EP0608521A1 - Frein moteur pour moteur 4 temps de véhicule utilitaire - Google Patents

Frein moteur pour moteur 4 temps de véhicule utilitaire Download PDF

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Publication number
EP0608521A1
EP0608521A1 EP93119699A EP93119699A EP0608521A1 EP 0608521 A1 EP0608521 A1 EP 0608521A1 EP 93119699 A EP93119699 A EP 93119699A EP 93119699 A EP93119699 A EP 93119699A EP 0608521 A1 EP0608521 A1 EP 0608521A1
Authority
EP
European Patent Office
Prior art keywords
pressure
engine
injection
exhaust valve
engine brake
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
EP93119699A
Other languages
German (de)
English (en)
Other versions
EP0608521B1 (fr
Inventor
Helmut Dipl.-Ing. Priesner
Franz Dipl.-Ing. Rammer
Harald Dr. 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 EP0608521A1 publication Critical patent/EP0608521A1/fr
Application granted granted Critical
Publication of EP0608521B1 publication Critical patent/EP0608521B1/fr
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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
    • F01L13/065—Compression release engine retarders of the "Jacobs Manufacturing" type
    • 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four

Definitions

  • the invention relates to an engine brake in a 4-stroke internal combustion engine of a commercial vehicle with features according to the preamble of claim 1.
  • the invention is based on the engine brake known from DE 39 04 497 C1.
  • This has a hydraulic device which, during the compression stroke, only keeps the exhaust valve of the internal combustion engine a small gap in the area of the ignition TDC.
  • the engine's own injection pump is used as the transmitter device.
  • a controllable switching element is installed in each injection pressure line leading to an injection valve, from which a control pressure line leads to the actuating device of the exhaust valve of the engine cylinder to which the injection valve also belongs.
  • each control pressure line coming from a switching element provided in an injection pressure line is connected to the actuating device of the exhaust valve of that cylinder is, which is offset by at least one firing interval within the given firing sequence, thus the exhaust valve in the area of bottom dead center before compression is opened during the subsequent compression cycle, approximately until the ignition TDC during the braking operation while largely using an injection pump-side delivery stroke by the delivered fuel kept open and then closed. Closing is accomplished via the camshaft contour of the injection pump, which is specially designed for this purpose.
  • this engine brake obviously requires fewer components than the solution according to DE 39 04 497 C1 discussed at the beginning. In contrast, all those lines and control elements are no longer necessary which are necessary there to keep an exhaust valve open and closed. This inevitably also significantly reduces the cost of the engine brake means.
  • 1 and 2 show the conditions for the engine brake of 4-cylinder 4-stroke internal combustion engines, which in connection with associated injection pumps EP also apply to the engine brakes of 5- and 6-cylinder 4-stroke internal combustion engines.
  • 3 shows an engine brake for a 6-cylinder 4-stroke internal combustion engine with ratios modified compared to FIGS. 1 and 2, which in conjunction with the associated injection pump EP also for more than 6-cylinder 4-stroke - Internal combustion engines apply.
  • the cylinders of the internal combustion engine are indicated in sequence with Z1, Z2, Z3, Z4 and in FIG. 3 with Z1, Z2, Z3, Z4, Z5, Z6.
  • the exhaust valves belonging to each cylinder Z1 - Z n are attracted by A and numerically identical index, thus by A1, A2, A3, A4 (Fig. 1 and 2) or A1, A2, A3, A4, A5, A6 (Fig. 3).
  • the injection valves belonging to cylinders Z1 - Z n are tightened with E and numerically identical index, hence with E1, E2, E3, E4 (Fig. 1 and 2) or E1, E2, E3, E4, E5, E6 (Fig. 3).
  • the injection pump EP assigned to the respective internal combustion engine can always be designed as a row pump - as shown - or another type.
  • the delivery elements of the injection pump EP which are controlled by a camshaft (not shown) and are pump pistons in the illustrated case, are shown in FIGS. 1 and 2 with K1, K2, K3, K4 and in FIG. 3 with K1, K2, K3, K4, K5, Designated K6.
  • the associated pump cylinders are designated P1, P2, P3, P4 (Figs. 1 and 2) or P1, P2, P3, P4, P5, P6 (Fig. 3).
  • each pump cylinder P1 - P n is via an injection pressure line, designated L1, L2, L3, L4 (FIGS. 1 and 2) or L1, L2, L3, L4, L5, L6 (FIG. 3), with the associated injection valve E1 - E n in connection.
  • a controllable changeover element U1, U2, U3 is in each injection pressure line L1 - L n leading to an injection valve E1 - E n , U4 (Fig. 1 and 2) or U1, U2, U3, U4, U5, U6 (Fig.
  • each of the control pressure lines S1 - S n is connected to the actuating device 2 of the exhaust valve A1 - A n of that cylinder Z1 - Z n connected, which is offset by an ignition distance within the given firing order.
  • the associated injection pump EP is designed in such a way that its delivery elements K1 - K n with their control grooves and edges 5, 6 can be set in such a position (see FIGS.
  • each of the control pressure lines S1-S coming from a switching element U1-U n given in the injection pressure line L1-L n n connected to the actuating device 2 of the exhaust valve A1 - A n of that cylinder Z1 - Z n which is offset by at least two ignition intervals within the given ignition sequence.
  • the associated injection pump EP is designed for this purpose so that its delivery elements K1 - K n with their control grooves and edges 5, 6 can be set into such a position (see FIGS. 4 and 5, the top illustration for braking operation) that during braking operation
  • the respectively actuated exhaust valve A1 - A n is opened before, but close to, the bottom dead center, kept open until the TDC, and then closed again during the subsequent compression cycle.
  • the fuel delivery of the injection pump EP combined with a corresponding pressure build-up, is sufficient to open the respective outlet valve A1 -A n by a small gap, that is to say a smaller amount than during a normal charge change.
  • the switching element U1 - U n could be installed in any injection pressure line L1 - L n at any point, but after a pressure valve 3, which - in order to also enable pressure relief of the control pressure line S1 - S n in braking operation after the end of an injection pump-side delivery stroke - one not obey the tight design in the backflow direction. This case is shown as an example in FIG. 1.
  • the switching element U1-U n can be installed in the respective injection pressure line L1-L n upstream of a pressure valve 4, which can then be of any type because the pressure relief of the control pressure line S1-S n in braking operation after the end of an injection pump-side delivery stroke via the associated one Switching element U1 - U n into the pump cylinder P1 - P n is possible. This case is shown as an example in FIGS. 2 and 3.
  • the pressure valve 3 or 4 and the associated switchover element U1-U n are preferably arranged in each injection pressure line L1-L n as close as possible to the respective pump outlet.
  • FIGS. 4 and 5 There are various possibilities for the delivery organ design of the injection pumps EP and their adjustment on the control side, two of which are shown in FIGS. 4 and 5. Basically, there are those control grooves and edges 5, 6 on each of the delivery elements K1 - K n of the injection pump EP which, during normal operation of the engine, deliver the zero delivery (see FIG. 5 the second illustration from above), the idling injection (see 4 and 5 the third representation from the top) up to full-load injection (see FIGS.
  • All of the embodiments of the hydromechanical actuating device 2 shown in FIGS. 6 to 9 have in common that they have a pressure cylinder 8 with pressure chamber 9, which is connected to the associated control pressure line S1-S n and adjoins a pressure piston 10, which is used for an opening of the associated exhaust valve A1 - A n against the force of a return pressure spring 11 can be displaced between two end positions by the fuel introduced into the pressure chamber 9.
  • the end position of the pressure piston 10 which determines the brake operating opening position of the exhaust valve A1-A n can be predetermined by a mechanical stop 12 (see FIGS. 7 and 8), for example inside the pressure cylinder, or by the return pressure spring 11 (see FIGS. 6 and 9) be.
  • the pressure piston 10 can act directly - as can be seen from FIGS. 6 and 7 - either on the rear end of the exhaust valve stem or an associated rocker arm, tappet or a bumper.
  • the pressure piston 10 of each actuating device 2 can also act indirectly - see FIG. 8 - via a mechanical transmission element 13 either on the rear end of the exhaust valve stem or on an associated rocker arm, tappet or a bumper.
  • the transmission member 13 for exhaust valve opening by means of fuel introduced into the pressure chamber 9 can be displaced, rotated or pivoted into the operative position via the pressure piston 10, and for exhaust valve closure after pressure relief of the pressure chamber 9 can be moved back into an inactive locking position by the return pressure spring 11.
  • the pressure piston 10 and the transmission element 13 are preferably arranged such that the pressure piston 10, when the transmission element 13 is in the active position, is not acted upon by the forces acting on the associated outlet valve A1-A n , in particular gas forces.
  • a closure of the open exhaust valve A1 - A n takes place after pressure relief of the pressure chamber 9 and return of the pressure piston 10 by the return pressure spring 11 in its initial position and the associated increase in volume of the pressure chamber 15 and then possible return of the servo piston 19 by the return pressure spring 20 in its initial position.
  • the engine brake can be implemented with comparatively few components and is therefore inexpensive.
  • the engine-specific injection pump which also functions as a hydraulic transmitter for braking operation, it also includes the switching elements U1-U n and the control pressure lines S1-S n and the hydromechanical actuating devices 2.
  • the motor brake according to the invention is also particularly suitable for retrofitting or retrofitting existing internal combustion engines.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve Device For Special Equipments (AREA)
EP19930119699 1993-01-25 1993-12-07 Frein moteur pour moteur 4 temps de véhicule utilitaire Expired - Lifetime EP0608521B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT10593 1993-01-25
AT105/93 1993-01-25

Publications (2)

Publication Number Publication Date
EP0608521A1 true EP0608521A1 (fr) 1994-08-03
EP0608521B1 EP0608521B1 (fr) 1995-12-27

Family

ID=3481651

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19930119699 Expired - Lifetime EP0608521B1 (fr) 1993-01-25 1993-12-07 Frein moteur pour moteur 4 temps de véhicule utilitaire

Country Status (2)

Country Link
EP (1) EP0608521B1 (fr)
DE (1) DE59301259D1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5794590A (en) * 1996-04-20 1998-08-18 Mercedes-Benz Ag Engine brake for a multicylinder diesel engine

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3367312A (en) * 1966-01-28 1968-02-06 White Motor Corp Engine braking system
US4158348A (en) * 1977-06-30 1979-06-19 Mason Lloyd R System for retarding engine speed
DE3904497C1 (fr) * 1989-02-15 1990-01-25 Man Nutzfahrzeuge Ag, 8000 Muenchen, De

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3367312A (en) * 1966-01-28 1968-02-06 White Motor Corp Engine braking system
US4158348A (en) * 1977-06-30 1979-06-19 Mason Lloyd R System for retarding engine speed
DE3904497C1 (fr) * 1989-02-15 1990-01-25 Man Nutzfahrzeuge Ag, 8000 Muenchen, De

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5794590A (en) * 1996-04-20 1998-08-18 Mercedes-Benz Ag Engine brake for a multicylinder diesel engine

Also Published As

Publication number Publication date
DE59301259D1 (de) 1996-02-08
EP0608521B1 (fr) 1995-12-27

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