EP2143896A1 - Moteur à combustion interne doté d'un dispositif de frein moteur - Google Patents

Moteur à combustion interne doté d'un dispositif de frein moteur Download PDF

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Publication number
EP2143896A1
EP2143896A1 EP09009191A EP09009191A EP2143896A1 EP 2143896 A1 EP2143896 A1 EP 2143896A1 EP 09009191 A EP09009191 A EP 09009191A EP 09009191 A EP09009191 A EP 09009191A EP 2143896 A1 EP2143896 A1 EP 2143896A1
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EP
European Patent Office
Prior art keywords
piston
valve
oil
cylinder unit
combustion engine
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Granted
Application number
EP09009191A
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German (de)
English (en)
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EP2143896B1 (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
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MAN Nutzfahrzeuge AG
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Publication of EP2143896A1 publication Critical patent/EP2143896A1/fr
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    • 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
    • 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

Definitions

  • the invention relates to an internal combustion engine according to the preamble of claim 1.
  • Such internal combustion engines are for example in the EP 0 736 672 B1 and the EP 1 526 257 A2 described.
  • the additional hydraulic valve control unit 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 invention is therefore an object of the invention to provide an internal combustion engine of the type described, which allows safe and reliable operation with the least possible installation and service costs.
  • the internal combustion engine according to the invention comprises a hydraulic valve clearance compensation mechanism for the exhaust valve, which is integrated in the connection mechanism and connected to the oil supply to the already existing oil circuit.
  • the auxiliary hydraulic control unit is supplied with oil via the lash adjuster mechanism and the oil passage.
  • the oil passage is closed by means of the closure unit, so that when balancing the valve clearance, the hydraulic auxiliary valve control unit is not supplied with oil and the exhaust valve is in a defined position.
  • 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 automatically carries out the valve clearance adjustment. A time-consuming and costly and error-prone regular adjustment by hand is unnecessary.
  • the internal combustion engine according to the invention thus offers compared to previous with an engine brake device equipped internal combustion engines additional functionality that makes the assembly and operation safer and more efficient. Due to the automatic valve clearance adjustment, in particular the rattle noise of the exhaust valve is minimized and damage to the valve train is avoided by a valve clearance that is set too small. Furthermore, no valve clearance must be bridged by the automatic valve clearance compensation during operation of the internal combustion engine, so that the timing of the exhaust valve can be maintained exactly, whereby the exhaust behavior of the internal combustion engine is optimized.
  • a development according to claim 2 is space-saving and allows retrofitting of internal combustion engines without a hydraulic valve clearance compensation mechanism by simply replacing the valve bridge and integrating the valve clearance compensation mechanism in this.
  • a first hydraulic piston-cylinder unit according to claim 3 allows automatic clearance compensation between the anvil and the valve bridge. Adjusting the clearance from the anvil to the valve bridge by hand during assembly or at regular service intervals is not required.
  • a first hydraulic piston-cylinder unit according to claim 4 is simple and space-saving retrofitted.
  • a spring element according to claim 5 prevents a misalignment of the valve bridge at too low oil pressure of the valve clearance compensation mechanism.
  • An auxiliary valve control unit ensures a secure closing of the oil passage between the valve lash adjuster mechanism and the additional valve control unit. Since the piston of the second hydraulic piston-cylinder unit is in its retracted home position when the engine brake device is not actuated, the piston can serve as part of the closure unit and close the oil passage in normally fired operation. In addition, the closure unit may have a check valve, which prevents retraction of the extended piston, if the force generated by the oil pressure on the piston for this is not sufficient.
  • a development according to claim 7 is extremely space-saving, if in addition to the additional valve control unit and a first hydraulic piston-cylinder unit for compensating the clearance between the anvil and the valve bridge is provided.
  • the pistons of the first and second piston-cylinder units are designed to be integrated in such a way that that the piston of the first piston-cylinder unit is guided in the piston of the second piston-cylinder unit.
  • the additional valve control unit is connected by means of the third piston-cylinder unit to the valve clearance compensation mechanism.
  • the third hydraulic piston-cylinder unit conveniently 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 braking operation and the normal-fired operation. On the other hand, it absorbs oil or controls off oil, which is displaced from the first hydraulic piston-cylinder unit in balancing the game between the anvil and the valve bridge.
  • a front oil receiving chamber of the third hydraulic piston-cylinder unit has a receiving volume that is at least as large as that of an oil pressure chamber of the first hydraulic piston-cylinder unit.
  • a through-bore according to claim 9 enables the reduction of the oil pressure in a control pressure chamber of the second piston-cylinder unit, when the piston of the first piston-cylinder unit returns from an extended position to a retracted basic position and when the piston of the first piston-cylinder Unit is after return stroke of the piston of the second piston-cylinder unit in a top dead center and strikes the follower stroke of the valve bridge to the counter-holder.
  • a plurality of through holes distributed over the circumference of the piston are provided, which are connected to one another via a circumferential groove formed in the piston and / or in the valve bridge. The circumferential groove increases a flow area and allows the formation of a precise edge for control.
  • a valve play compensation mechanism according to claim 10 has proven itself in practice.
  • An arrangement of the third piston-cylinder unit according to claim 11 increases the stability of the valve bridge, since the third piston-cylinder unit is not in the loaded on actuation of the exhaust valves by bending moments between the exhaust valves.
  • a front oil receiving space of the third piston-cylinder unit with the second piston-cylinder unit and a rear oil receiving space is coupled to the first piston-cylinder unit, wherein between the first piston-cylinder unit and the second piston-cylinder unit.
  • Unit is arranged a check valve, which acts to block the flow of oil in the direction of the second piston-cylinder unit.
  • the first, the second and the third piston-cylinder unit are integrally formed.
  • the piston of the second piston-cylinder unit is guided, for example, in the valve bridge, wherein the piston of the first piston-cylinder unit is arranged and guided in this or an additional part arranged in the valve bridge.
  • the piston of the third piston-cylinder unit is in turn arranged and guided in the piston of the first piston-cylinder unit.
  • An internal combustion engine 1 with an engine brake device 2 has several in the Fig. 1 not shown cylinder, each defining 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 link mechanism, the exhaust valves 3 and 4 with a in the Fig. 1 not connected to the illustrated camshaft of the internal combustion engine 1.
  • the connection mechanism also includes one also in the Fig. 1 not shown, pivotally mounted rocker arms. 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.
  • an oil supply passage 8 of an intended lubrication In the interior of the contact pin 6 and the support cap 7 extends an oil supply passage 8 of an intended lubrication, but also for hydraulic control oil circuit 9 of the internal combustion engine 1.
  • the guided in this oil supply passage 8 oil has approximately the same oil pressure p constant during operation. The dependence of the oil pressure p constant on the oil temperature, the speed and the load is negligible in the internal combustion engine 1 according to the invention.
  • a first hydraulic piston-cylinder unit 11 For clearance compensation between a counter-holder 10 and the valve bridge 5, a first hydraulic piston-cylinder unit 11 is provided.
  • the first piston-cylinder unit 11 has a longitudinally cross-section T-shaped first piston 12, which is guided in a cylinder bore 13 formed in the valve bridge 5 and acting as a cylinder.
  • the first piston 12 is axially movably guided between a front boundary surface 14 acting as a stop and a rear boundary surface 15 acting as a stop.
  • the rear boundary surface 15 is formed, for example, by a screwed into the valve bridge 5 threaded disc 16 having a through hole 17 for the first piston 12.
  • an oil pressure chamber 18 is formed between this and the front boundary surface 14.
  • the first piston 12 has a central through-bore 19, which forms a discharge opening 20 on a side facing the counter-holder 10.
  • the through hole 19 is part of a first oil passage 21, which connects the oil pressure chamber 18 with the discharge opening 20.
  • the engine brake device 2 of the internal combustion engine 1 is of the EVB type. It includes besides one in the Fig. 1 Not shown in detail throttle element in the exhaust passage and a central control unit also not shown in detail also for each cylinder, a hydraulic additional valve control unit 22, which is designed as a second hydraulic piston-cylinder unit.
  • the additional valve control unit 22 cooperates in the engine brake operation only with the exhaust valve 3.
  • the exhaust valve 4, however, is not provided with a corresponding additional valve control unit 22.
  • the exhaust valves 3 and 4 are axially movably mounted with a shaft 23 and 24 in a cylinder head and acted upon by a closing spring 25 and 26 with a certain biasing force in the closing direction.
  • the closing springs 25 and 26 are stretched between the cylinder head and valve spring seats 27 and 28, respectively.
  • the closing force of the closing spring 25 is designated F Fed .
  • the additional valve control unit 22 has a second piston 29, which acts as a control piston and is axially movably guided in a second cylinder bore 30 which is formed in the valve bridge 5 and acts as a cylinder.
  • the second piston is hereinafter referred to as control piston 29.
  • the control piston 29 is supported at the upper end of the shaft 23 of the exhaust valve 3.
  • the control piston 29 tapers and forms an obliquely extending annular surface 31. In the in the Fig. 1 shown position of the control piston 29 is formed between a boundary surface 32 of the additional valve control unit 22 and the control piston 29, a control pressure chamber 33.
  • an adjusting spring 34 is arranged, which abuts against the boundary surface 32 and the control piston 29 and the control piston 29 presses against the shaft 23.
  • the spring force of the adjusting spring 34 thus acts against the closing force F Fed of the closing spring 25 and is hereinafter referred to as F NFed .
  • Fig. 1 is an operating situation shown, in which the counter-holder 10, the Abgresö réelle 20 and thus the control pressure chamber 33 closes.
  • the auxiliary valve control unit 22 is hydraulically connected to a third hydraulic piston-cylinder unit 35.
  • the third piston-cylinder unit 35 has a longitudinal cross-section U-shaped third piston 36 which is guided axially movable in a formed in the valve bridge 5 and acting as a cylinder third cylinder bore 37.
  • the third piston 36 divides the third cylinder bore 37 into a front oil receiving chamber 38 and a rear oil receiving chamber 39.
  • the front oil receiving chamber 38 is connected to the control pressure chamber 33 via a second oil channel 40.
  • the second oil passage 40 is formed by a running within the valve bridge 5 transverse bore, which penetrates the first oil passage 21.
  • the transverse bore is provided with a closure 41.
  • a return spring 42 is arranged, which bears against the third piston 36 and a stop element 43.
  • the stop element 43 has an oil outlet opening 44 for discharging oil from the rear oil receiving chamber 39.
  • the third piston-cylinder unit 35 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.
  • the front oil receiving chamber 38 serves to receive the oil located in the oil pressure chamber 18 when this oil is displaced during a forward movement of the first piston 12.
  • the maximum intake volume of the front oil receiving chamber 38 is therefore at least as large as that of the oil pressure chamber 18th
  • the third piston-cylinder unit 35 is connected to a hydraulic valve clearance compensation mechanism 45, which is designed as a fourth piston-cylinder unit.
  • the hydraulic lash adjuster mechanism 45 automatically compensates for the play of the exhaust valves 3 and 4 and is hereinafter referred to as the fourth piston-cylinder unit 45.
  • the fourth piston-cylinder unit 45 has a longitudinal cross-section U-shaped fourth piston 46, which is guided axially movable in a formed in the valve bridge 5 and acting as a cylinder fourth cylinder bore 47. In the in Fig. 1 shown position of the fourth piston 46 is formed between this and a boundary surface 48 a ⁇ lfactraum 49.
  • the oil receiving space 49 is hydraulically connected to the rear oil receiving space 39.
  • the third piston 36 in a side wall on a Abêtö réelle 50 which at a certain position of the third piston 36, namely exactly in the in the Fig. 1 shown position, the rear oil receiving chamber 39 connects via a third oil passage 51 with the oil receiving chamber 49.
  • the third oil channel 51 is formed by a formed in the valve bridge 5 transverse bore and a longitudinal bore.
  • the transverse bore opens into the third cylinder bore 37 and is sealed by a closure 52.
  • the longitudinal bore extends from the boundary surface 48 to the transverse bore.
  • an adjusting spring 53 is arranged, which abuts against the boundary surface 48 and the fourth piston 46.
  • the fourth piston-cylinder unit 45 is connected to the oil circuit 9.
  • fourth piston 46 standing with the support cap 7 of the contact pin 6 due to the spring force of the adjusting spring 53 in permanent contact fourth piston 46 has in its piston crown a central oil supply passage 54 which corresponds to the oil supply passage 8 of the contact pin 6.
  • a side wall of the fourth piston 46 has a discharge opening 56, which connects the oil receiving chamber 49 with the second oil passage 40 at a certain position of the fourth piston 46.
  • a through hole 57 extending transversely to the oil supply channel 54 is formed in the fourth piston 46.
  • the through hole 57 penetrates the oil supply passage 54.
  • a circumferential groove 58 formed in the fourth piston 46 connects the ends of the through hole 57.
  • the through hole 57 is connected via a fourth oil passage 59 to the control pressure chamber 33.
  • the fourth oil passage 59 extends obliquely within the valve bridge 5 and does not penetrate the second oil passage 40.
  • a check valve 60 On a side of the fourth oil channel 59 facing the control pressure chamber 33, a check valve 60 having a ball 62 receivable in a ball seat 61 is arranged.
  • the control piston 29 and the check valve 60 are part of a closure unit 63.
  • the closure unit 63 By means of the closure unit 63, the fourth oil passage 59 is closable, so that the valve clearance of the exhaust valves 3 and 4 by means of the fourth piston-cylinder unit 45 is compensated.
  • the control piston 29 follows the opening movement due to the spring force F NFed of the adjusting spring 34 the exhaust valve 3, which at the same time increases the volume of the control pressure chamber 33.
  • the taper of the control piston 29 serves to provide the control piston 29 via the fourth oil passage 59, the oil required for the movement available. By the Movement of the control piston 29, which is part of the closure unit 63, this releases the fourth oil passage 59.
  • the fourth oil channel 59 is no longer closed.
  • the rocker arm relays the valve bridge 5 due to camshaft control to bring the exhaust valves 3 and 4 into the fully open position provided during the fourth stroke.
  • the valve bridge 5 moves away from the counter-holder 10 due to the load by the rocker arm, so that the contact between the counter-holder 10 and the first piston 12 breaks off and the discharge opening 20 opens.
  • the fourth piston 46 is pressed down in the direction of its bottom dead center, so that the Abêtö réelle 56 opens.
  • the oil pressure p constant is too low to keep the control piston 29 in its position.
  • the oil located in the control pressure chamber 33 can flow out via the first oil passage 21 through the discharge opening 20 into the region of the cylinder cover. Thus, the hydraulic lock of the control piston 29 is released.
  • the oil drain from the control pressure chamber 33 is also supported by the fact that the control piston 29 is pushed back by the closing force F Fed of the closing spring 25 in its top dead center.
  • the first piston 12 is pressed into its top dead center due to the oil exiting through the discharge opening 20.
  • the oil pushes the ball 62 in the ball seat 61 during the return movement of the control piston 29, so that the check valve 60 closes the fourth oil passage 59.
  • the fourth piston 46 Since the fourth piston 46 is at its bottom dead center, the oil contained in the front oil receiving space 38 can flow out through the spill port 56, the oil receiving space 49, the third oil gallery 51, the spill port 50, the rear oil receiving space 39, and the oil spill port 44.
  • the receiving volume of the front oil receiving chamber 38 must be sufficiently large to accommodate the effluent from the oil pressure chamber 18 oil, so that the effluent from the oil pressure chamber 18 oil does not accumulate and leads to an undesirable movement of the control piston 29.
  • the receiving volume of the front oil receiving space 38 must not exceed a maximum receiving volume, so that the third piston 36 safely in reaches its bottom dead center.
  • the first piston 12 is hydraulically trackable, a stop play between the anvil 10 and the valve bridge 5 is automatically compensated. This is 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 45. Due to the automatic tracking of the first 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 first piston 12 remains and the Abêtö réelle 20 is securely closed.
  • the fourth piston 46 which is intended primarily for the lash adjuster, fulfills further functions in the internal combustion engine 1. It is in particular a control for the (EVB) engine braking cycle and a flow element for the supply of the additional valve control unit 22 with oil of the oil circuit 9.
  • valve bridge 5 bore configuration is low.
  • it allows use of the oil for both the functional movement, for example around the outlet valve 3 in the to bring intermediate position and hold there, as well as to the hydraulic control of the various mechanically moving components.
  • it is advantageous if the longitudinal axes of the shaft 23, the control piston 29, the control pressure chamber 33, the first piston 12 and the oil pressure chamber 18 are aligned with each other.
  • 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 in its basic design in other internal combustion engines used, which are not equipped with an engine braking device.
  • the valve bridge 5 then contains only the fourth piston-cylinder unit 45 with a fourth piston 46 without a discharge opening 56 and a through-bore 57.
  • the other piston-cylinder units 11, 22 and 35 can be omitted.
  • FIG. 2 A second embodiment of the invention described. Structurally identical parts are given the same reference numerals as in the first embodiment, to the description of which reference is hereby made. Structurally different but functionally similar parts receive the same reference numerals with a following a.
  • the third piston-cylinder unit 35, the second oil passage 40 and the third oil passage 51 and the Abêtö réelle 56 In the valve bridge 5a of the internal combustion engine 1a, only the first oil passage 21 and the fourth oil passage 59th educated.
  • the fourth piston 46a the oil supply passage 54 and the through-hole 57 are formed in the manner already described.
  • the control piston 29a has a transverse through bore 64 on the side facing the control pressure chamber 33a.
  • the peripheral ends of the through hole 64 are connected to each other by a circumferential groove 65 formed in the control piston 29a.
  • a further circumferential groove 66 is formed in the region of the control pressure chamber 33a, which is connected to a discharge opening 67.
  • the discharge opening 67 can be closed by means of a check valve 68 in the direction of the control pressure chamber 33a.
  • control piston 29a In normally-fired engine operation, the control piston 29a is in its top dead center, so that the fourth oil passage 59 is closed.
  • the control piston 29a thus forms as in the first embodiment Part of the closure unit 63a.
  • the exhaust valve 3 and the valve bridge 5a thus have a defined position for the valve clearance compensation.
  • the compensation of the valve clearance by means of the fourth piston 46a takes place in the manner already described, wherein a lifting movement of the fourth piston 46a is required exclusively for the valve clearance compensation. Since the valve play compensation only small strokes are required, the through hole 57 is constantly connected to the fourth oil passage 59.
  • the operation of the second embodiment is also referred to as edge control.
  • FIG. 3 A third embodiment of the invention described. Structurally identical parts receive the same reference numerals as in the previous embodiments, the description of which reference is hereby made. Structurally different, but functionally similar parts receive the same reference numerals with a trailing b.
  • the fourth oil passage 59b connects the third oil passage 51b with the second oil passage 40b.
  • the second oil passage 40b is connected to the control pressure space 33b over the entire width of the control piston 29b and forms a rectangular circumferential groove in the area of the top dead center of the control piston 29b.
  • the control piston 29b is provided with the through-hole 64 and the circumferential groove 65 in accordance with the second embodiment. Furthermore, the valve bridge 5b according to the second embodiment, the circumferential groove 66 and the discharge opening 67 with the check valve 68. According to the foregoing embodiments, in the fourth oil passage 59b, an in Fig. 3 Not shown check valve 60 may be arranged.
  • the control piston 29b In normally-fired engine operation, the control piston 29b is in its top dead center, so that the control piston 29b acts as a closure element 63b for the fourth oil passage 59b.
  • the oil pressure generated due to the lifting movement of the rocker arm in the oil receiving space 49 can not move the control piston 29b out of its top dead center and thus can not open the fourth oil channel 59b.
  • the valve clearance compensation takes place in the manner already described, wherein a stroke movement of the fourth piston 46b is required exclusively for the valve clearance compensation.
  • the fourth piston 46b and the closure unit 63b are simplified in this embodiment in comparison to the previous embodiments.
  • the operation of this embodiment is also referred to as edge control.
  • FIG. 4 A fourth embodiment of the invention is described. Structurally identical parts receive the same reference numerals as in the previous embodiments, the description of which reference is hereby made. Structurally different, but functionally similar parts receive the same reference numerals with a c.
  • the first piston 12c is axially movably guided in the control piston 29c acting as a cylinder.
  • the oil pressure space 18c is bounded by the first piston 12c and the control piston 29c.
  • the first oil channel 21c is formed in a stepped manner in the first piston 12c and connects the oil pressure chamber 18c to the discharge opening 20.
  • the first oil channel 21c is connected to the control pressure chamber 33c via a through-bore 69 extending transversely in the first piston 12c.
  • the control piston 29c has a ring stop 70 on a side facing the control pressure chamber 33c.
  • the adjusting spring 34c bears against the annular stopper 70 and the limiting surface 32c and surrounds the first piston 12c.
  • the fourth oil passage 59c opens into the control pressure chamber 33c.
  • the spool 29c and the check valve 60 constitute the shutter 63c.
  • the integrated design of the first and second piston-cylinder units 11c and 22c is extremely space-saving. The height of the valve bridge 5c can be reduced thereby.
  • the counter-holder 10 c is stepped and has an annular stop 71. Between the ring stopper 71 and the valve bridge 5c designed as a helical spring spring element 72 is arranged.
  • the spring element Prevents a misalignment of the valve bridge 5c, especially when the oil pressure in the - in Fig. 4 not shown - ⁇ labilityraum 49 is too low.
  • the spring element 72 can also be used in the preceding embodiments, if this is advantageous.
  • first and second piston-cylinder units 11c and 22c can be combined in any way with the elements of the edge control and the piston controls described in the preceding embodiments.
  • valve clearance compensation of the exhaust valve 3 can be carried out in the manner already described.
  • FIG. 5 A fifth embodiment of the invention is described. Structurally identical parts receive the same reference numerals as in the previous embodiments, the description of which reference is hereby made. Structurally different, but functionally similar parts receive the same reference numerals with a d followed.
  • a difference compared to the first embodiment is that the third piston-cylinder unit 35d is not arranged between the exhaust valves 3, 4, but on a side facing away from the exhaust valve 4 side of the exhaust valve 3 in the region laterally adjacent to the first piston-cylinder unit 11th The third piston-cylinder unit 35d is thus laid out of the region loaded by bending moments when the exhaust valves 3, 4 are actuated.
  • the third piston 36d is cylindrical and is in its top dead center against a hollow cylindrical stop bushing 73, which is inserted into the third cylinder bore 37d.
  • the third oil passage 51d connects the first piston-cylinder unit 11 with the third piston-cylinder unit 35d.
  • the third oil passage 51d extends from the first oil passage 21 d below the oil pressure chamber 18 to the third piston-cylinder unit 35d and flows there in the area near the stop bushing 73 in the third cylinder bore 37d.
  • the third piston-cylinder unit 35d has a circumferential groove 74 which connects the third oil passage 51d with the rear oil receiving space 39d.
  • a check valve 75 is disposed between the third oil passage 51d and the control pressure chamber 33d, which acts in the direction of the control pressure chamber 33d blocking.
  • the check valve 75 has a conical seat 76 formed in the first oil passage 21d with a ball 77 receivable therein.
  • the fourth oil passage 59 d connects the ⁇ lrearaum 49 directly to the control pressure chamber 33 d.
  • a check valve 60 may additionally be arranged according to the preceding embodiments.
  • the control piston 29d thus forms the closure unit 63d.
  • the first piston 12 moves to its top dead center and the third piston 36d by the return spring 42 into its bottom dead center, since the oil located in the front ⁇ laufnahdaum 38d can flow through the Abêtö réelle 20 via the second oil passage 40d and the first oil passage 21d.
  • control piston 29d In normally-fired engine operation, the control piston 29d is in its top dead center, so that the control piston 29d acts as a closure unit 63d for the fourth oil passage 59d.
  • the oil pressure generated due to the lifting movement of the rocker arm in the oil receiving space 49 can not move the control piston 29d out of its top dead center and thus can not open the fourth oil channel 59d.
  • the outlet valve 3 and the valve bridge 5d for the valve clearance compensation on a defined position.
  • the valve clearance compensation takes place in the manner already described, wherein a lifting movement of the fourth piston 46d is required exclusively for the valve clearance compensation.
  • the blocking of the exhaust valve 3 in the intermediate open position also works with small jumps of the exhaust valve 3 when the diameter difference between the first piston 12 and the third piston 36d is large, so that in the opening operation of the third piston 36d, the oil loss via the third oil passage 51d and the second oil passage 40d is small.
  • the circumferential groove 74 also serves to ensure that when the third oil channel 51d is closed by the third piston 36d, as little oil as possible escapes and can be lost, as this allows the lifting height of the third piston 36d to be minimized.
  • Fig. 6 and Fig. 7 a sixth embodiment of the invention described.
  • Structurally identical parts receive the same reference numerals as in the previous embodiments, the description of which reference is hereby made.
  • Structurally different, but functionally similar parts receive the same reference numerals with a trailing e.
  • the first piston 12e is axially movably guided in a hollow cylindrical additional part 78, which is formed integrally with the threaded disk 16e.
  • the additional part 78 may also be integrally formed with a press-fit, which is pressed into the valve bridge 5e.
  • the first piston 12e is guided in the hollow cylindrical additional part 78.
  • the cross-sectionally H-shaped control piston 29e surrounds the additional part 78, wherein the adjusting spring 34 is arranged between the additional part 78 and the control piston 29e.
  • the additional part 78 is screwed on one side facing away from the disc 16e by a further screwed or pressed disc 79 closed.
  • a part of the first oil passage 21e is formed with the check valve 75e.
  • the attachment 78 has a through bore 80 which is part of the second oil passage 40e.
  • the third piston-cylinder unit 35e is integrated in the first piston 12e.
  • the cylinder bore 37e for the third piston 36e is formed in the first piston 12e.
  • the discharge opening 20 simultaneously forms the oil outlet opening 44e, the area of the first piston 12e lying around the oil outlet opening 44e acting as the stop element 43e for the return spring 42.
  • the cylinder bore 37e has an annular stop 81 for the third piston 36e.
  • the cylinder bore 37e is closed at a side facing away from the Abêtö réelle 20 by a screwed or pressed-in shutter disk 82.
  • a part of the first oil passage 2 1 e is formed as a through-hole in the third piston 36 e, so that the front oil receiving space 38 e is connected to the rear oil receiving space 39 e.
  • the second oil passage 40e is formed in the region of the shutter disk 82 in the first piston 12e and connects the front oil receiving space 38e via the through-bore 80 to the control pressure space 33e.
  • the third oil channel 51e is L-shaped and connects the oil pressure chamber 18e with the rear oil receiving space 39e, the third oil channel 51e opens in the region of the annular stopper 81 so that it is closed by the third piston 36e, when this is in its top dead center located.
  • a spill port 83 is formed near the ring stopper 81, which connects the rear oil receiving space 39e with an annular gap 84 formed between the auxiliary part 78 and the disc 16e and the first piston 12e.
  • the third oil passage 51e is closed to the annular gap 84 through the shutter 52e.
  • the circumferential groove 74e is arranged in the region of the annular stop 81.
  • the circumferential groove 74e extends only along a partial circumference of the third piston 36e and is thus interrupted on both sides of the third oil passage 51 e and the Abêtbohrung 83, so that the third oil passage 51 e and the Abêtbohrung 83 via the circumferential groove 74 e are not connected to each other when third piston 36e is at its top dead center.
  • Fig. 7 shows a partial cross section through the first piston 12e at the level of the annular stop 81. As out Fig. 7 it can be seen, the circumferential groove 74e is in the form of two crescents, one each with the third oil passage 51e and with the Abêtbohrung 83 in conjunction.
  • the third piston 36e prevents oil flow from the third oil passage 51e to the spill port 83.
  • the circumferential groove 74e serves to enlarge the drain area of the oil and precisely control the oil drain, according to the fifth embodiment.
  • the spill port 83 is closable when the third piston 36e is at its top dead center.
  • the check valve 60 is arranged according to the preceding embodiments.
  • fourth piston-cylinder unit is formed, for example, according to the fifth embodiment.
  • the check valve 75e prevents an undesired pressure build-up in the control pressure chamber 33e and thus a movement of the third piston 36e into its top dead center, which would have the result of closing the diversion bore 83.
  • the EVB game is balanced and a new brake cycle can begin.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
EP09009191A 2008-07-11 2009-07-07 Moteur à combustion interne doté d'un dispositif de frein moteur Active EP2143896B1 (fr)

Applications Claiming Priority (2)

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DE102008032773 2008-07-11
DE102008061412A DE102008061412A1 (de) 2008-07-11 2008-12-10 Hydraulischer Ventil- und EVB-Spielausgleich

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EP2143896A1 true EP2143896A1 (fr) 2010-01-13
EP2143896B1 EP2143896B1 (fr) 2010-07-14

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US (1) US8225769B2 (fr)
EP (1) EP2143896B1 (fr)
CN (1) CN101624926B (fr)
AT (1) ATE474129T1 (fr)
BR (1) BRPI0902592B1 (fr)
DE (2) DE102008061412A1 (fr)
RU (1) RU2430245C2 (fr)

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EP2520773A3 (fr) * 2011-05-04 2013-03-27 MAN Truck & Bus AG Moteur à combustion interne doté d'au moins un espace de combustion
EP2722498A1 (fr) * 2012-10-22 2014-04-23 MAN Truck & Bus AG Dispositif d'actionnement d'au moins une soupape d'échappement d'un moteur à combustion interne commandé par soupape
EP2803826A1 (fr) * 2013-05-02 2014-11-19 MAN Truck & Bus AG Dispositif d'actionnement de deux soupapes d'échappement, sollicitées via un pont de soupape, d'un moteur à combustion interne commandé par soupape
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
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US9790824B2 (en) 2010-07-27 2017-10-17 Jacobs Vehicle Systems, Inc. Lost motion valve actuation systems with locking elements including wedge locking elements
EP2598727A1 (fr) * 2010-07-27 2013-06-05 Jacobs Vehicle Systems, Inc. Système combiné de freinage moteur et d'actionnement de soupape à perte de mouvement de moteur à énergie positive
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DE102012100962B4 (de) 2011-02-10 2024-05-23 Avl List Gmbh Brennkraftmaschine mit einer Ventilspielausgleichseinrichtung und einer Motorbremseinrichtung
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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
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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

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RU2430245C2 (ru) 2011-09-27
CN101624926A (zh) 2010-01-13
ATE474129T1 (de) 2010-07-15
DE502009000045D1 (de) 2010-08-26
RU2009126528A (ru) 2011-01-20
BRPI0902592A2 (pt) 2010-05-18
US8225769B2 (en) 2012-07-24
CN101624926B (zh) 2012-12-26
DE102008061412A1 (de) 2010-01-14
BRPI0902592B1 (pt) 2019-07-09
EP2143896B1 (fr) 2010-07-14
US20100006063A1 (en) 2010-01-14

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