EP1526257B1 - Dispositif de frein moteur pour un moteur à combustion interne à 4 temps - Google Patents

Dispositif de frein moteur pour un moteur à combustion interne à 4 temps Download PDF

Info

Publication number
EP1526257B1
EP1526257B1 EP04023313A EP04023313A EP1526257B1 EP 1526257 B1 EP1526257 B1 EP 1526257B1 EP 04023313 A EP04023313 A EP 04023313A EP 04023313 A EP04023313 A EP 04023313A EP 1526257 B1 EP1526257 B1 EP 1526257B1
Authority
EP
European Patent Office
Prior art keywords
exhaust
valve
engine
braking device
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.)
Active
Application number
EP04023313A
Other languages
German (de)
English (en)
Other versions
EP1526257A2 (fr
EP1526257A3 (fr
Inventor
Franz Dipl.-Ing. Rammer
Gottfried Dipl.-Ing. Raab
Franz Ing. 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 SE
Original Assignee
MAN 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 MAN Nutzfahrzeuge AG filed Critical MAN Nutzfahrzeuge AG
Priority to PL04023313T priority Critical patent/PL1526257T3/pl
Publication of EP1526257A2 publication Critical patent/EP1526257A2/fr
Publication of EP1526257A3 publication Critical patent/EP1526257A3/fr
Application granted granted Critical
Publication of EP1526257B1 publication Critical patent/EP1526257B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/14—Tappets; Push rods
    • F01L1/146—Push-rods
    • 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
    • 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
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • 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
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/02—Formulas

Definitions

  • the invention relates to a motor dust brake device of a 4-stroke reciprocating internal combustion engine having features according to the preamble of claim 1.
  • the invention is based on the EP 0736672 B1 , This discloses a method for engine braking with a 4-stroke reciprocating internal combustion engine having an internal engine, an exhaust valve associated braking device.
  • the relevant outlet valve can be controlled via a rocker arm which can be actuated either directly or via a push rod.
  • the parts of the braking device are disclosed as being integrated either in the rocker arm or in the area of the pushrod. For a more than two-valve engine, however, no proposed solution is given.
  • the braking method comprises the steps of: actuating the at least one exhaust valve to generate a braking operation, determining a first engine parameter and generating an exhaust backpressure in the exhaust manifold in dependence on the level of the first engine parameter, the generated exhaust back pressure communicating with the engine cylinder during an engine braking operation to control the degree of engine braking.
  • This is a method in which the engine braking effect is set in a targeted manner in terms of control and regulation depending on operating parameters. Both the method and the device means for carrying out this method are extremely complex.
  • the engine-internal brake device is not associated with two exhaust valves per cylinder, which would be difficult to implement space reasons, but was designed from the outset so that it is effective only in conjunction with one of the two exhaust valves per cylinder on the other hand, the other outlet valve is normally or conventionally operable.
  • the engine-internal brake device has a control piston, on which the outlet valve is supported by its shaft.
  • the control piston is guided axially movably guided in a blind bore of the valve bridge and from a supplied with pressure oil control pressure chamber ago and possibly by an additional control spring in the direction Exhaust valve stem pressed.
  • the pressure oil supply to the control pressure chamber via a communicating with a rocker arm internal oil supply channel valve bridge internal oil supply channel, in which the latter is installed only in the direction of control pressure chamber permeable non-return valve.
  • From the control pressure chamber is a discharge channel, which opens at the top of the valve bridge and the outlet opening is closed by a stop for the valve bridge forming counter-lock or released for pressure relief of the control pressure chamber after lifting the valve bridge.
  • the biasing force of the closing spring associated with this exhaust valve is dimensioned such that, during engine braking, when the throttle device is in the throttle position, an intermediate opening of the exhaust valve results due to the exhaust backpressure occurring in the accumulated exhaust gas in conjunction with the pressure pulsations acting therein.
  • this intermediate opening is during each 4-stroke engine cycle with the engine-internal braking control technology automatically engageable such that intercepted after intermediate opening at the beginning of the 2-stroke to close the exhaust valve tilted by the oil pressure and possibly also jurichristfederbeetzscht nach Wegenden control piston and during the 2nd and 3rd Clock is prevented from closing and is held partially open until its beginning of the 4th clock camshaft-controlled opening.
  • the exhaust back pressure has its maximum when the throttle device is in the closed position, but if necessary can be lowered by controlled and / or regulated opening of the throttle device in order to reduce the engine braking power and / or the temperature of internal engine components in order to avoid their overheating.
  • the cross-section of the oil supply channels in the rocker arm and the valve bridge and the pressure of the control pressure chamber supplied oil are coordinated so that during the said intermediate opening of the exhaust valve due to the nach Wegenden control piston magnifying control pressure chamber can at least almost completely fill with pressure oil and therefore at the end of insectsötechnischshubes holding the exhaust valve in trapped part opening position is possible.
  • this engine dust brake device with a few, inexpensive to produce components can be realized.
  • the engine braking is automatically self-controlling without external interference only as a function of exhaust backpressure in the locked exhaust tract and demonstrably provides a very high engine braking performance.
  • Fig. 1 is a detail of a 4-stroke reciprocating internal combustion engine shown, the per cylinder 1 at least one inlet valve (not shown) and two exhaust valves 2, 3 has. 4, the installation space of the cylinder 1 with 5 is a piston working in the cylinder 1, 6 denotes a cylinder head and 7 a cylinder cover.
  • the exhaust ports 8 of the cylinder 1 open into one or more exhaust manifold and form with the latter a part of the exhaust tract 9.
  • a throttle device 10 is installed as close to the engine as possible. This can be formed for example by a throttle valve or a poppet valve or a slider. In most cases, a throttle is used.
  • the throttle device 10 forms part of the engine dust brake device according to the invention and serves during engine braking operations for at least partial shut-off of the exhaust gas tract and thereby an upstream impoundment of the exhaust gas.
  • Another part of the engine dust brake device is an engine-internal brake device 11 of the invention type, which is also discussed in more detail later.
  • the intake and exhaust valves are controlled by a camshaft (not shown). If this is overhead, it acts directly on rocker arms. On the other hand, if it is at the bottom, it acts indirectly on the rocker arms via pushrods.
  • Fig. 2 shows the version with bottom camshaft in the area of the control of the two exhaust valves of a cylinder.
  • the illustrated, supported on the camshaft push rod 12 acts on a rocker arm 13 which is rotatably mounted on the cylinder head 6 in a bearing block 14 on a bearing shaft 15 with slide bearing 16.
  • the rocker arm 13 in turn acts via an adjustable and z. B. countered by a nut 17 bolts 18 with a ball-joint hinged at its free end Stützkalotte 19 on a valve bridge 20 a.
  • Each of these is axially movably mounted with its shaft 21 and 22 in the cylinder head 6 and by a closing spring 23 and 24, the end face on a cylinder head surface 25 and 26 and the other end to a mounted on the outlet valve 21 and 22 spring plate 27 and 28 is supported, acted upon by a certain biasing force F1 in the closing direction.
  • Each of the two closing springs 23 and 24 can be realized either by only one spiral spring or two mutually coaxial coil springs.
  • the engine-internal brake device 11 per cylinder 1 is assigned to only one (2) of the two exhaust valves 2, 3, the other exhaust valve 3 is normal or conventional effective and operated, therefore also in a conventional manner with the upper end of its shaft the bottom 29 of the valve bridge 20 supported.
  • the engine-internal brake device 11 assigned to one exhaust valve 2 consists of a control piston 30, on which the exhaust valve 2 is supported by the upper end of its shaft 21.
  • the control piston 30 is taken in a given in the valve bridge 20 blind bore 31 leakage axially movable and pressed by a supplied with pressure oil control pressure chamber 33 ago and possibly by an additional control spring 32 in the direction of exhaust valve stem 21.
  • the pressure oil supply to the control pressure chamber 33 via a rocker arm 13 and its bolts 18 formed with Abstützkalotte 19 oil supply channel 34 and communicating with this Oil supply channel 35 in the valve bridge 20.
  • an oil is installed only in the direction of the control pressure chamber 33 permeable non-return valve 36.
  • the pressure oil supply to the rocker arm 13 takes place from the outside either via a feed line into a channel in the rocker arm pin 15 and channels in the sliding bearing 16 or a supply line to the push rod 12 and a plunger rod internal channel with which the rocker arm internal oil supply channel 34 communicates.
  • control pressure chamber 33 From the control pressure chamber 33 branches off a discharge channel 37, which opens out at the top 38 of the valve bridge 20 and its local outlet opening 39 by a stop for the valve bridge 20 forming counter-holder 40 closed or for pressure relief of the control pressure chamber 33 after lifting the valve bridge 20 is releasable ,
  • the biasing force F1 of the closing spring 23 that exhaust valve 2, the engine-internal braking device 11 is assigned, such that during engine braking with befindlichem in throttle position throttle device 10 due occurring in the pent-up exhaust gas in conjunction with the pressure pulsations acting therein
  • Exhaust counterpressure P2 adjusts an intermediate opening of the relevant exhaust valve 2, namely - as out Fig. 9 apparent - at the end of the first cycle (intake stroke) every 4-stroke cycle.
  • the exhaust back pressure P2 reaches its maximum during engine braking when the throttle device 10 is in the closed position.
  • the control piston 30 of the engine-internal braking device 11 has front - to the outlet valve 2 out - a blind hole 41, with which it engages over the upper end of the exhaust valve stem 21 like a cap with play and is thus coupled to the outlet valve 2.
  • the control piston 30 is in the valve bridge internal blind bore 31 between two stops limited stroke movable.
  • the upper, the retracted home position defining stop 42 in the case of the example according to Fig. 3 to 5 given by an annular shoulder surface at the transition between two different diameter portions of the blind bore 31, wherein the larger diameter portion receives the control piston 30 and the smaller diameter portion forms the control pressure chamber 33 and also the control spring 32 receives laterally guided.
  • control compression spring 32 is centered in this embodiment in a rear blind hole 44 in the control piston 30 and supported there at the bottom 45.
  • control compression spring 32 is supported on the bottom 46 of the valve bridge-internal blind bore 31.
  • the upper, the retracted basic position of the control piston predetermining stop 42 through the bottom 46 of the valve bridge-internal blind hole educated.
  • a coaxial pin 47 is arranged in this case on the rear side, with its rear end face 48, it comes to rest on the bottom 46 of the blind bore 31.
  • the discharge channel 37 is preferably from the center, so that the pin 47 also fulfills the additional function, namely that in every 4th engine cycle immediately after the beginning of the camshaft controlled opening stroke of the valve bridge 20 and the associated lifting the same from the backstop 40 a Pressure relief of the control pressure chamber 33 causing cumshot of pressure oil through the discharge channel 37 is limited in quantity, because the discharge channel 37 is closed by the pin 47 of the immediately returning to its normal position control piston 30 from the inside again. This limits the loss of oil in the control pressure chamber 33 and ensures a high oil pressure therein.
  • the control compression spring 32 is supported in this case on an annular shoulder surface 49 on the control piston 30 and centered by the coaxial pin 47.
  • the lower, the farthest extended position of the control piston predetermining stop 43 is in both embodiments according to Fig. 3 to 5 and Fig. 6 to 8 equal and z. B. realized by a transverse pin 50 which is pressed into a transverse bore 51 in the valve bridge 20, protrudes laterally into the clear cross section of the blind hole 31 and there dips into an outer recess 52 on the control piston 30, the upper boundary wall as a stop 43 the extension stroke of the Control piston 30 limited in cooperation with the transverse pin 50.
  • the anvil 40 for the valve bridge 20 is connected by a cylinder cover 7 z. B. fixed by a lock nut, adjustable with respect to their stop position stud 54.
  • the discharge passage 37 which can be shut off or released on the outlet side, is preferably formed by a throttling bore leading from the blind bore 31 coaxially to the upper side 38 of the valve bridge 20, the diameter of which is substantially smaller than the smallest cross section of the oil supply passage 35 in the valve bridge.
  • the check valve 36 has a ball 55 as a control member and the associated valve seat is formed by a conical transition surface 56 between two different diameter ⁇ lzuschreibkanalaboughen 57, 58, wherein the ball 55 disposed in the larger diameter ⁇ Izuschreibkanal section 58 and where the opening stroke is limited by a stop 59 , To limit the stroke of the check valve ball 55 z.
  • the cross section of the oil supply channel 34 in the rocker arm 13 is either the same, but preferably greater than that of the subsequent oil supply channel 35 in the valve bridge 20.
  • the smallest cross section of the oil supply channel 35 is internally the valve bridge 20 in the region of the check valve 36, there in the annular gap around the ball 55th in the oil supply passage section 58 given.
  • the check valve 36 should be positioned as close as possible to the control pressure chamber 33.
  • the effective biasing force F1 of the closing spring 23 of the exhaust valve 2 is greater than the effective biasing force of the valve bridge internal control spring 32.
  • the theoretical background of the engine dust brake device according to the invention is given at the end of the description.
  • the throttle device 10 in the exhaust-gas tract 9 should, as far as possible, be arranged upstream of the turbine of the exhaust-gas turbocharger in terms of flow.
  • the volume of the shut-off by means of the throttle device 10 section 61 of the exhaust tract 9 should be as low as possible, so the throttle device 10 as close as possible z. B. at the output of one or more merged exhaust manifold and spatially arranged in front of the turbine of the exhaust gas turbocharger.
  • the control of the throttle device 10 may, as also schematically from Fig. 1 can be realized.
  • the throttle device 10 is formed there by a throttle valve, which is installed in the exhaust tract 9 and is rotatably or pivotably mounted there with its axis 62.
  • a servomotor 63 for adjusting or adjusting the throttle valve 10 is a servomotor 63.
  • This can be realized by an electric motor or a hydraulically or pneumatically actuable actuating cylinder.
  • the servo motor 63 by a pneumatic realized actuatable actuating cylinder, which is supplied via a compressed air supply device 64 connected to a compressed air line 65 with compressed air.
  • the servo motor 63 is associated with a power unit 66, which consists in the illustrated example of an electromagnetic shut-off / passage valve 67 and an electrical switching member 68 for actuating the latter.
  • This power unit 66 receives its commands via a control line 69 from an electronic control and / or regulating unit 70.
  • Designated at 71 is a pressure sensor which detects the exhaust-gas pressure in terms of flow in front of the throttle valve 10.
  • a temperature sensor 72 may be provided, which detects the exhaust gas temperature in terms of flow in front of the throttle valve 10.
  • the control and / or regulating unit 70 consists for example of an input and output peripherals, a microprocessor and data and program memories, which modules are linked together via a data bus system. In the data memories maps and operating data for the operation control of the internal combustion engine are stored both in the train operation and braking operation.
  • the control and / or regulating unit 70 thus regulates the operation of the internal combustion engine by means of programs stored in the program memory on the basis of the maps and operating data. The latter can be done during engine braking operation either by an open-close adjustment of the throttle valve 10 or in the sense of a sensitive input or adjustment of the throttle valve 10.
  • the control and / or regulating unit 70 gives its commands via the line 69 to the switching member 68, which is connected via switching lines 76, 77 with the shut-off / passage valve 67.
  • the switching member 68 which is connected via switching lines 76, 77 with the shut-off / passage valve 67.
  • the throttle device 10 is switched on or adjusted accordingly.
  • this regulation of braking power can be integrated into an electronically controlled braking strategy which optimally coordinates the use of all the brakes available in the vehicle (service brakes, retarder, engine brake) ,
  • the throttle device 10 When an engine braking operation is initiated, the throttle device 10 is brought by commands of the control and / or regulating unit 70 in a closed position, so that upstream of the throttle device 10 results in a pressure increase with corresponding exhaust back pressure.
  • the emerging during the expulsion of exhaust gas adjacent cylinders 1 pressure waves are superimposed on the stationary exhaust back pressure and cause due to the positive pressure difference an intermediate opening of each of an internal engine brake device 11 associated exhaust valve 2 - see phase A1 in the diagram of Fig. 9 -, which occurs at the end of the first cycle (intake stroke).
  • control technology automatically during braking operation.
  • the exhaust valve 2 At the beginning of the first stroke (intake stroke), the exhaust valve 2 is in the closed position A.
  • the control piston 30 of the engine-internal braking device 11 is set in its blind bore 31 to stop and acts as a mechanical buffer, whereby he through the closed exhaust valve 2 in this retracted position is pressed.
  • the exhaust gas back pressure-induced intermediate opening of the exhaust valve 2 takes place with a valve lift A ⁇ B, which occurs at the end of the phase A1 (see diagram Fig. 9 ) is achieved.
  • the control piston 30 is tracked by the oil pressure in the control pressure chamber 33 and the force of the possibly existing control compression spring 32 and extended into its stop-related extreme intercept position.
  • control piston 30 acts again only as a purely mechanical buffer on the valve bridge 20, via which in phase A3 (see diagram Fig. 9 ) during the 4th cycle (exhaust stroke) during engine braking the opening of the exhaust valve 2 then - synchronous to the second exhaust valve 3 - to the full Auslrawventilhub D, whose or holding and re-closing controlled by the corresponding cam on the camshaft and on the Rocker arm 13 takes place.
  • the valve bridge 20 takes during the engine braking again in Fig. 1 and 2 shown position from which runs out the next in the same way as previously described running brake cycle.
  • the biasing force F1 of the closing spring 23 of the exhaust valve 2 is within the allowable design range, which results from the Ventilretedynamik calculation, to interpret the functioning of the engine dust brake device so that the exhaust valve 2 safe on the basis of the given when the throttle device 10 in the accumulated exhaust gas back pressure between open. But F1 should not be too low, otherwise the air flow and the exhaust gas back pressure will drop, whereby the internal cooling of the internal combustion engine in braking mode and the braking power would be lower.
  • the boost pressure (usually equal to the atmospheric pressure during braking operation) can be used for pz.
  • the engine dust brake device can thus with comparatively cheap and easy to implement means even in an internal combustion engine, which has two exhaust valves per cylinder, achieve a very high engine braking performance in engine braking.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Exhaust Silencers (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Braking Arrangements (AREA)

Claims (19)

  1. Dispositif de frein moteur d'un moteur à combustion interne à pistons alternatifs à 4 temps, présentant pour chaque cylindre (1) au moins une soupape d'admission et au moins une soupape d'échappement (2) raccordée à un conduit d'échappement (9) et alimentée par un ressort de fermeture (23, 24) dans le sens de fermeture, pouvant être actionnée indirectement par un arbre à cames, le conduit d'échappement (9) présentant un dispositif d'étranglement (10) actionnable pour le freinage moteur de manière à ce qu'une contre-pression de gaz d'échappement s'établisse en amont de celui-ci dans les gaz d'échappement accumulés, qui agit dans le moteur en liaison avec un système de freinage spécifique (11) présentant un piston de commande (30) sur lequel s'appuie la tige (21) de la soupape d'échappement (2) et guidé dans le sens axial dans un trou borgne d'une pièce de la commande des soupapes et pressé par une chambre de pression de commande (33) alimentée en huile sous pression et éventuellement par un ressort de pression de commande (32) supplémentaire en direction de la soupape d'échappement (2), la chambre de pression de commande (33) étant raccordée à une alimentation en huile sous pression et pouvant être déchargée à chaque temps de travail, la précontrainte du ressort de fermeture (23) affecté à la soupape d'échappement (2) étant en outre mesurée de manière à ce que, pendant le freinage du moteur, alors que le dispositif d'étranglement (10) se trouve en position d'étranglement, les gaz d'échappement accumulés et les pulsations de pression de la contre-pression en résultant produisent une ouverture intermédiaire de la soupape d'échappement (2), ouverture intermédiaire dans laquelle, pendant chaque cycle du moteur à 4 temps, il est possible d'intervenir automatiquement avec le frein moteur interne (11) de manière à ce que la soupape d'échappement (2) ayant tendance à se fermer après l'ouverture intermédiaire au début du 2e temps soit arrêtée par le piston de commande (30) avançant sous l'effet de l'huile sous pression, que son ouverture soit empêchée pendant les 2e et 3e temps et qu'elle soit maintenue partiellement ouverte jusqu'à son ouverture commandée par arbre à cames au début du 4e temps, caractérisé en ce que chaque cylindre (1) est pourvu de deux soupapes d'échappement (2, 3) raccordées au conduit d'échappement (9), pouvant être actionnées par un pont de soupape (20) et un culbuteur (13) agissant sur ce dernier et actionné directement ou indirectement par un arbre à cames via une tige de culbuteur (12), le frein moteur interne (11) n'affectant à chaque cylindre (1) qu'une (2) des deux soupapes d'échappement (2, 3), l'autre soupape d'échappement (3) fonctionnant en revanche de manière conventionnelle, en ce que le piston de commande (30) du frein moteur interne (11), sur lequel s'appuie la tige (21) de la soupape d'échappement (2), est logé de manière mobile dans le sens axial dans un trou borgne (31) du pont de soupape (20) et pressé par une chambre de pression de commande (33) alimentée en huile sous pression et par le ressort de pression supplémentaire (32) éventuellement prévu en direction de la tige (21) de la soupape d'échappement (2), en ce que l'alimentation en huile sous pression vers la chambre de pression de commande (33) est assurée par un canal (35) interne au pont de soupape (20) et communicant avec un canal (34) interne au culbuteur, canal (35) dans lequel est montée une vanne antiretour (36) ne laissant le passage qu'en direction de la chambre de pression de commande (33), en ce qu'un canal de décompression (37) part de la chambre de pression de commande (33), débouche dans la partie supérieure (38) du pont de soupape (20) et dont l'ouverture de sortie (39) peut être obturée par un tas (40) formant également une butée pour le pont de soupape (20) et libérée pour la décompression de la chambre de pression de commande (33) après le soulèvement des ponts de soupape (20), en ce que la section des canaux d'alimentation en huile (34, 35) et la pression de l'huile amenée à la chambre de pression de commande (33) sont ajustées de manière à ce que, pendant une ouverture intermédiaire de la soupape d'échappement (2), la chambre de pression de commande (33) augmentant de volume suite à la pression du piston de commande (30) puisse au moins presque entièrement se remplir d'huile sous pression et qu'un maintien de la soupape d'échappement (2) en position d'ouverture partielle soit assuré vers la fin de la course d'ouverture intermédiaire, et en ce que le dispositif d'étranglement (10) se trouvant en position fermée puisse réduire, si nécessaire, sa contre-pression maximum de gaz d'échappement P2 par ouverture commandée et/ou régulée du dispositif d'étranglement (10) afin de réduire la puissance de freinage du moteur et/ou la température des pièces internes du moteur.
  2. Dispositif de frein moteur selon la revendication 1, caractérisé en ce que le piston de commande (30) du dispositif de frein interne au moteur (11) est logé de manière mobile dans le trou borgne (31) interne au pont de soupape, entre deux butées (42, 43) limitant sa course, et présente peu de fuites.
  3. Dispositif de frein moteur selon la revendication 2, caractérisé en ce que la butée supérieure (42) déterminant la position de base rentrée du piston de commande (30) est formée d'une surface d'appui située entre deux sections du trou borgne (31 ) de diamètre différent, la section présentant le plus grand diamètre accueillant le piston de commande (30) et la section présentant le plus petit diamètre formant la chambre de pression de commande (33) et accueillant le ressort de pression de commande (32).
  4. Dispositif de frein moteur selon la revendication 2, caractérisé en ce que la butée supérieure (42) déterminant la position de base rentrée du piston de commande (30) est formée du fond (48) du trou borgne (31) dans le pont de soupape (20) déterminant la chambre de pression de commande (33) et accueillant le ressort de pression de commande (32), le piston de commande (30) présentant sur sa face arrière un tenon central (47) sur la face arrière (48) duquel le piston de commande (30) vient s'appuyer au fond (46) du trou borgne (31), et constituant le point de départ du trou de décharge (37), de manière à ce que le tenon (47) remplisse également une fonction supplémentaire, à savoir qu'à chaque 4e temps moteur, directement après le début du mouvement d'ouverture des ponts de soupape (20) commandé par arbre à cames et du soulèvement des ponts de soupape du tas (40) qui en résulte, la perte d'huile sous pression dans la chambre de pression de commande (33) résultant d'une décompression de la chambre de pression de commande (33) soit limitée en volume via le canal de décompression, car le canal de décompression (37) est refermé par le tenon (47) du piston de commande (30) retournant immédiatement dans sa position de base, ce qui permet de limiter la perte d'huile dans la chambre de pression de commande (33) et d'assurer une pression d'huile élevée.
  5. Dispositif de frein moteur selon la revendication 2, caractérisé en ce que la butée inférieure (43) déterminant la position la plus déployée du piston de commande (30) est constituée d'une goupille transversale (50) enfoncée dans un alésage transversal (51) du pont de soupape (20), dépasse latéralement dans la section transversale intérieure du trou borgne (31) et s'engrène dans un creux extérieur (52) du piston de commande (30), dont la paroi de délimitation supérieure sert de butée (43) pour limiter la course de déploiement du piston de commande (30).
  6. Dispositif de frein moteur selon la revendication 1, caractérisé en ce que le piston de commande (30) présente à l'avant un trou borgne (41) avec lequel il recouvre l'extrémité extérieure de la tige (21) de la soupape d'échappement (2) correspondante comme un capuchon avec un jeu.
  7. Dispositif de frein moteur selon la revendication 1, caractérisé en ce que le ressort de pression de commande (32) s'appuie, d'un côté, sur le piston de commande (30), sur le fond (45) du trou borgne arrière (44), et, de l'autre côté, sur le fond (48) du trou borgne (31) accueillant le piston de commande (30).
  8. Dispositif de frein moteur selon la revendication 4, caractérisé en ce que le ressort de pression de commande (32) est centré par rapport au piston de commande (30) par le tenon central (47) et s'appuie, d'un côté, sur une surface d'appui (49) annulaire du piston de commande et, de l'autre, sur le fond (48) du trou borgne (31) accueillant le piston de commande (30).
  9. Dispositif de frein moteur selon la revendication 1, caractérisé en ce que le tas (40) du pont de soupape (20) est formé d'un boulon fileté à butée réglable fixé dans le cache-culasse (7), par exemple, par un contre-écrou (53).
  10. Dispositif de frein moteur selon la revendication 1, caractérisé en ce que la section transversale du canal d'amenée d'huile (34) dans le culbuteur (13) est supérieure ou égale à celle du canal d'amenée d'huile (35) dans le pont de soupape (20).
  11. Dispositif de frein moteur selon la revendication 1, caractérisé en ce que la vanne antiretour (36) présente une bille (55) comme organe de commande et le siège de soupape correspondant est formé d'une interface conique (58) entre deux sections de diamètre différent du canal d'amenée d'huile (57, 58), la bille (55) étant disposée dans la section du canal d'amenée d'huile présentant le plus grand diamètre (58) et sa course d'ouverture y étant limitée par une butée (59).
  12. Dispositif de frein moteur selon la revendication 1, caractérisé en ce que la butée (59) limitant la course d'ouverture de la bille (55) de la vanne antiretour est formée d'une goupille de butée placée transversalement dans la section du canal d'amenée d'huile (58) et enfoncée dans un alésage transversal (60) dans le pont de soupape (20).
  13. Dispositif de frein moteur selon les revendications 10 et 11, caractérisé en ce que la plus petite section du canal d'amenée d'huile (35) à l'intérieur du pont de soupape (20) est située à proximité de la vanne antiretour (38), à cet endroit à proximité de l'espace annulaire entourant sa bille (55) dans la section du canal d'amenée d'huile (58).
  14. Dispositif de frein moteur selon la revendication 1, caractérisé en ce que le canal de décompression (37) est formé d'un alésage d'étranglement menant de manière coaxiale du fond (46) du trou borgne (31) à la partie supérieure (38) du pont de soupape (20) et dont le diamètre est nettement plus petit que la section la plus petite du canal d'amenée d'huile (35) dans le pont de soupape (20).
  15. Dispositif de frein moteur selon la revendication 1, caractérisé en ce que la précontrainte efficace F1 du ressort de soupape (23) de la soupape d'échappement (2) est supérieure à la précontrainte efficace du ressort de pression de commande (32) agissant sur la soupape d'échappement (2) via le piston de commande (30).
  16. Dispositif de frein moteur selon la revendication 1, caractérisé en ce que les composants du dispositif de frein interne au moteur (11) et la pression de l'huile arrivant dans la chambre de pression de commande (33) sont définis de manière à ce que la soupape d'échappement (2) puisse être bloquée et maintenue pendant le freinage du moteur après son ouverture intermédiaire provoquée par la contre-pression des gaz d'échappement dans une position C dont l'écart par rapport à la position de fermeture de la soupape d'échappement (2) est compris entre environ 1/5 et 1/20 de la course d'ouverture totale de la soupape d'échappement (A -> D).
  17. Dispositif de frein moteur selon la revendication 1, caractérisé en ce que le dispositif d'étranglement (10) est disposé dans le conduit d'échappement (9) du moteur à combustion interne en amont de la turbine d'un turbocompresseur.
  18. Dispositif de frein moteur selon la revendication 1 ou 17, caractérisé en ce que le volume de la section (61) du conduit de gaz d'échappement (9) pouvant être obturée par le dispositif d'étranglement (10) est choisie aussi petite que possible, et donc que le dispositif d'échappement (10) est situé le plus près possible du moteur à la sortie d'un collecteur d'échappement ou de plusieurs collecteurs d'échappement convergeants et en amont de la turbine d'un turbocompresseur.
  19. Dispositif de frein moteur selon la revendication 1, caractérisé en ce que la commande du dispositif d'étranglement (10) - afin de produire une puissance de freinage plus faible par rapport à la puissance maximum pendant le freinage du moteur et/ou de compenser une surchauffe des composants internes du moteur - est asservie à des intervalles de temps imposés ou à des températures de composants mesurées et/ou à des paramètres provenant du fonctionnement d'un véhicule contenant le moteur et peut être intégrée, s'il s'agit d'un moteur de véhicule, à une stratégie de freinage à régulation électronique coordonnant de manière optimale l'intervention de tous les freins du véhicule.
EP04023313A 2003-10-24 2004-09-30 Dispositif de frein moteur pour un moteur à combustion interne à 4 temps Active EP1526257B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL04023313T PL1526257T3 (pl) 2003-10-24 2004-09-30 Urządzenie do hamowania z dławieniem silnika, do czterosuwowego tłokowego silnika spalinowego

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10349641A DE10349641A1 (de) 2003-10-24 2003-10-24 Motorstaubremsvorrichtung einer 4-Takt-Hubkolbenbrennkraftmaschine
DE10349641 2003-10-24

Publications (3)

Publication Number Publication Date
EP1526257A2 EP1526257A2 (fr) 2005-04-27
EP1526257A3 EP1526257A3 (fr) 2008-10-22
EP1526257B1 true EP1526257B1 (fr) 2009-08-12

Family

ID=34384450

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04023313A Active EP1526257B1 (fr) 2003-10-24 2004-09-30 Dispositif de frein moteur pour un moteur à combustion interne à 4 temps

Country Status (8)

Country Link
US (1) US7013867B2 (fr)
EP (1) EP1526257B1 (fr)
JP (1) JP4541831B2 (fr)
CN (1) CN100376767C (fr)
AT (1) ATE439506T1 (fr)
DE (2) DE10349641A1 (fr)
PL (1) PL1526257T3 (fr)
RU (1) RU2301370C2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10526926B2 (en) 2015-05-18 2020-01-07 Eaton Srl Rocker arm having oil release valve that operates as an accumulator

Families Citing this family (53)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10349641A1 (de) * 2003-10-24 2005-05-19 Man Nutzfahrzeuge Ag Motorstaubremsvorrichtung einer 4-Takt-Hubkolbenbrennkraftmaschine
BRPI0620594A2 (pt) * 2005-12-28 2011-11-16 Jacobs Vehicle Systems Inc método e sistema para freio de sangria de ciclo parcial
US7556004B2 (en) * 2006-10-16 2009-07-07 Caterpillar Inc. Bactrian rocker arm and engine using same
US8151749B2 (en) * 2006-12-12 2012-04-10 Mack Trucks, Inc. Valve opening arrangement and method
DE102007007758A1 (de) * 2007-02-16 2008-08-21 Mahle International Gmbh Ventiltrieb eines Hubkolben-Verbrennungsmotors
EP2025888A1 (fr) * 2007-08-06 2009-02-18 Iveco S.p.A. Dispositif d'actionnement de frein de moteur de décompression dans un moteur à combustion interne doté de poussoirs hydrauliques
WO2009054770A1 (fr) * 2007-10-22 2009-04-30 Volvo Lastvagnar Ab Détection de freinage moteur
EP2055906A1 (fr) * 2007-10-31 2009-05-06 Caterpillar Motoren GmbH & Co. KG Dispositif et procédé de contrôle de soupapes
DE102008029521A1 (de) * 2008-06-21 2009-12-24 Man Nutzfahrzeuge Ag Partikelabscheider sowie Verfahren zur Abscheidung von Partikeln aus einem Abgasstrom einer Brennkraftmaschine
US8214113B2 (en) * 2008-06-30 2012-07-03 Caterpillar Inc. Retarding system that retards motion of power source
US7789065B2 (en) * 2008-07-09 2010-09-07 Zhou Yang Engine braking apparatus with mechanical linkage and lash adjustment
DE102008061412A1 (de) * 2008-07-11 2010-01-14 Man Nutzfahrzeuge Ag Hydraulischer Ventil- und EVB-Spielausgleich
DE102008032775A1 (de) 2008-07-11 2010-01-14 Man Nutzfahrzeuge Aktiengesellschaft Brennkraftmaschine mit einer Motorbremseinrichtung und einem Ventilspielausgleichsmechanismus
DE102008032774A1 (de) 2008-07-11 2010-01-14 Man Nutzfahrzeuge Ag Motorbremseinrichtung und Verfahren zur Motorbremsung mit einer Ventil-Zusatzsteuereinheit
US20100037854A1 (en) * 2008-08-18 2010-02-18 Zhou Yang Apparatus and method for engine braking
EP2376759B1 (fr) * 2008-12-12 2017-05-24 Volvo Lastvagnar AB Procede et appareil de diagnostic pour un regulateur de pression d'echappement
BRPI0922516B1 (pt) * 2009-01-05 2020-10-06 Shanguai Universoon Autoparts Co.,Ltd Aparelho para alterar um motor de combustão interna de uma operação normal do motor para uma operação de frenagem a motor e método para converter um motor de combustão interna de uma operação normal do motor em uma operação de frenagem a motor
US7984705B2 (en) * 2009-01-05 2011-07-26 Zhou Yang Engine braking apparatus with two-level pressure control valves
DE102009014087A1 (de) * 2009-03-23 2010-09-30 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Brennkraftmaschine
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
DE102009048143A1 (de) 2009-10-02 2011-04-07 Man Nutzfahrzeuge Aktiengesellschaft Brennkraftmaschine mit einer Motorbremseinrichtung
DE102009048104A1 (de) * 2009-10-02 2011-04-07 Man Nutzfahrzeuge Aktiengesellschaft Brennkraftmaschine mit einer Motorbremseinrichtung
KR101134973B1 (ko) * 2009-11-19 2012-04-09 기아자동차주식회사 엔진 브레이크 및 이를 포함하는 엔진
US20110120411A1 (en) * 2009-11-23 2011-05-26 International Engine Intellectual Property Company, Llc Solenoid control for valve actuation in engine brake
DE102010008928A1 (de) * 2010-02-23 2011-08-25 Schaeffler Technologies GmbH & Co. KG, 91074 Hubkolbenbrennkraftmaschine mit Motorbremsung durch Öffnen der Auslassventile
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
AT510237B1 (de) * 2010-07-26 2015-12-15 MAN Truck & Bus Österreich AG Verfahren zur motorbremsung
AT510236B1 (de) * 2010-07-26 2015-12-15 MAN Truck & Bus Österreich AG Verfahren zur motorbremsung
AT511048B1 (de) 2011-02-10 2012-12-15 Avl List Gmbh Brennkraftmaschine
CN102678345A (zh) * 2011-03-16 2012-09-19 奚勇 利用阀桥产生发动机制动的方法和装置
DE102011118537A1 (de) * 2011-05-04 2012-11-08 Man Truck & Bus Ag Brennkraftmaschine mit mindestens einem Brennraum
DE102011076587A1 (de) * 2011-05-27 2012-11-29 Continental Automotive Gmbh Abgasturbolader mit einem Kugelhahn-Wastegate-Ventil mit spannungsentlastetem Kurbelarm
DE102012012875A1 (de) 2012-06-28 2014-01-02 Man Truck & Bus Ag Verfahren und Vorrichtung zum Steuern zumindest einer Bremsklappe
DE102013007468A1 (de) * 2013-05-02 2014-11-06 Man Truck & Bus Ag Vorrichtung zum Betätigen zweier über eine Ventilbrücke beaufschlagter Auslassventile einer ventilgesteuerten Brennkraftmaschine
DE102013022037A1 (de) * 2013-12-20 2015-06-25 Daimler Ag Verfahren zum Betreiben einer Hubkolben-Verbrennungskraftmaschine
WO2016041600A1 (fr) * 2014-09-18 2016-03-24 Eaton Srl Ensemble culbuteur pour freinage moteur
US9611767B2 (en) * 2014-09-18 2017-04-04 Jacobs Vehicle Systems, Inc. Lost motion assembly in a valve bridge for use with a valve train comprising a hydraulic lash adjuster
JP2018503025A (ja) * 2015-01-21 2018-02-01 イートン コーポレーションＥａｔｏｎ Ｃｏｒｐｏｒａｔｉｏｎ エンジンブレーキ用ロッカーアームアセンブリ
CN106150589B (zh) 2015-04-28 2019-01-15 上海尤顺汽车部件有限公司 一种单气门压缩释放型阀桥制动装置及方法
CN109854391B (zh) * 2015-05-12 2021-05-25 上海尤顺汽车部件有限公司 一种改进车辆缓速的发动机制动方法
CN105019966B (zh) * 2015-08-03 2017-11-07 浙江师范大学 一种大功率发动机制动装置及方法
DE102015012735A1 (de) * 2015-10-01 2017-04-06 Man Truck & Bus Ag Betriebsverfahren und Vorrichtung zur Steuerung oder Regelung für ein Dauerbremssystem eines Fahrzeugs
JP6296045B2 (ja) * 2015-12-08 2018-03-20 トヨタ自動車株式会社 内燃機関の制御装置
JP6587986B2 (ja) * 2016-06-30 2019-10-09 株式会社クボタ 動弁装置
DE102016213031A1 (de) * 2016-07-18 2018-01-18 Ford Global Technologies, Llc Verfahren zum ruckfreien Stoppen eines Kraftfahrzeugs
DE102016015457A1 (de) * 2016-12-22 2018-06-28 Daimler Ag Verfahren zum Betreiben einer Hubkolben-Verbrennungskraftmaschine
CN108757082A (zh) * 2018-05-22 2018-11-06 大连理工大学 一种底置凸轮轴连续可变气门机构
CN112673152B (zh) * 2018-07-13 2023-02-03 伊顿智能动力有限公司 基于摇臂的放气引擎制动
CN109899162B (zh) * 2019-03-19 2022-04-26 潍柴动力股份有限公司 一种排气制动系统及发动机
CN112065524B (zh) * 2020-09-11 2021-09-28 潍柴动力股份有限公司 一种摇臂总成及发动机
US20230392559A1 (en) * 2022-06-02 2023-12-07 GM Global Technology Operations LLC Engine exhaust braking system for equalizing pressures across exhaust valves during intake strokes

Family Cites Families (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1650834A1 (de) * 1967-09-14 1970-12-03 Seeliger Dr Ing Kurt Spindeltrieb
JPH03111611A (ja) * 1989-09-22 1991-05-13 Hino Motors Ltd エンジンブレーキ装置
US5036810A (en) * 1990-08-07 1991-08-06 Jenara Enterprises Ltd. Engine brake and method
US5255650A (en) * 1992-06-01 1993-10-26 Caterpillar Inc. Engine braking utilizing unit valve actuation
EP0736672B1 (fr) 1995-04-04 1998-04-08 Steyr Nutzfahrzeuge Ag Procédé de freinage moteur pour moteur à combustion interne à quatre temps
JPH09317421A (ja) * 1996-05-31 1997-12-09 Jidosha Buhin Kogyo Kk エンジンブレーキ装置
EP0961018B1 (fr) * 1997-01-29 2010-03-24 Hino Jidosha Kogyo Kabushiki Kaisha Dispositif de reaspiration des gaz d'echappement
IT1291490B1 (it) * 1997-02-04 1999-01-11 C R F Societa Consotile Per Az Motore pluricilindrico a ciclo diesel con valvole ad azionamento variabile
US6152104A (en) * 1997-11-21 2000-11-28 Diesel Engine Retarders, Inc. Integrated lost motion system for retarding and EGR
DE19900445A1 (de) * 1999-01-08 2000-07-13 Stihl Maschf Andreas Zweitaktmotor mit Spülvorlage
US7082910B2 (en) * 1999-01-19 2006-08-01 Aktiebolaget Electrolux Two-stroke internal combustion engine
US6732686B1 (en) * 1999-01-27 2004-05-11 Diesel Engine Retarders, Inc. Valve opening mechanism
US6367432B1 (en) * 1999-05-14 2002-04-09 Kioritz Corporation Two-stroke cycle internal combustion engine
US6234143B1 (en) * 1999-07-19 2001-05-22 Mack Trucks, Inc. Engine exhaust brake having a single valve actuation
JP3363849B2 (ja) * 1999-09-30 2003-01-08 自動車部品工業株式会社 エンジンブレーキ装置及びその制御方法
JP3409021B2 (ja) * 2000-06-15 2003-05-19 自動車部品工業株式会社 エンジンブレーキ装置
SE520346C2 (sv) * 2000-11-27 2003-07-01 Scania Cv Ab Förbränningsmotor som innefattar en motorbromsfunktion
US6474296B2 (en) * 2000-12-19 2002-11-05 Caterpillar Inc. Lash adjustment for use with an actuator
US6594996B2 (en) 2001-05-22 2003-07-22 Diesel Engine Retarders, Inc Method and system for engine braking in an internal combustion engine with exhaust pressure regulation and turbocharger control
DE10349641A1 (de) * 2003-10-24 2005-05-19 Man Nutzfahrzeuge Ag Motorstaubremsvorrichtung einer 4-Takt-Hubkolbenbrennkraftmaschine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10526926B2 (en) 2015-05-18 2020-01-07 Eaton Srl Rocker arm having oil release valve that operates as an accumulator

Also Published As

Publication number Publication date
ATE439506T1 (de) 2009-08-15
EP1526257A2 (fr) 2005-04-27
RU2301370C2 (ru) 2007-06-20
DE502004009879D1 (de) 2009-09-24
EP1526257A3 (fr) 2008-10-22
DE10349641A1 (de) 2005-05-19
US7013867B2 (en) 2006-03-21
PL1526257T3 (pl) 2010-01-29
JP2005127329A (ja) 2005-05-19
US20050087170A1 (en) 2005-04-28
CN1609414A (zh) 2005-04-27
CN100376767C (zh) 2008-03-26
RU2004131034A (ru) 2006-04-10
JP4541831B2 (ja) 2010-09-08

Similar Documents

Publication Publication Date Title
EP1526257B1 (fr) Dispositif de frein moteur pour un moteur à combustion interne à 4 temps
EP2412954B1 (fr) Procédé de freinage moteur
EP2412955B1 (fr) Procédé de freinage moteur
DE69718115T2 (de) Motorbremsverfahren mit von Auslassimpulsen verstärkter Verdichtung
EP0736672B1 (fr) Procédé de freinage moteur pour moteur à combustion interne à quatre temps
EP0977937B1 (fr) Moteur a combustion interne a turbocompresseur entraine par les gaz d'echappement
DE112004001450B4 (de) Vorrichtung für eine Brennkraftmaschine
DE60223846T2 (de) Vorrichtung für einen verbrennungsmotor
EP2143894B1 (fr) Moteur à combustion interne doté d'un dispositif de frein moteur et d'un mécanisme de compensation de jeu de soupape
DE102016003732A1 (de) Variabler Ventilaktuator
DE10315070A1 (de) Motorventilbetätigungssystem und Verfahren
AT4872U1 (de) Variabler ventiltrieb für ein nockenbetätigtes hubventil einer brennkraftmaschine
WO2006048101A1 (fr) Mecanisme de commande de soupape de moteur a combustion interne
EP2143895B1 (fr) Dispositif de frein moteur et procédé de freinage moteur doté d'une unité de commande supplémentaire à soupape
DE102005040649A1 (de) Variabler Ventiltrieb einer Brennkraftmaschine
DE10359936A1 (de) System zur Steuerung eines variablen Ventilbetätigungssystems
DE10351940A1 (de) Motorventilbetätigungssystem
EP1662098B1 (fr) Commande de soupape variable de moteur à combustion interne
DE10359935B4 (de) Motorventilbetätigungssystem
DE10312992A1 (de) System und Verfahren zum Kalibrieren eines variablen Ventilbetätigungssystems
DE10105721A1 (de) Abgasimpulsgeladenes Motordruckbremsverfahren mit doppeltem Hub
DE112022001502T5 (de) Kipphebelbaugruppe
WO2003027449A1 (fr) Dispositif de commande d'une section d'ouverture dans un cylindre de combustion d'un moteur a combustion interne
DE4338115C2 (de) Motorbremsvorrichtung für eine Brennkraftmaschine
DE19758372C2 (de) Druckmittelversorgung für ein Motorbremssystem eines mehrzylindrischen 4-Takt-Hubkolbenverbrennungsmotors

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL HR LT LV MK

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL HR LT LV MK

17P Request for examination filed

Effective date: 20080930

17Q First examination report despatched

Effective date: 20081210

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

AKX Designation fees paid

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PL PT RO SE SI SK TR

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PL PT RO SE SI SK TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REF Corresponds to:

Ref document number: 502004009879

Country of ref document: DE

Date of ref document: 20090924

Kind code of ref document: P

REG Reference to a national code

Ref country code: SE

Ref legal event code: TRGR

REG Reference to a national code

Ref country code: HU

Ref legal event code: AG4A

Ref document number: E006283

Country of ref document: HU

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091123

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090812

REG Reference to a national code

Ref country code: PL

Ref legal event code: T3

NLV1 Nl: lapsed or annulled due to failure to fulfill the requirements of art. 29p and 29m of the patents act
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090812

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090812

REG Reference to a national code

Ref country code: IE

Ref legal event code: FD4D

BERE Be: lapsed

Owner name: MAN NUTZFAHRZEUGE A.G.

Effective date: 20090930

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091112

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091212

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090930

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090812

Ref country code: IE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090812

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090812

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090812

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090812

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090812

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20100517

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20091112

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090930

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090930

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091113

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090930

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20091112

REG Reference to a national code

Ref country code: HU

Ref legal event code: HC9C

Owner name: MAN TRUCK & BUS AG, DE

Free format text: FORMER OWNER(S): MAN NUTZFAHRZEUGE AKTIENGESELLSCHAFT, DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090930

REG Reference to a national code

Ref country code: FR

Ref legal event code: CD

REG Reference to a national code

Ref country code: DE

Ref legal event code: R081

Ref document number: 502004009879

Country of ref document: DE

Owner name: MAN TRUCK & BUS AG, DE

Free format text: FORMER OWNER: MAN NUTZFAHRZEUGE AKTIENGESELLSCHAFT, 80995 MUENCHEN, DE

Effective date: 20110610

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090812

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 13

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 14

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 15

REG Reference to a national code

Ref country code: DE

Ref legal event code: R081

Ref document number: 502004009879

Country of ref document: DE

Owner name: MAN TRUCK & BUS SE, DE

Free format text: FORMER OWNER: MAN TRUCK & BUS AG, 80995 MUENCHEN, DE

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: TR

Payment date: 20230919

Year of fee payment: 20

Ref country code: IT

Payment date: 20230920

Year of fee payment: 20

Ref country code: AT

Payment date: 20230919

Year of fee payment: 20

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 20230926

Year of fee payment: 20

Ref country code: PL

Payment date: 20230920

Year of fee payment: 20

Ref country code: HU

Payment date: 20230921

Year of fee payment: 20

Ref country code: FR

Payment date: 20230926

Year of fee payment: 20

Ref country code: DE

Payment date: 20230928

Year of fee payment: 20