EP2143894A1 - Moteur à combustion interne doté d'un dispositif de frein moteur et d'un mécanisme de compensation de jeu de soupape - Google Patents

Moteur à combustion interne doté d'un dispositif de frein moteur et d'un mécanisme de compensation de jeu de soupape Download PDF

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Publication number
EP2143894A1
EP2143894A1 EP09007580A EP09007580A EP2143894A1 EP 2143894 A1 EP2143894 A1 EP 2143894A1 EP 09007580 A EP09007580 A EP 09007580A EP 09007580 A EP09007580 A EP 09007580A EP 2143894 A1 EP2143894 A1 EP 2143894A1
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EP
European Patent Office
Prior art keywords
valve
piston
oil
combustion engine
internal combustion
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
EP09007580A
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German (de)
English (en)
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EP2143894B1 (fr
Inventor
Hans-Werner Ing. Dilly
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
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Publication of EP2143894A1 publication Critical patent/EP2143894A1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
    • 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
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
    • F01L1/245—Hydraulic tappets
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F01L13/065—Compression release engine retarders of the "Jacobs Manufacturing" type

Definitions

  • the invention relates to an internal combustion engine having at least one combustion chamber, from which by means of at least one exhaust valve exhaust is discharged, comprising an engine brake device with a hydraulic auxiliary valve control unit, which is integrated into the exhaust valve with a camshaft connecting link mechanism and the exhaust valve when the engine brake device in an intermediately opened position.
  • Such internal combustion engines are for example in the EP 0 736 672 B1 and EP 1 526 257 A2 described.
  • the hydraulic valve foil is in the variant according to the EP 0 736 672 B1 in a rocker arm of the link mechanism and in the variant according to the EP 1 526 257 A2 mounted on one side in a two outlet valves simultaneously actuated valve bridge of the connection mechanism.
  • the supply of the hydraulic additional valve control unit with oil by means of the already existing oil circuit of the respective internal combustion engine.
  • the object of the invention is therefore to provide an internal combustion engine of the type described, which enables safe and reliable operation with the least possible installation and service effort.
  • the internal combustion engine according to the present invention also includes a hydraulic valve clearance compensating mechanism for the exhaust valve, wherein the hydraulic valve clearance compensating mechanism for oil supply is connected to a main oil circuit, and the hydraulic valve auxiliary control unit for oil supply is connected to an auxiliary oil circuit provided in addition to the main oil circuit.
  • the internal combustion engine according to the invention thus has both the valve auxiliary control unit, which is favorable for the engine braking force effect, and a compensating mechanism which carries out the valve clearance adjustment, in particular automatically. A time-consuming and costly and error-prone regular adjustment by hand is unnecessary.
  • the inventive Internal combustion engine thus offers an additional functionality compared to previous engine equipped with an engine braking device, which makes the operation safer and more efficient.
  • the parallel operation of the additional valve control unit and the valve clearance compensation mechanism, both of which function hydraulically, is made possible in particular by the mutual decoupling of the oil feed.
  • the valve clearance compensation mechanism covers its oil requirement via the main oil circuit, which in any case is present anyway in the internal combustion engine, in which a substantially constant oil pressure prevails during operation.
  • a separate additional oil circuit is provided for the operation of the additional valve control unit and thus the engine braking device, which works in particular largely largely independent of the main oil circuit.
  • the main oil circuit and the additional oil circuit may also be connected to a central oil pump for pressure generation.
  • the additional oil circuit in particular its oil pressure, can be readily and separately adapted to the mode of operation and the operating state of the engine braking device without further ado and especially without interfering with the areas and components of the internal combustion engine fed by the main oil circuit.
  • an activation and deactivation of the engine brake device is possible by the additional valve control unit accordingly by means of the additional oil circuit, preferably centrally on or off.
  • the additional valve control unit of the engine brake device is preferably activated only when this is actually desired, that is, when the engine brake has been actuated by the driver.
  • the auxiliary valve control unit of the engine brake device is deactivated a undesirable in this operating situation braking effect is reliably prevented. This also provides safer and more efficient operation compared to the prior art both during an engine braking phase and during a normal engine operating phase.
  • an oil pressure of the additional oil circuit is preferably centrally controlled or regulated.
  • the additional valve control unit so particularly easy on or off.
  • the additional oil circuit may be filled with suitable components, e.g. Pressure reducing valves or booster means in the form of an additional oil pump, be equipped.
  • the additional oil circuit can be connected to the additional valve control unit, in particular by means of a counter-holder, for example designed as a stop and in particular already existing anyway. This is very space saving. For the supply of the additional valve control unit with the oil of the additional oil circuit then at least in the area close to the valve practically no additional space is required.
  • the integration of the check valve in the anvil is space-saving.
  • the counter-holder also has as a stop element a first piston of a counter-holder integrated in the first hydraulic piston-cylinder unit.
  • the first hydraulic piston-cylinder unit also preferably includes a return spring, which causes a reset of the first piston in normal-fired engine operation, in which in particular a low oil pressure is set in the additional oil circuit. Upon return of the first piston, the displaced oil can drain through, in particular, a through hole of the counter-holder which belongs to the additional oil circuit.
  • the additional valve control unit is designed as a non-return valve-free second hydraulic piston-cylinder unit with a second piston and in particular with an adjusting spring.
  • the additional valve control unit is connected by means of a third hydraulic piston-cylinder unit to the valve play compensation mechanism.
  • This third hydraulic piston-cylinder unit advantageously couples the auxiliary valve control unit and the valve lash adjuster mechanism with each other.
  • the third hydraulic piston-cylinder unit fulfills several functions. So it serves as a switching element between the engine braking operation and the normally fired engine operation. In addition, it absorbs oil displaced from the first hydraulic piston-cylinder unit in balancing the play between the anvil and the adjoining part of the link mechanism.
  • a front oil receiving chamber of the third hydraulic piston-cylinder unit has a receiving volume which is at least as large as that of an oil pressure chamber of the first hydraulic piston-cylinder unit.
  • a third piston of the third hydraulic piston-cylinder unit in a side wall on a first discharge opening. At a certain position of the third piston, this first exhaust port releases an oil passage connected to the valve lash adjuster mechanism so that oil can flow out of the lash adjuster mechanism and / or out of the auxiliary valve control unit.
  • valve play compensation mechanism is designed as a fourth hydraulic piston-cylinder unit with a fourth piston, which has a second discharge opening in a side wall. At a certain position of the fourth piston, this second discharge opening releases an oil passage connected to the additional valve control unit so that oil from the auxiliary valve control unit can flow into the oil receiving space of the fourth hydraulic piston-cylinder unit and drain therefrom.
  • the single figure shows a partial cross-sectional view of an embodiment of an internal combustion engine 1 with an engine brake device 2 and with an automatic compensation mechanism for both the valve clearance and the stop play of the engine brake device. 2
  • the internal combustion engine 1 has a plurality of cylinders, not shown in the figure, each receiving a combustion chamber. Each of these combustion chambers can be supplied with air or an air-fuel mixture by means of at least one inlet valve.
  • each combustion chamber has two exhaust valves 3 and 4, by means of which exhaust gas can be discharged into an exhaust duct.
  • the exhaust valves 3 and 4 are mechanically controlled and actuated by means of a common valve bridge 5.
  • the valve bridge 5 is part of a connecting mechanism which connects the exhaust valves 3 and 4 with a camshaft of the internal combustion engine 1 not shown in the figure.
  • the connecting mechanism also includes a likewise not shown in the figure rotatably mounted rocker arm. The rocker arm acts via a contact pin 6 partially shown on the valve bridge 5. For this purpose, the contact pin 6 is provided at its free end with a ball joint articulated Stitzkalotte 7.
  • the guided in this oil supply channel 8 oil has substantially always the same constant oil pressure P constant during operation.
  • the internal combustion engine 1 has an additional oil circuit, which is designed substantially independently of the main oil circuit.
  • the additional oil circuit is guided by means of an oil supply channel 9 in a counter-holder 10.
  • the counter-holder 10 comprises a first piston-cylinder unit 11 with a round stop piston 12 and with a return spring 13, the spring force of the stop piston 12 in its retracted position, i. pushes back in the direction of the oil supply channel 9.
  • an oil pressure chamber 15 is formed between its rear boundary surface 14 and the oil supply passage 9.
  • the otherwise solid and formed with a double stepped outer contour stop piston 12 has a central through hole 17, which extends continuously from the rear boundary surface 14 to a front boundary surface 18 extends and which serves as an oil passage.
  • the front boundary surface 18 forms a variable in position stop for the valve bridge. 5
  • the engine brake device 2 of the internal combustion engine 1 is of the EVB type. It includes, in addition to a throttle element not shown in detail in the exhaust duct and a central control unit also not shown in detail also for each cylinder, a hydraulic additional valve control unit 19, which is installed as a second piston-cylinder unit in the valve bridge 5.
  • the second exhaust valve 4 is not provided in the embodiment shown, however, with such a control unit. Only the exhaust valve 3 contributes to the operation of the engine brake device 2.
  • the exhaust valves 3 and 4 are axially movably mounted with a shaft 20 and 21 in the cylinder head and acted upon by a closing spring 22 and 23 with a certain biasing force in the closing direction.
  • the closing force of the closing spring 22 is designated F Fed .
  • the exhaust valve 3 associated with the engine brake device 2 includes, as already above stirred, the hydraulic additional valve control unit 19, the circular control piston 24 is guided axially movably in a provided in the valve bridge 5 cylinder bore 25.
  • the longitudinal cross-section H-shaped control piston 24 is supported at the upper end of the shaft 20 of the exhaust valve 3.
  • the particular check valve-free additional valve control unit 19 also includes an adjusting spring 26 which is disposed on a side remote from the shaft 20 side of the control piston 24 in a control pressure chamber 27 and the control piston 24 presses against the shaft 20.
  • the designated with F NFed spring force of the adjusting spring 26 thus acts against the closing force F Fed of the closing spring 22nd
  • control pressure chamber 27 opens at an end remote from the control piston 24 side, an oil passage 28, by means of which oil in the control pressure chamber 27 reach and can escape from the control pressure chamber 27 again.
  • the oil passage 28 extends from the control pressure chamber 27 to a region of a surface of the valve bridge 5, which rests against the front boundary surface 18 of the stop piston 12 during a part of a brake cycle period when the engine brake device 2 is actuated. This operating situation with the stopper piston 12 abutting valve bridge 5 is shown in the figure.
  • the through hole 17 of the stopper piston 12 opens into an outlet opening, which is arranged concentrically with an outlet opening of the oil passage 28 when abutting the valve bridge 5 stopper piston 12.
  • oil of the additional oil circuit via the oil supply channel 9, the oil pressure chamber 15, the through hole 17, the oil passage 28 in the control pressure chamber 27 of the hydraulic auxiliary valve control unit 19 reach.
  • the additional valve control unit 19 is thus temporarily connected to the auxiliary oil circuit by means of the first piston-cylinder unit 11 installed in the counter-holder 10.
  • An oil pressure control p and an oil pressure level of the auxiliary oil circuit can be changed by non-illustrated oil pressure variation means.
  • This may be, for example, a pressure reducing valve or an oil pump.
  • the hydraulic control valve auxiliary unit is switched on or off, or 19 controlled in more detail explained in the following effect on the displacement position of the exhaust valve 3 or regulated.
  • the braking force of the engine brake device 2 can be adjusted very fine.
  • the additional valve control unit 19, in particular its control pressure chamber 27, is hydraulically connected to a circular and a longitudinal cross-section U-shaped Piston 29, a return spring 30 and a front and a rear oil receiving chamber 31 and 32 having third piston-cylinder unit 33 and a round and in longitudinal cross-section also U-shaped piston 34, an adjusting spring 35, a ⁇ laufnahaum 36 having fourth piston Cylinder unit 37 connected.
  • an oil passage 38 is provided, which connects the control pressure chamber 27, the front oil receiving chamber 31 and - at a certain position of the piston 34 - the oil receiving chamber 36 with each other.
  • the oil passage 38 is formed by a first within the valve bridge 5 transversely, that is perpendicular to the longitudinal axes of the shafts 20 and 21, extending transverse bore. This transverse bore is provided with a closure 39.
  • the third piston-cylinder unit 33 is a switching element whose piston positions are different depending on whether the user of the internal combustion engine 1 specifies the normally-fired engine operation or the engine brake operation.
  • its front oil receiving chamber 31 serves to receive the oil located in the oil pressure chamber 15 when this oil is displaced during a backward movement of the stop piston 12.
  • the maximum intake volume of the front oil receiving chamber 31 is therefore at least as large as that of the oil pressure chamber 15.
  • the third piston-cylinder unit 33 also serves for oil drainage.
  • Its rear oil receiving space 32 is therefore provided with an oil outlet opening 40.
  • a side wall of the piston 29 has a discharge opening 41.
  • this Abêtö Anlagen 41 connects the rear oil receiving chamber 32 with another transverse within the valve bridge 5 extending oil passage 42.
  • the latter is in turn designed as a transverse bore, by means of another closure 43rd is sealed against an oil outlet.
  • the fourth piston-cylinder unit 37 forms a hydraulic valve clearance compensation mechanism that automatically compensates the play of the exhaust valves 3 and 4.
  • the fourth piston-cylinder unit 37 is connected to the main oil circuit.
  • a central oil supply passage 44 which is arranged concentrically to the oil supply passage 8 of the contact pin 6.
  • the oil receiving chamber 36 is connected to the oil passage 42 at a side remote from the piston 34 for oil discharge.
  • a side wall of the piston 34 has a discharge opening 46 which connects the oil receiving chamber 36 with the oil passage 38 at a certain position of the piston 34.
  • the strength of the hydraulic force F Hyd can thus be used to regulate this process.
  • the exhaust valve 3 opens more or less wide or - at very low oil pressure p tax in the additional oil circuit - not at all.
  • the control piston 24 follows the opening movement of the outlet valve 3 due to the spring force of the adjusting spring 26, whereby at the same time the volume of the control pressure chamber 27 increases. It flows oil from the additional oil circuit in the control pressure chamber 27, whereby the force of the adjusting spring 26 is supported. Since the oil due to the check valve 16 does not flow from the control pressure chamber 27 back into the oil supply passage 9 of the additional oil circuit and due to the closed Abêtö réelle 46 of the fourth piston-cylinder unit 37 can not flow elsewhere, the control piston 24 against the closing force F Fed Closing spring 22 in position and thus also the mechanically coupled to the control piston 24 outlet valve 3 held in the intermediate open position.
  • the control piston 24 is thus hydraulically blocked in the valve bridge 5, when the exhaust valve 3 after the beginning of the second clock made intermediate opening in the further course of the second and third clock tends to close again.
  • the oil located in the control pressure chamber 27 can therefore also flow out through the oil passage 28 into the region of the cylinder cover. Thus, the hydraulic lock of the control piston 24 is released.
  • the stop piston 12 When Kipphebel return stroke also the stop piston 12 is pushed back into its top dead center after the renewed contact closure between the valve bridge 5 and the stopper piston 12.
  • the oil previously held in the oil pressure space 15 can be received in the front oil receiving space 31 of the third piston-cylinder unit 33.
  • the receiving volume of the front oil receiving chamber 31 of the third piston-cylinder unit 33 must be sufficiently large to accommodate the effluent from the oil pressure chamber 15 oil, so that the effluent from the oil pressure chamber 15 oil does not accumulate and to a undesirable movement of the control piston 24 leads.
  • the receiving volume of the front oil receiving chamber 31 may not exceed a maximum receiving volume, so that the piston 29 of the third piston-cylinder unit 33 arrives safely in its bottom dead center.
  • the stop piston 12 is advantageously (hydraulically) trackable, so that a stop play between the anvil 10 and the valve bridge 5 is automatically compensated. This is also advantageous because the exact position of the valve bridge 5 is not exactly defined due to the valve clearance compensation effected by the fourth piston-cylinder unit 37. Due to the automatic tracking of the stop piston 12 whose position of the respective current position of the valve bridge 5 is adjusted so that no gap between the anvil 10 and the valve bridge 5 remains and the supply of the additional valve control unit 19 is ensured with the oil of the additional oil circuit.
  • the piston 34 of the fourth piston-cylinder unit 37 which is intended primarily for the lash adjuster, fulfilled in the internal combustion engine 1 further functions. It is also a control for the (EVB) engine brake cycle and a flow-off element for the discarded oil.
  • valve bridge 5 bore configuration is particularly favorable.
  • it allows use of the oil for both the functional movement, e.g. to bring the exhaust valve 3 in the intermediate open position and to hold there, as well as for the hydraulic control of the various mechanically moving components.
  • it is particularly advantageous if the longitudinal axes of the shaft 20, the control piston 24, the control pressure chamber 27, the stop piston 12 and the oil pressure chamber 15 and the center axes of the oil passage 28 and the through hole 17 are aligned.
  • the engine brake device 2 is deactivated or switched off.
  • the throttle element in the exhaust passage in the open position and on the other hand, the oil pressure p tax in the additional oil circuit - possibly even to zero - reduced.
  • the stop piston 12, the control piston 24 and the piston 29 are then at the respective top dead center.
  • the stop piston 12 is brought into this operating state without significant oil pressure p due to the control force of the return spring 13 in its fully retracted position. In this state, the stop piston 12 never hits the valve bridge 5.
  • the described compensation mechanisms can also be used in the intake valves.
  • the components used in the internal combustion engine 1 are not special components.
  • the valve bridge 5 are used in its basic design in other internal combustion engines that are not equipped with an engine braking device.
  • the valve bridge then contains only the fourth piston-cylinder unit 37 with a piston 34 without a discharge opening 46.
  • the other three piston-cylinder units 11, 19 and 33, however, are superfluous. They are eliminated.
EP20090007580 2008-07-11 2009-06-09 Moteur à combustion interne doté d'un dispositif de frein moteur et d'un mécanisme de compensation de jeu de soupape Active EP2143894B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200810032775 DE102008032775A1 (de) 2008-07-11 2008-07-11 Brennkraftmaschine mit einer Motorbremseinrichtung und einem Ventilspielausgleichsmechanismus

Publications (2)

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EP2143894A1 true EP2143894A1 (fr) 2010-01-13
EP2143894B1 EP2143894B1 (fr) 2014-12-03

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EP20090007580 Active EP2143894B1 (fr) 2008-07-11 2009-06-09 Moteur à combustion interne doté d'un dispositif de frein moteur et d'un mécanisme de compensation de jeu de soupape

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EP (1) EP2143894B1 (fr)
CN (1) CN101624925B (fr)
DE (1) DE102008032775A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012100962A1 (de) 2011-02-10 2012-08-23 Avl List Gmbh Brennkraftmaschine
DE102012100963A1 (de) 2011-02-10 2012-08-30 Avl List Gmbh Brennkraftmaschine
CN103527329A (zh) * 2010-05-27 2014-01-22 上海尤顺汽车部件有限公司 产生发动机辅助阀升曲线的方法及机械承载的固链式机构
DE102015016605A1 (de) 2015-12-22 2017-06-22 Man Truck & Bus Ag Brennkraftmaschine mit einer Motorstaubremse und einer Dekompressionsbremse
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
DE102016001933A1 (de) 2016-02-18 2017-08-24 Man Truck & Bus Ag Betriebsverfahren und Steuervorrichtung für ein Dauerbremssystem eines Fahrzeugs
US20190257219A1 (en) * 2017-12-14 2019-08-22 Innio Jenbacher Gmbh & Co Og Valve train for an internal combustion engine

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CN108060951B (zh) * 2017-11-29 2020-01-10 大连理工大学 一种变模式连续可变气门机构
CN108049931B (zh) * 2017-11-29 2020-01-10 大连理工大学 一种变模式连续可变气门机构
CN110295961B (zh) * 2018-03-21 2020-09-29 潍柴动力股份有限公司 气门桥及四气门发动机
CN109356683B (zh) * 2018-12-19 2020-04-03 潍柴动力股份有限公司 气门桥总成、缸内制动系统及发动机
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
CN111535893A (zh) * 2020-06-16 2020-08-14 潍坊力创电子科技有限公司 发动机缸内制动系统及与其配套的液压挺柱

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WO1999051864A2 (fr) * 1998-04-03 1999-10-14 Diesel Engine Retarders, Inc. Rattrapeur de jeu hydraulique a frein de decompression
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US6394067B1 (en) * 1999-09-17 2002-05-28 Diesel Engine Retardersk, Inc. Apparatus and method to supply oil, and activate rocker brake for multi-cylinder retarding
EP1526257A2 (fr) 2003-10-24 2005-04-27 MAN Nutzfahrzeuge Aktiengesellschaft Dispositif de frein moteur pour un moteur à combustion interne à 4 temps

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EP0736672A2 (fr) 1995-04-04 1996-10-09 Steyr Nutzfahrzeuge Ag Procédé de freinage moteur pour moteur à combustion interne à quatre temps
EP0736672B1 (fr) 1995-04-04 1998-04-08 Steyr Nutzfahrzeuge Ag Procédé de freinage moteur pour moteur à combustion interne à quatre temps
US6152104A (en) * 1997-11-21 2000-11-28 Diesel Engine Retarders, Inc. Integrated lost motion system for retarding and EGR
WO1999051864A2 (fr) * 1998-04-03 1999-10-14 Diesel Engine Retarders, Inc. Rattrapeur de jeu hydraulique a frein de decompression
EP0974740A2 (fr) * 1998-07-20 2000-01-26 Cummins Engine Company, Ltd. Dispositif de frein moteur à décompression
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EP1526257A2 (fr) 2003-10-24 2005-04-27 MAN Nutzfahrzeuge Aktiengesellschaft Dispositif de frein moteur pour un moteur à combustion interne à 4 temps

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103527329A (zh) * 2010-05-27 2014-01-22 上海尤顺汽车部件有限公司 产生发动机辅助阀升曲线的方法及机械承载的固链式机构
DE102012100962A1 (de) 2011-02-10 2012-08-23 Avl List Gmbh Brennkraftmaschine
DE102012100963A1 (de) 2011-02-10 2012-08-30 Avl List Gmbh Brennkraftmaschine
CN102678213A (zh) * 2011-02-10 2012-09-19 Avl里斯脱有限公司 内燃机
CN102678213B (zh) * 2011-02-10 2016-07-27 Avl里斯脱有限公司 内燃机
DE102012100963B4 (de) 2011-02-10 2024-04-25 Avl List Gmbh Brennkraftmaschine
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
DE102015016723A1 (de) 2015-12-22 2017-08-03 Man Truck & Bus Ag Brennkraftmaschine mit einer Motorstaubremse und einer Dekompressionsbremse
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
DE102015016605A1 (de) 2015-12-22 2017-06-22 Man Truck & Bus Ag Brennkraftmaschine mit einer Motorstaubremse und einer Dekompressionsbremse
DE102016001933A1 (de) 2016-02-18 2017-08-24 Man Truck & Bus Ag Betriebsverfahren und Steuervorrichtung für ein Dauerbremssystem eines Fahrzeugs
EP3219561A1 (fr) 2016-02-18 2017-09-20 MAN Truck & Bus AG Procédé de fonctionnement et dispositif de commande d'un système de freinage continu d'un véhicule automobile
US20190257219A1 (en) * 2017-12-14 2019-08-22 Innio Jenbacher Gmbh & Co Og Valve train for an internal combustion engine

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EP2143894B1 (fr) 2014-12-03
CN101624925B (zh) 2014-01-29
DE102008032775A1 (de) 2010-01-14
CN101624925A (zh) 2010-01-13

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