part 17 consists of a ring-cylindrical, with its through bore 36 low leakage on the piston skirt 22 or 25 or 30 and with its outside 37 low leakage in the bushing 20 or 24 of the first tappet part or the receiving sleeve 32 guided shaft 38 and a ring-cylindrical head part 39 adjoining it at the front and larger in diameter.
  • the rear pressure chamber 19 borders on the rear side 40 of the shaft 38.
  • the front end face 41 on the shaft 38 limits the stroke of the second tappet part 17 in the direction of the extended front brake operating end position.
  • the head part 39 encompasses the inside of the end plate 35 provided on the piston shaft 22 or 25 or 30 on the circumference with little leakage.
  • the second tappet part 17 interacts in braking operation with the brake cams 13, 14 resting at diametrically opposite points.
  • the stroke in the direction of the retracted end position of the second plunger part 17 is limited in connection with a surface forming the relevant stop, which is the end face of the bushing 20 or 24 of the first plunger ice or the receiving sleeve 32 or one of these parts receiving motor part 31 or 44, in which there is that receiving bore 45 in which the tappet 12 is received.
  • the front pressure chamber 18 on the part of the second tappet part 17 is provided by an inner circumferential on the front end face 41 of its shaft 38, towards its central through bore 36 and towards the end plate 35 open puncture channel 46 is formed.
  • the second plunger part 17 is designed for a hydromechanical blocking of the second plunger part 17 in the retracted end position.
  • Two circular ring segments 47, 48 are used for mechanical locking.
  • the second plunger part 17 must be made of two parts which, when assembled, accommodate the two circular ring segments 47, 48 and are then screwed together.
  • the second plunger part 17 - as can be seen in detail from FIGS. 5C and 5D - consists of an annular cylindrical sleeve which is guided on the outside with little leakage in the bushing 20 of the first plunger part 15 or alternatively in the receiving sleeve 32.
  • This sleeve in turn, consists of two sleeve parts 49, 50 which are fixed coaxially one inside the other and which receive the two circular ring segments 47, 48 between facing end faces.
  • a central through-hole 53 leads through the two interconnected sleeve parts 49, 50. With the rear section of this central through-hole 53, the second tappet part 17 has little leakage on the piston shaft 22 and with the front, enlarged section of the central through-hole 53 it has little leakage along the end plate 35 of the first Ram part 15 out.
  • an outer circumferential annular groove 54 which is delimited by front edges of both sleeve parts 49, 50 at the front and rear, is provided on the sleeve in a distance from this given transverse plane behind the end plate 35, which has a transverse bore 55 with a through the two Sleeve parts 49, 50 communicates limited annular groove 56, in which the two circular ring segments 47, 48 are inserted.
  • These two circular ring segments 47, 48 have plane-parallel upper and lower sides, one of these two sides being stepped, so that there is a greater axial height on the respective outer side of the circular ring segment than on the inside and thus differently sized pressure surfaces.
  • these two circular ring segments 47, 48 can be partially inserted transversely into a blocking groove 57 which runs around the outside of the piston shaft 22 in a corresponding axial position by radial pressure pressure acting radially inwards. Because of its position, this interlocking groove 57 specifies the retracted end position of the second plunger part 17. This blocking can be removed radially outward by supplying pressure medium from the inside of the piston skirt, which causes the circular ring segments 47, 48 to be completely returned to the annular groove 56 on the sleeve side.
  • roller tappets are used. Accordingly, deviating from the solutions of FIGS. 1 to 6, the piston shaft 22 or 25 or 30 projecting coaxially from the interior of the bushing 20 or 24 of the first plunger part 15 or the receiving sleeve 32 is forked at its free end there. Between the fork parts 58, 59, a tappet roller 60 is mounted, specifically via a bearing axis 63 which also penetrates transverse bores of the fork parts 58, 59 and overlaps the latter to a certain extent on the outside.
  • the associated second tappet part 17 consists of a ring-cylindrical one with its inside coaxial through bore 64 with little leakage on the piston shaft 22 or 25 or 30 and on the outside with little leakage in the bushing 20 or 24 of the first tappet part 15 or the receiving sleeve 32, the shaft 65, on the back 66 of which the rear pressure chamber 19 adjoins and on its front end a larger radial collar 67 is given.
  • the second tappet part 17 interacts with the braking cams 13, 14, which engage at diametrically opposite points.
  • the rear 69 on the radial collar 67 limits the stroke in the direction of the retracted end position of the second plunger part in connection with a surface forming the relevant stop, which, as in the other exemplary embodiments, is the end face of the bushing 20 or 24 or the receiving sleeve 32 or a surface on a motor part 31 or 44 receiving the tappet.
  • the relative axial movability between the piston shaft 22 or 25 or 30 of the first tappet part 15 and the second tappet part 17 is ensured by axially parallel longitudinal grooves 70, 71 in the latter, into which the projecting ends of the bearing axis 63 carrying the tappet roller 60 are guided exactly transversely and longitudinally intervene with little play.
  • the rear curved surfaces 72, 73 of the longitudinal grooves 70, 71 act as stops, by means of which the front extended brake operating end position of the second tappet part 17 is determined in connection with the bearing axis 63.
  • the groove spaces of the longitudinal grooves 70, 71 form the front pressure chamber 18 behind the bearing axis 63 in connection with their facing peripheral sections (see FIGS. 7C and 8C).
  • the front pressure chamber 18 is provided via a section which is provided internally by the piston skirt 22 or 25 or 30 and the bushing 20 or 24 or the receiving sleeve 32 74/1, 74/2, 74/3, 74/4, 74/5 composing pressure medium channel 74 is supplied with pressure medium, which via a part internal (75/1) of the motor part 31 or 44 receiving the tappet 12, partly external ( 75/2) of the latter given pressure medium supply line 75 is provided.
  • valve lash compensation pressure chamber 27 is also part of the pressure medium channel 74.
  • the pressure medium can either be engine oil derived from the internal engine oil circuit and set to a pressure of, for example, 5 bar, or from the hydraulic working circuit Power steering pump derived from the vehicle and used to a pressure of, for example, 5 bar servo oil can be used.
  • This pressure medium source is generally designated 76 in FIGS. 9A and 9B. 1 to 4 and 6 to 8 associated scheme according to FIG.
  • a check valve 77 which is only permeable in the feed direction of the pressure medium, is installed in the pressure medium supply line 75 outside the plunger 12, with which by holding the Pressure in the pressure medium paths given before, the hydraulic blocking of the two tappet parts 15, 17 in the retracted end position of the second tappet part 17 can be accomplished.
  • the rear pressure chamber 19 can be supplied with pressure medium via a pressure medium channel 78 provided internally of the first plunger part 15 or the receiving sleeve 32, which is supplied via a partly internally (79 / 1) of the motor part 31 or 44 receiving the tappet 12, part externally of the latter (79/2), pressure medium supply line 79 is provided.
  • a check valve 80 which is only permeable in the feed direction and serves to hold the blocking pressure in the pressure medium paths given thereafter, is also built into this pressure medium supply line 79.
  • the pressure medium supply line 79 like the pressure medium supply line 75, is supplied with pressure medium from the same pressure medium source 76.
  • a magnetic valve 81 which can be switched to passage or shut-off is installed upstream of the check valve 80.
  • a relief line 82 which is returned to the pressure medium source 76, branches off from the pressure medium supply line 79 and into which a solenoid valve 83 which can be switched to pass or shut off is also installed.
  • Both solenoid valves 81, 83 are via electrical lines 84, 85 with built-in switch 86, 87 connected to an electronic control device 88 and switchable on commands thereof. Both switches 86, 87 can be switched into their two switching positions by a common actuating element, which is also controlled by commands from the control device 88, as can be seen from FIGS. 9A and 9B, one switching path being switched through and the other open.
  • the plunger parts 15, 17 of the plunger according to the invention are adjusted for normal charge changes. 1A, 2A, 3A, 4A, 6A, 7A, 8A, the second tappet part 17 is held in its retracted rear end position due to the pressure acting in the front pressure chamber 18 with a simultaneously relieved rear pressure chamber 19, so that the Tappet 12 can only be actuated via the outlet cam 11 for opening and closing the outlet valve 2 in the sense of normal charge exchange.
  • the control device 10 initiates a transfer of the throttle valve 8 to the throttle position on the basis of a signal supplied to it, and a corresponding command is sent to the control device 88 for Initiation of braking operation directed.
  • the control device 88 then switches the switches 86, 87 from the switch position shown in FIG. 9A to the switch position shown in FIG. 9B, with the result that the solenoid valve 81 is then switched to passage and the solenoid valve 83 is switched to shut-off .
  • the regulating and control device 10 again causes the throttle valve 8 to be moved into its open position (see FIGS. 1A, 2A) and simultaneously issues a corresponding command to the control device 88, which then causes corresponding commands to switch switches 86 and 87 and solenoid valves 81, 83 into their switching position shown in FIG. 9A, in which solenoid valve 81 is then switched off again and solenoid valve 83 is switched on.
  • the pressure medium supply via the pressure medium supply line 79 to the rear pressure chamber 19 is prevented and, at the same time, its pressure relief is possible via the relief line 82 which has now been released.
  • the second tappet part 17 is pressed with the aid of the brake cam in the direction of its retracted end position, the further return to the retracted end position with simultaneous displacement of pressure medium from the rear pressure chamber 9 as a result of the return movement of the second tappet part 17 and the hydraulic blocking of the second
  • the tappet part 17 in the retracted end position is then in turn brought about via the pressure medium pressure effective in the front pressure chamber 18.
  • the blocking groove 57 on the piston shaft 22 of the first tappet part 15 also forms an internal pressure space which, like the rear pressure space 19 and the internal pressure of the first tappet part 15, provides channels 93/1, 93/2, 93/3, 93/4 , 93/5 can be pressurized by the pressure of the pressure medium which can be supplied in this way or can be relieved of pressure by reducing the pressure of the pressure medium present.
  • the front pressure chamber 18; 54, 55 can be supplied with pressure medium via a pressure medium channel 91, which consists of an outer annular groove 91/1 and a transverse bore 91/2, which is provided in or on the bushing 20 or 24 of the first tappet part 15 or the receiving sleeve 32, namely from an internal part (92/1) of the motor part 31 or 44 receiving the tappet 12 and an external part (92/2) of the latter Pressure medium supply line 92.
  • a pressure medium channel 91 which consists of an outer annular groove 91/1 and a transverse bore 91/2, which is provided in or on the bushing 20 or 24 of the first tappet part 15 or the receiving sleeve 32, namely from an internal part (92/1) of the motor part 31 or 44 receiving the tappet 12 and an external part (92/2) of the latter Pressure medium supply line 92.
  • the channels 93/1, 93/2, 93/3, 93/4, 93/5 given internally to the first plunger part 15 and used to supply pressure medium to the rear pressure chamber 19 and the inner pressure chamber formed by the blocking groove 57 are also off a pressure medium supply line 94, which is provided partly internally (94/1) of the motor part 31 or 44 receiving the tappet 12, partly externally (94/2) of the latter, can be supplied with pressure medium.
  • a check valve 97 which is only permeable in the feed direction and serves to maintain pressure in the pressure medium given thereafter, and in terms of flow upstream of it a solenoid valve 98 which can be switched to pass and shut off. Furthermore, from each of the two pressure medium supply lines 92 and 94, in terms of flow, branches off after the check valve 95 or 97 given therein, a relief channel 99 or 100, which is connected to a connection of a 3/2-way solenoid valve 101, from the third connection thereof a common relief line 102 goes out and with which in one switch position (see FIG.
  • the relief channel 100 is connected to the relief line 102, the relief channel 99 is blocked off, and in the other switch position (see FIG. 10B) the connection between the relief channel 100 and relief line 102 blocked, but the relief channel 99 is connected to the relief line 102.
  • an electronic control device 88 which receives the same commands from the control device 10 for normal operation / normal charge change and braking operation as in the case of the exemplary embodiments according to FIG 1 to 4 and 6 to 8.
  • the three solenoid valves 96, 98, 101 are each connected via an electrical line 103, 104, 105 to built-in switches 106, 107, 108. All three switches can be switched simultaneously on commands from the electronic control device 88 via the common actuating member 89, wherein in normal operation of the internal combustion engine, as can be seen from FIG.
  • the lines 103 and 105 are closed, the line 104 is interrupted, however, and thus on commands the electronic control device 88, the solenoid valve 96 is switched to the passage of the pressure medium feed line 92, the solenoid valve 98 is switched to the shutoff of the pressure medium feed line 94, and the 3/2-way solenoid valve 101 is switched to shut off the relief channel 99 and passage of the relief channel 100. Due to these switching positions of the three solenoid valves 96, 98, 101, for normal operation of the internal combustion engine in the plunger 12, the assignment of the two plunger parts 15, 17, which can be seen from FIG. 5A, results with hydromechanical blocking of the second plunger part 17 in its retracted end position via the two into the Interlocking ring groove 57 engaging circular ring segments 47, 48.
  • the three switches 106 are simultaneously triggered by commands from the latter , 107, 108 and the three solenoid valves 96, 98, 101 are switched from the position shown in FIG. 10A to the position shown in FIG. 10B.
  • the solenoid valve 96 is switched to shut off the pressure medium supply line 92
  • the solenoid valve 98 is switched to the passage of the pressure medium supply line 94
  • the 3/2-way solenoid valve 101 is switched to connect the relief channel 99 to the relief line 102 and to block the relief channel 100.

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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)
EP19930114986 1992-10-20 1993-09-17 Frein moteur avec freinage des gaz d'échappement Expired - Lifetime EP0593908B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT207092 1992-10-20
AT2070/92 1992-10-20

Publications (2)

Publication Number Publication Date
EP0593908A1 true EP0593908A1 (fr) 1994-04-27
EP0593908B1 EP0593908B1 (fr) 1995-09-27

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EP19930114986 Expired - Lifetime EP0593908B1 (fr) 1992-10-20 1993-09-17 Frein moteur avec freinage des gaz d'échappement

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EP (1) EP0593908B1 (fr)
DE (1) DE59300674D1 (fr)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1997006355A1 (fr) * 1995-08-08 1997-02-20 Diesel Engine Retarders, Inc. Moteurs a combustion interne a commande combinee de came et de soupape electro-hydaulique
WO1997006354A1 (fr) * 1995-08-08 1997-02-20 Diesel Engine Retarders, Inc. Moteurs a combustion interne a quatre temps avec freinage a commande de decompression a deux temps
US6125828A (en) * 1995-08-08 2000-10-03 Diesel Engine Retarders, Inc. Internal combustion engine with combined cam and electro-hydraulic engine valve control
WO2002042612A1 (fr) * 2000-11-27 2002-05-30 Scania Cv Ab (Publ) Moteur a combustion ayant une fonction de freinage du moteur par compression
US6450144B2 (en) 1999-12-20 2002-09-17 Diesel Engine Retarders, Inc. Method and apparatus for hydraulic clip and reset of engine brake systems utilizing lost motion
EP1275827A3 (fr) * 2001-07-10 2003-07-16 Caterpillar Inc. Frein moteur à décompression et moteur, utilisant ce frein
WO2008116710A1 (fr) * 2007-03-24 2008-10-02 Schaeffler Kg Moteur à combustion interne alternatif et à dispositif de frein moteur
DE102007033424A1 (de) 2007-07-18 2009-01-22 Man Nutzfahrzeuge Ag Selbstreinigendes Abgasnachbehandlungssystem
WO2010012864A1 (fr) * 2008-07-31 2010-02-04 Wärtsilä Finland Oy Dispositif de commande dans un moteur à piston
CN102635419A (zh) * 2011-02-10 2012-08-15 Avl里斯脱有限公司 内燃机
WO2020221477A1 (fr) * 2019-04-29 2020-11-05 Eaton Intelligent Power Limited Frein moteur hydraulique apparié de type ii
DE112009002211B4 (de) 2008-09-18 2022-01-27 Avl List Gmbh Motorbremseinrichtung für eine Brennkraftmaschine

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CN111894697A (zh) * 2020-09-01 2020-11-06 大连理工大学 一种高效多级制动机构

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DE3347680A1 (de) * 1983-12-31 1984-08-30 Ernst 8450 Amberg Haubner Ventilsteuerung fuer brennkraftmaschinen mit zwei unterschiedlichen ventilzeiten
DE4206166A1 (de) * 1991-03-14 1992-09-17 Volkswagen Ag Variabler ventiltrieb fuer ein hubventil einer maschine

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Cited By (21)

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WO1997006355A1 (fr) * 1995-08-08 1997-02-20 Diesel Engine Retarders, Inc. Moteurs a combustion interne a commande combinee de came et de soupape electro-hydaulique
WO1997006354A1 (fr) * 1995-08-08 1997-02-20 Diesel Engine Retarders, Inc. Moteurs a combustion interne a quatre temps avec freinage a commande de decompression a deux temps
US5680841A (en) * 1995-08-08 1997-10-28 Diesel Engine Retarders, Inc. Internal combustion engines with combined cam and electro-hydraulic engine valve control
US5839453A (en) * 1995-08-08 1998-11-24 Diesel Engine Retarders, Inc. Internal combustion engines with combined cam and electro-hydraulic engine valve control
EP1031706A1 (fr) * 1995-08-08 2000-08-30 Diesel Engine Retarders, Inc. Procédé de fonctionnement d'un moteur à combustion interne
US6125828A (en) * 1995-08-08 2000-10-03 Diesel Engine Retarders, Inc. Internal combustion engine with combined cam and electro-hydraulic engine valve control
US6450144B2 (en) 1999-12-20 2002-09-17 Diesel Engine Retarders, Inc. Method and apparatus for hydraulic clip and reset of engine brake systems utilizing lost motion
WO2002042612A1 (fr) * 2000-11-27 2002-05-30 Scania Cv Ab (Publ) Moteur a combustion ayant une fonction de freinage du moteur par compression
EP1275827A3 (fr) * 2001-07-10 2003-07-16 Caterpillar Inc. Frein moteur à décompression et moteur, utilisant ce frein
WO2008116710A1 (fr) * 2007-03-24 2008-10-02 Schaeffler Kg Moteur à combustion interne alternatif et à dispositif de frein moteur
DE102007033424A1 (de) 2007-07-18 2009-01-22 Man Nutzfahrzeuge Ag Selbstreinigendes Abgasnachbehandlungssystem
EP2037091A2 (fr) 2007-07-18 2009-03-18 MAN Nutzfahrzeuge Aktiengesellschaft Système de traitement postérieur de gaz d'échappement autonettoyant
WO2010012864A1 (fr) * 2008-07-31 2010-02-04 Wärtsilä Finland Oy Dispositif de commande dans un moteur à piston
RU2509219C2 (ru) * 2008-07-31 2014-03-10 Вяртсиля Финланд Ой Устройство управления в поршневом двигателе
DE112009002211B4 (de) 2008-09-18 2022-01-27 Avl List Gmbh Motorbremseinrichtung für eine Brennkraftmaschine
CN102635419A (zh) * 2011-02-10 2012-08-15 Avl里斯脱有限公司 内燃机
AT511041A1 (de) * 2011-02-10 2012-08-15 Avl List Gmbh Brennkraftmaschine
AT511041B1 (de) * 2011-02-10 2012-12-15 Avl List Gmbh Brennkraftmaschine
CN102635419B (zh) * 2011-02-10 2017-03-01 Avl里斯脱有限公司 内燃机
DE102012100962B4 (de) 2011-02-10 2024-05-23 Avl List Gmbh Brennkraftmaschine mit einer Ventilspielausgleichseinrichtung und einer Motorbremseinrichtung
WO2020221477A1 (fr) * 2019-04-29 2020-11-05 Eaton Intelligent Power Limited Frein moteur hydraulique apparié de type ii

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DE59300674D1 (de) 1995-11-02

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