EP2619422B1 - Moteur à combustion interne à quatre temps avec frein moteur - Google Patents

Moteur à combustion interne à quatre temps avec frein moteur 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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EP
European Patent Office
Prior art keywords
lever
valve
brake
working
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP11748679.5A
Other languages
German (de)
English (en)
Other versions
EP2619422A1 (fr
Inventor
Gyula Toth
Michael Gröger
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.)
AVL List GmbH
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AVL List GmbH
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Publication date
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Publication of EP2619422A1 publication Critical patent/EP2619422A1/fr
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Publication of EP2619422B1 publication Critical patent/EP2619422B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—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

Definitions

  • 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 Auslrawventil matteren second lever arm, with a device for Vorver thoroughly the Exhaust.
  • 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.
  • 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.
  • known motor brake device on a high number of items, which increase the susceptibility to interference and adversely affect the manufacturing cost.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 ⁇ 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 shows the engine brake 4 in a working position A, wherein the internal combustion engine is operated normally.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • I denotes the valve lift curve of the intake valves
  • E the valve lift curve of the exhaust valves 1.
  • 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.
  • 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.
  • 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.

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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)

Claims (7)

  1. Moteur à combustion interne à quatre temps comprenant un frein moteur (4), au moins une soupape d'échappement (1) par cylindre pouvant être actionnée par une came (21) d'un arbre à came (2) et au moins un premier dispositif de culbuteur (5), ce premier dispositif de culbuteur (5) comprenant un premier bras de levier (8) situé côté came et un second bras de levier (9) situé côté soupape d'échappement, et un dispositif de préréglage de la commande de la soupape d'échappement (1), le premier dispositif de culbuteur (5) comprenant un organe de commutation (10) permettant de déplacer le premier bras de levier (8) situé côté came entre une position de travail (A) et une position de frein (B), et, un second dispositif de culbuteur (6) actionné par came, venant en prise sur le premier bras de levier (8) du premier dispositif de culbuteur (5),
    caractérisé en ce que
    le second dispositif de culbuteur (6) comprend un levier de travail (16) et un levier de frein (17), ce levier de travail (16) et ce levier de frein (17) étant de préférence montés pivotants autour du même axe (22), et le levier de travail (16) n'agissant sur le premier bras de levier (8) du premier dispositif de culbuteur (5) que dans la position de travail (A) tandis que le levier de frein (17) n'agit sur le premier bras de levier (8) du premier dispositif de culbuteur (5) que dans la position de frein (B).
  2. Moteur à combustion interne, conforme à la revendication 1,
    caractérisé en ce que
    le levier de frein (17) peut être actionné par l'arbre à came (2) avec un décalage de phase d'un angle (α) d'environ 90° en avant du levier de travail (16).
  3. Moteur à combustion interne, conforme à la revendication 1 ou 2,
    caractérisé en ce que
    le levier de travail et le levier de frein (16, 17) peuvent être actionnés par la même came (21) de l'arbre à came (2).
  4. Moteur à combustion interne, conforme à l'une des revendications 1 à 3,
    caractérisé en ce que
    le levier de travail (16) et le levier de frein (17) sont poussés contre l'arbre à came (2) par de préférence un ressort (18), ce ressort (18) s'appuyant de préférence, d'une part sur le levier de travail (16) et d'autre part sur le levier de frein (17).
  5. Moteur à combustion interne, conforme à l'une des revendications 1 à 4,
    caractérisé en ce que
    le premier bras de levier (8) comporte un élément de levier (12) pouvant être déplacé par l'organe de commutation (10).
  6. Moteur à combustion interne, conforme à l'une des revendications 1 à 5,
    caractérisé en ce que
    l'organe de commutation (10) est formé par un actionneur (11) à commande hydraulique.
  7. Moteur à combustion interne, conforme à l'une des revendications 1 à 6,
    caractérisé en ce que
    la came (21) comporte un segment de décharge (21c) bordé de part et d'autre par un cercle de base (21b) et qui est situé à une distance plus faible de l'axe de rotation (2a) de l'arbre à came (2) que le cercle de base (21b), le segment de décharge (21c) étant de préférence diamétralement opposé à un segment de levée (21a) de la came (21).
EP11748679.5A 2010-09-23 2011-08-26 Moteur à combustion interne à quatre temps avec frein moteur Active EP2619422B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT15822010A AT510528B1 (de) 2010-09-23 2010-09-23 Viertakt-brennkraftmaschine mit einer motorbremse
PCT/EP2011/064722 WO2012038190A1 (fr) 2010-09-23 2011-08-26 Moteur à combustion interne à quatre temps présentant un frein moteur

Publications (2)

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

Family

ID=44511017

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11748679.5A Active EP2619422B1 (fr) 2010-09-23 2011-08-26 Moteur à combustion interne à quatre temps avec frein moteur

Country Status (3)

Country Link
EP (1) EP2619422B1 (fr)
AT (1) AT510528B1 (fr)
WO (1) WO2012038190A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013215946A1 (de) 2013-08-12 2015-02-12 Avl List Gmbh Ventilbetätigungseinrichtung zur Veränderung des Ventilhubs
CN107060940B (zh) * 2017-06-07 2019-11-22 大连理工大学 一种多模式气门驱动系统
WO2021164947A1 (fr) * 2020-02-19 2021-08-26 Eaton Intelligent Power Limited Ensembles culbuteurs

Family Cites Families (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE817834C (de) * 1947-11-08 1951-10-22 Austin Motor Co Ltd Nocken zur Steuerung des Ventils einer Brennkraftmaschine
DE3839450A1 (de) 1988-11-23 1990-05-31 Daimler Benz Ag Motorbremse mit einem im zylinderkopf der brennkraftmaschine angeordneten drosselventil
DE3839452A1 (de) 1988-11-23 1990-05-31 Daimler Benz Ag Motorbremsvorrichtung fuer eine brennkraftmaschine
DE3936808A1 (de) 1989-11-04 1990-08-02 Dietrich Gerhard Ellsaesser Auslassnockengesteuerte motorbremse fuer 4-taktmotoren
DE4125831A1 (de) 1991-08-03 1992-10-15 Daimler Benz Ag Motorbremse
DE4423657C2 (de) 1994-07-06 1997-10-02 Daimler Benz Ag Betätigungseinrichtung für ein Motorbremsventil einer Brennkraftmaschine
GB2323630B (en) * 1997-03-26 2000-09-06 T & N Technology Ltd Operating mechanisms for valves
US6000374A (en) 1997-12-23 1999-12-14 Diesel Engine Retarders, Inc. Multi-cycle, engine braking with positive power valve actuation control system and process for using the same
JP3764595B2 (ja) * 1998-12-24 2006-04-12 株式会社日立製作所 エンジン補助ブレーキ装置
AT3600U1 (de) 1999-03-18 2000-05-25 Avl List Gmbh Viertakt-brennkraftmaschine mit einer motorbremse
AT4387U1 (de) 2000-09-12 2001-06-25 Avl List Gmbh Mehrzylinderbrennkraftmaschine mit einer motorbremseinrichtung
JP3701592B2 (ja) * 2001-09-14 2005-09-28 本田技研工業株式会社 減速休筒エンジン車両における故障検知装置
SE523849C2 (sv) * 2001-10-11 2004-05-25 Volvo Lastvagnar Ab Avgasventilmekanism i förbränningsmotor
SE521189C2 (sv) * 2002-02-04 2003-10-07 Volvo Lastvagnar Ab Anordning för att tillföra EGR-gas
KR101282840B1 (ko) * 2004-05-06 2013-07-05 자콥스 비히클 시스템즈, 인코포레이티드. 엔진 밸브 작동 장치 및 방법
EP1712748B1 (fr) * 2005-01-12 2010-04-14 Eaton S.R.L. Culbuteur permettant deux modes de distribution avec une came unique
WO2008073122A1 (fr) * 2006-12-12 2008-06-19 Mack Trucks, Inc. Dispositif d'ouverture de soupape et procédé
JP5331343B2 (ja) * 2007-12-27 2013-10-30 ダイムラー・アクチェンゲゼルシャフト 内燃機関の可変動弁装置

Also Published As

Publication number Publication date
AT510528B1 (de) 2012-09-15
AT510528A1 (de) 2012-04-15
WO2012038190A1 (fr) 2012-03-29
EP2619422A1 (fr) 2013-07-31

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