EP3068982B1 - Dispositif de frein-moteur pour moteur à combustion interne - Google Patents

Dispositif de frein-moteur pour moteur à combustion interne Download PDF

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Publication number
EP3068982B1
EP3068982B1 EP14792393.2A EP14792393A EP3068982B1 EP 3068982 B1 EP3068982 B1 EP 3068982B1 EP 14792393 A EP14792393 A EP 14792393A EP 3068982 B1 EP3068982 B1 EP 3068982B1
Authority
EP
European Patent Office
Prior art keywords
cam
camshaft
latching
switching
rocker arm
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
EP14792393.2A
Other languages
German (de)
English (en)
Other versions
EP3068982A1 (fr
Inventor
Matthias Lahr
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.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
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Filing date
Publication date
Application filed by Daimler AG filed Critical Daimler AG
Publication of EP3068982A1 publication Critical patent/EP3068982A1/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
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • 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
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • 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
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/08—Shape of cams
    • 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
    • F01L1/14—Tappets; Push rods
    • 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
    • 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
    • F01L1/36—Valve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines of specific type other than four-stroke cycle
    • F01L1/38—Valve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines of specific type other than four-stroke cycle for engines with other than four-stroke cycle, e.g. with two-stroke cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F01L13/065—Compression release engine retarders of the "Jacobs Manufacturing" type
    • 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
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L2001/0476—Camshaft bearings
    • 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
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
    • F01L2013/0052—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction with cams provided on an axially slidable sleeve

Definitions

  • the invention relates to an engine brake device for an internal combustion engine of a motor vehicle, in particular a commercial vehicle.
  • the invention is in particular the object of reducing costs for an engine brake device and / or consumption of an internal combustion engine with such an engine brake device. It is achieved by an embodiment according to the invention according to claim 1. Further developments of the invention will become apparent from the dependent claims.
  • the invention is based on an engine brake device having at least one camshaft, which has at least one cam group with at least one firing cam and at least one brake cam, with at least one cam follower associated with the firing cam, which is provided in a firing mode for actuating at least one gas exchange valve, and one the brake cam associated cam follower, which is provided in a braking operation for actuating the at least one gas exchange valve, and with a switching device, which is intended to switch between the firing mode and the braking mode.
  • the switching device is provided to convert a torque of the camshaft into a force for switching between the firing operation and the braking operation.
  • the torque and / or the rotational movement of the camshaft can be used, which can be on an actuator, which provides the force for switching, for example in the form of hydraulic pressure, can be dispensed with.
  • additional actuators which in principle generate an additional drag torque, thus increasing the efficiency of an internal combustion engine with such an engine braking device. This can be reduced in particular consumption of an internal combustion engine.
  • a "cam group” is to be understood to mean a group of cams which comprises all the cams provided for a working cylinder of the internal combustion engine and which has the camshaft.
  • a “firing operation” is to be understood in particular as an activation of the gas exchange valves for a fired operation.
  • a “braking operation” is to be understood, in particular, as a triggering of the gas exchange valves for a braking operation in which a compression work within the working cylinder is used for the braking operation.
  • the firing mode and the braking operation differ in particular in activation times for the gas exchange valves.
  • a “switching device” is to be understood in this context, in particular a mechanism which is provided for switching between the firing and braking operation.
  • By “intended” is intended to be understood in particular specially designed and / or equipped.
  • the switching device has at least one rotatable but axially displaceable associated with the camshaft link element with at least one slide track, which is intended to implement a rotational movement of the camshaft in a linear switching movement of the link element.
  • the rotational movement and thus the torque of the camshaft can be easily used for switching the link element between two switch positions.
  • the mechanical switching of the link element can then be switched be implemented between the firing and braking operation, whereby the switching device can be realized only with mechanical components.
  • a required to trigger the switching actuator can then be performed in the form of a simple electric or electromagnetic actuator.
  • the motor brake device preferably comprises a relative to the gate element fixedly arranged Akuator with at least one shift pin, which is intended to intervene in the at least one slide track and implement the rotational movement of the camshaft in the linear switching movement of the link element.
  • the actuator can be formed easily and inexpensively.
  • the actuator only has to be provided to bring the shift pin into engagement with the shift gate.
  • a necessary switching force is much smaller than a supporting force, which is necessary when the actuator switches directly between the firing and braking mode, for example, by acting directly on the cam follower.
  • the actuator only needs to be energized for switching between the firing and braking operation.
  • An actuator which must be permanently active during the braking operation and / or the firing operation to keep the firing mode or the braking mode switched, can be omitted.
  • the switching device has a rocker arm bearing which has a first end position assigned to the firing mode and a second end position assigned to the braking mode.
  • the switching device can be designed to be particularly simple mechanically.
  • the end position of the rocker arm storage determines whether the firing mode or the braking mode is switched, which only needs to be switched from one end position to the other end position for switching the rocker arm storage.
  • the switching can be easily realized in a mechanical manner, without the switching device requires a further actuator, whereby a simple and robust switching device is needed.
  • a "rocker arm bearing” is to be understood in particular as a bearing for rocker arms for actuating the gas exchange valves, which is intended to receive and dissipate actuation forces acting upon actuation of the gas exchange valves on the rocker arms.
  • the engine brake device comprises at least two each one of the cam follower having rocker arm, which is set to actuate the gas exchange valve to one by the rocker arm storage Toggle axis are pivotable.
  • the rocker arm bearing is provided to be switched by means of the torque of the camshaft between the two end positions.
  • the torque of the camshaft can be used advantageously, whereby a high efficiency can be achieved.
  • the actuation forces acting upon actuation of the gas exchange valves on the rocker arms are derived in such a way to the rocker arm bearing that a torque acts, which can be used for switching from one end position to the other end position.
  • the switching device has at least one spring-loaded latch engagement element, which is provided to fix the rocker arm bearing in the two end positions or end positions.
  • the switching device has at least one movably mounted locking contour element, against which the at least one latching engagement element of the rocker arm bearing is supported.
  • the locking contour element is movably mounted, the fixation of the rocker arm bearing can be easily solved in its end positions.
  • forces that are necessary for releasing the latching engagement element can be much smaller than forces that can be supported by latching engagement element for fixing the rocker arm storage.
  • the rocker arm bearing can be fixed by the latching engagement element against high actuation forces, while at the same time the fixation of the rocker arm bearing can be easily solved.
  • the latch contour element has at least two latching positions and the link element is provided to pivot the at least one latch contour element of the latched positions at least in an intermediate position between the latched positions.
  • the link element has two switching positions and an actuating pin which is provided to switch the at least one locking contour element from the first engagement position to the intermediate position in the first switching position and from the second engagement position to the intermediate position in the second switching position.
  • the link element can be mechanically coupled to the catch contour element in a particularly simple manner, which makes it possible, in particular, for the switchover of the catch contour element to occur at a defined camshaft position, whereby the entire switchover can be adapted to a cam curve of the brake cam and / or the firing cam.
  • the switching device can also be used in conjunction with other valve trains.
  • the switching device can also be provided for switching between a part-load operation and a full-load operation. It is also conceivable to provide the switching device for switching between a firing operation and a decompression operation, for example in order to increase comfort during start and stop of an internal combustion engine.
  • a valve drive device with at least one camshaft, which has at least one cam group with at least a first cam and at least one second cam, with at least one cam follower associated with the first cam, which is provided in a first operation for actuating at least one gas exchange valve , and a second cam associated cam follower, which is provided in a second operation for actuating the at least one gas exchange valve, and with a switching device, which is intended to switch between the first operation and the second operation, the switching device provided for this purpose is to convert a torque of the camshaft into a force for switching between the first operation and the second operation.
  • FIGS. 1 to 8 show a valve train with an integrated engine brake device for an internal combustion engine of a commercial vehicle.
  • the valvetrain includes a camshaft 10 provided for a firing operation and an engine braking operation.
  • the camshaft 10 is formed as an exhaust camshaft.
  • the camshaft 10 is provided to actuate gas exchange valves 15, 16 for non-illustrated working cylinder of the internal combustion engine.
  • the internal combustion engine per cylinder comprises two gas exchange valves 15, 16, which are designed as exhaust valves.
  • the camshaft 10 comprises per cylinder a cam group for actuating the two gas exchange valves 15, 16. In the embodiment, only one of the cam groups is shown. Further cam groups, not shown in greater detail, which are provided for actuating the gas exchange valves of the further working cylinders are designed analogously.
  • the cam group comprises a firing cam 11, which is intended to open the gas exchange valves 15, 16 in a firing operation, and a brake cam 12, which is intended to open in a braking operation of one of the gas exchange valves 15, 16.
  • the firing cam 11 and the brake cam 12 have different cam curves.
  • the cam curve of the firing cam 11 has an elevation 11 ', which is particularly intended to open the gas exchange valves 15, 16, while a piston is moved in the corresponding working cylinder from a bottom dead center to a top dead center to expel exhaust gas from the working cylinder
  • the cam curve of the brake cam 12 is in principle provided to open the gas exchange valve 16 after the piston has been moved in the corresponding working cylinder from the bottom dead center to the top dead center to leave the compressed air or combustion air unused.
  • the in the FIGS. 1 to 8 illustrated cam curve of the brake cam 12 of the engine brake device according to the invention has three elevations 12 ', 12', 12 '"in.
  • the survey 12 ' forms a first decompression or brake survey.
  • the elevation 12 forms a second decompression or braking elevation.
  • the elevation 12 '" forms a recharge elevation.
  • the in the FIGS. 1 to 8 shown engine brake device is thus designed as a 2-stroke engine brake with recharging.
  • the engine braking device can also be designed as a 4-stroke engine brake with only one brake elevation 12 'and an optional recharge lift 12 "The operation and effect of brake and recharge cams is not discussed in detail since they are well known from the prior art are.
  • the valve drive device with the integrated engine brake device comprises a cam follower 13, which is provided for the firing operation, and a cam follower 14, which is provided for the braking operation.
  • the cam follower 13, which is provided for the firing operation is provided only for an operative connection with the firing cam 11.
  • the cam follower 14, which is provided for the braking operation, is provided only for operative connection with the brake cam 12.
  • the engine braking device For switching between the firing operation and the braking operation, the engine braking device comprises a switching device 17 which is provided between an actuation of both gas exchange valves 15, 16 by the firing cam 11 and an actuation of the individual gas exchange valve 16 by the brake cam 12 to switch over (cf. FIG. 1 ).
  • the switching device 17 is provided to switch between a tap of the cam curve of the firing cam 11 by the associated cam follower 13 and a tap of the cam curve of the brake cam 12 by the associated cam follower 14 back and forth.
  • the switching device 17 is provided only for switching the operation of the gas exchange valves 15, 16 of a working cylinder.
  • the engine braking device can in principle have further, analogously designed switching device, which can be at least partially coupled together.
  • the valve train comprises two rocker arms 24, 25 associated with the cam group.
  • the one rocker arm 24 is provided for the firing operation and has the cam follower 13 provided for engagement with the firing cam 11.
  • the other rocker arm 25 is provided for the braking operation and has the cam follower 14 which is provided for operative connection with the brake cam 12.
  • the provided for the firing operation rocker arm 24 acts on both gas exchange valves 15, 16.
  • the provided for braking rocker arm 25 acts in the illustrated embodiment, only one gas exchange valve 16, but in principle can also act on both gas exchange valves 15, 16.
  • the toggle lever 25 acts in braking operation via a longitudinally displaceable in the rocker arm 24 mounted adjustment member 43 to the gas exchange valve 16.
  • the two rocker arms 24, 25 are separated from each other in terms of motion. Depending on whether the firing mode or the braking mode is engaged, the camshaft 10 actuates the corresponding rocker arm 24, 25, while the other rocker arm 24, 25 is decoupled from the camshaft 10.
  • the switching device 17 is provided to convert a torque of the camshaft 10 into a force for switching between the firing operation and the braking operation.
  • the switching device 17 For driving by means of a control and regulating unit, not shown, the switching device 17 comprises an electromagnetic actuator 21, not shown, by means of which the switching can be triggered. Except for the actuator 21, which is provided only for triggering the switching, the switching device 17 is completely mechanically formed.
  • the switching device 17 comprises a non-rotatably, but axially displaceably connected to the camshaft 10 link element 18.
  • the link element 18 has a first slide track 19, which is used for switching from the firing in the Braking operation is provided, and a second slide track 20, which is provided for switching from the braking operation in the firing mode.
  • the slide tracks 19, 20 are offset on the link element 18 by a corresponding angle to each other.
  • Each of the slide tracks 19, 20 has an angular extent corresponding to its function.
  • the slide tracks 19, 20 have, not designated in the figures, each a single track segment, a switching segment and a Ausspursegment on.
  • the circumferentially directed single track segments each have an increasing link track depth.
  • the switching segments which have a substantially constant link path depth, have an axial component.
  • the Ausspursegmente each have a decreasing link path depth.
  • the switching segments of the cam tracks 19, 20 are provided to implement a rotational movement of the camshaft 10 in a, relative to a rotational axis 29 of the camshaft 10, axial switching movement of the link element 18.
  • the releasable by means of the slide tracks 19, 20 switching movements are oriented in opposite directions, i. the one slide track 19 is provided to switch the link element 18 in the first direction, while the second slide track 20 is provided to switch the link element 18 in the opposite second direction.
  • the link element 18 has two discrete switching positions, between which it can be switched by means of the slide tracks 19, 20. In the embodiment shown, triggered by the slide track 19 switching movement leads to a switchover from the firing mode in the braking mode and, correspondingly, a switching movement of the slide track 20 to a switch from braking mode to the firing mode.
  • the actuator 21, which is provided for triggering the switching, is arranged stationary relative to the link element 18 which is rotatably arranged by the camshaft 10.
  • the valve train has, in FIG. 2 illustrated, housing 44, with which the actuator 21 is fixedly connected.
  • the actuator 21 includes a switching pin 22 which engages in an extended state in the respective slide track 19, 20 of the link element 18. To trigger the switching of the switching pin 22 is extended. Subsequently, the shift pin 22 is brought into engagement with the associated slide track 19, 20 via the corresponding engagement segment. In a further rotational movement of the camshaft 10, the link element 18 is displaced by the switching segment, wherein axial forces are generated for switching from the torque acting on the camshaft 10 and supported by the switching pin 22.
  • the switching pin 22 by the Ausspursegment again inserted. Switching in the two directions is analogous.
  • the switching pin 22 is intended to recoverspuren after the Ausspuren from a slide track 19, 20 in a subsequent switch in the other slide track 20, 19.
  • the switching device 17 For switching over the operative connection between the camshaft 10 and the cam followers 13, 14, the switching device 17 has a rocker arm bearing 23 which has a first end position associated with the firing operation and a second end position associated with the braking operation.
  • the rocker arm bearing 23 serves in particular for supporting the rocker arms 24, 25 and defines a rocker arm shaft 30 for the rocker arm 24 and a rocker arm shaft 31 for the rocker arm 25 about which the corresponding rocker arm 24, 25 is pivotally mounted ( FIGS. 5 to 8 ).
  • the rocker arm bearing 23 comprises a bearing element 32, on which the rocker arms 24, 25 are mounted (see. FIG. 1 and 4 ).
  • the bearing element 32 itself is pivotally mounted.
  • a bearing axis 33 about which the bearing element 32 is pivotable, is arranged parallel to the Kipphebelachsen 30, 31.
  • the bearing element 32 is mounted relative to the housing 44 of the valve drive.
  • the bearing element 32 is designed in the form of a U-shaped bracket, wherein ends 45, 45 'of the bearing element 32, which are oriented parallel to the axis of rotation 29 of the camshaft 10, serve for mounting about the bearing axis 33, and wherein the rocker arms 24, 25 at a substantially parallel to the camshaft 10 extending part of the bearing element 32 are connected (see. FIG. 4 ).
  • the ends 45, 45 'of the bearing element 32 are rotatably received in bearings 47, 47' of the housing 44.
  • the camshaft is rotatably received in bearings 46 of the housing 44.
  • the bearing axis 33 of the bearing element 32 is offset parallel to the axis of rotation 29 of the camshaft 10 oriented (see. FIG. 2 ).
  • the cam follower 13 provided for the firing operation is in constant contact with the firing cam 11.
  • the cam follower 14 provided for the braking operation is lifted off the brake cam 12, whereby the brake cam 12 passes without effect under the cam follower 14 (FIG. FIGS. 1 to 6 ).
  • the cam follower 14 provided for the braking operation is in constant contact with the brake cam 12, while the cam follower 13 provided for the firing operation is lifted from the firing cam 11, whereby the Firing cam 11 ineffective under the cam follower 13 passes ( FIGS. 7 and 8 ).
  • the rocker arm bearing 23 is intended to be switched by means of the rotational movement of the camshaft 10. If the bearing element 32 is switched to the first end position, upon actuation of the gas exchange valves 15, 16 by the firing cam 11 acts on the bearing element 32 in principle a force which is directed in the direction of the second end position ( FIGS. 1 to 6 ). If the bearing element 32 is connected in the second end position, upon actuation of the gas exchange valve 16 by the brake cam 12 acts on the bearing element 32 in principle a force which is directed in the direction of the first end position ( FIGS. 7 and 8 ).
  • the force acting on the bearing element 32 which is used for switching between the two end positions, resulting from an actuating force which is exerted in the firing mode and in the braking operation by means of the camshaft 10 to the gas exchange valves 15, 16.
  • the bearing element 32 supports this operating force.
  • the bearing axis 33 of the bearing element 32 is operatively disposed between the two Kipphebelachsen 30, 31.
  • the switching device 17 has a spring-loaded latch engagement element 26, which is provided to fix the rocker arm bearing 23 in the two end positions.
  • the latching engagement element 26 is mounted axially movable relative to the bearing element 32.
  • the switching device 17 has a spring element 39, which is arranged between the bearing element 32 and the latch engagement element 26.
  • the switching device 17 comprises a latching contour element 27, against which the latching engagement element 26 is supported.
  • the latch contour element 27 has a latching contour with two depressions 36, 37 located between two stops 34, 35. Between the two recesses 36, 37 is a survey 38.
  • the first recess 36 which is assigned to the first end position in the firing mode, between the first stop 34 and the survey 38.
  • the second recess 37 which is associated with the second end position in braking mode , lies between the second stop 35 and the elevation 38.
  • the recesses 36, 37 define two latching positions in which the latching engagement element 26 and the latching contour element 27 are positively connected with each other.
  • a pivoting movement of the bearing element 32 is limited by the two mechanical stops 34, 35, which define the two end positions of the rocker arm bearing 23.
  • the stops 34, 35 In a pivoting movement of the bearing element 32 from the second end position in braking operation in the first end position in the firing operation limits the stops 34, 35, the pivotal movement of the bearing element 32 by the stop 35 abuts the bearing element 32 and the stop 34 abuts the latching engagement element 26.
  • the stops 34, 35 the pivotal movement of the bearing element 32 from the first end position in the firing mode in the second end position in braking mode by now the stop 34 bears against the bearing element 32 and the stop 35 abuts the latching engagement element 26.
  • the latching engagement element 26 is movably connected to the bearing element 32.
  • the latching engagement element 26 is moved by the one recess 36, 37 over the elevation 38 into the other recess 36, 37.
  • the latching engagement element 26 and the latching contour element 27 fix the bearing element 32 against the torque acting upon actuation of the gas exchange valves 15, 16.
  • a spring force which provides the spring element 39 supported between the latching engagement element 26 and the bearing element 32 is sufficiently large to support the torque resulting from the actuation force of the gas exchange valves 15, 16 against the elevation 38, so that the latching engagement element 26 does not protrude from a depression 36, 37 in the other recess 36, 37 changes.
  • the latching contour element 27 In order to release the latching engagement element 26 from one of its latching positions, the latching contour element 27 is movably mounted.
  • the locking contour element 27 has a bearing axis 40, which lies in the region of the elevation 38 of the latching contour.
  • the bearing axis 40 for the locking contour element 27 forms the elevation 38 between the two recesses 36, 37, i. the catch contour is partially formed by the bearing axis 40. If the bearing element 32 is moved from the one end position into the other end position, a virtual center line of the latching engagement element 26 pivots over the bearing axis 40 of the latching contour element 27.
  • the bearing axis 40 thus lies between the two recesses 37, 37, which define the end positions of the rocker arm bearing 23.
  • the movably mounted locking contour element 27 is between the first engagement position, which is assigned to the firing operation ( FIGS. 1 to 6 ), and the second engagement position, which is assigned to the braking operation ( FIGS. 7 and 8 ), swiveling.
  • the bearing element 32 In the first engagement position of the locking contour element 27, the bearing element 32 is in its first end position in the firing mode, wherein the latching engagement element 26 engages in the first recess 36 of the latching contour.
  • the bearing element 32 In the second engagement position of the locking contour element 27, the bearing element 32 is in its second end position in braking operation, wherein the latching engagement element 26 engages in the second recess 37 of the latching contour.
  • one of the recesses 36, 37 of the latching contour element 27 for the latching engagement element 26 forms a global minimum into which the latching engagement element 26 is guided when the actuating force for the gas exchange valves 15, 16 is supported against the camshaft 10 via the support element 32 ,
  • the bearing element 32 is switched for the rocker arms 24, 25 at the next actuation of the gas exchange valves 15, 16 in the latching position corresponding end position.
  • the switchover between the firing mode and the braking mode is carried out by the locking contour element 27 is pivoted by the one latching position and in the other latched position.
  • the link element 18 is provided to pivot the latch contour element 27 from the latched positions into an intermediate position between the latched positions.
  • the link element 18 and the locking contour element 27 are mechanically coupled together.
  • the protruding from the camshaft 10 link element 18 is received with an axially displaceable in the camshaft 10 shift rod 48th connected.
  • the link element 18 and the shift rod 48 are moved together upon engagement of the switch pin 22 in one of the slide tracks 19, 20 along the axis of rotation 29 of the camshaft 10 axially.
  • an actuating pin 28 is received, which projects through a longitudinal slot 49 of the camshaft 10.
  • the actuating pin 28 is thus also displaced along the axis of rotation 29 with the axial displacement of the shift rod 48 in its longitudinal slot 49.
  • the actuating pin 28 is provided to transmit the torque applied to the camshaft 10 to the locking contour element 27 and to pivot the locking contour element 27 by means of the torque.
  • the link member 48 connected to the shift rod 48 has a suitable latching device 50 with the camshaft 10, so that a corresponding position of the shift rod 48 in the camshaft 10 for the braking operation or firing operation can be maintained.
  • the locking contour element 27 is arranged spatially between the latching engagement element 26 and the camshaft 10. It has a the latching engagement element 26 facing side, which forms the latching contour. In addition, it has a camshaft 10 facing side, which forms an actuating contour for pivoting by means of the torque of the camshaft 10.
  • the actuating contour has two tracks 41, 42 which are offset from one another along the axis of rotation 29 of the camshaft 10. Depending on the switching position in which the link element 18 is connected, the actuating pin 28 engages the one path 41 of the actuating contour or on the other track 42 of the actuating contour. A path by which the link element 18 is axially displaceable, corresponds to a distance of the tracks 41, 42, which has the actuating contour of the locking contour element 27.
  • the tracks 41, 42 are formed as inclined tracks.
  • the actuation contour of the latching contour element 27 is provided to translate the torque of the camshaft 10 acting on the actuation pin 28 into a torque acting on the latching contour element 27 in order to pivot the latching contour element 27 about its bearing axis 40.
  • the actuating pin 28 in operative connection with the actuating contour of the locking contour element 27 is provided to switch the locking contour element 27 from the first engagement position of the firing operation into the intermediate position in the first switching position of the link element 18.
  • the switching pin 22 engages in the slide track 19 and the actuating pin 28 is moved from the track 41 to the web 42.
  • the locking contour element 27 switches from the second engagement position of the braking operation in the intermediate position.
  • the switching pin 22 engages in the slide track 20 and the actuating pin 28 is moved from the web 42 to the web 41.
  • the actuating pin 28 is thus each only intended to switch the locking contour element 27 in the intermediate position.
  • the intermediate position is formed in the illustrated embodiment as a middle position between the two latching positions. If the latching contour element 27 is pivoted into the middle position, the latching engagement element 26 moves in the latching contour. The latching engagement element 26 moves within the latching contour of the corresponding recess 36, 37 on the survey 38. Since at the same time the locking contour element 27 is pivoted, the intermediate position forms an unstable position. From the intermediate position, the latching engagement element 26 is then guided into the other engagement position when the actuation force on the gas exchange valves 15, 16, which results from the rotation and the torque of the camshaft 10, at the next actuation of the gas exchange valves 15, 16 via the support member 32nd is supported against the camshaft 10.
  • the switching between the firing mode and the braking operation thus takes place in two steps.
  • the first step the torque and the rotational movement of the camshaft 10 via the link element 18, the locking contour element 27 and the engagement engagement element 26 are transmitted to the bearing member 32 and cause the latching engagement member 26 is moved from the corresponding engagement position to the intermediate position.
  • the second step the torque and the rotational movement of the camshaft 10 are transmitted via the corresponding rocker arm 24, 25 and cause the latching engagement element 26 is moved from the intermediate position to the corresponding latched position.
  • the switching device 17 comprises a second latch engagement element 26 'and a second latch contour element 27', which are also connected by means of the link element 18.
  • the link element 18 has for this purpose a second actuating pin 28 'and spring elements 39', which is provided for an operative connection with the second locking contour element 27 '.
  • the two locking contour elements 27, 27 ' act in parallel.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Claims (8)

  1. Dispositif de frein moteur comprenant au moins un arbre à came (10) qui présente au moins un groupe de cames comprenant au moins une came d'allumage (10) et au moins une came de frein (12), au moins un suiveur (13) associé à la came d'allumage (11) étant prévu dans un fonctionnement d'allumage destiné à actionner au moins une soupape d'échange de gaz (15, 16), et un suiveur (14) associé à la came de freinage (12) étant prévu dans un fonctionnement de freinage pour actionner l'au moins une soupape d'échange de gaz (15, 16) et un dispositif de commutation (17) destiné à commuter entre le fonctionnement d'allumage et le fonctionnement de freinage, caractérisé en ce que le dispositif de commutation (17) est prévu pour convertir un couple de rotation de l'arbre à came (10) en une force servant à commuter entre le fonctionnement d'allumage et le fonctionnement de freinage et le dispositif de commutation (17) présente un palier de culbuteur (23), qui présente une première position finale associée au fonctionnement d'allumage et une seconde position finale associée au fonctionnement de freinage et le palier de culbuteur (23) est prévu pour commuter entre les deux positions finales au moyen du couple de rotation de l'arbre à came (10).
  2. Dispositif de frein moteur selon la revendication 1, caractérisé en ce que le dispositif de commutation (17) présente au moins un élément à coulisse (18) accouplé solidaire en rotation mais axialement coulissant à l'arbre à came (10), ayant au moins une voie de coulissement (19, 20), qui est prévu pour convertir un mouvement de rotation de l'arbre à came (10) en un mouvement de commutation linéaire de l'élément à coulisse (18).
  3. Dispositif de frein moteur selon la revendication 2, caractérisé par un actionneur (21) fixé à demeure par rapport à l'élément à coulisse (18) ayant au moins une tige de commutation (22) qui est prévu pour venir en prise dans l'au moins une voie de coulissement (19, 20) et pour convertir le mouvement de rotation de l'arbre à came (10) en mouvement de commutation linéaire de l'élément à coulisse (18).
  4. Dispositif de frein moteur selon l'une quelconque des revendications précédentes, caractérisé par au moins deux culbuteurs (24, 25) présentant un des suiveurs (13, 14) qui pour actionner l'au moins une soupape d'échange de gaz (24, 25) peuvent pivoter respectivement autour d'un axe de culbuteur (30, 31) défini par le palier de culbuteur (23).
  5. Dispositif de frein moteur selon l'une quelconque des revendications précédentes, caractérisé par le dispositif de commutation (17) présente au moins un élément d'insertion par encliquetage (26, 26') soumis à l'action d'un ressort qui est prévu pour bloquer le palier de culbuteur (23) dans les deux positions finales.
  6. Dispositif de frein moteur selon la revendication 5, caractérisé en ce que le dispositif de commutation (17) présente au moins un élément de contour de verrouillage (27, 27') monté mobile contre lequel s'appuie l'au moins un élément d'insertion par encliquetage (26, 26') du palier de culbuteur (23).
  7. Dispositif de frein moteur selon l'une quelconque des revendications 2 à 6, caractérisé en ce que l'élément de contour de verrouillage (27, 27') présente au moins deux positions d'enclenchement et l'élément à coulisse (18) est prévu pour faire pivoter l'au moins un élément de contour de verrouillage (27, 27') depuis les positions d'enclenchement au moins dans une position intermédiaire entre les positions d'enclenchement.
  8. Dispositif de frein moteur selon la revendication 7, caractérisé en ce que l'élément à coulisse (18) présente au moins deux positions de commutation et au moins une tige d'actionnement (28, 28') qui peut dans la première position de commutation commuter l'au moins un élément de contour de verrouillage (27) depuis la première position d'enclenchement dans la position intermédiaire et dans la seconde position de commutation depuis la seconde position d'enclenchement dans la position intermédiaire.
EP14792393.2A 2013-11-13 2014-10-25 Dispositif de frein-moteur pour moteur à combustion interne Active EP3068982B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201310019000 DE102013019000A1 (de) 2013-11-13 2013-11-13 Motorbremsvorrichtung für eine Brennkraftmaschine
PCT/EP2014/002884 WO2015070949A1 (fr) 2013-11-13 2014-10-25 Dispositif de frein-moteur pour moteur à combustion interne

Publications (2)

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EP3068982A1 EP3068982A1 (fr) 2016-09-21
EP3068982B1 true EP3068982B1 (fr) 2017-05-03

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US (1) US9874123B2 (fr)
EP (1) EP3068982B1 (fr)
JP (1) JP6225258B2 (fr)
CN (1) CN105723055B (fr)
DE (1) DE102013019000A1 (fr)
WO (1) WO2015070949A1 (fr)

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DE102014008378A1 (de) * 2014-06-05 2015-12-17 Daimler Ag Motorbremsvorrichtung für eine Brennkraftmaschine
DE102015009877A1 (de) 2015-07-29 2017-02-02 Daimler Ag Ventiltriebvorrichtung, Brennkraftmaschine mit einer Ventiltriebvorrichtung und Verfahren zum Betrieb einer Ventiltriebvorrichtung
SE539832C2 (en) 2016-04-28 2017-12-12 Scania Cv Ab A valve drive for an internal combustion engine with variable control of valves
DE102016009343A1 (de) 2016-08-02 2017-02-09 Daimler Ag Verfahren zum Starten einer Verbrennungskraftmaschine eines Kraftfahrzeugs, insbesondere eines Kraftwagens
DE102017009541A1 (de) * 2017-10-13 2019-04-18 Daimler Ag Ventiltrieb für eine Brennkraftmaschine eines Kraftfahrzeugs
DE102017009535A1 (de) * 2017-10-13 2019-04-18 Daimler Ag Ventiltrieb für eine Brennkraftmaschine eines Kraftfahrzeugs
DE102017011855A1 (de) 2017-12-21 2019-06-27 Daimler Ag Ventiltrieb für eine Verbrennungskraftmaschine, insbesondere eines Kraftfahrzeugs
CN108457714A (zh) * 2018-03-17 2018-08-28 潍柴重机股份有限公司 一种摇臂安装结构
DE102018008235B4 (de) * 2018-10-18 2020-11-26 Daimler Ag Ventiltrieb für eine Verbrennungskraftmaschine eines Kraftfahrzeugs, sowie Verfahren zum Betreiben eines solchen Ventiltriebs
DE102018132857A1 (de) * 2018-12-19 2020-06-25 Man Truck & Bus Se Schaltbare Betätigungsvorrichtung für ein Hubventil einer Brennkraftmaschine, Brennkraftmaschine und Kraftfahrzeug
GB2593916A (en) * 2020-04-09 2021-10-13 Daimler Ag Engine brake device for an engine of a vehicle
WO2022152581A1 (fr) * 2021-01-15 2022-07-21 Eaton Intelligent Power Limited Levier de vitesses à galets, ensemble barre de manoeuvre, ensemble galet de levier de vitesses, et galet de levier de vitesses pour actionnement de soupape variable dans un dispositif de distribution à soupape
CN113187578B (zh) * 2021-05-31 2022-05-13 宁波东方动力部件有限公司 一种内燃机缸内制动装置

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Also Published As

Publication number Publication date
JP6225258B2 (ja) 2017-11-01
JP2016537556A (ja) 2016-12-01
CN105723055A (zh) 2016-06-29
DE102013019000A1 (de) 2015-05-13
US20160298508A1 (en) 2016-10-13
US9874123B2 (en) 2018-01-23
WO2015070949A1 (fr) 2015-05-21
EP3068982A1 (fr) 2016-09-21
CN105723055B (zh) 2018-06-29

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