GB1562106A

GB1562106A - Internalcombustion engine having a starting and/or brakingdevice

Info

Publication number: GB1562106A
Application number: GB4519976A
Authority: GB
Original assignee: MAN Maschinenfabrik Augsburg Nuernberg AG
Current assignee: MAN AG
Priority date: 1975-10-30
Filing date: 1976-10-29
Publication date: 1980-03-05
Also published as: DD126596A1; DK143615C; JPS6032033B2; IT1076826B; DK464676A; DE2548615A1; NL184019B; DK143615B; FR2329865A1; JPS5256237A; NL184019C; FR2329865B1; DE2548615C2; NL7611514A

Description

(54) INTERNAL COMBUSTION ENGINE HAVING A STARTING AND/OR BRAKING DEVICE (71) We, MASCHINENFABRIK AUGSBURG-NURNBERG AKTIENGESELLSCHAFT, a German company of 8900 Augsburg, Stadtbachstrasse 1, Germany, do hereby declare the invention, for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement: This invention relates to an internal combustion engine, particularly a large diesel engine, having a starting and or braking device including a cylinder inlet valve, which can be operated in synchronism with operation of the internal combustion engine by control means including a control surface movable according to the respective sense of rotation of the engine.

An object of the present invention is to provide a simple starting and/or braking device in which the engine can be started from any state in the desired direction of rotation and in which control times having no appreciable time delay can be achieved.

According to the present invention, there is provided an internal combustion engine having a starting and/or braking device comprising a cylinder inlet valve for controlling the supply of air under pressure to a cylinder of the engine, an actuating piston connected for actuating the inlet valve in synchronism with engine operation, at least one on-off control valve connected for controlling two fluid pressure supplies to the actuating piston, which supplies are selectively operable according to a respective desired or prevailing direction of rotation of the engine, two control members adapted to cause actuation of the control valve, or respective control valves, in response to movement in one of two predetermined respective directions, dependent on the respective desired or prevailing engine rotational directions, of a movably mounted common control surface which operates with one end of each control member, the control surface being defined between two control edges the spacing of which determines the starting or braking control time, the ends of the two control members with which the control surface cooperates being arranged along the path of movement of the control surface at a spacing from each other corresponding to the starting or braking control time, whereby, in use, one or other of the control members acts selectively in dependence on a respective desired or prevailing direction of engine rotation so that the control valve, or one of the control valves, causes the actuating piston to operate the inlet valve in synchronism with the operation of the engine to admit air to the engine cylinder.

Thus in one form of the invention, the actuating piston is adapted to be acted on by the fluid pressure capable of being fed in synchronism with operation of the internal combustion engine by means of the control device having a control sliding block affording the common control surface, adapted to cooperate with the control members, movable in accordance with the respective rotational sense of the internal combustion engine, and provided with the control section, limited by the two control edges, corresponding to the starting or braking control time, there being provided two selectively operable pressure supply lines, each coordinated to one rotational direction, which can each be controlled rhythmically on or off by means of the control sliding block, the control members being disposed next to one another at the distance of the control section of the control sliding block, corresponding to the starting or braking control time.

Such an arrangement is simple so that a control sliding block and two control members can be provided in the region of each cylinder without great expense. The necessary supply and fluid connection lines can be constructed of equal length for each cylinder.

In this way exact control times are obtainable.

The control surface, which cooperates with the control members, is preferably provided on a shaft which runs in synchronism with operation of the engine, termed a control shaft, which may be a drive shaft or a camshaft of the engine. Where the control shaft is the engine camshaft with respective sets of cams for both directions of rotation, the camshaft is longitudinally displaceable between two axial positions and is adapted to be located in one of the axial positions so that one set of cams is operative for engine operation in one direction of rotation and in the other axial position so that the other set of cams is operative for engine operation in the other direction of rotation, the control camshaft being driven in opposite directions for the two directions of rotation of the engine.

By operating the pressure supply line corresponding to the desired direction of rotation, the engine can be started from any stationary position (provided there are sufficient cylinders so that the starting valve of at least one cylinder is open) in a desired direction of rotation even if the camshaft is in the axial position corresponding to the other direction of engine rotation. The camshaft can then be displaced axially as soon as a suitable speed is reached such that the cams and cam followers will not be subject to undue wear. Until the camshaft is brought into the position corresponding to the desired direction of rotation of the engine not all the cylinders of the engine will, it is true, pick up the full power because the cams appropriate to the direction of rotation will not yet be operative.It is sufficient, however, that the engine is put into action so that the camshaft is not displaced in the stationary state but during operation. The manifestations of wear are correspondingly slight. If the camshaft had to be shifted axially before the engine could be started much wear would occur at the control surface and at the cams on the shaft and at their cam follower rollers.

Of course, if a change of rotational direction is not required but only braking from a prevailing direction of rotation, then it is not necessary to bring the other set of cams into operation and therefore no axial displacement of the camshaft is necessary.

Advantageously, the fluid supply lines open, in the region downstream of the control valves, into a common fluid pressure connection line and the supply lines are able to be alternatively sealed by means of a check valve. This step permits a saving on parallel lines which are only in operation alternatively.

Preferably, fluid pressure ducts are provided for supplying fluid under pressure to both sides of the actuating piston. Through this it is possible to support the opening and closing movement of the inlet valve through the control medium. This is particularly expedient on braking. It is thus usually sufficient for one of the control valves to control the opening and closing operation of the inlet valve.

Preferably air is used as fluid pressure for operating the actuating piston since air is always available in larger engines. Expediently the fluid pressure supply lines can be connected for this purpose, through the intermediary of a choke valve, to the source of compressed air for admission to the engine cylinder; the source may be a container, e.g.

a cylinder, of compressed air. By this means the pressure in the air cylinder can be reduced to the desired fluid pressure for operating the actuating piston.

Advantageously the control valves are actuable by fluid pressure, and preferably the control members associated with the control valves comprise open-ended tubes, means being provided for passing gas therethrough so as to issue from the open ends, the interior of the tubes being in communication with respective piston valve members of the control valves movement of which controls the fluid pressure supplies to the actuating piston, the open ends of the tubes being disposed adjacent the path of movement of the common control surface whereby when the latter is disposed adjacent the tube ends the flow of gas issuing therefrom is restricted so that the consequent pressure rise within the tubes causes the respective piston valve member to move.These elements operate without contact and there are therefore no contact and friction forces so that relatively short switch-on times are generally produced and moreover, relatively simple control surface shapes are possible. Since with such control members small quantities of the fluid pressure escape constantly, the use of air as the fluid is particularly advantageous here.

Conveniently, the control members each afford an accumulation chamber flow from which can be sufficiently restricted by the control surface and which communicate with respective piston valve members of the control valves which are adapted to be acted on by the pressure in the accumulation chamber; the piston valve members may have an annular groove affording control edges for controlling the fluid pressure supplies on and off. Expediently the fluid supply for operating the actuating piston can be fed to the accumulation chamber in the interior of the tubular control members by choke bores in the piston valve members. As a result of this, separate means for supplying the accumulation chamber with fluid pressure medium are not needed.

The common control surface may be provided as a raised surface fixed on the engine camshaft and the length of the raised surface in the axial direction of the shaft is approximately equal to the reversing path of axial movement of the camshaft for changing over from one set of cams to the other. The control edges of the control surface expediently run in curved manner between the axial end regions of the control surface. In this way a continuous passage of the control surface shape is produced between the positions coordinated to the two directions of rotation.

Such an extension of the control sliding block is practically always necessary when the control surface is displaced for change of engine direction, as for example when the control surface is fixed on the camshaft of the engine.

Embodiments are also conceivable, however, in which the control surface is not fixed to the engine camshaft or to any rotary control shaft but is moved electromagnetically for instance, so that here for instance by means of an electronic circuit a control of the synchronous movement of the surface can be obtained corresponding to the desired or prevailing direction of rotation, without separate displacement being necessary for a change of rotation direction of the engine.

The invention may be carried into practice in a number of ways but one specific embodiment will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 is a section through a starting and/or braking device of an internal combustion engine in accordance with the invention, Figure 2 is a perspective view of a control sliding block, of the device of Figure 1, formed as a raised control section on a control shaft, and Figure 3 is a detail view of part of the device shown in Figure 1, In Figure 1 there is shown an internal combustion engine, for example a large marine diesel engine, having a starting and/or braking device comprising a starting and/or braking valve 1 disposed in a valve cage 2 of a cylinder 3.When the valve 1 is lifted from its seat, a main supply of compressed air is immediately supplied to the cylinder 3, this main air being introduced via a main air line 4 which is connected to a source of compressed air, e.g. compressed air cylinders, and conveyed via bores 5 in the valve cage 2 into the flow duct controlled by the valve 1.

As a result of this it is possible to start the engine from a stationary position or to brake it against a prevailing direction of rotation.

During the normal engine operation the valve 1 is held in its closed position by a spring 6. To operate the valve 1 there is provided an actuating piston 7 which can be acted on by fluid pressure, preferably also compressed air. On each side of the actuating piston 7 there is a respective pressure chamber 8 and 9 which can be supplied with compressed air via respective connection ducts 10 and 11. By supplying compressed air to the pressure chamber 8 the valve 1 is opened against the force of the spring 6, and by supplying compressed air to the pressure chamber 9, on the opposite side of the piston 7 from the pressure chamber 8, the valve 1 is moved in the closing direction, the pressure acting in the same direction as that of the force of the spring 6. This is particularly advantageous on braking the engine, i.e.

when the cylinder 3 acts as compressor and absorbs energy.

The connection duct 10 for supplying air for effecting opening of the valve 1 can be supplied with compressed air via a connection line 12 in synchronism with operation of the internal combustion engine, which is prescribed by a control device to be described further below. The connection duct 11 for supplying air for effecting closing of the valve 1 is supplied with compressed air in a similar manner via a connection line 13. Advantageously the compressed air for actuating the piston 7 is also taken from the main air supply cylinder and this can if necessary be reduced to a lower pressure level, for instance of the order of magnitude of 10 bar by means of a choke valve.

In this case of engines which can be operated in both clockwise and counterclockwise rotation, as illustrated in the present example, there is provided for each direction of rotation a respective compressed air supply line 14 and Is, connected to the compressed air cylinder, both of which cen be controlled on or off by means of a respective control valve 16 and 17. The supply line 15 is employed for starting in the main direction of rotation of the engine, and the supply line 14 for starting in the counter direction of rotation and thus also for braking against prevailing rotation in the main direction of rotation.

From this it is apparent that the supply lines 14 and 15 and the appertaining control valves 16 and 17 must not be put into operation simultaneously. Advantageously, the supply lines 14 and 15 open in the region downstream of the coordinated valves 16 and 17 into a common connection line, here the connection line 12, for operating the actuating piston 7 in the opening direction of the valve 1. In the illustrated embodiment the outlet 18 of the control valve 17 is therefore linked via a connecting line 19 through the intermediary of a check valve 20 to the outlet 21 of the control valve 16. To the check valve 20 is attached the common connection line 12.

If braking of the engine against both directions of rotation is desired, such an arrangement can also be provided readily in the region of the connection line 13. In the present example, however, the closing movement of the valve 1 is only assisted by compressed air on braking against the main direction of rotation. For this reason the connection line 13 is here connected only to the control valve 16 for acting on the actuating piston 7 in the closing direction of the valve 1 and can thus be acted on exclusively via the supply line 14.

In this case a further control edge for controlling the closing air is provided in the control valve 16 opposite the control valve 17. Putting into operation or switching off the supplies to the supply lines 14 and 15 for carrying the operations described above into effect can take place for instance by means of simply operated control members from a control station.

The control valves 16 and 17 are provided with respective control members 22 and 23, which are responsive to the position of a control sliding block 24 movable in synchronism with the internal combustion engine; in the present embodiment the control sliding block comprises a raised control section 28, the raised surface of which constitutes a control surface fixed to the engine camshaft 25 acting as the control shaft on which the control surface is carried. As soon as the control sliding block 24 moves in the region of the ends of the control members 22 or 23 these give a signal to the associated control valve 16 or 17 to act on the actuating piston 7 in the opening or closing direction of the valve 1.The surface of the control section 28 of the control sliding block 24, extending between the control edges 26 and 27, therefore corresponds to the cylinder filling time on starting or braking, i.e. the period during which the starting and/or braking valve 1 is held open whilst air under pressure is admitted to the engine cylinder 3. The spacing between the control edges 26 and 27 thus determines the starting or braking control time. The lateral distance between the ends of the control members 22, 23, which cooperate with the surface of the control section 28, corresponds to the angle of rotation along the path of the control sliding block 24 corresponding to the starting or braking control time, which here is equal to the arcuate extent of the control section 28.

In the clockwise rotation of the camshaft 25 the control valve 16 via its control element 22 is operated, and in the anticlockwise rotation the control valve 17 via its control element 23 is operated. In the former case therefore the control edge 26 determines the beginning of the control operation and the control edge 27 the end of the control operation, and in the latter case the beginning of the control operation is determined by the control edge 27 and the end of the control operation. and in the latter case the beginning of the control operation is determined by the control edge 27 and the end of the control operation by the control edge 26.

The camshaft 25 has a respective set of cams for each direction of rotation of the engine and is axially displaceable between two positions corresponding to the two directions of rotation of the engine. In accordance with the invention, there are provided the two control elements 22 and 23, which are responsive to the position of the common control sliding block 24, arranged next to one another in one operating plane and at a spacing corresponding to the distance between the control edges 26 and 27 of the block 24.

With this arrangement it is possible, without first having to displace the camshaft 25 axially, to operate the control member 22 or 23 coordinated to the desired direction of rotation, and thus the respective pressure supply line coordinated to the desired direction of rotation. In this way the engine can be started in the desired direction of rotation even with an axial position of the camshaft at which the cams which are operative do not correspond to the desired direction of rotation; after starting the engine, the camshaft 25 can be axially displaced whilst it is rotating to bring the cams appropriate for the engine rotational direction into operation, thereby avoiding wear of the control cams and all the cam-follower rollers operated by these cams.

In order to also be able to actuate the desired control member 22 or 23 during or after the axial displacement of the camshaft 25, as can be seen from Figure 2 the raised control section forming the control sliding block 24 attached to the camshaft 25, is formed with a longitudinally extending control surface, whose length indicated L corresponds approximately to the displacement path with small additions at the edges. The control edges 26 and 27 therefore extend in a convex curve from the plane indicated at 29 which is located in the plane containing the ends of the control members 22 and 23 for clockwise rotation of the engine, to the plane indicated at 30 which is located in the plane of the ends of the control members 22 and 23 for anticlockwise rotation of the engine.

From this it is apparent that with this arrangement in accordance with the invention each control member can be actuated in each of the two axial positions of the camshaft 25. Thus for example the control member 23 coordinated to the anticlockwise rotation of the engine can be actuated initially by the control block 24 in the region of the plane 29 coordinated to the clockwise rotation of the engine; and then when the camshaft 25 is rotating, it is shifted axially to bring the control member 23 into the region of the plane 30, which is that plane actually coordinated to anticlockwise rotation.

Owing to the fact that the control edges 26 and 27 extend from the region 29 to the region 30, on braking, the further advantage is obtained that this is possible irrespective of the axial position of the camshaft 25 and as early as possible during the displacement process.

The control valves 16 and 17 are preferably constructed as fluid pressure operated valves actuated by pressure of fluid inside tubular control members cooperating with the surface of the block 24 in contact-free manner. As is apparent from Figure 3 the control members 22 and 23 comprise openended tubes affording respective accumulation chambers 32 and 33 from which fluid under pressure can issue via respective nozzles 34 and 35 which can be closed or partially blocked rhythmically by the control sliding block 24. On closing the respective nozzles 34 and 35 by the control sliding block 24, the pressure in the respective accumulation chambers 32 and 33 rises and consequently displaces respective piston valve members 36, 37 of the control valves 16, 17, these valve members 36, 37 cooperating with control edges for on and off control of the fluid pressure from the supply lines 14 and 15.The piston valve members 36 and 37 are shown more fully in Figure 1. The accumulation chambers 32 and 33 can be supplied with air as the pressure medium in simple manner by tapping pressurised air from the pressure supply lines 14 and 15. For this purpose, as shown in Figure 3, there is provided in a piston 38, adjacent the respective accumulation chamber, of the respective valve member 36 and 37, a small choke bore 39, via which the air pressure passes from an annular chamber 40, in communication with the respective supply line 14, 15, into the respective accumulation chamber.Alternative embodiments are also conceivable, however, in which the accumulation chambers can be acted on via their own discrete tap lines; such embodiments are particularly expedient when only one control valve is provided to control all operations, this valve according to the invention being provided with two control members coordinated to the different directions of rotation of the engine.

Good results were obtained with an embodiment in which the control members were constructed as simple tubes with a diameter of approximately eight millimetres.

The respective nozzles 34 and 35 can in this instance have a diameter of six millimetres.

Expediently the gap indicated at 41 in Figure 3 between the outlet of the nozzles 34 and 35 and the surface of the control sliding block 24 is approximately 0.5 millimetres.

WHAT WE CLAIM IS: 1. An internal combustion engine having a starting and/or braking device comprising a cylinder inlet vale for controlling the supply of air under pressure to a cylinder of the engine, an actuating piston connected for actuating the inlet valve in synchronism with engine operation, at least one on-off control valve connected for controlling two fluid pressure supplies to the actuating piston, which supplies are selectively operable according to a respective desired or prevailing direction of rotation of the engine, two control members adpated to cause actuation of the control valve, or respective control valves, in response to movement in one of two predetermined respective directions, dependent on the respective desired or prevailing engine rotational directions, of a movably mounted common control surface which cooperates with one end of each control member, the control surface being defined between two control edges the spacing of which determines the starting or braking control time, the ends of the two control members with which the control surface cooperates being arranged along the path of movement of the control surface at a spacing from each other corresponding to the starting or braking control time, whereby, in use, one or other of the control members acts selectively in dependence on a respective desired or prevailing direction of engine rotation so that the control valve or one of the control valves, causes the actuating piston to operate the inlet valve in synchronism with the operation of the engine to admit air to the engine cylinder.

2. An engine as claimed in claim 1, in which supply lines for the two fluid pressure supplies to the actuating piston are connected, at a region downstream of two of the on-off control valves, into a common fluid pressure connection line, a check valve being provided for blocking alternatively the two supply lines.

3. An engine as claimed in claim 1 or claim 2, in which fluid pressure ducts are provided for supplying fluid under pressure to both sides of the actuating piston.

4. An engine as claimed in any one of claims 1 to 3, in which one control valve controls the opening and closing operation of the cylinder inlet valve.

5. An engine as claimed in any one of claims 1 to 4, in which the device is adpated for using air as the fluid pressure supply for operating the actuating position.

6. An engine as claimed in claim 5, in which supply lines for the fluid pressure supplies to the actuating piston are connected through the intermediary of a choke valve to a main supply line connectible to a source of compressed air for supplying compressed air to the engine cylinder via the inlet valve.

7. An engine as claimed in claim 6, in which the main supply line is connected to a container containing compressed air.

8. An engine as claimed in any one of the preceding claims, in which two control valves are provided which are actuable by fluid pressure.

9. An engine as claimed in claim 8, in

**WARNING** end of DESC field may overlap start of CLMS **.

Claims

**WARNING** start of CLMS field may overlap end of DESC **. the axial position of the camshaft 25 and as early as possible during the displacement process. The control valves 16 and 17 are preferably constructed as fluid pressure operated valves actuated by pressure of fluid inside tubular control members cooperating with the surface of the block 24 in contact-free manner. As is apparent from Figure 3 the control members 22 and 23 comprise openended tubes affording respective accumulation chambers 32 and 33 from which fluid under pressure can issue via respective nozzles 34 and 35 which can be closed or partially blocked rhythmically by the control sliding block 24. On closing the respective nozzles 34 and 35 by the control sliding block 24, the pressure in the respective accumulation chambers 32 and 33 rises and consequently displaces respective piston valve members 36, 37 of the control valves 16, 17, these valve members 36, 37 cooperating with control edges for on and off control of the fluid pressure from the supply lines 14 and 15.The piston valve members 36 and 37 are shown more fully in Figure 1. The accumulation chambers 32 and 33 can be supplied with air as the pressure medium in simple manner by tapping pressurised air from the pressure supply lines 14 and 15. For this purpose, as shown in Figure 3, there is provided in a piston 38, adjacent the respective accumulation chamber, of the respective valve member 36 and 37, a small choke bore 39, via which the air pressure passes from an annular chamber 40, in communication with the respective supply line 14, 15, into the respective accumulation chamber.Alternative embodiments are also conceivable, however, in which the accumulation chambers can be acted on via their own discrete tap lines; such embodiments are particularly expedient when only one control valve is provided to control all operations, this valve according to the invention being provided with two control members coordinated to the different directions of rotation of the engine. Good results were obtained with an embodiment in which the control members were constructed as simple tubes with a diameter of approximately eight millimetres. The respective nozzles 34 and 35 can in this instance have a diameter of six millimetres. Expediently the gap indicated at 41 in Figure 3 between the outlet of the nozzles 34 and 35 and the surface of the control sliding block 24 is approximately 0.5 millimetres. WHAT WE CLAIM IS:

1. An internal combustion engine having a starting and/or braking device comprising a cylinder inlet vale for controlling the supply of air under pressure to a cylinder of the engine, an actuating piston connected for actuating the inlet valve in synchronism with engine operation, at least one on-off control valve connected for controlling two fluid pressure supplies to the actuating piston, which supplies are selectively operable according to a respective desired or prevailing direction of rotation of the engine, two control members adpated to cause actuation of the control valve, or respective control valves, in response to movement in one of two predetermined respective directions, dependent on the respective desired or prevailing engine rotational directions, of a movably mounted common control surface which cooperates with one end of each control member, the control surface being defined between two control edges the spacing of which determines the starting or braking control time, the ends of the two control members with which the control surface cooperates being arranged along the path of movement of the control surface at a spacing from each other corresponding to the starting or braking control time, whereby, in use, one or other of the control members acts selectively in dependence on a respective desired or prevailing direction of engine rotation so that the control valve or one of the control valves, causes the actuating piston to operate the inlet valve in synchronism with the operation of the engine to admit air to the engine cylinder.

9. An engine as claimed in claim 8, in

which the control members associated with the control valves comprise open-ended tubes, means being provided for passing gas therethrough so as to issue from the open ends, the interior of the tubes being in communication with respective piston valve members of the control valves movement of which controls the fluid pressure supplies to the actuating piston, the open ends of the tubes being disposed adjacent the path of movement of the common control surface whereby when the latter is disposed adjacent the tube ends the flow of gas issuing therefrom is restricted so that the consequent pressure rise within the tubes causes the respective piston valve member to move.

10. An engine as claimed in claim 9, in which the piston valve members of the control valves are formed with respective bleed passages for allowing air to flow from air supplies for operating the actuating piston through the tubes.

11. An engine as claimed in claim 9 or claim 10, in which the tubes each have a relatively large bore within the tube length and a relatively small bore at the open end.

12. An engine as claimed in claim 11, in which the relatively large bore within each tube is approximately eight millimetres.

13. An engine as claimed in claim 11 or claim 12, in which the relatively small bore at the open end of each tube is approximately six millimetres.

14. An engine as claimed in any one of claims 9 to 13, in which when the common control surface is disposed adjacent the open ends of the tubes, the gap between the tube ends and the surface is 0.5 millimetres.

15. An engine as claimed in any one of the preceding claims, in which the common control surface is afforded by a raised surface on a rotary control shaft.

16. An engine as claimed in claim 15, in which the control shaft is the engine camshaft with cams for both directions of engine rotation, the camshaft being axially movable between two positions and being adapted to be located in one of the axial positions for engine operation in one direction of rotation and in the other axial position for engine operation in the other direction of rotation, the camshaft being driven in opposite directions of rotation for the two directions of rotation of the engine.

17. An engine as claimed in claim 16, in which the raised control surface has an axial extent approximately equal to the axial extent of movement of the camshaft between its two positions.

18. An engine as claimed in claim 17, in which the control edges of the control surface are convexly curved and extend from one axially end region of the control surface, which on rotation of the camshaft passes adjacent the ends of the control members in one axial position of the camshaft, to another axially end region of the control surface, which on rotation of the camshaft passes adjacent the ends of the control members in the other axial position of the camshaft.

19. An engine as claimed in any one of the preceding claims, in which the engine has a plurality of cylinders each of which is provided with a said starting and/or braking device.

20. An engine as claimed in claim 19, in which there is provided a separate control surface for each cylinder, the control surfaces being fixed to a common control shaft.

21. An engine as claimed in claim 19 or 20, in which the fluid supply lines of the starting and/or braking device for each engine cylinder are equal in length.

22. An engine as claimed in any one of the preceding claims, in which the engine is a large Diesel engine.

23. An internal combustion engine having a starting and/or braking device, substantially as specifically described herein with reference to the accompanying drawings.