EP1526257B1 - Motorstaubremsvorrichtung einer 4-Takt-Hubkolbenbrennkraftmaschine - Google Patents

Motorstaubremsvorrichtung einer 4-Takt-Hubkolbenbrennkraftmaschine Download PDF

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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.)
Expired - Lifetime
Application number
EP04023313A
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German (de)
English (en)
French (fr)
Other versions
EP1526257A2 (de
EP1526257A3 (de
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/de
Publication of EP1526257A3 publication Critical patent/EP1526257A3/de
Application granted granted Critical
Publication of EP1526257B1 publication Critical patent/EP1526257B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F01L13/065—Compression release engine retarders of the "Jacobs Manufacturing" type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • 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)
EP04023313A 2003-10-24 2004-09-30 Motorstaubremsvorrichtung einer 4-Takt-Hubkolbenbrennkraftmaschine Expired - Lifetime EP1526257B1 (de)

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 (de) 2005-04-27
EP1526257A3 EP1526257A3 (de) 2008-10-22
EP1526257B1 true EP1526257B1 (de) 2009-08-12

Family

ID=34384450

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04023313A Expired - Lifetime EP1526257B1 (de) 2003-10-24 2004-09-30 Motorstaubremsvorrichtung einer 4-Takt-Hubkolbenbrennkraftmaschine

Country Status (8)

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

Cited By (1)

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US10526926B2 (en) 2015-05-18 2020-01-07 Eaton Srl Rocker arm having oil release valve that operates as an accumulator

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

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