EP2619422B1 - Four strokes internal combustion engine with an engine brake - Google Patents

Four strokes internal combustion engine with an engine brake Download PDF

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Publication number
EP2619422B1
EP2619422B1 EP11748679.5A EP11748679A EP2619422B1 EP 2619422 B1 EP2619422 B1 EP 2619422B1 EP 11748679 A EP11748679 A EP 11748679A EP 2619422 B1 EP2619422 B1 EP 2619422B1
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Prior art keywords
lever
valve
brake
working
internal combustion
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EP11748679.5A
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German (de)
French (fr)
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EP2619422A1 (en
Inventor
Gyula Toth
Michael Gröger
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AVL List GmbH
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AVL List GmbH
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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
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/181—Centre pivot rocking arms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L2001/186—Split rocking arms, e.g. rocker arms having two articulated parts and means for varying the relative position of these parts or for selectively connecting the parts to move in unison

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)

Description

Die Erfindung betrifft eine Viertakt-Brennkraftmaschine mit einer Motorbremse, mit zumindest einem über einen Nocken einer Nockenwelle und zumindest eine erste Ventilhebelanordnung betätigten Auslassventil pro Zylinder, wobei die erste Ventilhebelanordnung einen nockenseitigen ersten Hebelarm und einen auslassventilseitigen zweiten Hebelarm aufweist, mit einer Einrichtung zur Vorverstellung der Auslasssteuerung.The invention relates to a four-stroke internal combustion engine with an engine brake, with at least one actuated via a cam of a camshaft and at least a first valve lever assembly exhaust valve per cylinder, the first valve lever assembly having a cam-side first lever arm and a Auslaßventilseitigen second lever arm, with a device for Vorverstellung the Exhaust.

Es ist bekannt, bei einer Brennkraftmaschine zusätzlich zu den Auslassventilen ein eigenes Motorbremsventil anzuordnen, welches während der Motorbremsung getaktet oder ständig geöffnet wird. Derartige Motorbremsventile werden üblicherweise hydraulisch oder pneumatisch betätigt und sind beispielsweise aus der DE 44 23 657 C2 , der DE 38 39 452 C2 , der DE 38 39 450 C2 , der AT 004.387 U1 oder der AT 003.600 U1 bekannt. Aus der DE 41 25 831 A1 ist weiters eine Motorbremseinrichtung bekannt, deren Motorbremsventil elektrisch betätigbar ist.It is known to arrange an internal engine brake valve in an internal combustion engine in addition to the exhaust valves, which is clocked during engine braking or constantly open. Such engine brake valves are usually operated hydraulically or pneumatically and are for example from the DE 44 23 657 C2 , of the DE 38 39 452 C2 , of the DE 38 39 450 C2 , of the AT 004.387 U1 or the AT 003,600 U1 known. From the DE 41 25 831 A1 Furthermore, an engine brake device is known, the engine brake valve is electrically actuated.

Bekannte Betätigungseinrichtungen für Motorbremsventile erfordern allerdings einen relativ hohen Bauaufwand und benötigen vergleichsweise viel Platz im Zylinderkopf, welcher in vielen Fällen nur schwer bereitgestellt werden kann. Um den Zylinderdruck abzulassen, ist meist ein zusätzlicher Behälter sowie ein Hochdruckölsystem mit Hochdruckpumpe und elektrohydraulischen Ventilen für jeden Zylinder erforderlich. Zudem weisen bekannte Motorbremseinrichtung eine hohe Zahl an Einzelteilen auf, welche die Störungsanfälligkeit erhöhen und sich nachteilig auf den Fertigungsaufwand auswirken.However, known actuators for engine brake valves require a relatively high construction cost and require a comparatively large amount of space in the cylinder head, which can be difficult to provide in many cases. To drain the cylinder pressure, usually an additional container and a high pressure oil system with high pressure pump and electrohydraulic valves for each cylinder is required. In addition, known motor brake device on a high number of items, which increase the susceptibility to interference and adversely affect the manufacturing cost.

Die DE 199 61 795 A1 offenbart eine Abgasbremse für eine Brennkraftmaschine, welche einen Auslass-Kipphebel aufweist, der zum Betätigen eines Auslassventils durch einen Auslassnocken verschwenkt wird. Weiters weist die Abgasbremse einen durch einen Bremsnocken betätigten Brems-Kipphebel und eine erste Kontaktiereinheit auf, die durch einen der Auslass- und Brems-Kipphebel getragen ist. Eine zweite Kontaktiereinheit wird durch den anderen der Auslass- und Brems-Kipphebel gehalten. Falls eine Abgasbremsung bebraucht wird, ist die zweite Kontaktiereinheit mit der ersten Kontaktiereinheit in Kontakt bringbar. Nur wenn der Brems-Kipphebel durch den Bremsnocken bei Bedarf der Abgasbremsung getätigt wird, wird der Kontakt zwischen den zweiten und ersten Kontaktiereinheiten induziert, der eine integrale Aktion der Auslass- und Brems-Kipphebel herbeiführt, um auf diese Weise zum Bewirken der Abgasbremsung das Auslassventil zu betätigen.The DE 199 61 795 A1 discloses an exhaust brake for an internal combustion engine having an exhaust rocker arm pivoted to actuate an exhaust valve by an exhaust cam. Further, the exhaust brake has a brake cam-operated by a brake cam and a first contacting unit, which is supported by one of the exhaust and brake rocker arms. A second contacting unit is held by the other of the exhaust and brake rocker arms. If an exhaust braking is used, the second contacting unit can be brought into contact with the first contacting unit. Only when the brake rocker arm is made to brake by the brake cam when necessary, the contact between the second and first contacting units is induced, causing an integral action of the exhaust and brake rocker arms, to thereby effect the exhaust braking of the exhaust valve to press.

Die DE 39 36 808 A1 beschreibt eine auslassnockengesteuerte Motorbremse für Viertakt-Brennkraftmaschinen, bei der die Auslasssteuerung um ungefähr einen Arbeitshub, also einen Kurbelwinkel von etwa 180°, für die Dauer der benötigten Bremswirkung vorverstellt wird. Dadurch ergibt sich eine Verdoppelung der Bremstakte und eine Dekompression am Ende des Verdichtungstaktes, wodurch eine höhere Dauerbremswirkung erreicht werden kann.The DE 39 36 808 A1 describes an exhaust cam controlled engine brake for four-stroke internal combustion engines, in which the exhaust control is advanced by approximately one stroke, so a crank angle of about 180 °, for the duration of the required braking effect. This results in a doubling of the braking cycles and a decompression at the end of the compression stroke, whereby a higher retarding effect can be achieved.

Die US 6,000,374 A beschreibt eine Motorbremse für eine Brennkraftmaschine, bei der pro Arbeitszyklus mehrere Bremsphasen verwirklicht werden können. Dabei ist neben Ein- und Auslasskipphebel ein zusätzlicher Bremskipphebel pro Zylinder vorgesehen, der - angetrieben von einem Bremsnocken - ein Auslassventil betätigt. Alle Kipphebeln verfügen dabei über ein Hydroelement an ihrem ventilseitigen Ende. Über Solenoide kann beeinflusst werden, welche Hydroelemente mit Drucköl beaufschlagt werden und welche nicht. Dadurch wird erreicht, dass im normalen Arbeitsbetrieb der Bremskipphebel nur leer läuft und das Auslassventil über den Bremskipphebel nicht betätigt wird, weil sein Hydroelement ohne Ölversorgung die Kraft nicht übertragen kann. Die Ein- und Auslasskipphebel arbeiten im Arbeitsbetrieb, solange ihre Hydroelemente mit Öl befüllt sind. Im Bremsbetrieb werden die Hydroelemente der Auslasskipphebel deaktiviert und die Hydroelemente der Bremskipphebel aktiviert. Auf diese Weise ist es auch möglich, die Ventilbewegungen hydraulisch zu manipulieren, um eine Bremsleistungsregelung und eine Anpassung zu jeder Drehzahl zu gewährleisten. Nachteilig ist, dass ein hoher Regelungsaufwand erforderlich ist und dass durch die zusätzlichen Bremshebel relativ viel Bauraum benötigt wird.The US 6,000,374A describes an engine brake for an internal combustion engine, in which several braking phases can be realized per working cycle. In addition to intake and Auslaßkipphebel an additional brake rocker arm per cylinder is provided which - driven by a brake cam - actuates an exhaust valve. All rocker arms have a hydro element at their valve end. Solenoids can be used to influence which hydro elements are exposed to pressurized oil and which are not. This ensures that in normal working mode, the brake rocker arm runs empty and the exhaust valve is not operated via the brake rocker arm, because its hydro element without oil supply can not transmit the force. The intake and exhaust rocker arms operate during operation as long as their hydro elements are filled with oil. In braking mode, the hydroelements of the exhaust rocker arms are deactivated and the hydroelements of the brake rocker arms are activated. In this way it is also possible to hydraulically manipulate the valve movements to ensure brake power control and adaptation to any speed. The disadvantage is that a high control effort is required and that relatively much space is required by the additional brake lever.

Aufgabe der Erfindung ist es, die genannten Nachteile zu vermeiden und bei einer Viertakt-Brennkraftmaschine auf möglichst einfache und platzsparende Weise verdoppelte Bremsphasen zu ermöglichen.The object of the invention is to avoid the disadvantages mentioned and to allow for a four-stroke internal combustion engine in the simplest possible and space-saving manner doubled braking phases.

Erfindungsgemäß wird dies dadurch erreicht, dass die erste Ventilhebelanordnung ein Schaltorgan zum Verstellen des nockenseitigen ersten Hebelarmes zwischen einer Arbeitsstellung und einer Bremsstellung aufweist und dass am ersten Hebelarm der ersten Ventilhebelanordnung eine nockenbetätigte zweite Ventilhebelanordnung angreift, wobei die zweite Ventilhebelanordnung einen Arbeitshebel und einen Bremshebel aufweist, wobei Arbeitshebel und Bremshebel vorzugsweise um die gleiche Achse schwenkbar gelagert sind und wobei der Arbeitshebel nur in der Arbeitsstellung und der Bremshebel nur in der Bremsstellung auf den ersten Hebelarm der ersten Ventilhebelanordnung einwirkt.According to the invention this is achieved in that the first valve lever assembly comprises a switching member for adjusting the cam-side first lever arm between a working position and a braking position and that acts on the first lever arm of the first valve lever assembly, a cam-operated second valve lever assembly, wherein the second valve lever assembly comprises a working lever and a brake lever, wherein the operating lever and the brake lever are preferably pivotally mounted about the same axis and wherein the working lever acts only in the working position and the brake lever only in the braking position on the first lever arm of the first valve lever assembly.

Verdoppelte Bremsphasen können dadurch ermöglicht werden, dass der Bremshebel um einen Winkel von etwa 90° phasenversetzt vor dem Arbeitshebel durch die Nockenwelle betätigbar ist.Doubled braking phases can be made possible by the fact that the brake lever is actuated by an angle of about 90 ° out of phase before the working lever through the camshaft.

Prinzipiell können Arbeits- und Bremshebel von verschiedenen Nocken betätigt werden. Um Bauraum zu sparen, ist es aber besonders vorteilhaft, wenn der Arbeits- und der Bremshebel vom selben Nocken der Nockenwelle betätigbar sind. Um zu gewährleisten, dass sowohl der Arbeitshebel, als auch der Bremshebel in ständigem Kontakt mit der Nockenwelle stehen, kann vorgesehen sein, dass der Arbeitshebel und der Bremshebel durch vorzugsweise eine Feder gegen die Nockenwelle gedrückt sind, wobei vorzugsweise die Feder einerseits am Arbeitshebel und andererseits am Bremshebel abgestützt ist.In principle, working and brake levers can be actuated by different cams. To save space, but it is particularly advantageous if the working and the brake lever from the same cam of the camshaft can be actuated. To ensure that both the working lever, and the brake lever are in constant contact with the camshaft, it can be provided that the working lever and the brake lever are pressed by preferably a spring against the camshaft, preferably the spring on the one hand on the working lever and on the other hand is supported on the brake lever.

Eine besonders einfache Betätigung wird ermöglicht, wenn der erste Hebelarm ein vom Schaltorgan verstellbares Hebelelement aufweist, wobei vorzugsweise das Schaltorgan durch einen hydraulisch betätigbaren Aktuator gebildet ist.A particularly simple operation is made possible when the first lever arm has a lever element which can be adjusted by the switching element, wherein preferably the switching element is formed by a hydraulically actuatable actuator.

Zum Umschalten zwischen normalem Arbeitsbetrieb und Bremsbetrieb sind nur relativ geringe Kräfte erforderlich, wenn der Nocken zumindest einen vom Grundkreis beidseits flankierten Entlastungsabschnitt aufweist, welcher einen geringeren Abstand von der Drehachse der Nockenwelle aufweist, als der Grundkreis, wobei vorzugsweise der Entlastungsabschnitt diametral zu einem Hubabschnitt des Nockens angeordnet ist.To switch between normal working and braking operation only relatively small forces are required if the cam has at least one flanked by the base circle relief section having a smaller distance from the axis of rotation of the camshaft than the base circle, preferably the relief section diametrically to a lifting section of Cam is arranged.

Das Umschalten des Schaltorgans bewirkt, dass in der Arbeitsstellung der Arbeitshebel und in der Bremsstellung der Bremshebel auf den ersten Hebelarm der ersten Ventilhebelanordnung einwirkt, während der jeweils andere Hebel der zweiten Ventilhebel Anordnung von der ersten Ventilhebelanordnung freigestellt ist.The switching of the switching member causes, in the working position of the working lever and in the braking position of the brake lever acts on the first lever arm of the first valve lever assembly, while the other lever of the second valve lever assembly is exempted from the first valve lever assembly.

Die Erfindung wird im Folgenden anhand der Figuren näher erläutert. Es zeigen:

Fig. 1
eine Motorbremse einer erfindungsgemäßen Brennkraftmaschine in einer Schrägansicht;
Fig. 2
die Motorbremse in einer stirnseitigen Ansicht;
Fig. 3
die Motorbremse in der Arbeitsstellung einer Schnittdarstellung;
Fig. 4
die Motorbremse in einer Bremsstellung in einer Schnittdarstellung;
Fig. 5
die Motorbremse in Arbeitsstellung bei geschlossenen Auslassventilen;
Fig. 6
die Motorbremse in Arbeitsstellung bei geöffneten Auslassventilen;
Fig. 7
die Motorbremse in Bremsstellung bei geschlossenen Auslassventilen;
Fig. 8
die Motorbremse in Bremsstellung bei geöffneten Auslassventilen;
Fig. 9
ein Ventilhubdiagramm der Brennkraftmaschine im normalen Arbeitsbetrieb;
Fig. 10
ein Ventilhubdiagramm der Brennkraftmaschine im Bremsbetrieb;
Fig. 11
ein weiteres Ventilhubdiagramm der Brennkraftmaschine im Bremsbetrieb; und
Fig. 12
einen Nocken einer erfindungsgemäßen Brennkraftmaschine in einer Stirnansicht.
The invention will be explained in more detail below with reference to FIGS. Show it:
Fig. 1
an engine brake of an internal combustion engine according to the invention in an oblique view;
Fig. 2
the engine brake in a frontal view;
Fig. 3
the engine brake in the working position of a sectional view;
Fig. 4
the engine brake in a braking position in a sectional view;
Fig. 5
the engine brake in working position with the exhaust valves closed;
Fig. 6
the engine brake in working position with the exhaust valves open;
Fig. 7
the engine brake in braking position with the exhaust valves closed;
Fig. 8
the engine brake in braking position with the exhaust valves open;
Fig. 9
a Ventilhubdiagramm the internal combustion engine in normal working operation;
Fig. 10
a valve lift of the internal combustion engine in braking mode;
Fig. 11
another valve lift of the internal combustion engine in braking mode; and
Fig. 12
a cam of an internal combustion engine according to the invention in an end view.

Wie in Fig. 1 gezeigt ist, werden Auslassventile 1 der Brennkraftmaschine durch eine eine Nockenwelle 2 aufweisende Ventilbetätigungseinrichtung 3 betätigt. Die Ventilbetätigungseinrichtung 3 weist eine Motorbremse 4 mit einer ersten Ventilhebelanordnung 5 und einer zweiten Ventilhebelanordnung 6 auf. Die erste Ventilhebelanordnung 5 ist im Wesentlichen als um eine erste Achse 7 schwenkbarer Kipphebel mit einem nockenseitigen ersten Hebelarm 8 und einem auslassventilseitigen zweiten Hebelarm 9 ausgebildet. Der erste Hebelarm 8 kann dabei über ein als hydraulischer Aktuator 11 ausgebildetes Schaltorgan 10 mit einem zwischen einer normalen Arbeitsstellung A und einer Bremsstellung B verstellt werden. Um dies zu ermöglichen, weist die erste Ventilhebelanordnung 5 ein Hebelelement 12 auf, welches um eine fest mit der ersten Ventilhebelanordnung 5 verbundene Achse 13 zwischen den Arbeitsstellung A und der Bremsstellung B schwenkbar gelagert ist, wobei das Hebelelement 12 durch eine Feder 14 in Richtung der Arbeitsstellung A vorgespannt ist. Der zweite Hebelarm 9 wirkt auf eine Ventilbrücke 15 zur Betätigung zweier Auslassventile 1 pro Zylinder ein.As in Fig. 1 is shown, exhaust valves 1 of the internal combustion engine are actuated by a valve actuator 3 having a camshaft 2. The valve actuating device 3 has an engine brake 4 with a first valve lever arrangement 5 and a second valve lever arrangement 6. The first valve lever arrangement 5 is designed substantially as a pivotable about a first axis 7 rocker arm with a cam-side first lever arm 8 and an outlet valve side second lever arm 9. The first lever arm 8 can be adjusted via a designed as a hydraulic actuator 11 switching member 10 with a between a normal working position A and a braking position B. To make this possible, the first valve lever assembly 5, a lever member 12 which is pivotally mounted about a fixed to the first valve lever assembly 5 axis 13 between the working position A and the braking position B, wherein the lever member 12 by a spring 14 in the direction of Working position A is biased. The second lever arm 9 acts on a valve bridge 15 for actuating two exhaust valves 1 per cylinder.

Die zweite Ventilhebelanordnung 6 besteht aus einem Arbeitshebel 16 und einem Bremshebel 17, welche um eine gemeinsame Achse 22 schwenkbar gelagert sind. Durch eine Feder 18 werden beide Hebel 16, 17 über Rollen 19, 20 an einen gemeinsamen Nocken 21 einer Nockenwelle 2 gepresst. Der Arbeitshebel 16 und der Bremshebel 17 sind bezüglich der ersten Ventilhebelanordnung 5 so angeordnet, dass in der Arbeitsstellung A der Arbeitshebel 16, und in der Bremsstellung B der Bremshebel 17 auf das Hebelelement 12 der ersten Ventilhebelanordnung 5 einwirkt. Der Bremshebel 17 ist hinsichtlich des Arbeitshebels 16 so angeordnet, dass - in Drehrichtung der Nockenwelle 2 betrachtet - der Kontaktpunkt 17a des Bremshebels 17 mit dem Nocken 21 um einen Winkel α von etwa 90° vor dem Kontaktpunkt 16a des Arbeitshebels 16 mit dem Nocken 21 liegt. Dadurch ergibt sich, dass die Auslassventile 1 in der Bremsstellung B um einen Kurbelwinkel von etwa 180°, also um einen Arbeitstakt, vorverstellt werden können.The second valve lever assembly 6 consists of a working lever 16 and a brake lever 17 which are pivotally mounted about a common axis 22. By a spring 18 both levers 16, 17 are pressed by rollers 19, 20 to a common cam 21 of a camshaft 2. The working lever 16 and the brake lever 17 are arranged relative to the first valve lever assembly 5 so that in the working position A of the working lever 16, and in the braking position B of the brake lever 17 acts on the lever member 12 of the first valve lever assembly 5. The brake lever 17 is arranged with respect to the working lever 16 so that - viewed in the direction of rotation of the camshaft 2 - the contact point 17a of the brake lever 17 with the cam 21 by an angle α of about 90 ° in front of the contact point 16a of the working lever 16 with the cam 21 , This results in that the exhaust valves 1 in the braking position B by a crank angle of about 180 °, ie a work cycle, can be advanced.

Fig. 3 zeigt die Motorbremse 4 in einer Arbeitsstellung A, wobei die Brennkraftmaschine normal betrieben wird. In dieser Arbeitsstellung A wird das Hebelelement 12 durch die Feder 14 in seiner oberen Lage gehalten, der Aktuator 11 ist deaktiviert, also drucklos geschalten. Die Nockenwelle 2 mit dem Nocken 21 wird gemäß dem Pfeil 23 angetrieben, wobei der Hubabschnitt 21a des Nockens 21 zuerst den Bremshebel 17 und danach den Arbeitshebel 16 anhebt, wie in den Fig. 5 und Fig. 6 gezeigt ist. In dieser Arbeitsstellung A ist der Bremshebel 17 von der ersten Ventilhebelanordnung 5 freigestellt, weshalb die Betätigung des Bremshebels 17 keine Auswirkung auf die Hubbewegung der Auslassventile 1 hat. Dagegen bewirkt das Auslenken des Arbeitshebels 16 durch den Hubabschnitt 21a des Nockens 21, dass die Auslassventile 1 geöffnet werden, indem der Arbeitshebel 16 die Bewegung über das Hebelelement 12 des ersten Hebelarmes 8 und den zweiten Hebelarm 9 auf die Ventilbrücke 15 und die Auslassventile 1 überträgt (Fig. 6). Fig. 3 shows the engine brake 4 in a working position A, wherein the internal combustion engine is operated normally. In this working position A, the lever member 12 is held by the spring 14 in its upper position, the actuator 11 is deactivated, so switched without pressure. The camshaft 2 with the cam 21 is driven according to the arrow 23, wherein the lifting portion 21 a of the cam 21 first raises the brake lever 17 and then the working lever 16, as in the Fig. 5 and Fig. 6 is shown. In this working position A of the brake lever 17 is exempt from the first valve lever assembly 5, which is why the operation of the brake lever 17 has no effect on the lifting movement of the exhaust valves 1. In contrast, the deflection of the operating lever 16 by the lifting portion 21 a of the cam 21 causes the exhaust valves 1 are opened by the working lever 16 transmits the movement via the lever element 12 of the first lever arm 8 and the second lever arm 9 to the valve bridge 15 and the outlet valves 1 ( Fig. 6 ).

Fig. 4 zeigt die Motorbremse 4 in ihrer Bremsstellung B, wobei der Zylinderraum 11a des Aktuators 11 mit Steuerdruck beaufschlagt ist und das Hebelelement 12 in seine in Fig. 4 dargestellte Bremsstellung B bewegt. In dieser Bremsstellung B ist der Arbeitshebel 16 der zweiten Ventilhebelanordnung 6 gegenüber der ersten Ventilhebelanordnung 5 freigestellt, dagegen wirkt der Bremshebel 17 direkt auf das Hebelelement 12 ein. Dies ermöglicht es, die Auslassventile 1 um etwa 180° Kurbelwinkel KW vorzuverstellen, wodurch diese bereits während der Abwärtsbewegung des Kolbens geöffnet werden. Die Auslenkung des Bremshebels 17 wird über das Hebelelement 12 des ersten Hebelarmes 8 der ersten Ventilhebelanordnung 5 auf den zweiten Hebelarm 9 übertragen, welcher die Auslassventile 1 über die Ventilbrücke 15 öffnet, wie in den Fig. 7 und Fig. 8 dargestellt ist. Fig. 4 shows the engine brake 4 in its braking position B, wherein the cylinder chamber 11a of the actuator 11 is acted upon by control pressure and the lever member 12 in his in Fig. 4 shown braking position B moves. In this braking position B, the working lever 16 of the second valve lever assembly 6 is exempted from the first valve lever assembly 5, while the brake lever 17 acts directly on the lever member 12 a. This makes it possible to advance the exhaust valves 1 by about 180 ° crank angle KW, whereby they are already opened during the downward movement of the piston. The deflection of the brake lever 17 is transmitted via the lever element 12 of the first lever arm 8 of the first valve lever assembly 5 to the second lever arm 9, which opens the exhaust valves 1 via the valve bridge 15, as in the FIGS. 7 and 8 is shown.

In Fig. 9 ist der Ventilhub H über dem Kurbelwinkel KW für den normalen Arbeitsbetrieb der Brennkraftmaschine aufgetragen, wobei mit I die Ventilerhebungskurve der Einlassventile und mit E die Ventilerhebungskurve der Auslassventile 1 bezeichnet ist. Mit ZOT ist der obere Totpunkt der Zündung, mit UT der unter Totpunkt und mit OT der obere Totpunkt des Gaswechsels bezeichnet. Die vier Takte der Brennkraftmaschine - Expansion, Ausschub, Ansaugung, Kompression - sind mit dem Bezugszeichen T1, T2, T3 und T4 angedeutet.In Fig. 9 the valve lift H is plotted against the crank angle KW for the normal working operation of the internal combustion engine, where I denotes the valve lift curve of the intake valves and E the valve lift curve of the exhaust valves 1. With ZOT is the top dead center of the ignition, with UT the bottom dead center and with OT the top dead center of the gas exchange designated. The four strokes of the internal combustion engine - expansion, exhaust, intake, compression - are indicated by the reference T1, T2, T3 and T4.

Fig. 10 zeigt ein Diagramm, in welchem der Ventilhub H für den Bremsbetrieb über dem Kurbelwinkel KW aufgetragen ist. Wie deutlich ersichtlich ist, ist die Ventilöffnung der Auslassventile 1 um einen Arbeitstakt gegenüber dem Arbeitsbetrieb vorverstellt, wodurch nun die Auslassventile 1 bei abwärtsbewegenden Kolben geöffnet sind. Um eine mechanische Überlastung des gesamten Ventiltriebes zu vermeiden, ist eine Drosselung in der Ausschubphase erforderlich. Während des Motorbremsbetriebes erfolgen während eines Zyklus folgende Schritte:

  • In der mit B1 bezeichneten Phase wird Restgas in den Abgaskrümmer entleert. Danach erfolgt in B2 eine freie Ansaugung aus dem Abgaskrümmer. In B3 wird das Gas aus dem Zylinderraum unter Drosselung ausgeschoben. In Phase B4 wird Restgas in das Einlassplenum entleert. Danach erfolgt in B5 eine freie Ansaugung aus dem Einlassplenum. Schließlich wird in B6 das Gas innerhalb des Zylinderraumes in B6 ausgeschoben. Die eigentliche Bremswirkung tritt in den Phasen B3 und B6 ein. Mit BE ist eine mechanische Entlastungsphase für eine freie Verstellung bezeichnet. Diese mechanische Entlastungsphase BE wird durch einen Entlastungsabschnitt 21c des Nockens 21 definiert, welcher einen geringeren Abstand von der Drehachse 2a der Nockenwelle 2 aufweist, als der Grundkreis 21b des Nockens 21. Der Entlastungsabschnitt 21c befindet sich diametral zum Hubabschnitt 21a am Nocken 21 und wird von zwei Grundkreisabschnitten 21b flankiert. Durch den Entlastungsabschnitt 21c wird gewährleistet, dass die Betätigung der Motorbremse 4 mit minimalem Kraftaufwand erfolgen kann.
Fig. 10 shows a diagram in which the valve lift H is plotted for the braking operation over the crank angle KW. As can be clearly seen, the valve opening of the exhaust valves 1 is pre-adjusted by one operating stroke compared to the working operation, whereby now the exhaust valves 1 are opened in descending piston. In order to avoid a mechanical overload of the entire valve train, a throttling in the Ausschubphase is required. During engine braking operation, the following steps take place during one cycle:
  • In the phase designated B1 residual gas is emptied into the exhaust manifold. This is followed by a free intake from the exhaust manifold in B2. In B3, the gas is expelled from the cylinder space while throttling. In phase B4, residual gas is emptied into the inlet plenum. This is followed by a free intake from the inlet plenum in B5. Finally, in B6, the gas within the cylinder space is pushed out in B6. The actual braking effect occurs in phases B3 and B6. With BE is a mechanical discharge phase for a free adjustment called. This mechanical relief phase BE is defined by a relief section 21c of the cam 21, which has a smaller one Distance from the rotation axis 2a of the camshaft 2, as the base circle 21b of the cam 21. The relief portion 21c is located diametrically to the lifting portion 21a on the cam 21 and is flanked by two base circle portions 21b. By the relief section 21c ensures that the operation of the engine brake 4 can be done with minimal effort.

Die Regulierung der Bremsleistung kann entweder über eine Verstellung einer Auspuffklappe im Abgasrohr oder über eine Verstellung des Auslass-Ventilhubes E während des Bremsbetriebs B erfolgen. In letzterem Fall ist eine zentrale Hubverstellung für alle Zylindereinheiten dadurch möglich, dass die in den Zylinderraum 11a des Aktuators 11 zugeführte Steuerölmenge dosiert wird. Der Zylinderraum 11a wird jeweils durch einen zentralen Ölkanal 24 in der Achse 7 der ersten Ventilhebelanordnung 5 gespeist. Auf diese Weise kann die Hubbewegung des Auslassventils 1 während des Bremsbetriebes B in beliebigen Zwischenstellungen E1, E2, E3, E4, E5 verstellt werden, wie aus Fig. 11 hervorgeht.The regulation of the braking power can be done either via an adjustment of an exhaust flap in the exhaust pipe or via an adjustment of the exhaust valve E during the braking operation B. In the latter case, a central stroke adjustment for all cylinder units is possible in that the supplied into the cylinder chamber 11 a of the actuator 11 amount of control oil is metered. The cylinder chamber 11 a is fed in each case by a central oil passage 24 in the axis 7 of the first valve lever assembly 5. In this way, the lifting movement of the exhaust valve 1 can be adjusted during braking mode B in any intermediate positions E1, E2, E3, E4, E5, as out Fig. 11 evident.

Claims (7)

  1. A four-stroke internal combustion engine, comprising an engine brake (4), at least one exhaust valve (1) per cylinder, said valve being actuated by means of a cam (21) of a camshaft (2) and at least one first valve lever arrangement (5), with the first valve lever arrangement (5) having a first lever arm (8) on the cam side and a second lever arm (9) on the exhaust valve side, and a device for advancing the exhaust control, wherein the first valve lever arrangement (5) comprises a switching member (10) for adjusting the first lever arm (8) on the cam side between a working position (A) and a braking position (B), and a cam-actuated second valve arrangement (6) acts on the first lever arm (8) of the first valve lever arrangement (5), characterised in that, wherein the second valve lever arrangement (6) comprises a working lever (16) and a brake lever (17), with the working lever (16) and the brake lever (17) preferably being mounted to pivot about the same axle (22), and with the working lever (16) only acting in the working position (A) on the first lever arm (8) of the first valve lever arrangement (5), and the brake lever (17) only in the braking position (B).
  2. An internal combustion engine according to claim 1, characterised in that the brake lever (17) can be actuated by the camshaft (2) about an angle (α) of approximately 90° in a phase-shifted manner before the working lever (16).
  3. An internal combustion engine according to claim 1 or 2, characterised in that the working lever and the brake lever (16, 17) can be actuated by the same cam (21) of the camshaft (2).
  4. An internal combustion engine according to one of the claims 1 to 3, characterised in that the working lever (16) and the brake lever (17) are pressed by preferably one spring (18) against the camshaft (2), with preferably the spring (18) being supported on the one hand on the working lever (16) and on the other hand on the brake lever (17).
  5. An internal combustion engine according to one of the claims 1 to 4, characterised in that the first lever arm (8) comprises a lever element (12) which is adjustable by the switching member (10).
  6. An internal combustion engine according to one of the claims 1 to 5, characterised in that the switching member (10) is formed by an actuator (11) that can be actuated hydraulically.
  7. An internal combustion engine according to one of the claims 1 to 6, characterised in that the cam (21) comprises at least one relief section (21b) which is flanked on both sides by the base circle (21b) and which has a lower distance from the rotational axis (2a) of the camshaft (2) than the base circle (21b), with preferably the relief section (21c) being arranged diametrically in relation to a lifting section (21a) of cam (21).
EP11748679.5A 2010-09-23 2011-08-26 Four strokes internal combustion engine with an engine brake Active EP2619422B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT15822010A AT510528B1 (en) 2010-09-23 2010-09-23 FOUR-STROKE COMBUSTION ENGINE WITH A MOTOR BRAKE
PCT/EP2011/064722 WO2012038190A1 (en) 2010-09-23 2011-08-26 Four-stroke internal combustion engine comprising an engine brake

Publications (2)

Publication Number Publication Date
EP2619422A1 EP2619422A1 (en) 2013-07-31
EP2619422B1 true EP2619422B1 (en) 2015-08-05

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EP11748679.5A Active EP2619422B1 (en) 2010-09-23 2011-08-26 Four strokes internal combustion engine with an engine brake

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AT (1) AT510528B1 (en)
WO (1) WO2012038190A1 (en)

Families Citing this family (3)

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Publication number Priority date Publication date Assignee Title
DE102013215946A1 (en) 2013-08-12 2015-02-12 Avl List Gmbh Valve operating device for changing the valve lift
CN107060940B (en) * 2017-06-07 2019-11-22 大连理工大学 A kind of multi-mode valve-driving system
WO2021164949A1 (en) * 2020-02-19 2021-08-26 Eaton Intelligent Power Limited Castellation device, mechanical capsule, and rocker arm

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DE817834C (en) * 1947-11-08 1951-10-22 Austin Motor Co Ltd Cam for controlling the valve of an internal combustion engine
DE3839450A1 (en) 1988-11-23 1990-05-31 Daimler Benz Ag ENGINE BRAKE WITH A THROTTLE VALVE IN THE CYLINDER HEAD OF THE INTERNAL COMBUSTION ENGINE
DE3839452A1 (en) 1988-11-23 1990-05-31 Daimler Benz Ag ENGINE BRAKE DEVICE FOR AN INTERNAL COMBUSTION ENGINE
DE3936808A1 (en) 1989-11-04 1990-08-02 Dietrich Gerhard Ellsaesser Engine braking system controlled by outlet cam - involves method of doubling effective braking stroke
DE4125831A1 (en) 1991-08-03 1992-10-15 Daimler Benz Ag IC engine brake - has cylinder venting valve and solenoid driven valve with spring closure
DE4423657C2 (en) 1994-07-06 1997-10-02 Daimler Benz Ag Actuating device for an engine brake valve of an internal combustion engine
GB2323630B (en) * 1997-03-26 2000-09-06 T & N Technology Ltd Operating mechanisms for valves
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AT510528B1 (en) 2012-09-15
WO2012038190A1 (en) 2012-03-29
EP2619422A1 (en) 2013-07-31
AT510528A1 (en) 2012-04-15

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