EP0736672A2 - Procédé de freinage moteur pour moteur à combustion interne à quatre temps - Google Patents

Procédé de freinage moteur pour moteur à combustion interne à quatre temps Download PDF

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Publication number
EP0736672A2
EP0736672A2 EP96102964A EP96102964A EP0736672A2 EP 0736672 A2 EP0736672 A2 EP 0736672A2 EP 96102964 A EP96102964 A EP 96102964A EP 96102964 A EP96102964 A EP 96102964A EP 0736672 A2 EP0736672 A2 EP 0736672A2
Authority
EP
European Patent Office
Prior art keywords
exhaust valve
control
pressure
valve
stroke
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
EP96102964A
Other languages
German (de)
English (en)
Other versions
EP0736672B1 (fr
EP0736672A3 (fr
Inventor
Franz Dipl.-Ing. Rammer
Helmut Dipl.-Ing. Priesner
Ludwig Stegmüller
Franz Leitenmayr
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 EP0736672A2 publication Critical patent/EP0736672A2/fr
Publication of EP0736672A3 publication Critical patent/EP0736672A3/fr
Application granted granted Critical
Publication of EP0736672B1 publication Critical patent/EP0736672B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/181—Centre pivot rocking arms
    • 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 a method for engine braking with a 4-stroke reciprocating internal combustion engine, which has at least one exhaust valve connected to an exhaust system in each cylinder, in which exhaust system a throttle device is installed, which is actuated to brake the engine so that the exhaust gas flow is throttled and so upstream Throttle device generates a pressure rise in the exhaust gas, which flows back into the combustion chamber after an intermediate opening of the exhaust valve and ensures an increased engine braking power during the subsequent compression stroke with the exhaust valve still partially open.
  • a camshaft-controlled outlet valve can be actuated via a piston built into the valve actuation mechanism, which can be acted upon by a hydraulic pump unit specially provided for this purpose during engine braking.
  • This hydraulic pump unit has a number of pump pistons corresponding to the number of exhaust valves of the internal combustion engine and a control cam rotating synchronously with the cam drive for actuating the pump pistons.
  • a throttle device is installed in the exhaust system, which is actuated to brake the engine in such a way that at least part of the exhaust gas flow is throttled in the exhaust system and a pressure increase in the exhaust gas is generated upstream of the throttle device.
  • An essential criterion of this known engine brake is that the cam actuating the pump pistons of the hydraulic pump unit is shaped in such a way that each outlet valve is opened via its piston built into the valve train in a range of 180 ° ⁇ 40 ° crank angle before the top ignition dead center and in a range of 40 ° ⁇ 40 ° crank angle after ignition dead center is closed again, see the associated diagram according to Fig. 2.
  • This achieves a very high engine braking power, but with the cost of a very expensive additional device (hydraulic pump unit, associated control lines, control piston in the exhaust valve train), the cost of which also increased accordingly with an increasing number of engine cylinders.
  • an engine braking method which, according to the invention, is characterized in that, when the engine is braked, the control valve intervenes in an intermediate opening of the exhaust valve, which is caused by the pressure increase in the exhaust gas when the throttle device is in the throttle position, in which the exhaust valve, which tends to close after the intermediate opening, is forcibly prevented from closing by a control device built into the exhaust valve actuation mechanism, which is remote from the camshaft, and is then kept open at the longest until the cam-controlled exhaust valve opening.
  • the invention is based on the following considerations.
  • the desired engine braking power is bought too expensive with a device according to DE 39 22 884 C2 discussed at the beginning. If one omits the additional control means necessary for the braking operation and only provides a conventional throttle device in the exhaust system, with which at least part of the exhaust gas flow in the exhaust system is throttled during engine braking and thus generates a pressure increase upstream of the throttle device, then the engine braking power that can be achieved in this way is many Applications, especially when the internal combustion engine is installed in a motor vehicle, such as a truck or bus, are insufficient.
  • the opening time depends on the number of cylinders and engine design (V or in-line engine) and runs automatically independently of the control on the camshaft side, although it causes a brief backflow of exhaust gas into the combustion chamber with the result of a marginal increase in engine braking power, but also with the acceptance of adverse effects in the valve train , because the outlet valve lifts off its valve seat when it is opened and strikes the latter when it returns to the closed position with high force, which increases wear and results in a risk of the valve disk tearing off.
  • the invention now intervenes, among other things, to eliminate the aforementioned problem, in the process of this exhaust gas backpressure-causing intermediate opening of the exhaust valve, with a relatively simple and inexpensive control device which, when incorporated into and with the method according to the invention, then provides an engine braking power which that of DE 39 22 884 C2 corresponds.
  • the advantages of keeping the exhaust valve partially open over the entire compression stroke and approximately 40 to 60 ° after ignition TDC are known from the last-mentioned document.
  • this increases the engine braking power up to the point in time at which the combustion chamber pressure falls below the exhaust gas back pressure. From this point in time in the expansion cycle approx.
  • this 4-stroke reciprocating piston internal combustion engine has at least one exhaust valve connected to an exhaust system per cylinder.
  • the exhaust valves can be controlled from a conventional camshaft for gas exchange processes via corresponding valve actuation mechanisms.
  • this includes a rocker arm 3 mounted in the cylinder head 2, which, depending on the type of arrangement of the camshaft on the engine, can be actuated either directly by the latter or indirectly via a push rod 4.
  • the exhaust valve 1 guided in the cylinder head 2 with its stem is permanently acted upon in the closing direction by a closing spring, not shown.
  • a throttle device for example a throttle valve, is installed in the exhaust system and is actuated via an associated control unit for engine braking so that the exhaust gas flow throttled and so a pressure increase in the exhaust gas is generated upstream of the throttle device.
  • the invention provides Control technology intervened, in which the exhaust valve 1, which tends to close again after the intermediate opening under the action of its closing spring, is intercepted by a control device 5 built into the exhaust valve actuation mechanism remotely from the camshaft and then held in a partially open interception position by means of this over the entire compression stroke and expansion stroke - see phase A2 in 1.
  • the control device 5 can be implemented in different ways and can be installed at different points in the exhaust valve actuation mechanism. Examples of this are given in FIGS. 3A-3D and 4A-4D.
  • the control device 5 is effective when installed in the rocker arm 3 and consists of two main elements, namely a control piston 6 and a control bushing 7.
  • the control piston 6 has little leakage in a bore 8 of the rocker arm 3 axially between two through stops 9 , 10 limited end positions movable, acts at the front via a curved end face 11 on the rear end face 12 of the exhaust valve stem and is acted upon at the rear by a compression spring 13 and can be pressurized hydraulically.
  • the control bushing 7 is screwed into a threaded section of the same bore 8 in the rocker arm 3 above the control piston 6 and forms with its front end face the rear stop 9, which defines the retracted basic position of the control piston 6.
  • the extended end position of the control piston 6 is limited by the front stop 10, which is formed by the rear edge of a circumferential groove on the control piston 6 into which a stroke limiting member 14 attached to the rocker arm 3 engages.
  • the control bushing 7 has a pressure chamber 15 which is open towards the front of the control piston 6 and into which the compression spring 13 and the pressure piston 6 act a check valve with its pressure spring-loaded closing element 17 is installed, which only allows the introduction of pressure medium from a pressure medium supply channel 16.
  • the pressure-medium supply channel 16, which consists of a transverse bore and a bore that opens out centrally into the pressure chamber 15, is supplied with pressure medium, here lubricating oil, of a certain pressure via a feed channel 18 inside the rocker arm.
  • a pressure relief duct 20 leads from the pressure chamber 15 through the control bushing 7 and an insert 19 which is permanently installed in the latter, the outlet opening on the insert side during a braking operation in the interception and holding phase (A2) of the control device 5 for the purpose of building up and maintaining the pressure medium in the pressure chamber 15 and an associated extension and holding of the control piston 6 in the extended exhaust valve interception position is kept closed by a stop 22 arranged firmly on the cylinder cover 21.
  • FIG 3A shows the exhaust valve 1 at the beginning of the intake stroke in the closed position A.
  • the control device 5 acts as a mechanical buffer within the rocker arm 3, the control piston 6 being pressed into the retracted position from below by the exhaust valve 1 and the control bushing 7 is supported by its insert 19 on the stop 22.
  • a possible valve clearance is bridged by partially extending the control piston 6.
  • FIG. 3B shows the situation at the moment when the exhaust valve 1 has reached its maximum stroke B in phase A1 (see diagram in FIG. 1) during engine braking during the intermediate opening due to exhaust gas pressure.
  • this intermediate opening of the outlet valve 1 it lifts off from the control piston 6 and this is now extended by the compression spring 13 into its intercepting position.
  • the control piston 6 moves away from the control bush 7, accompanied by an enlargement of the pressure chamber 15 and its filling with pressure medium via the pressure medium supply channel 16, whereby after the pressure chamber 15 has been completely filled, on the one hand because of the blocking check valve 17 and on the other hand the blocked outlet opening of the relief channel 20, the control piston 16 in its extended interception position (specified by stop 10) is hydraulically blocked.
  • Fig. 3B From Fig. 3B it can also be seen that the outlet valve 1 leads this spool stroke with a larger stroke A - B when it is opened.
  • FIG. 3C shows this interception position C under otherwise the same conditions as in FIG. 3B, which interception position C is retained over the entire remaining compression cycle and subsequent expansion cycle.
  • control device 5 again acts only as a purely mechanical buffer on the rocker arm 3, via which, in phase A3 (see diagram according to FIG. 1), during the exhaust stroke during engine braking, the opening of the exhaust valve 1 to the full exhaust valve stroke D - this position is shown in FIG. 3D -, the holding and reclosing of which is controlled by the associated exhaust control cam of the camshaft.
  • the embodiment of the control device according to FIGS. 4A-4D is used in a 4-stroke internal combustion engine, from the lower camshaft of which the actuation of an exhaust valve 1 takes place via a push rod 4 and a subsequent rocker arm 3.
  • the control device according to the invention 5 installed effectively in the space between the push rod 4 and force introduction element 23 of the rocker arm 3.
  • This control device 5 is installed in a receiving sleeve 24, which is screwed into a threaded bore 25 of the cylinder head 2 or a bracket mounted on the outside thereof.
  • a control sleeve 27 is installed with low leakage and is coaxially displaceable and is supported at the bottom at the upper end of the push rod 4.
  • the control sleeve 27 has a blind hole 28, in which a control piston 29 is installed so that it can be moved coaxially with little leakage.
  • the latter is supported at the top on a thrust transmission part 30 which is articulated to the force introduction element 23 of the rocker arm 3 and is acted upon at the bottom by a compression spring 31 acting in the direction of the latter.
  • This is installed in the part of the blind bore 28 and the pressure chamber 32 which is limited in this way below the control piston 29.
  • the latter is supplied with pressure medium, in particular engine oil, of a certain pressure via a feed channel 34, which is internal to the cylinder head or a block, and a feed channel 34, which is internal to the receiving sleeve, and a supply channel 33 which communicates with the internal control sleeve.
  • a check valve installed in the pressure chamber 32 with its spring-loaded closing member 36 prevents pressure medium from flowing back from the pressure chamber 32 into the supply channel 35.
  • FIG. 4A shows the exhaust valve 1 at the beginning of the intake stroke in the closed position A.
  • the control device 5, with its parts 27, 29, acts as a mechanical buffer within the receiving sleeve 24, the control piston 29 being pressed into the retracted position by the thrust transmission part 30 connected to the rocker arm 3 and the control sleeve 27 is pressed with its collar 37 onto a stop surface 38 on the receiving sleeve side. Any valve clearance is bridged by partially extending the control piston 29.
  • FIG. 4B shows the situation at the moment when the exhaust valve 1 has reached its maximum stroke B in phase A1 (see diagram according to FIG. 1) during engine braking during intermediate opening due to exhaust gas pressure.
  • this lifts off from the actuating surface 39 on the rocker arm 3 and this is due to the on the in Pressure chamber 32 acting forces disengaging control piston 29 tracked.
  • the outlet opening of an internal relief piston duct 40 is released by being removed from the control sleeve-side blind bore 28 and the pressure medium inside the pressure chamber is relieved of pressure, after a stroke path matched to the opening stroke A - B of the exhaust valve 1.
  • This extension of the control piston 29 causes an increase in the pressure chamber volume which is filled up by introducing pressure medium from the supply channel 35.
  • the control device 5 again acts only as a purely mechanical buffer between the push rod 4 and the thrust transmission part 30 on the rocker arm 3, via which the stopping in phase A3 (see diagram according to FIG. 1) during the extension stroke during engine braking Open position D and reclosing the exhaust valve 1 is controlled from the exhaust cam on the camshaft side.
  • the exhaust valve 1 is closed, the control sleeve 27 is pushed back into the receiving sleeve 24 as far as it will go, and the relief bore 41 is also closed again and the pressure chamber 32 is thus shut off again.
  • the control device 5 is designed in such a way that the exhaust valve 1 is held in an interception position C after its intermediate opening due to exhaust gas pressure, the distance from the closed position being approximately 1/5 to 1/20 of the full camshaft-controlled exhaust valve opening stroke AD.
  • control device 5 also has the general advantage that, in addition to its function as described above, it can also be used as a hydraulic valve lash adjuster.
  • the valve lash compensation takes place when a lash occurs in the valve actuation mechanism by appropriate pressure medium replenishment in the pressure chamber 15 or 32 of the control device 5 with corresponding adjustment of the control piston 6 or 29 in the direction of the member 1 or 30 to be acted upon.
EP96102964A 1995-04-04 1996-02-28 Procédé de freinage moteur pour moteur à combustion interne à quatre temps Expired - Lifetime EP0736672B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT597/95 1995-04-04
AT59795 1995-04-04

Publications (3)

Publication Number Publication Date
EP0736672A2 true EP0736672A2 (fr) 1996-10-09
EP0736672A3 EP0736672A3 (fr) 1997-03-19
EP0736672B1 EP0736672B1 (fr) 1998-04-08

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EP96102964A Expired - Lifetime EP0736672B1 (fr) 1995-04-04 1996-02-28 Procédé de freinage moteur pour moteur à combustion interne à quatre temps

Country Status (11)

Country Link
US (1) US5692469A (fr)
EP (1) EP0736672B1 (fr)
JP (1) JP2760967B2 (fr)
KR (1) KR100290055B1 (fr)
AT (1) ATE164918T1 (fr)
CZ (1) CZ291232B6 (fr)
DE (1) DE59600140D1 (fr)
ES (1) ES2116123T3 (fr)
PL (1) PL179720B1 (fr)
RU (1) RU2145384C1 (fr)
TR (1) TR199600283A1 (fr)

Cited By (16)

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DE19758372C2 (de) * 1997-12-29 2002-08-29 Ukm Umformtechnik Und Kraftfah Druckmittelversorgung für ein Motorbremssystem eines mehrzylindrischen 4-Takt-Hubkolbenverbrennungsmotors
EP1258603A1 (fr) 2001-05-14 2002-11-20 MAN Steyr AG Moteur pour véhicule comprenant un dispositif de frein moteur et un système de recirculation des gaz d'échappement
AT500958B1 (de) * 2004-10-18 2006-10-15 Avl List Gmbh Brennkraftmaschine mit einer abgas-motorbremse
EP1801392A2 (fr) * 2005-12-20 2007-06-27 MAN Nutzfahrzeuge Österreich AG Dispositif pour augmenter la performance de freinage d'un moteur à combustion interne à multicylindre d'un véhicule lors du fonctionnement du frein moteur
US7556004B2 (en) 2006-10-16 2009-07-07 Caterpillar Inc. Bactrian rocker arm and engine using same
EP2143894A1 (fr) 2008-07-11 2010-01-13 MAN Nutzfahrzeuge Aktiengesellschaft Moteur à combustion interne doté d'un dispositif de frein moteur et d'un mécanisme de compensation de jeu de soupape
EP2143895A1 (fr) 2008-07-11 2010-01-13 MAN Nutzfahrzeuge Aktiengesellschaft Dispositif de frein moteur et procédé de freinage moteur doté d'une unité de commande supplémentaire à soupape
EP2305967A1 (fr) * 2009-10-02 2011-04-06 MAN Truck & Bus AG Moteur à combustion interne doté d'un dispositif de frein moteur
EP2305968A1 (fr) * 2009-10-02 2011-04-06 MAN Truck & Bus AG Moteur à combustion interne doté d'un dispositif de frein moteur
US8831861B2 (en) 2010-07-26 2014-09-09 Man Truck & Bus Oesterreich Ag Method and device for engine braking
CN104813006A (zh) * 2012-11-27 2015-07-29 康明斯有限公司 减压制动复位机构
WO2017008857A1 (fr) * 2015-07-16 2017-01-19 Eaton Srl Agencement pour un ensemble dispositif de commande de soupapes
EP3184760A1 (fr) * 2015-12-22 2017-06-28 MAN Truck & Bus AG Moteur à combustion interne comprenant un frein moteur sur échappement et frein de type à décompression
EP3187703A1 (fr) * 2015-12-22 2017-07-05 MAN Truck & Bus AG Moteur à combustion interne comprenant un frein moteur sur échappement et frein de type à décompression
WO2017173471A1 (fr) * 2016-04-05 2017-10-12 Avl List Gmbh Machine à pistons alternatifs
CN108049929A (zh) * 2012-04-19 2018-05-18 伊顿(意大利)有限公司 用于发动机制动系统的配气机构总成

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US6925976B2 (en) * 2003-03-06 2005-08-09 Jenara Enterprises Ltd. Modal variable valve actuation system for internal combustion engine and method for operating the same
DE10349641A1 (de) * 2003-10-24 2005-05-19 Man Nutzfahrzeuge Ag Motorstaubremsvorrichtung einer 4-Takt-Hubkolbenbrennkraftmaschine
DE102004053203A1 (de) * 2004-11-04 2006-06-01 Schaeffler Kg Variabler Ventiltrieb einer Brennkraftmaschine
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EP1969207A4 (fr) * 2005-12-28 2012-03-07 Jacobs Vehicle Systems Inc Procede et systeme pour frein a cycle de resistance de fuite partielle
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DE102008061412A1 (de) 2008-07-11 2010-01-14 Man Nutzfahrzeuge Ag Hydraulischer Ventil- und EVB-Spielausgleich
US20100037854A1 (en) * 2008-08-18 2010-02-18 Zhou Yang Apparatus and method for engine braking
KR101290440B1 (ko) * 2009-01-05 2013-07-26 저우 양 엔진 브레이킹 장치들 및 방법들
WO2010126479A1 (fr) 2009-04-27 2010-11-04 Jacobs Vehicle Systems, Inc. Frein de moteur à culbuteur dédié
DE102009019437A1 (de) 2009-04-29 2010-11-04 Man Nutzfahrzeuge Ag Vorrichtung zur Steigerung der Bremsleistung einer mehrzylindrigen Brennkraftmaschine eines Fahrzeugs während des Motorbremsbetriebes
CN102220907B (zh) * 2010-04-19 2015-03-11 上海尤顺汽车部件有限公司 发动机联合制动控制方法
CN102261283B (zh) 2010-05-27 2013-10-09 上海尤顺汽车部件有限公司 一种固链式发动机制动装置
AT510236B1 (de) * 2010-07-26 2015-12-15 MAN Truck & Bus Österreich AG Verfahren zur motorbremsung
JP6147771B2 (ja) * 2012-02-23 2017-06-14 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 排気バルブ早期開放のためのエンジン制動機構を使用するエンジン・システム及び動作方法
DE102012012875A1 (de) * 2012-06-28 2014-01-02 Man Truck & Bus Ag Verfahren und Vorrichtung zum Steuern zumindest einer Bremsklappe
GB2503705A (en) * 2012-07-05 2014-01-08 Eaton Srl Hydraulic Lash Adjuster and Lost Motion System
GB201815263D0 (en) * 2018-09-19 2018-10-31 Eaton Intelligent Power Ltd Valve train assembly
CN110173314B (zh) * 2019-05-15 2023-07-18 浙江大学 一种可实现压缩释放式发动机制动的气门桥及其排气制动方法

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Cited By (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19758372C2 (de) * 1997-12-29 2002-08-29 Ukm Umformtechnik Und Kraftfah Druckmittelversorgung für ein Motorbremssystem eines mehrzylindrischen 4-Takt-Hubkolbenverbrennungsmotors
EP1258603A1 (fr) 2001-05-14 2002-11-20 MAN Steyr AG Moteur pour véhicule comprenant un dispositif de frein moteur et un système de recirculation des gaz d'échappement
AT500958B1 (de) * 2004-10-18 2006-10-15 Avl List Gmbh Brennkraftmaschine mit einer abgas-motorbremse
DE112005002543B4 (de) * 2004-10-18 2018-01-18 Avl List Gmbh Brennkraftmaschine und ein Verfahren zum Betreiben einer Brennkraftmaschine
EP1801392A2 (fr) * 2005-12-20 2007-06-27 MAN Nutzfahrzeuge Österreich AG Dispositif pour augmenter la performance de freinage d'un moteur à combustion interne à multicylindre d'un véhicule lors du fonctionnement du frein moteur
EP1801392A3 (fr) * 2005-12-20 2008-05-28 MAN Nutzfahrzeuge Österreich AG Dispositif pour augmenter la performance de freinage d'un moteur à combustion interne à multicylindre d'un véhicule lors du fonctionnement du frein moteur
US7556004B2 (en) 2006-10-16 2009-07-07 Caterpillar Inc. Bactrian rocker arm and engine using same
EP2143894A1 (fr) 2008-07-11 2010-01-13 MAN Nutzfahrzeuge Aktiengesellschaft Moteur à combustion interne doté d'un dispositif de frein moteur et d'un mécanisme de compensation de jeu de soupape
EP2143895A1 (fr) 2008-07-11 2010-01-13 MAN Nutzfahrzeuge Aktiengesellschaft Dispositif de frein moteur et procédé de freinage moteur doté d'une unité de commande supplémentaire à soupape
EP2305967A1 (fr) * 2009-10-02 2011-04-06 MAN Truck & Bus AG Moteur à combustion interne doté d'un dispositif de frein moteur
EP2305968A1 (fr) * 2009-10-02 2011-04-06 MAN Truck & Bus AG Moteur à combustion interne doté d'un dispositif de frein moteur
US8161936B2 (en) 2009-10-02 2012-04-24 Man Truck & Bus Ag Internal combustion engine having a motor brake assembly
US8240288B2 (en) 2009-10-02 2012-08-14 Man Nutzfahrzeuge Ag Internal combustion engine having a motor brake assembly
US8831861B2 (en) 2010-07-26 2014-09-09 Man Truck & Bus Oesterreich Ag Method and device for engine braking
CN108049929A (zh) * 2012-04-19 2018-05-18 伊顿(意大利)有限公司 用于发动机制动系统的配气机构总成
CN104813006B (zh) * 2012-11-27 2017-12-12 康明斯有限公司 减压制动复位机构
CN104813006A (zh) * 2012-11-27 2015-07-29 康明斯有限公司 减压制动复位机构
WO2017008857A1 (fr) * 2015-07-16 2017-01-19 Eaton Srl Agencement pour un ensemble dispositif de commande de soupapes
US10669899B2 (en) 2015-07-16 2020-06-02 Eaton Intelligent Power Limited Arrangement for a valve train assembly
EP3184760A1 (fr) * 2015-12-22 2017-06-28 MAN Truck & Bus AG Moteur à combustion interne comprenant un frein moteur sur échappement et frein de type à décompression
EP3187703A1 (fr) * 2015-12-22 2017-07-05 MAN Truck & Bus AG Moteur à combustion interne comprenant un frein moteur sur échappement et frein de type à décompression
US9976509B2 (en) 2015-12-22 2018-05-22 Man Truck & Bus Ag Internal combustion engine having an engine backpressure brake and a compression release engine brake
US10167751B2 (en) 2015-12-22 2019-01-01 Man Truck & Bus Ag Internal combustion engine having an engine backpressure brake and a compression release engine brake
WO2017173471A1 (fr) * 2016-04-05 2017-10-12 Avl List Gmbh Machine à pistons alternatifs

Also Published As

Publication number Publication date
JPH08284696A (ja) 1996-10-29
PL313582A1 (en) 1996-10-14
JP2760967B2 (ja) 1998-06-04
TR199600283A1 (tr) 1997-03-21
PL179720B1 (pl) 2000-10-31
CZ291232B6 (cs) 2003-01-15
DE59600140D1 (de) 1998-05-14
ES2116123T3 (es) 1998-07-01
CZ94996A3 (en) 1996-10-16
EP0736672B1 (fr) 1998-04-08
US5692469A (en) 1997-12-02
KR100290055B1 (ko) 2001-05-15
KR960038084A (ko) 1996-11-21
ATE164918T1 (de) 1998-04-15
RU2145384C1 (ru) 2000-02-10
EP0736672A3 (fr) 1997-03-19

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