EP0608522A1 - 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
EP0608522A1
EP0608522A1 EP93119700A EP93119700A EP0608522A1 EP 0608522 A1 EP0608522 A1 EP 0608522A1 EP 93119700 A EP93119700 A EP 93119700A EP 93119700 A EP93119700 A EP 93119700A EP 0608522 A1 EP0608522 A1 EP 0608522A1
Authority
EP
European Patent Office
Prior art keywords
pressure
engine
cylinder
injection
control
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
EP93119700A
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German (de)
English (en)
Other versions
EP0608522B1 (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
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Publication of EP0608522A1 publication Critical patent/EP0608522A1/fr
Application granted granted Critical
Publication of EP0608522B1 publication Critical patent/EP0608522B1/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
    • 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

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.
  • this engine brake obviously requires fewer components than the solution according to DE 39 04 497 C1 discussed at the outset. In contrast, there are no longer any need for the changeover members given in the injection pressure lines and all those lines and control members which are necessary for keeping an exhaust valve open and closed. Obviously, this considerably reduces the corresponding cost for the brake operation control of the exhaust valves.
  • the hydraulic pressures are compared to the system according to the DE 39 04 497 C1 reduced to a fraction of what the cost and components of the already less necessary parts of the braking device greatly reduced without having to accept disadvantages in the braking effect.
  • the overall braking effect is somewhat less in those internal combustion engines in which the exhaust valves are already opened during the suction stroke, but close to the end, because of the short-term backflow of exhaust gas from the exhaust line, which is still a usable compromise from the point of view of the overall result in Purchase can be made.
  • FIG. 1 shows the conditions for the engine brake of a 4-cylinder 4-stroke internal combustion engine, which in connection with the associated injection pump 1 also apply to 5- and 6-cylinder 4-stroke internal combustion engines.
  • FIG. 2 shows an engine brake for a 6-cylinder 4-stroke internal combustion engine with ratios modified compared to FIG. 1, which in connection with the associated injection pump 1 also apply to more than 6-cylinder 4-stroke internal combustion engines .
  • Fig. 1 the cylinders of the internal combustion engine are indicated in sequence with Z1, Z2, Z3, Z4 and in Fig. 2 with Z1, Z2, Z3, Z4, Z5, Z6.
  • the exhaust valves associated with each cylinder Z1-Z n are attracted with A and the same numerical index, thus with A1, A2, A3, A4 (Fig. 1) or A1, A2, A3, A4, A5, A6 (Fig. 2) designated.
  • the injection valves belonging to the cylinders Z1-Z n are tightened with E and numerically identical index, thus with E1, E2, E3, E4 (Fig. 1) or E1, E2, E3, E4, E5, E6 (Fig. 2) designated.
  • the injection pump 1 assigned to the respective internal combustion engine can in principle be used as a series pump - As shown - or another design.
  • the delivery elements of the injection pump 1, which are controlled by a camshaft, not shown, are pump pistons in the illustrated case and are designated K1, K2, K3, K4 in FIG. 1 and K1, K2, K3, K4, K5, K6 in FIG.
  • the associated pump cylinders are designated P1, P2, P3, P4 (Fig. 1) and P1, P2, P3, P4, P5, P6 (Fig. 2).
  • the injection pump 1 is specially designed for injection and braking operation and is equipped with special control grooves and edges 2, 3, 4, 5, 6, 11, 13 as well as at least one fuel inflow hole 7 and two associated outlet holes 8, 9 for each delivery element (for details see 3a to 3d).
  • An injection pressure line L1, L2, L3, L4 (FIG. 1) or L1, L2, L3, L4, L5, L6 (FIG. 2) with a built-in pressure valve DV is connected to each first output bore 8, which injection valve is identical in number E1 - E n is connected.
  • each pump cylinder P1 - P n there is a control pressure line S1, S2, S3, S4 leading to a hydromechanical actuating device 10 of the exhaust valve A1 - A n of that engine cylinder Z1 - Z n (Fig. 1) or S1, S2, S3, S4, S5, S6 (Fig. 2), which is offset by at least one firing interval within the given firing order.
  • the closing is accomplished in each case via the camshaft contour of the injection pump 1, further explanations on this later with reference to FIG. 3a.
  • each pump piston K1 - K n is sufficient to open the respective outlet valve by a small gap, that is to say a smaller amount than during normal charge changes, and to keep it open for a correspondingly long time.
  • annular groove 4 communicates with the pump pressure chamber 12 via two axially parallel longitudinal grooves 2, 3 of different widths leading up to the front end face 11.
  • One longitudinal groove 2 in connection with the second output bore 9 serves for brake operation control (see FIG. 3a), while the another longitudinal groove 3 is used for idle and load operation injection control in connection with the first output bore 8 (see Fig. 3c and 3d).
  • the peripheral region 13 between the two longitudinal grooves 2, 3 serves to cover both output bores 8, 9 in the zero-feed control position (see FIG. 3b).
  • a third longitudinal groove 5 branches off from the annular groove 4 and runs parallel to the axis and is arranged such that in the zero delivery control position (see FIG. 3b) the fuel supply bore 7 is not covered over the entire piston stroke. From this third longitudinal groove 5, in turn, a branch groove 6 with oblique control edges emerges, which is used for injection control from idling (see control position according to FIG. 3c) to full load (see control position according to FIG. 3d).
  • the setting of the pump pistons K1 - K n in the brake operating, zero delivery, idling and load operating position is accomplished by correspondingly turning the same from a control device, for example a control rod or servomotor.
  • All of the embodiments of the hydromechanical actuating device 10 shown in FIGS. 4 to 7 have in common that they have a pressure cylinder 14 with a pressure chamber 15 which is connected to the associated control pressure line S1-S n and adjoins a pressure piston 16 which is used for an opening of the associated exhaust valve A1 - A n is displaceable between two end positions against the force of a return pressure spring 17 by fuel introduced into the pressure chamber 15.
  • the end position of the pressure piston 16 which determines the brake operating opening position of the exhaust valve A1-A n can be predetermined by a mechanical stop 18 (see FIGS. 5 and 6), in particular inside the pressure cylinder, or by the return pressure spring 17 (see FIGS. 4 and 7).
  • the pressure piston 16 can act directly - as can be seen from FIGS. 4 and 5 - either on the rear end of the exhaust valve stem or an associated rocker arm, tappet or a bumper.
  • the pressure piston 16 of the actuating device 10 can also act indirectly - see FIG. 6 - via a mechanical transmission element 19 either on the rear end of the exhaust valve stem or on an associated rocker arm, tappet or a bumper.
  • the transmission member 19 for exhaust valve opening by means of fuel introduced into the pressure chamber 15 can be displaced, rotated or pivoted into the operative position via the pressure piston 16, and for exhaust valve closure after the pressure chamber 15 has been relieved of pressure by the return pressure spring 17 can be moved back into an inactive locking position.
  • the pressure piston 16 and the transmission element 19 are preferably arranged so that the pressure piston 16 is not acted upon by the forces acting on the associated outlet valve A1 - A n , in particular gas forces, when the transmission member 19 is in the operative position.
  • an outlet valve opening that is largely independent of the fuel pressure and its speed and tolerance-related fluctuations can be brought about by appropriate design of the transmission member 19.
  • each actuating device 10 it is also possible for the pressure piston 16 of each actuating device 10 to act indirectly via hydromechanical transmission elements either on the rear end of the exhaust valve stem or on an associated rocker arm, tappet or a bumper.
  • FIG. 7 There is a second servo pressure chamber 21 in the pressure cylinder 14 behind the pressure piston 16, which receives the return compression spring 17 and is filled with a certain pressure via a pressure medium feed device 20, from which a control pressure line 22 leads to the pressure chamber 23 of a servo pressure cylinder 24, in which a servo piston 25 counteracts the Force of a return pressure spring 26 for opening the outlet valve A1 - A n is hydraulically displaceable to an end position predetermined by a stop 27.
  • a closure of the outlet valve A1 - A n takes place after pressure relief of the pressure chamber 15 and return of the pressure piston 16 by the return pressure spring 17 in its initial position and the associated increase in volume of the pressure chamber 21 and now possible return of the servo piston 25 by the return pressure spring 26 in its initial position.
  • the engine brake can be implemented with comparatively few components and is therefore inexpensive.
  • the engine-specific injection pump 1 which can also be converted into a hydraulic transmitter for braking operation, it also includes the control pressure lines S1-S n and the hydromechanical actuating devices 10.
  • 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)
EP19930119700 1993-01-25 1993-12-07 Frein moteur pour moteur 4 temps de véhicule utilitaire Expired - Lifetime EP0608522B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT106/93 1993-01-25
AT10693 1993-01-25

Publications (2)

Publication Number Publication Date
EP0608522A1 true EP0608522A1 (fr) 1994-08-03
EP0608522B1 EP0608522B1 (fr) 1995-11-15

Family

ID=3481677

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19930119700 Expired - Lifetime EP0608522B1 (fr) 1993-01-25 1993-12-07 Frein moteur pour moteur 4 temps de véhicule utilitaire

Country Status (2)

Country Link
EP (1) EP0608522B1 (fr)
DE (1) DE59300956D1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0702133A3 (fr) * 1994-09-19 1996-04-24 Daimler Benz Ag
WO1999010631A1 (fr) * 1997-08-26 1999-03-04 Volvo Lastvagnar Ab Moteur a combustion interne presentant une fonction de compression
KR20150119954A (ko) * 2013-02-26 2015-10-26 자콥스 비히클 시스템즈, 인코포레이티드. 주 밸브 이벤트의 선택적인 중단을 통한 엔진 밸브의 내부-실린더 보조 작동

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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 (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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 (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0702133A3 (fr) * 1994-09-19 1996-04-24 Daimler Benz Ag
US5564386A (en) * 1994-09-19 1996-10-15 Mercedes Benz A.G. Motorbrake for a diesel engine
WO1999010631A1 (fr) * 1997-08-26 1999-03-04 Volvo Lastvagnar Ab Moteur a combustion interne presentant une fonction de compression
US6269792B1 (en) 1997-08-26 2001-08-07 Volvo Lastvagnar Ab Internal combustion engine with compressor function
KR20150119954A (ko) * 2013-02-26 2015-10-26 자콥스 비히클 시스템즈, 인코포레이티드. 주 밸브 이벤트의 선택적인 중단을 통한 엔진 밸브의 내부-실린더 보조 작동
JP2016507702A (ja) * 2013-02-26 2016-03-10 ジェイコブス ビークル システムズ、インコーポレイテッド 主バルブ事象の選択的切断によるエンジン・バルブのシリンダ間補助作動
EP2961948A4 (fr) * 2013-02-26 2016-11-23 Jacobs Vehicle Systems Inc Actionnement auxiliaire intra-cylindre de soupapes de moteur par interruption sélective d'événements majeurs de soupape

Also Published As

Publication number Publication date
EP0608522B1 (fr) 1995-11-15
DE59300956D1 (de) 1995-12-21

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