EP0608521B1 - 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
EP0608521B1
EP0608521B1 EP19930119699 EP93119699A EP0608521B1 EP 0608521 B1 EP0608521 B1 EP 0608521B1 EP 19930119699 EP19930119699 EP 19930119699 EP 93119699 A EP93119699 A EP 93119699A EP 0608521 B1 EP0608521 B1 EP 0608521B1
Authority
EP
European Patent Office
Prior art keywords
pressure
injection
engine
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.)
Expired - Lifetime
Application number
EP19930119699
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German (de)
English (en)
Other versions
EP0608521A1 (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
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
    • 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 in such a way 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 uppermost representation for braking operation) that during braking operation with the most extensive use of an injection pump-side delivery stroke by the delivered fuel, the respectively actuated exhaust valve A1 - A n is opened before, but close to, the bottom dead center during the subsequent compression stroke, is kept open until the TDC, and then closed again during the subsequent compression stroke.
  • 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) his.
  • 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 outlet valve opening can be moved, rotated or pivoted into the operative position by means of fuel introduced into the pressure chamber 9 via the pressure piston 10, and for outlet valve closure after the pressure chamber 9 has been relieved of pressure by the return pressure spring 11 can be moved back into an inactive detent position and the transmission member 13 is preferably arranged such that the pressure piston 10, when the transmission member 13 is in the operative 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 opened 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.

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  • 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)

Claims (15)

  1. Frein moteur pour un moteur à combustion interne à quatre temps d'un véhicule utilitaire, selon lequel, pendant le mode de freinage, la pompe d'injection propre au moteur fonctionne comme capteur hydraulique d'organes de manoeuvre hydromécaniques par lesquels, pendant le temps de compression, les soupapes d'échappement du moteur à comoustion interne sont maintenues ouvertes pendant un temps déterminé, suivant une ouverture inférieure à l'ouverture normale, et chaque conduite de pression d'injection reliée à un injecteur comprenant un organe de commutation commandé qui permet de fournir le carburant transféré du côté de la pompe comme fluide comprimé pour le mode de freinage dans une conduite de pression de commande reliée à l'organe de manoeuvre de la soupape associée, caractérisé en ce que les organes de transfert (K1-Kn) de la pompe d'injection (EP) peuvent être réglés avec leurs rainures et arêtes de commande (5, 6) dans une position telle et en ce que chaque conduite de pression de commande (S1-Sn) partant d'un organe de commutation (U1-Un) monté dans une conduite de pression d'injection (L1-Ln) est reliée à l'organe de manoeuvre (2) de la soupape d'échappement (A1-An) de chaque cylindre (Z1-Zn) qui dans l'ordre donné des allumages est décalé d'au moins un intervalle d'allumage si bien que pendant le mode de freinage, en utilisant dans la mesure la plus large la course de transfert du côté de la pompe d'injection, le carburant transféré maintient la soupape d'échappement (A1-An) ouverte, dans la zone du point mort bas, avant la compression, et la maintient ouverte pendant le temps de compression consécutif, sensiblement jusqu'au point mort haut d'allumage puis ferme la soupape.
  2. Frein moteur selon la revendication 1, caractérisé en ce que le transfert de carburant par la pompe d'injection EP :
    a) pendant le mode de fonctionnement normal du moteur assure une injection dans la chambre de combustion à la fin du temps de compression, au niveau du point mort haut d'allumage par un injecteur (E1-En) relié à une conduite de pression d'injection (L1-Ln),
    b) alors que pendant le mode de freinage on a une ouverture décalée de la soupape d'échappement (A1-An) commandée par l'organe de commutation (U1-Un) passé en position de mode de freinage, le décalage étant défini comme suit :
    - pour un moteur à 4 cylindres, le décalage correspond à un intervalle d'allumage de l'ordre de 180° d'angle de vilebrequin avant le point mort haut,
    - pour un moteur à 5 cylindres, il s'agit d'un intervalle d'allumage d'environ 144° d'angle de vilebrequin avant le point mort haut,
    - pour un moteur à 6 cylindres il s'agit soit d'un intervalle d'allumage de l'ordre de 120° d'angle de vilebrequin avant le point mort haut ou de deux intervalles d'allumage, c'est-à-dire d'environ 240° d'angle de vilebrequin avant le point mort haut et
    - pour des moteurs à plus de 6 cylindres on a un angle de vilebrequin réduit de manière correspondante.
  3. Frein moteur selon la revendication 1, caractérisé en ce que chaque organe de commutation (U1-Un) est monté dans la conduite d'injection (L1-Ln) à un endroit quelconque mais en aval d'une soupape de pression (3), cette soupape (3) permettant une décharge en pression de la conduite de pression de commande (L1-Ln) en mode de freinage, à la fin de la course de transfert du côté de la pompe d'injection, pour une construction non étanche dans le sens d'un écoulement en retour.
  4. Frein moteur selon la revendication 1, caractérisé en ce que chaque organe de commutation (U1-Un) est monté dans la conduite de pression d'injection respective (L1-Ln), avant la soupape de pression (4) de construction quelconque.
  5. Frein moteur selon l'une des revendications 3 et 4, caractérisé en ce que la soupape de pression (3, 4) et l'organe de commutation (U1-Un) sont montés dans la conduite de pression d'injection (L1-Ln) aussi près que possible de la sortie de pompe respective.
  6. Frein moteur selon la revendication 5, caractérisé en ce que les soupapes de pression (3, 4) et les organes de commutation (U1-Un) sont réalisés sous la forme de composants intégrés à la pompe d'injection (EP).
  7. Frein moteur selon l'une des revendications 1 et 2, caractérisé en ce que chaque rainure et arête de commande (5, 6) des organes de transfert (K1-Kn) de la pompe d'injection (EP) qui commande en mode de fonctionnement normal du moteur, le transfert zéro, l'injection de ralenti et l'injection de charge jusqu'à l'injection de pleine charge en liaison avec les perçages d'alimentation de carburant (7), sont mis hors de coopération avec les perçages d'alimentation en carburant (7) par un déplacement correspondant des organes de transfert (K1-Kn) pendant le fonctionnement en mode de freinage, pour que toute la course de transfert des organes de transfert (K1-Kn) serve à l'ouverture et au maintien ouvert des soupapes d'échappement (A1-An).
  8. Frein moteur selon la revendication 1, caractérisé en ce que chaque installation de manoeuvre (2) hydromécanique comprend un cylindre de pression (8) avec une chambre de pression (9) à laquelle est reliée la conduite de pression de commande (S1-Sn) correspondante et à laquelle est adjacent un piston de pression (10) qui peut coulisser entre deux positions de fin de course pour l'ouverture de la soupape d'échappement (A1-An) correspondante contre la force développée par un ressort de rappel (11), par le carburant introduit dans la chambre de pression (9).
  9. Frein moteur selon la revendication 8, caractérisé en ce que la position de fin de course du piston de pression (10) définissant la position d'ouverture du mode de freinage de la soupape d'échappement (A1-An) est prédéterminée par une butée mécanique (12), notamment interne au cylindre de pression.
  10. Frein moteur selon la revendication 8, caractérisé en ce que la position de fin de course du piston de pression (10) définissant la position d'ouverture du mode de freinage de la soupape d'échappement (A1-An) est prédéterminée par le ressort de compression de rappel (11).
  11. Frein moteur selon l'une des revendications 8 à 10, caractérisé en ce que le piston de pression (10) de chaque organe de manoeuvre (2) agit soit directement sur l'extrémité arrière de la tige de la soupape d'échappement, soit sur un culbuteur, poussoir ou tige de poussée correspondants.
  12. Frein moteur selon l'une des revendications 8 à 10, caractérisé en ce que le piston de pression (10) de chaque organe de manoeuvre (2) agit indirectement par un organe de transmission mécanique (13) soit sur l'extrémité arrière de la tige de la soupape d'échappement, soit sur un culbuteur, poussoir ou tige de poussée correspondants.
  13. Frein moteur selon la revendication 12, caractérisé en ce que l'organe de transmission (13) peut être coulissé, tourné ou basculé en position active pour l'ouverture de la soupape d'échappement (A1-An) par le piston de pression (10) et pour la position de fermeture de la soupape d'échappement après décharge en pression de la chambre de pression (9) être rappelé par le ressort de compression de rappel (11) qui le met dans une position de repos, non active, et en position active de l'organe de transmission (13), le piston de pression (10) n'est pas sollicité par les efforts et en particulier les forces développées par le gaz agissant sur la soupape d'échappement (A1-An) et par une conception correspondante de l'organe de transmission (13) on assure une ouverture de la soupape d'échappement (A1-An) très largement indépendante de la pression du carburant et de ses variations provoquées par la vitesse de rotation ou par les tolérances.
  14. Frein moteur selon l'une des revendications 8 à 10, caractérisé en ce que le piston de pression (10) de chaque organe de manoeuvre (2) agit soit indirectement par des organes de transmission hydromécaniques sur l'extrémité arrière de la tige de la soupape d'échappement, soit sur un culbuteur poussoir ou tige de poussée correspondante.
  15. Frein moteur selon la revendication 14, caractérisé en ce que dans le cylindre de compression (8), derrière le piston de compression (10), il y a une seconde chambre de pression d'asservissement (15) remplie d'huile à une certaine pression, par une installation d'alimentation en fluide sous pression (14), et recevant le ressort de compression de rappel (11) et une conduite de pression de commande (16) relie la chambre de pression d'asservissement à la chambre de pression (17) d'un cylindre de pression d'asservissement (18) dans lequel un piston d'asservissement (19) est coulissé contre la force d'un ressort de compression de rappel (20) pour l'ouverture de la soupape d'échappement (A1-An), hydrauliquement jusqu'à une position de fin de course prédéterminée par une butée (21).
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 EP0608521A1 (fr) 1994-08-03
EP0608521B1 true EP0608521B1 (fr) 1995-12-27

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EP19930119699 Expired - Lifetime EP0608521B1 (fr) 1993-01-25 1993-12-07 Frein moteur pour moteur 4 temps de véhicule utilitaire

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DE (1) DE59301259D1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19615739C2 (de) * 1996-04-20 1998-04-09 Daimler Benz Ag Motorbremse für eine mehrzylindrige Dieselbrennkraftmaschine

Family Cites Families (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

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DE59301259D1 (de) 1996-02-08
EP0608521A1 (fr) 1994-08-03

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