EP2305968A1 - 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
EP2305968A1
EP2305968A1 EP20100007649 EP10007649A EP2305968A1 EP 2305968 A1 EP2305968 A1 EP 2305968A1 EP 20100007649 EP20100007649 EP 20100007649 EP 10007649 A EP10007649 A EP 10007649A EP 2305968 A1 EP2305968 A1 EP 2305968A1
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EP
European Patent Office
Prior art keywords
valve
piston
combustion engine
internal combustion
oil
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
EP20100007649
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German (de)
English (en)
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EP2305968B1 (fr
Inventor
Hans-Werner 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 Truck and Bus SE
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Publication date
Application filed by MAN Truck and Bus SE filed Critical MAN Truck and Bus SE
Publication of EP2305968A1 publication Critical patent/EP2305968A1/fr
Application granted granted Critical
Publication of EP2305968B1 publication Critical patent/EP2305968B1/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
    • 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
    • F01L1/26—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

Definitions

  • the invention relates to an internal combustion engine according to the preamble of claim 1.
  • Such an internal combustion engine is for example in the EP 1 526 257 A2 described.
  • EVB exhaust valve brake
  • the hydraulic valve control unit is installed on one side in a two outlet valves simultaneously actuated valve bridge. The supply of the valve control unit with oil by means of the already existing oil circuit of the internal combustion engine. To compensate for the valve clearance of the exhaust valves separate adjustment screws are provided, by means of which the valve clearance adjustment is made during engine mounting or thereafter at regular service intervals. This is expensive.
  • valve clearance is accidentally set too high by the installation or service personnel, there will be rattling noises between the rocker arm and the valve bridge and there is a risk of damage to the valve train. In addition, the exhaust valves do not open sufficiently, so that a complete gas exchange is not guaranteed. If the valve clearance is set too low, there is a risk that the valves will not close completely when hot and thus burn out.
  • 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 arranged between the rocker arm and the valve bridge and connected to the oil supply to the already existing oil circuit.
  • the hydraulic valve control unit is supplied with oil via the control channel. To compensate for the valve clearance of the exhaust valve of the control channel by means of the closure element is closed, so that when balancing the valve clearance, the hydraulic valve control unit is not supplied with oil and the valve bridge and the exhaust valve are in a defined position. The hydraulic valve control unit is thus disconnected from the oil circuit when balancing the valve clearance.
  • the counter-holder is designed as a hydraulic piston-cylinder unit
  • a variable stop is provided for the valve bridge, which automatically adapts to the position of the valve clearance compensation mechanism. It is not necessary to manually adjust the stop or clearance from the anvil to the valve bridge during assembly or at regular service intervals.
  • the internal combustion engine according to the invention has both the required for the achievement of an engine braking force valve control unit and a compensation mechanism that automatically performs 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 therefore offers the additional functionality of the automatic valve lash adjustment, which makes assembly and operation safer and more efficient compared to previous internal combustion engines equipped with an engine braking device.
  • valve clearance adjustment 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.
  • valve control unit and the valve clearance compensation mechanism are connected to the already existing oil circuit, internal combustion engines can be retrofitted without a hydraulic valve clearance compensation mechanism with little effort.
  • a valve clearance compensation mechanism according to claim 2 has proven itself in practice.
  • a development according to claim 3 is space-saving and allows retrofitting of internal combustion engines without a hydraulic valve clearance compensation mechanism by simply replacing the rocker arm, the valve bridge and the counter-holder and by integrating the valve clearance compensation mechanism in the rocker arm. Integrating the valve lash adjuster mechanism into the rocker arm does not compromise the stability of the valve bridge.
  • valve lash adjuster mechanism An embodiment of the valve lash adjuster mechanism according to claim 4 has proven itself in practice.
  • the balance piston acts as a contact pin with the rocker arm and the valve bridge to operate this together. By displacing the balance piston relative to the rocker arm thus takes place a length adjustment of the contact pin according to the compensated valve clearance.
  • a development according to claim 5 ensures a fast supply of the valve clearance compensation mechanism and the valve control unit with a sufficient amount of oil.
  • a connecting duct according to claim 6 decouples the oil supply of the valve control unit from that of the valve lash adjuster mechanism.
  • the connecting channel extends between the oil reservoir and the control channel.
  • a development according to claim 7 is space-saving and allows retrofitting of internal combustion engines without a hydraulic valve clearance compensation mechanism by simply replacing the valve bridge and the counter-holder and by integrating the valve clearance compensation mechanism in the valve bridge.
  • a valve clearance compensation mechanism according to claim 8 has proven itself in practice.
  • a valve control unit according to claim 9 has proven itself in practice.
  • a development according to claim 10 is space-saving.
  • a development according to claim 11 ensures a safe closing of the control channel. Since the control piston is in its retracted basic position when the engine brake device is not actuated, it can close off the control channel and thus form the closure element. As a result, a decoupling of the valve control unit is achieved by the oil circuit without additional design effort, so that the valve bridge and the exhaust valve in balancing the valve clearance are in a defined position.
  • a check valve according to claim 12 prevents retraction of the extended control piston when the force generated by the oil pressure on the control piston for this is not sufficient.
  • the exhaust valve is thus securely locked in the intermediate open position.
  • An anvil according to claim 13 has proven itself in practice.
  • a development according to claim 14 ensures easy supply of the counter-holder with oil, so that the first counter-holding piston forms an absolutely firm stop for the valve bridge in engine braking operation.
  • the intermediate open position of the outlet valve oil flows through the supply channel in the Gegenhaltersammlung, whereby the position of the voltage applied against the valve bridge first counter-piston is fixed.
  • a valve bridge according to claim 15 prevents the formation of air bubbles in the Schmidthalteratii, since the second counter-piston in immersed with oil filled recess. In the Schmidthalterroy thus no compressible air cushion can form, whereby a firm stop for the valve bridge is ensured.
  • 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. In addition, each combustion chamber two exhaust valves 3 and 4 are assigned, 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 shown camshaft of the internal combustion engine 1 connects.
  • the connecting mechanism comprises a pivotably mounted rocker arm 6 which acts on the valve bridge 5 via a contact pin 7. This is the contact pin 7 is provided at its free end with a ball joint articulated Stitzkalotte 8.
  • an oil feed channel 9 extends an intended for lubrication, but also for hydraulic control oil circuit 10 of the internal combustion engine 1.
  • the guided in the oil feed channel 9 oil has approximately the same oil pressure p constant during operation.
  • the contact pin 7 is part of a hydraulic valve clearance compensation mechanism 11, which is designed as a piston-cylinder unit and disposed between the rocker arm 6 and the valve bridge 5.
  • the valve play compensation mechanism 11 is used for automatically compensating the valve clearance of the exhaust valves 3 and 4.
  • the valve play compensation mechanism 11 is integrated in the rocker arm 6, wherein the contact pin 7 forms a longitudinally U-shaped balance piston 12 which is formed in one of the rocker arm 6 and as a cylinder acting first cylinder bore 13 is guided axially movable.
  • the compensating piston 12 defines together with a support piston 14 a compensation chamber 15. In this is arranged between the balance piston 12 and the support piston 14, a first adjusting spring 16.
  • the support piston 14 is U-shaped in longitudinal section and bears against a support plate 17, which is mounted end in the cylinder bore 13 of the rocker arm 6.
  • the support piston 14 is mounted in the U-shaped compensating piston 12 and guided axially movable.
  • the support piston 14 limited due to its U-shaped configuration together with the support plate 17 an inner oil storage chamber 18, which is connected via formed in the support plate 17 channels 19 with an annular outer oil storage chamber 20 in connection.
  • the outer oil reservoir 20 is essentially by the rocker arm 6, the balance piston 12, the support piston 14 and the support plate 17 limited.
  • the oil feed channel 9 opens into the outer oil reservoir 20.
  • the lash adjuster mechanism 11 is connected to the oil circuit 10.
  • the support piston 14 has a central oil supply channel 21, which connects the inner oil storage chamber 18 with the compensation chamber 15.
  • the check valve spring 24 is supported for this purpose against a support plate 26; which is held between the support piston 14 and the adjusting spring 16.
  • the movement of the compensating piston 12 is limited by first limiting pins 27 which abut against an annular collar 28 in a maximally extended position of the compensating piston 12.
  • the engine brake device 2 of the internal combustion engine 1 is of the EVB type and includes one in the Fig. 1 Not shown throttle element in the exhaust passage and a central control unit also not shown for each cylinder, a hydraulic valve control unit 29, which is designed as a piston-cylinder unit.
  • the valve control unit 29 has a control piston 30, which is guided axially movably in a second cylinder bore 31, which is formed in the valve bridge 5 and acts as a cylinder.
  • the control piston 30 is formed in a longitudinal section substantially H-shaped and is supported at the upper end of a shaft 32 of the exhaust valve 3 from.
  • the exhaust valve 3 is mounted with its shaft 32 in a cylinder head axially movable and acted upon by a closing spring 33 with a certain biasing force in the closing direction.
  • the Closing spring 33 is stretched between the cylinder head and a spring plate 34.
  • the closing force of the closing spring 33 is designated F Fed .
  • the valve control unit 29 is arranged between the exhaust valve 3 and the valve bridge 5 and accordingly cooperates with the exhaust valve 3 in the engine braking operation, but not with the exhaust valve 4.
  • the exhaust valve 4 is mounted with its shaft 35 corresponding to the exhaust valve 3 in the cylinder head axially movable and acted upon by a closing spring 36 with a corresponding biasing force in the closing direction.
  • the closing spring 36 is stretched between the cylinder head and a spring plate 37.
  • a second adjusting spring 40 is arranged, which abuts against the boundary surface 38 and the control piston 30 and presses against the shaft 32.
  • the spring force of the adjusting spring 40 thus acts against the closing force F Fed of the closing spring 33 and is hereinafter referred to as F NFed .
  • a control channel 41 formed within the valve bridge 5 and a connecting channel 42 formed in the compensating piston 12 are provided which connect the control chamber 39 to the oil feed channel 9 and thus connect the valve lash adjuster mechanism 11 to the oil circuit 10.
  • the connecting passage 42 is formed in the balancing piston 12 such that the oil feed passage 9 is connected to the control passage 41 bypassing the equalizing space 15.
  • the connecting channel 42 starting from the oil storage space 20 at least a first channel section 43, the circumferentially in extends in the axial direction and connects the oil reservoir 20 with a ring-shaped and circumferentially arranged second channel portion 44.
  • a third channel section 45 extends in the direction of the central longitudinal axis of the compensating piston 12, which connects to a central and axially extending fourth channel section 46.
  • a fifth channel section 47 arranged concentrically to the fourth channel section 46 is formed in the support cap 8.
  • the control channel 41 opens into the control chamber 39 such that the control piston 30 forms a closure element 48 in its top dead center for the control channel 41.
  • a second check valve 49 is arranged with a ball 51 accommodated in a ball seat 50. The check valve 49 is aligned so that it closes the control channel 41 at an oil flow in the direction of the oil feed channel 9.
  • a limiting pin 77 extends into a lateral piston recess 78 of the control piston 30.
  • a counter-holder 53 is provided.
  • the counter-holder 53 is designed as a hydraulic piston-cylinder unit and has a counter-holder main body 54 with a third cylinder bore 55, in which a first counter-holding piston 56 is axially guided.
  • a first counter-holding piston 56 is axially guided.
  • a first counter-holding space 57 In the in Fig. 1 shown position of the first counter-holding piston 56 is formed between this and the counter-holder main body 54, a first counter-holding space 57.
  • the movement of the first counter-holding piston 56 is limited by a limiting pin 58, which is arranged in a recess 59 of the counter-holding piston 56.
  • the first counter-holder piston 56 is U-shaped in longitudinal section and serves as a cylinder for a second counter-holding piston 60, which is guided axially movably in the first counter-holding piston 56.
  • the second counter-holding piston 60 which is U-shaped in longitudinal section, defines, together with the first counter-holding piston 56, a second counter-holding space 61, which is connected to the first counter-holding space 57 by a first axial through-bore 62 formed in the first counter-holding piston 56.
  • a third adjusting spring 63 is arranged, which abuts against the counter-holding piston 56 and 60.
  • the movement of the second counter-holding piston 60 is limited by a limiting pin 64, which is arranged in a recess 65 of the first counter-holding piston 56.
  • the counter-holder main body 54 has a first radial through-bore 66, which has a size such that a second radial through-bore 67 formed in the first counter-piston 56 communicates with the first radial through-hole 66 over the entire piston stroke of the first counter-piston 56.
  • the second radial through-bore 67 is arranged in the first counter-holding piston 56 such that the second counter-holding piston 60 closes it in a fully retracted position and releases it in an extended position.
  • the first Martinezhalterraum 57 is connected via a supply channel 68 to the control chamber 39 and connected to the oil circuit 10.
  • the second counter-piston 60 has a second axial through-bore 69, which is aligned with a corresponding bore 70 in the valve bridge 5.
  • the bore 70 opens into a recess 71, which is used for immersing the second counter-holding piston 60 is formed in the valve bridge 5.
  • the recess 71 is part of the supply channel 68.
  • the outer contour 72 of the recess 71 is such that it surrounds the outer contour 73 of the second counter-holding piston 60, that is, can dip into the recess 71 and is surrounded by the outer contour 74 of the first counter-holding piston 56, Thus, the first counter-piston 56 can not dip into the recess 71.
  • the supply channel 68 is interrupted. In this state, the recess 71 forms a first Ab passederö réelle 75 and the second axial through-hole 69 from a second Abberichtö réelle 76.
  • the spring force F NFed the adjusting spring 40 moves the control piston 30 to the exhaust valve 3 and supports the intermediate opening of the exhaust valve 3.
  • control piston 30 releases the control channel 41, so that the control piston 30 via the control channel 41, the oil required for the movement is provided.
  • the control piston 30 is thus hydraulically blocked in the valve bridge 5, so that the mechanically coupled to the control piston 30 exhaust valve 3 in the intermediate open position is held.
  • the rocker arm 6 reloads 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 due to the load by the rocker arm 6 away from the first counter-retaining piston 56, so that the contact between this and the valve bridge 5 breaks off and the Ab Kunststoffö réelleen 75, 76 open.
  • oil is displaced from space 39 into the third cylinder bore 55, so that the piston 58 travels down, so that no spring in the third cylinder bore 55 is necessary to accomplish this.
  • the oil in the control chamber 39 can flow out via the discharge opening 75 into the region of the cylinder cover.
  • the hydraulic lock of the control piston 30 is released.
  • the oil drain from the control chamber 39 is also supported by the fact that the control piston 30 is pushed back by the closing force F Fed of the closing spring 33 in its top dead center.
  • the check valve 49 closes during the return movement of the control piston 30, the control passage 41.
  • the oil in the Jacobhalterrise 57 and 61 can flow through the Abêtö réelle 76 in the region of the cylinder cover.
  • the second counter-piston 60 is brought by the adjusting spring 63 back to its fully extended position. As long as the control piston 30 does not completely close the control channel 41, oil flows from the oil storage chambers 18 and 20 via the control chamber 39 and the discharge opening 75 into the region of the cylinder cover. Because the oil supply to the control chamber 39 from which is decoupled to the expansion chamber 15, the oil drain does not affect the position of the balance piston 12.
  • the second counter-piston 60 dives into the oil-filled recess 71 until the first counter-piston 56 abuts against the valve bridge 5.
  • the successive immersion in oil avoids air pockets in the anvil chambers 57 and 61.
  • the first opposing piston 56 adapts to the position of the valve bridge 5, wherein excess oil from the first Jacobhalterraum 57 via the first axial through-hole 62 and the radial through-holes 66 and 67 can escape.
  • the control piston 30 remains in its top dead center and thus continues to close the control channel 41.
  • the valve bridge 5 and the outlet valves 3 and 4 are thereby in a defined position, so that the valve lash adjuster mechanism 11 can compensate for valve clearance.
  • the spring force of the adjusting spring 16 positions the balancing piston 12 such that the valve clearance is set to zero. Due to the pressure drop occurring in the expansion chamber 15, oil flows from the oil reservoir 15 via the check valve 22 into the expansion chamber 15.
  • the rocker arm 6 loads the valve bridge 5 due to the camshaft timing to bring the exhaust valves 3 and 4 into the fully open position provided during the fourth stroke.
  • the balancing piston 12 compresses the oil located in the compensation chamber 15, wherein the compensation chamber 15 is sealed by the check valve 22 in the direction of the oil supply channel 21. Due to the exact mating surfaces of the balance piston 12 and the support piston 14, no oil from the expansion chamber 15 and the oil reservoirs 18 and 20 escape, so that the force exerted by the rocker arm 6 on the balance piston 12 force is transmitted to the valve bridge 5 via the oil cushion.
  • the valve bridge 5 moves due to the load by the rocker arm 6 away from the anvil 53, whereby the exhaust valves 3 and 4 are opened.
  • the second counter-piston 60 dives again into the oil-filled recess 71 until the first counter-piston 56 abuts against the valve bridge 5.
  • the first counterstay piston 56 adapts to the position of the valve bridge 5 in accordance with the engine brake operation. Since the control piston 30 is in its top dead center and closes the control channel 41, the valve bridge 5 is in a defined position, so that the valve play compensation mechanism 11 can compensate for the valve clearance.
  • the adjusting spring 16 positions the balancing piston 12 such that the valve clearance is set to zero. Due to the pressure drop occurring in the expansion chamber 15, oil flows via the check valve 22 out of the oil reservoir 18.
  • the internal combustion engine 1 eliminates any adjustment of the valve clearance during engine mounting and during operation.
  • the compensation of the valve clearance is carried out automatically by the lash adjuster mechanism 11.
  • an automatic compensation of the thermal expansion of the exhaust valves 3 and 4 takes place. Since no games have to be bridged, the theoretically predetermined control times can be maintained more accurately. This has a favorable effect on the exhaust emissions.
  • the compensation of the valve clearance reduces the noise of the internal combustion engine. 1
  • the lash adjuster mechanism 11a is disposed between the rocker arm 6a and the valve bridge 5a and integrated with the valve bridge 5a.
  • the first cylinder bore 13a is formed in the valve bridge 5a.
  • the longitudinal section U-shaped compensating piston 12a is guided in this axially movable.
  • the valve bridge 5a and the balance piston 12a define the compensation space 15a, in which the first adjusting spring 16a is arranged.
  • the oil supply passage 21a is formed in the balance piston 12a and connected to the oil feed passage 9 through the communication passage 42a.
  • the control channel 41 extends from the compensation chamber 15a to the control chamber 39.
  • valve bridge 5a and the exhaust valves 3 and 4 are thus in a defined position, so that the valve lash adjuster 11 a can compensate for the valve clearance.
  • the spring force of the adjusting spring 16a positions the balancing piston 12a such that the valve clearance is set to zero. Due to the pressure drop occurring in the compensation chamber 15a, oil flows via the check valve 22 into the compensation chamber 15a.
EP10007649.6A 2009-10-02 2010-07-23 Moteur à combustion interne doté d'un dispositif de frein moteur Active EP2305968B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102009048104A DE102009048104A1 (de) 2009-10-02 2009-10-02 Brennkraftmaschine mit einer Motorbremseinrichtung

Publications (2)

Publication Number Publication Date
EP2305968A1 true EP2305968A1 (fr) 2011-04-06
EP2305968B1 EP2305968B1 (fr) 2015-09-23

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EP10007649.6A Active EP2305968B1 (fr) 2009-10-02 2010-07-23 Moteur à combustion interne doté d'un dispositif de frein moteur

Country Status (6)

Country Link
US (1) US8240288B2 (fr)
EP (1) EP2305968B1 (fr)
CN (1) CN102032014B (fr)
BR (1) BRPI1003889B1 (fr)
DE (1) DE102009048104A1 (fr)
RU (1) RU2552024C2 (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
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
CN106089348A (zh) * 2016-08-23 2016-11-09 潍柴动力股份有限公司 一种气门桥及包括该气门桥的发动机
WO2017008857A1 (fr) * 2015-07-16 2017-01-19 Eaton Srl Agencement pour un ensemble dispositif de commande de soupapes
CN110173314A (zh) * 2019-05-15 2019-08-27 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
WO2020057688A1 (fr) * 2018-09-20 2020-03-26 Schaeffler Technologies AG & Co. KG Dispositif pour effectuer un freinage moteur multi-cycle
US20240052762A1 (en) * 2022-01-25 2024-02-15 Jiangsu Jointek Precision Machinery Co., Ltd. Combined valve actuating devices with specialized actuating cams for hydraulic lash self-adjustment

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DE102009048143A1 (de) * 2009-10-02 2011-04-07 Man Nutzfahrzeuge Aktiengesellschaft Brennkraftmaschine mit einer Motorbremseinrichtung
CN103917762B (zh) * 2011-09-21 2017-05-24 雅各布斯车辆系统公司 用于发动机汽缸减压的方法和系统
GB2503705A (en) * 2012-07-05 2014-01-08 Eaton Srl Hydraulic Lash Adjuster and Lost Motion System
CN104265395B (zh) * 2013-07-26 2017-01-11 皆可博车辆控制系统公司 用于多气缸内燃机的空气激活供油装置
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BR112016027704B1 (pt) * 2014-06-10 2023-04-04 Jacobs Vehicle Systems, Inc Sistema para uso em um motor de combustão interna e método para acionar em um motor de combustão interna
BR112016027612B1 (pt) * 2014-07-15 2022-05-10 Jacobs Vehicle Systems, Inc Sistema para acionar pelo menos uma de duas ou mais válvulas do motor em um motor de combustão interna
KR101714124B1 (ko) 2014-12-09 2017-03-08 현대자동차주식회사 압축완화 엔진 브레이크의 초기화 장치
US11092042B2 (en) * 2015-01-21 2021-08-17 Eaton Intelligent Power Limited Rocker arm assembly with valve bridge
EP3247888B1 (fr) 2015-01-21 2024-01-03 Eaton Intelligent Power Limited Ensemble culbuteur pour freinage de moteur
US10690024B2 (en) 2015-01-21 2020-06-23 Eaton Corporation Rocker arm assembly for engine braking
US10927724B2 (en) 2016-04-07 2021-02-23 Eaton Corporation Rocker arm assembly
JP6887440B2 (ja) 2016-03-16 2021-06-16 イートン インテリジェント パワー リミテッドＥａｔｏｎ Ｉｎｔｅｌｌｉｇｅｎｔ Ｐｏｗｅｒ Ｌｉｍｉｔｅｄ ロッカアームアセンブリ
CN109154216B (zh) * 2016-04-07 2021-08-17 伊顿智能动力有限公司 摇臂组合件
US10094250B2 (en) * 2016-08-18 2018-10-09 Progress Rail Locomotive Inc. Valve bridge with internal oil transportation
DE102017113783A1 (de) * 2017-06-21 2018-12-27 Man Truck & Bus Ag Kraftübertragungsvorrichtung
EP3498989A1 (fr) * 2017-12-14 2019-06-19 Innio Jenbacher GmbH & Co OG Système d'entraînement de soupapes pour un moteur à combustion interne
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
US10823018B1 (en) * 2019-06-25 2020-11-03 Schaeffler Technologies AG & Co. KG Valve train arrangement including engine brake system and lost-motion hydraulic lash adjuster
CN110374713B (zh) * 2019-08-16 2024-04-19 浙江黎明智造股份有限公司 一种发动机制动装置
CN113738713A (zh) * 2021-11-03 2021-12-03 杭州奔涌机械有限公司 基于高速开关阀的片式液压步进驱动器

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US8746208B2 (en) 2011-05-04 2014-06-10 Man Truck & Bus Ag Internal combustion engine having at least one combustion chamber
EP2520773A3 (fr) * 2011-05-04 2013-03-27 MAN Truck & Bus AG Moteur à combustion interne doté d'au moins un espace de combustion
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
US10669899B2 (en) 2015-07-16 2020-06-02 Eaton Intelligent Power Limited Arrangement for a valve train assembly
WO2017008857A1 (fr) * 2015-07-16 2017-01-19 Eaton Srl Agencement pour un ensemble dispositif de commande de soupapes
CN107835891A (zh) * 2015-07-16 2018-03-23 伊顿(意大利)有限公司 用于配气机构总成的装置
CN107835891B (zh) * 2015-07-16 2021-05-25 伊顿(意大利)有限公司 用于配气机构总成的装置和组装该装置的方法
CN106089348A (zh) * 2016-08-23 2016-11-09 潍柴动力股份有限公司 一种气门桥及包括该气门桥的发动机
CN106089348B (zh) * 2016-08-23 2018-10-16 潍柴动力股份有限公司 一种气门桥及包括该气门桥的发动机
US11125120B2 (en) 2016-08-23 2021-09-21 Weichai Power Co., Ltd. Valve bridge and engine comprising the valve bridge
WO2020057688A1 (fr) * 2018-09-20 2020-03-26 Schaeffler Technologies AG & Co. KG Dispositif pour effectuer un freinage moteur multi-cycle
CN110173314A (zh) * 2019-05-15 2019-08-27 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
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
US20240052762A1 (en) * 2022-01-25 2024-02-15 Jiangsu Jointek Precision Machinery Co., Ltd. Combined valve actuating devices with specialized actuating cams for hydraulic lash self-adjustment

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RU2552024C2 (ru) 2015-06-10
CN102032014A (zh) 2011-04-27
CN102032014B (zh) 2013-06-26
EP2305968B1 (fr) 2015-09-23
BRPI1003889B1 (pt) 2020-06-02
US20110079195A1 (en) 2011-04-07
RU2010140335A (ru) 2012-04-10
US8240288B2 (en) 2012-08-14
DE102009048104A1 (de) 2011-04-07
BRPI1003889A2 (pt) 2013-01-08

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